Dissertations / Theses on the topic 'Energy managemen strategy'

Energy Management strategy for sustainable regional development has been selected as the topic of my research due to the fact that energy demand alongside with energy dependency have been continuously growing from a long term perspective. Sustainable development is defined by three imperatives – energy efficiency, ecology and security. Review of the current state and analysis of historical trends in Energetics at global and regional level are covered in this research. Results of the Multi-Criteria Decision Analysis introduce a set of implications and recommendations for Energy Management strategy in the Czech Republic.

This dissertation formulates a proposal for a real time implementable energy management strategy (EMS) for plug-in hybrid electric vehicles. The EMS is developed to minimize vehicle fuel consumption through the utilisation of stored electric energy and high-efficiency operation of powertrain components. This objective is achieved through the development of a predictive EMS, which, in addition to fuel efficiency, is optimized in terms of computational cost and drivability. The requirement for an EMS in hybrid powertrain vehicles stems from the integration of two energy stores and converters in the powertrain; in the case of hybrid electric vehicles (HEVs) usually a combustion engine and one or more electric machines powered by a battery. During operation of the vehicle the EMS controls power distribution between engine and electric traction motor. Power distribution is optimized according to the operating point dependent efficiencies of the components, energy level of the battery and trip foreknowledge. Drivability considerations, e.g. frequency of engine starts, can also be considered. Due to high oil prices and legislative requirements caused by the environmental impact of greenhouse emissions, fuel economy has gained importance in recent years. In addition to increased fuel economy, powertrain hybridization permits the substituton of fuel for electrical energy by implementing an external recharging option for the battery. This vehicle class, incorporating a battery rechargeable via the electrical grid, is known as a plug-in HEV (PHEV). PHEV share characteristics of both HEVs and all-electric vehicles combining several advantages of both technologies. The rechargeable battery feature of the PHEVs makes their EMS development espe-cially challenging. For minimal fuel consumption, the battery is discharged optimally over the whole trip length, prioritising electrical energy when driving conditions are such that its use maximises the fuel saving that can be achieved. Therefore, an EMS for a PHEV depends heavily on the availability of a priori knowledge about the trip, i.e. the knowledge about future vehicle speed and road grade. This requires the driver to indi-cate the route before trip start. The route knowledge in combination with GPS or Galileo based next generation navigation systems using information from a geographic in-formation system (GIS) about terrain height profile, road type (e.g. motorway or country road), and legal speed limits can be evaluated by a speed prediction algorithm including information about the driver's behaviour for a detailed prediction of the trip. These navigation systems and algorithms in combination with expected future advances and the deployment of technologies such as intelligent transport systems (ITS) and vehicle-to-vehicle communication (V2V), will make more exact traffic information available to further improve prediction. Despite expected advances in prediction quality, inaccuracy of prediction data has to be considered and is therefore regarded in this work. The EMS proposed in this dissertation combines different approaches which are exe-cuted step by step. A first approximation of the energy distribution during the trip is based on a mixed integer linear program (MILP), which gives the optimal energy state of the battery during the trip. This is especially important for trips with long uphill, downhill or urban phases, i.e. sections with a particularly high or lower power requirement. The results from MILP are then used by a dynamic programming (DP) algorithm to calculate optimal torque and gear using a receding prediction horizon. Using a receding prediction horizon, an important reduction of computational cost is achieved. Lastly, from the DP results a rule-based strategy is extracted using a support vector machine (SVM). This last step is necessary to ensure the drivability of the vehicle also for inaccurate prediction data.

La gestion des risques et la responsabilité sociale des entreprises ont pris les rôles dans la gestion de la stratégie mondiale d'efficacité énergétique de la chaîne d'approvisionnement et de la logistique internationale. Tout est basé sur des faits simulations, causes et impacts dans le transport, la production et la gestion de l'entrepôt. En termes de transport dans les ensembles de la chaîne d'approvisionnement globale, le système de suivi du rendement devrait être appliqué selon les normes standard appropriées. Particulièrement pour les produits dangereux. Ainsi, le niveau de pollution peut être anticipé et calculé au niveau exact. Le plus important est aussi le niveau externe, soi-disant facteur de leadership. Ce facteur reflétera la performance de la responsabilité sociale de l'entreprise.Le type de système de production qui relie le système de chaîne d'approvisionnement global est le plus difficile. Pourquoi avons-nous des difficultés sur celui-ci ? Parce que certaines entreprises ou pays ne pouvaient dans une certaine mesure faire un meilleur choix en termes de pénurie pour certains types de ressources énergétiques. Pour la section de l'entrepôt, l'auteur a trouvé le résultat que le secteur de l'électricité avec une base de données en temps réel donnait une manière réaliste de l'efficacité énergétique de la chaîne d'approvisionnement mondiale. L'efficacité énergétique dans la chaîne d'approvisionnement mondiale est une perspective que l'efficacité de l'énergie au niveau mondial pourrait être réalisée par n'importe quel type de produit, principalement sur la matière énergétique. En se concentrant sur la façon de les transporter, le système de production et la façon de construire un système d'entrepôt pour maintenir la source d'énergie plus efficace pour servir les utilisateurs finaux
Risk management and corporate social responsibility took roles play how to manage global supply chain energy efficiency strategy and international logistics. All is based on facts-simulations, causes & impacts in transportation, production, and warehouse management”. In term of transportation in global supply chain shows for tracking performance systems hould be applied on appropriate standardized. Particularly for hazardous products. So that, the pollution level can be anticipated and calculated in exact level. The most important one is also the external level, so called leadership factor. This factor will reflect the corporate social responsibility performance.The type of production system which connected to global supply chain system is the most difficult one. Why do we have difficulties on this one? Because, some enterprises or countries for some extent could not make a better choice in term of scarcity for certain type of energy resources. For the warehouse section, the author found the result that electricity sector with real time data base has been giving realistic the way of energy efficiency of global supply chain.The energy efficiency in global supply chain is a perspective that efficiency energy in global level could be perform by any type of product, mainly on energy matter. By focusing on how to transport them, the way of production system, and how to build up warehouse system to keep source of energy become more efficient to serve end users

The main source of energy in the Gulf Cooperation Council (GCC) remains fossil fuels (oil and gas). The massive and accelerated used of such sources of energy not only depletes the traditional energy sources in those states and thus undermines exports and long-term prosperity; it also causes devastating damages to the environment and to human health. The nature of the Arabian Peninsula is very suitable for renewable energy sources (RES), thus many GCC states have started to consider those resources for their future energy plans. Like any technology, renewable energy technologies (RET) face many challenges such as economic, technical, social and environmental. This research analyses renewable energy (RE) possibilities and barriers in the GCC states in depth, using Kuwait as a case study. Questionnaires were distributed to three different groups to measure their attitudes and knowledge with regard to RE. Moreover, this research investigates the economic and environmental implications of RES adoption for Kuwait. A cost analysis between the traditional energy generated by the Ministry of Electricity and Water (MEW) using oil and gas, and RE energy generated by Al- Shagaya project has been carried out. It was found that most participants were environmentally aware of fuel issues and supported RE; they were prepared to forego subsidies on traditional energy to promote RE, but they doubted the government’s ability to implement RE successfully. Although Al-Shagaya Project was targeted to contribute up to 15% of Kuwait’s total power production by 2030, the cost analysis presented in this thesis revealed that the energy generated from the Al-Shagaya Project accounts for only 2% the energy needs projected at 2030, therefore current plans would only reduce CO2 emissions by 2% by 2030, but a program was proposed whereby larger investment would cause a 92% reduction in costs and reduce CO2 emissions to zero within the same timeframe.

A series hybrid electric vehicle is a vehicle that is powered by both an engine and a battery pack. An electric motor provides all of the mechanical motive power to the transmission. Engine power is decoupled from the transmission by converting engine power into electricity which powers the electric motor. The mechanical decoupling of the engine from the transmission allows the engine to be run at any operating point (including off) during vehicle operation while the battery back supplies or consumes the remaining power. Therefore, the engine can be operated at its most efficient operating point or in a high-efficiency operating region. The first objective of this research is to develop a dynamic model of a series hybrid diesel-electric powertrain for implementation in Simulink. The vehicle of interest is a John Deere M-Gator utility vehicle. This model serves primarily to test energy management strategies, but it can also be used for component sizing given known load profiles for a vehicle. The second objective of this research is to develop and implement multiple energy management strategies of varying complexity from simple thermostat control to an optimal control law derived using dynamic programming. These energy management strategies are then tested and compared over the criteria of overall fuel efficiency, power availability, battery life, and complexity of implementation. Complexity of implementation is a critical metric for control designers and project managers. The results show that simple point-based control logic can improve upon thermostat control if engine efficiency maps are known. All control method results depend on the load profile being used for a specific application.

Approved for public release; distribution is unlimited
Shared situational awareness (SSA) is essential to success and safety in tactical environments, whether fighting wars or providing relief during disasters and humanitarian catastrophes. The increased availability of sensors in mobile devices offers groundbreaking opportunities for continuous context-aware applications that are capable of responding to the operating conditions of users and their environment. However, continuous context-aware applications involve high-energy consumption. A key challenge in tactical environments is to make the most effective use of scarce resources. There are numerous approaches for reducing energy consumption of continuous context-aware applications. This thesis examines two methods: Sensor Substitution and Triggering (SENST) and Acquisitional Context Engine (ACE). The goal of this thesis is to explore the capabilities and limitations of SENST and ACE for group context-awareness and provide a group energy-efficient sensor management strategy that enhances the dissemination of SSA in tactical environments.

The Energy Management Strategy (EMS) has a huge effect on the performance of any hybrid vehicle because it determines the operating point of almost every component associated with the powertrain. This means that its optimisation is an incredibly complex task which must consider a number of objectives including the fuel consumption, drive-ability, component degradation and straight-line performance. The EMS is of particular importance for Fuel Cell Hybrid Electric Vehicles (FCHEVs), not only to minimise the fuel consumption, but also to reduce the electrical stress on the fuel cell and maximise its useful lifetime. This is because the durability and cost of the fuel cell stack is one of the major obstacles preventing FCHEVs from being competitive with conventional vehicles. In this work, a novel EMS is developed, specifcally for Fuel Cell Hybrid Electric Vehicles (FCHEVs), which considers not only the fuel consumption, but also the degradation of the fuel cell in order to optimise the overall running cost of the vehicle. This work is believed to be the first of its kind to quantify effect of decisions made by the EMS on the fuel cell degradation, inclusive of multiple causes of voltage degradation. The performance of this new strategy is compared in simulation to a recent strategy from the literature designed solely to optimise the fuel consumption. It is found that the inclusion of the degradation metrics results in a 20% increase in fuel cell lifetime for only a 3.7% increase in the fuel consumption, meaning that the overall running cost is reduced by 9%. In addition to direct implementation on board a vehicle, this technique for optimising the degradation alongside the fuel consumption also allows alternative vehicle designs to be compared in an unbiased way. In order to demonstrate this, the novel optimisation technique is subsequently used to compare alternative system designs in order to identify the optimal economic sizing of the fuel cell and battery pack. It is found that the overall running cost can be minimised by using the smallest possible fuel cell stack that will satisfy the average power requirement of the duty cycle, and by using an oversized battery pack to maximise the fuel cell effciency and minimise the transient loading on the stack. This research was undertaken at Loughborough University as part of the Doctoral Training Centre (DTC) in Hydrogen, Fuel Cells and Their Applications in collaboration with the University of Birmingham and Nottingham University and with sponsorship from HORIBA-MIRA (Nuneaton, UK). A Microcab H4 test vehicle has been made available for use in testing for this research which was previously used for approximately 2 years at the University of Birmingham. The Microcab H4 is a small campus based vehicle designed for passenger transport and mail delivery at low speeds as seen on a university campus. It has a top speed of approximately 30mph, and is fitted with a 1.2kW fuel cell and a 2kWh battery pack.

The adoption of Plug-in Hybrid Electric Vehicles (PHEVs) is widely seen as an interim solution for the decarbonisation of the transport sector. Within a PHEV, determining the required energy storage capacity of the battery remains one of the primary concerns for vehicle manufacturers and system integrators. This fact is particularly pertinent since the battery constitutes the largest contributor to vehicle mass. Furthermore, the financial cost associated with the procurement, design and integration of battery systems is often cited as one of the main barriers to vehicle commercialisation. The ability to integrate the optimization of the energy management control system with the sizing of key PHEV powertrain components presents a significant area of research. Further, recent studies suggest the use of \intelligent transport" infrastructure to include a predictive element to the energy management strategy to achieve reductions in emissions. The thesis addresses the problem of determining the links between component-sizing, real-world usage and energy management strategies for a PHEV. The objective is to develop an integrated framework in which the advantages of predictive energy management can be realised by component downsizing for a PHEV. The study is spilt into three sections. The first part presents the framework by which the predictive element can be included into the PHEV's energy management strategy. Second part describes the development of the PHEV component models and the various energy management strategies which control the split in energy used between the engine and the battery. In this section a new control strategy is presented which integrates the predictive element proposed in the first part. Finally, in the third section an optimisation framework is presented by which the size of the components within the PHEV are reduced due to the lower energy demands of the new proposed energy management strategy. The first part of the study presents a framework by which the energy consumption of a vehicle may be predicted over a route. The proposed energy prediction framework employs a neural network and was used o_-line for estimating the real-world energy consumption of the vehicle so that it can be later integrated within the vehicles energy management control system. Experimental results show an accuracy within 20%-30% when comparing predicted and measured energy consumptions for over 800 different real-world EV journeys … [cont.].

Senaste åren har elhybridfordon visat enorm potential gällande energibesparning och reducering av utsläpp. Genom lämplig energistyrningsstrategi kan en märkbar förbättring uppnås avseende energieffektiviteten med bevarad autonomi. KTH Eco Cars utveckling och forskningsgrupp har under senaste åren forskat på elhybrid prototypen Elba, utvecklad för Shell Eco-marathon (SEM). Dock har frånvaron av en energistyrningsstrategi varit en flaskhals för att kunna uppnå hög energieffektivet och topp placering i SEM. Målet med Examensarbetets är att lösa detta problem genom utveckling av en modellbaserad och optimerad regleringshieraki, möjlig att implementera i Elba. Viss Förarbete har utförts såsom simplifierade modeller av Elba och ingående komponenter i drivlinan och tabell baserad på dynamisk programmering. Omfattningen av detta projekt är att utveckla en komplett energistyrnings hieraki med reglering i tre nivåer. Utvecklingsprocessen går från nedersta till översta nivåen. Arbetet börjar med att förfina de tidigare matematiska modellerna med hjälp av tekniska datablad och uppdaterande resultat från testning av komponenter. Med hjälp av detta utvecklades regulatorer på komponentnivå. Modell-baserad framkoppling tillsammans med återkoppling för störningsrejektion användes för att ersätta den gamla PID-regleringen. För styrning av den mellersta nivåen, den viktigaste delen i detta projekt, används ekvivalent förbruknings reducerings strategi för att uppnå momentan momentöverföringsfördelning på tre drivande komponenter. I denna process tas hänsyn till optimerad bränsleförbrukning och realtids övervakning av batteriets laddning. För att bevara Elbas körbarhet har olämpliga arbetslägen identifieras och förkastas för att förhindra frekvent på och avstängning av motorer och minde energieffektiv återhämtning. För att förbättra den dynamisk programmerade tabellens funktionalitet har en bestämmande funktion lagts till. Den nya modifierade tabellen kan ge accelerationsreferens som fungerar som den översta nivåen. Projektet avslutas med simulering i MATLAB/Simulink miljön. Resultaten från simuleringarna visar en signifikant förbättrring gällande energieffektiviteten och bevarande av batteriets laddning jämfört med den tidigare regleringsstrategin. Dock baseras dessa resultat på vissa idealiseringar och simplifierade modeller. Utvecklandet av en optimerad regleringsstrategi har givit viktiga erfarenheter och åstadkommanden under detta examensarbete. Resultaten kommer att verifieras genom fälttester och bidra till Elbas utveckling i framtiden.
In contemporary world, hybrid electric vehicles (HEVs) have shown enormous potential in energy-saving and emission-reducing. By appropriate energy management strategy (EMS), an obvious improvement concerning energy efficiency could be achieved meanwhile self-sustainability is well reserved. Based on a specific HEV prototype Elba developed for Shell Eco-marathon (SEM), relevant research has been carried out by KTH Eco Cars research and development (R&D) teams during recent years. However, because of lack of a proper EMS, Elba meets a bottleneck on improving its energy efficiency and obtaining excellent grade in SEM. To solve this problem, this project is launched to develop a model-based optimization control hierarchy which can be implemented in Elba. Prior to this, some preliminary works have been done, including a set of simplified models of Elba and its powertrain components, and a dynamic programming (DP) based look-up table. Thus, the scope of this project is defined as establishing a complete energy management control hierarchy including three-layer controls. The developing process runs from bottom to top layer. The work starts from refining the original mathematical models according to the newly updated results of components testing and related technical datasheets. Then component-level controllers are developed. Model-based feedforward control together with feedback control for disturbance rejection is employed to replace previous PID control. In the middle layer control, the most significant part in this project, equivalent consumption minimization strategy (ECMS) is employed to realize a properly instantaneous torque split scheme on three propelling components. In this process, optimized fuel consumption among with real-time battery state of charge (SOC) are taken into account. To preserve Elba’s drivability, an improper working mode is identified and rejected to avoid frequent engine switching on/off as well as less efficient energy recuperation. In terms of the infeasibility of the existing DP based look-up table, a reasonable adjudgment function is introduced to complement its functionality. Thus, the modified look-up table is able to provide rational acceleration reference acting as top layer control. The whole work is finished in MATLAB/Simulink platform. The simulation results indicate that, compared with the previous control strategy, the new one significantly improves energy efficiency and better preserves battery SOC. Indeed, these decent results are on basis of some ideal assumption and simplified models. As an attempt on research and development of optimization control strategy, some precious experience and achievements have been, after all, obtained during the thesis work. All these will be verified by field tests and will promote Elba’s further upgrading in the future.

The Hybrid Electric Vehicle Team of Virginia Tech (HEVT) is participating in the 2012-2014 EcoCAR 2: Plugging in to the Future Advanced Vehicle Technology Competition series organized by Argonne National Lab (ANL), and sponsored by General Motors Corporation (GM) and the U.S. Department of Energy (DOE). The goals of the competition are to reduce well-to-wheel (WTW) petroleum energy consumption (PEU), WTW greenhouse gas (GHG) and criteria emissions while maintaining vehicle performance, consumer acceptability and safety. Following the EcoCAR 2 Vehicle Development Process (VDP) of designing, building, and refining an advanced technology vehicle over the course of the three year competition using a 2013 Chevrolet Malibu donated by GM as a base vehicle, the selected powertrain is a Series-Parallel Plug-In Hybrid Electric Vehicle (PHEV) with P2 (between engine and transmission) and P4 (rear axle) motors, a lithium-ion battery pack, an internal combustion engine, and an automatic transmission. Development of a charge sustaining control strategy for this vehicle involves coordination of controls for each of the main powertrain components through a distributed control strategy. This distributed control strategy includes component controllers for each individual component and a single supervisory controller responsible for interpreting driver demand and determining component commands to meet the driver demand safely and efficiently. For example, the algorithm accounts for a variety of system operating points and will penalize or reward certain operating points for other conditions. These conditions include but are not limited to rewards for discharging the battery when the state of charge (SOC) is above the target value or penalties for operating points with excessive emissions. Development of diagnostics and remedial actions is an important part of controlling the powertrain safely. In order to validate the control strategy prior to in-vehicle operation, simulations are run against a plant model of the vehicle systems. This plant model can be run in both controller Software- and controller Hardware-In-the-Loop (SIL and HIL) simulations. This paper details the development of the controls for diagnostics, major selection algorithms, and execution of commands and its integration into the Series-Parallel PHEV through the supervisory controller. This paper also covers the plant model development and testing of the control algorithms using controller SIL and HIL methods. This paper details reasons for any changes to the control system, and describes improvements or tradeoffs that had to be made to the control system architecture for the vehicle to run reliably and meet its target specifications. Test results illustrate how changes to the plant model and control code properly affect operation of the control system in the actual vehicle. The VT Malibu is operational and projected to perform well at the final competition.
Master of Science

Thesis (MBA)--Stellenbosch University, 2008.
ENGLISH ABSTRACT: This research study explored energy efficiency and the possible implications for a South African company, the Pioneer Foods Group (Pioneer Foods). “What value could Pioneer Foods derive from an energy efficiency strategy?” is the research question posed in this study. The case study analysis revealed that Pioneer Foods recently listed on the Johannesburg Stock Exchange and therefore needed to implement an environmental management strategy as part of their carbon footprint reporting. Energy efficiency turned out to be one aspect that could have a significant impact on their carbon footprint. The most important barrier to energy efficiency identified at Pioneer Foods was found to be the lack of real-time electrical consumption information as this could result in a lack of ownership taken by mill management. Further barriers included the use of wrong information for benchmarking purposes as well as a possible misunderstanding of the different electricity tariffs shown on the electrical utility bill. Possible ways to overcome the barriers to energy efficiency at Pioneer Foods included installation of energy meters for real-time monitoring of the energy consumption, empowerment of people to ensure buy-in, as well as key performance indicators for mill managers linked to energy efficiency. It was suggested that the energy efficiency strategy be implemented in stages covering short-term, medium-term and long-term objectives. This way the implementation process would seem less intrusive to people and also give the energy efficiency team the opportunity to learn more and perhaps adjust the strategy throughout the implementation process. This research project should act as a starting point for Pioneer Foods to grow from being unconsciously incompetent to becoming consciously competent in the field of energy efficiency. The observations made throughout this study, should convince companies that energy efficiency should not just matter to high energy users. All companies should explore their own drivers for implementing energy efficiency and act on it.
AFRIKAANSE OPSOMMING: Hierdie navorsingstudie het die effektiewe gebruik van energie, en die moontlike implikasies vir ‘n Suid Afrikaanse maatskappy, die Pioneer Voedsel Groep (Pioneer Voedsel) ondersoek. “Watter waarde sou Pioneer Voedsel kon put uit ‘n energie-effektiwiteit-strategie?” is die navorsingsvraag wat in hierdie studie gestel is. Uit die analise blyk dat Pioneer Voedsel onlangs op die Johannesburgse Effektebeurs genoteer is. Daar word dus van hulle verwag om ‘n omgewingsbestuur-strategie in plek te stel as deel van hul koolstofvoetspoor-verslaggewing. Dit blyk dat energie-effektiwiteit een aspek is wat ‘n groot impak op hulle koolstofvoetspoor kan hê. Die grootste struikelblok tot energie-effektiwiteit by Pioneer Voedsel geïdentifiseer, was die tekort aan intydse elektriese verbruiksinligting. Dit kan veroorsaak dat die bestuur nie eienaarskap neem van energie-effektiwiteit nie. Verdere struikelblokke sluit in die gebruik van foutiewe inligting vir metingsdoeleindes asook ‘n moontlike gebrek aan begrip van die verskillende elektrisiteitstariewe uiteengesit op die elektrisiteitsrekening. Moontlike maniere om die struikelblokke by Pioneer Voedsel te oorkom sluit in die installasie van energiemeters vir intydse monitering van energieverbruik, bemagtiging van mense om inkoop te verseker, en sleutelprestasie-aanwysers vir bestuurders gekoppel aan energie-effektiwiteit. Dit word voorgestel dat die energie-effektiwiteit-strategie in fases geïmplementeer word om sodoende kort-, medium- en langtermyn-mikpunte te bereik. Sodoende sal die implementering van die proses minder indringend vir personeel wees. Dit gee ook die energie-effektiwiteit-span die kans om meer te leer asook die strategie aan te pas soos nodig tydens die implementeringsproses. Hierde navorsingsprojek moet dien as die vertrekpunt vir Pioneer Voedsel om te groei van onwetend onbekwaam tot wetend bekwaam in die veld van energie-effektiwiteit. Verder behoort dit maatskappye te oortuig dat energie-effektiwiteit nie net ‘n verskil maak vir hoë energie verbruikers nie, maar dat alle maatskappye hulle eie drywers vir die implementering van energie-effektiwiteit behoort te identifiseer en daarvolgens aksiestappe te neem.

Thesis (MBA)--Stellenbosch University, 2013.
Traditionally organizations have reported largely on financial information. The Global Reporting Initiative and the King III Code of Corporate Governance have become important guidelines in assisting organizations on how to report and consequently integrated reporting is quickly gaining popularity. As the potential effects of climate change and other environmental and social impacts of businesses become more apparent, stakeholders are placing pressure on these organizations to be more transparent in how they are dealing with these impacts. Strategy cannot be separated from sustainability (SAICA, 2009: 7); therefore there is increasing pressure on organizations to disclose their strategies. Not all companies disclose information relating to strategy and sustainability to the same extent. There are a range of factors that influence strategy disclosure. This study updates the 2010 study (Meyer, 2011) evaluating the extent of strategy disclosure in the energy and natural resources sector of five companies (BP, Eskom, Mondi, Sappi and Sasol) using a three-point evaluation scale. In addition the following analyses were done:  A benchmarking exercise comparing the strategy disclosure and sustainability reporting of the five companies analysed against two industry leaders (Repsol and Enagas).  Development of the drivers of strategy disclosure from the literature which were compared to the results from the three-point evaluation scale.  The analysis was repeated using a six-point evaluation scale, as this more clearly determined the extent of strategy disclosure, which was then compared to the drivers of strategy disclosure. The results, obtained from the six-point evaluation scale, supported the drivers of strategy disclosure and concluded that product type, the competitive environment and risk are some of the main determinants of strategy disclosure in this study based on the companies evaluated. It was also concluded that, based on the three-point and the six-point evaluation scale, the average level of disclosure for the energy and natural resources sector is good, and had improved from 2010. Furthermore, it was also observed that strategy is not disclosed to the same extent as sustainability information. Baseline One had more of a focus on sustainability information, whereas Baselines Two and Three focussed more on strategy. The level of disclosure in Baseline One was more than that of Baselines Two and Three.

Final Master Thesis report EGI 2010-2013   Thesis Title: The Role of Renewable Energies in Energy supply Planning and   Management for Sustainable    Development “Case of Rwanda”. ABSTRACT   This report provides an overview of the main results from the scenarios analysed in the Rwanda energy policy strategy, planning and prospective energy initiatives and alternatives (Hydropower, Biomass, Solar, Methane, Peat, etc.) as well as other Government Development Frameworks meant for poverty reduction strategies and economic development. Under this context, the report attempts to assess the role of renewable energies particularly micro hydropower in solving Rwanda energy supply and management issues for sustainable development. The main conclusion is that renewable energies (micro hydropower) substantially contribute to reducing greenhouse gas emissions and improving diversification of the energy production and supply into the national grid as well as independent off-grid systems particularly in rural based areas that are far from the grid. This becomes even more significant and relevant when considering that electricity access in the country stands at about 14% leaving about 86% of the population especially in rural areas without power supply. Although other technologies are still used to meet urgent and pressing power demand, Renewable energy sources are well placed in offering medium and long term solution in a sustainable manner. To this effect therefore, the report has tried to outline the impacts, costs and benefits of ambitious renewable energy targets for Rwanda in the medium and long term perspectives.

This PhD work arises from the necessity to give a contribution to the energy saving field, regarding automotive applications. The aim was to produce a multidisciplinary work to show how much important is to consider different aspects of an electric car realization: from innovative materials to cutting-edge battery thermal management systems (BTMSs), also dealing with the life cycle assessment (LCA) of the battery packs (BPs). Regarding the materials, it has been chosen to focus on carbon fiber composites as their use allows realizing light products with great mechanical properties. Processes and methods to produce carbon fiber goods have been analysed with a special attention on the university solar car Emilia 4. The work proceeds dealing with the common BTMSs on the market (air-cooled, cooling plates, heat pipes) and then it deepens some of the most innovative systems such as the PCM-based BTMSs after a previous experimental campaign to characterize the PCMs. After that, a complex experimental campaign regarding the PCM-based BTMSs has been carried on, considering both uninsulated and insulated systems. About the first category the tested systems have been pure PCM-based and copper-foam-loaded-PCM-based BTMSs; the insulated tested systems have been pure PCM-based and copper-foam-loaded-PCM-based BTMSs and both of these systems equipped with a liquid cooling circuit. The choice of lighter building materials and the optimization of the BTMS are strategies which helps in reducing the energy consumption, considering both the energy required by the car to move and the BP state of health (SOH). Focusing on this last factor, a clear explanation regarding the importance of taking care about the SOH is given by the analysis of a BP production energy consumption. This is why a final dissertation about the life cycle assessment (LCA) of a BP unit has been presented in this thesis.

I denna uppsats har energibolaget Kraftringen Energi AB blivit behandlat, utifrån syftet attundersöka de strategier som de använder vid en storm med fokus på deras användning av det sociala mediet, Facebook. Utöver detta har också en jämförelse gjorts för att se om deras arbete skiljer sig från det arbete som gjordes innan varumärkesbytet som Kraftringen Energi AB genomgick för två år sen med det arbete som görs idag, med fokus på kommunikationen till kunderna vid en storm. Det fanns också en förhoppning om att kunna presenteraförbättringsförslag som företaget kan använda sig av i deras framtida arbete.För att genomföra detta har forskningsmetoden fallstudie används, och där fokusen har legat påden informationen som framkom vid de sex semistrukturerade kvalitativa intervjuer somgjordes som hade ett målinriktat urval av intervjupersoner. Det material som tagits fram vidintervjuerna har sedan jämförts med tidigare forskning och teori, men också med deninnehållsanalys som har gjorts av företagets Facebook-sida under stormen Sven.Den slutsats som tagits fram med hjälp av diskussionen visar på att det idag inte finns strategierpå hur arbetet på Facebook ska fungera vid en storm, vilket därmed också blivit ett av deförbättringsförslag som tagits fram tillsammans med att tillsätta en ansvarig för denna uppgift.Det fanns inte heller någon märkbar skillnad på arbetet som gjordes innan varumärkesbytet motdet som görs idag vid en storm, utöver att företaget använder sig av Facebook. En idé sompresenterats till detta är att genomföra träning på den strategi som finns idag för att finna nyaförbättringar på den. Men också att företaget bör överväga att ta fram strategier hur derasFacebook-sida ska användas och om det ska finnas en ansvarig person för denna sida samt derasandra sociala medier.
In this paper, the energy company Kraftringen Energi AB has been discussed, according to the purpose to investigate the strategies they use at a storm with a focus on their use of social media, Facebook. In addition, also a comparison was made to see if their work differs from the work that was done before the rebranding as Kraftringen Energi AB underwent two years ago with the work they do today, with a focus on the communication to their customers in during a storm. There was also a hope to present proposals for improvement, which the company can use in their future work.To implement this, the research case study method used, and where the focus has been on the information that emerged during the six semi-structured qualitative interviews were made that had a targeted selection of interview subjects. The materials developed during the interviews were then compared with the previous research and theory, but also with the content analysis made by the company's Facebook page during the storm Sven.The conclusion that has been developed with the help of the discussion shows that today there are strategies on how the work on this should work in a storm, which thus also become one of the suggestions for improvement that have been developed along with adding a charge of this task. There was also no significant difference in the work that was done before the brand transition to what is done today by a storm, beyond that the company uses Facebook. One idea that has been presented to this is to conduct training on the approach available today to find new improvements to it. But also that the company should consider developing strategies how their Facebook page to be used and if there is to be a responsible person for this page, as well as their other social media.

In recent years, rules and regulations regarding fuel consumption of vehicles and the amount of emissions produced by them are becoming stricter. This has led the automotive industry to develop more advanced solutions to propel vehicles to meet the legal requirements. The Hybrid Electric Vehicle is one of the solutions that is becoming more popular in the automotive industry. It consists of an electrical driveline combined with a conventional powertrain, propelled by either a diesel or petrol engine. Two power sources create the possibility to choose when and how to use the power sources to propel the vehicle. The strategy that decides how this is done is referred to as an energy management strategy. Today most energy management strategies only try to reduce fuel consumption using models that describe the steady state behaviour of the engine. In other words, no reduction of emissions is achieved and all transient behaviour is considered negligible.  In this thesis, an energy management strategy incorporating engine dynamics to reduce fuel consumption and nitrogen oxide emissions have been designed. First, the models that describe how fuel consumption and nitrogen oxide emissions behave during transient engine operation are developed. Then, an energy management strategy is developed consisting of a model predictive controller that combines the equivalent consumption minimization strategy and convex optimization. Results indicate that by considering engine dynamics in the energy management strategy, both fuel consumption and nitrogen oxide emissions can be reduced. Furthermore, it is also shown that the major reduction in fuel consumption and nitrogen oxide emissions is achieved for short prediction horizons.

Thesis (MBA)--Stellenbosch University, 2011.
The global energy industry is actively moving toward renewable energy sources in order to meet the ever-increasing demand for energy in a sustainable manner. The South African government, however, has only recently begun creating an environment which is truly conducive to investment into the renewable energy industry. Metso, a Finnish multi-national corporation, has a strong global position in the field of biomass-based power generation for heat, power or combined heat and power applications. The corporation has developed a modular biomass-based power generation solution for power generation in the 3MW to 10MW range, which is highly automated and can essentially operate without the need for extensive human intervention and is known as the Metso Bio-energy Solution. Considering the current state of the South African energy environment, Metso management requested the researcher to investigate the opportunities that exist in the South African market for Metso’s Bio-energy Solution, and to propose a market entry strategy which Metso should follow in order to enter the South African market. In the findings, the researcher observed that South Africa has a clear potential for the development of a bio-energy industry for power generation, although the limited availability of biomass in certain regions and the various harvesting methods in industries such as the forestry and sugar industries do restrict the access to this resource. The municipal solid waste industry appears to be an area of interest as well, although very little information exists regarding the volumes of waste available and sorting practices, which may be required in order to access these resources. Interviews were held with experts in the field of energy, renewable energy and energy policy in order to obtain opinions on the market potential for Metso’s Bio-energy Solution. The general perception of all interviewees was that the technology has its place within the South African energy mix. The interviewees, however, did confirm that there currently appears to be a major focus on wind and solar energy in the country, although biomass technology may well be a better solution due to its baseload capabilities. It was found that the local policy environment, the lack of government initiative on renewable energy licensing and unclear tariff structures have all inhibited the proliferation of the renewable energy industry. In many cases, frustration with power outages and policy delays has caused companies to invest in biomass co-firing facilities for their own consumption. The factors for success for biomass-based technologies in the South African market would appear to be directly linked to job creation potential, access to reliable and sustainable biomass resources and access to investment capital, from both private equity and the state. It is the recommendation of the researcher that Metso enters into a joint venture with a large international environmental finance company, which would base their business model on the technology provided by Metso, whilst securing the political and financial support for projects of this nature in the country.

Large cooling systems consume up to 25% of the total electricity used on deep level mines. These systems are integrated with the water reticulation system to provide chilled service water and cool ventilation air. Improving the energy efficiency of these large cooling systems is an important electrical demand-side management initiative. However, it is critical that the service delivery and system performance be maintained so as to not adversely affect productivity. A novel demand-side management strategy, based on variable water flow, was developed to improve the energy efficiency of large cooling systems like those found on deep mines. The strategy focuses on matching the cooling system supply to the demand through the use of modern energy efficient equipment, such as variable speed drives. The strategy involves the modulation of evaporator, condenser, bulk air cooler and pre-cooling water according to partial load conditions. A unique central energy management system was developed to integrate the proposed strategies on large cooling systems. The system features a generic platform and hierarchical network architecture. Real-time energy management is achieved through monitoring, optimally controlling and reporting on the developed strategy. The system is robust and versatile and can be applied to various large cooling systems. The feasibility of the strategy and energy management system was first investigated through the use of an adapted and verified simulation model and a techno-economic analysis. The strategy was then implemented on four large mine cooling systems and its in situ performance was assessed as experimental validation. The results of the Kusasalethu surface cooling system are discussed in detail as a primary case study while the results of the Kopanang, South Deep South Shaft and South Deep Twin Shaft cooling systems are summarised as secondary case studies. The potential to extend the variable water flow strategy to other industrial cooling systems is assessed through an investigation on the cooling system of the Saldanha Steel plant. Results indicate that, over a period of three months, average electrical load savings of 606-2 609 kW (29.3-35.4%) are realised on the four systems with payback periods of 5-17 months. The average electrical load saving between the sites is 33.3% at an average payback period of 10 months. The service delivery and performance of the cooling system and its critical subsystems are not adversely affected. The potential to extend the method to other large cooling systems is also shown. The developed variable water flow strategy is shown to improve the energy efficiency of large cooling systems, making a valuable contribution towards a more sustainable future. This thesis is presented as a detailed discussion of the entire research process. The key results have also been summarised in a series of five research articles attached as independent annexures. Three articles have been published in international scientific journals, one has been presented at and published in the proceedings of an international conference and one is still under review.
Thesis (PhD (Mechanical Engineering))--North-West University, Potchefstroom Campus, 2013

Historically, the most frequently used energy sources have been those nearest and easiest to consume. Unfortunately, society’s reliance on fossil fuel for power generation has occurred at the expense of the environment, coal being a major contribution to carbon dioxide (CO2) emission. Carbon dioxide is classified as a greenhouse gas (GHG); it contributes to the phenomenon of climate change (Haw & Hughes, 2007, p.1). According to Worrell (2011), industry uses nearly 40 percent of worldwide energy on economic activities. Value chain activities alone contribute almost 37 percent to global GHG. Organisations are socially and ethically required to minimise the carbon footprint of their operations. Reducing energy use makes perfect business sense; it saves money, enhances corporate reputations and helps everyone participate the fight against climate change (Carbon Trust, 2011). Gielen, Newman, and Patel (2008) strongly believe the overall energy and emissions trends can be mitigated through additional energy efficiency measures. However, implementing EnMS will enable organisations to establish systematic approaches and the processes necessary to improve energy performance, including energy efficiency, use and consumption (SANS 50001, 2011). The objective of this paper was to evaluate the current energy management strategy adopted by selected automotive manufacture in Eastern Cape. The research was motivated by the fact that previous researchers have focused more on technological aspects and less of management functions. The research paradigm followed in this paper was qualitative because a case study is used to gain an insight and understanding about more and less successful energy management strategies. In this report, background about the global energy outlook and its significant to economic development, factors behind energy demands, the link to climate change and providing effective energy management principles are covered. The energy management principles covered key elements for delivering successful energy management. Literature highlighted that, senior management commitment is the foundation of good energy management, which is delivered through a formal energy policy and a supporting energy strategy with action plan. High level commitment will provide: Advocacy from senior managers; Visibility of the issues across your organization; Impetus for the organisation to implement energy management; Resources, both human and financial. It will also demonstrate that good energy management is part of your organisation’s mission and as relevant as other management aspects. The empirical study is focused on the characteristics of the current management system and organisational structure employed with its relevant functions. Based on these reference points the paper concludes with recommendations for the case study organisation.

Som ett universitet som har erhållit bottenbetyg bland statliga myndigheter 2009 har KTH idag en vision om att bli ett av Europas ledande universitet inom miljö och hållbar utveckling. Syftet med detta examensarbete var att undersöka KTH:s energianvändning utifrån ett systemperspektiv med delsyftet att resultatet ska kunna användas som ett underlag med konkreta förbättringsförslag. För att uppnå detta har en energikartläggning av KTH:s skolor och nulägesbeskrivning utförts. Vidare har en intervjustudie genomförts för att erhålla en fördjupning i det energiarbete KTH och Akademiska Hus bedriver i dagsläget. Kartläggningen har påvisat minskning i energianvändningen i samtliga skolor, där ABE-skolan under 2015 visar en förbrukning på 3988 MWh vilket innebär en minskning på ca 30 % mot 2011 (5690 MWh). ICT-skolan uppvisar lägst minskning med ca 8 %. KTH:s skolors totala energianvändning kommandes från fastigheter uppgår till ca 188 GWh. Resultatet av examensarbetet visar på att KTH:s miljöarbete tidigare inte har legat på en tillfredsställande nivå samt att den befintliga hyresmodellen mellan KTH och Akademiska Hus inte skapar incitament för förbättringar i energifrågan från KTH:s sida. Vidare framkommer det att Akademiska Hus och KTH har haft olika ambitionsnivåer i energifrågan, samt att energirapporteringsverktyget som KTH har till sitt förfogande har tydliga förbättringspotentialer, där avskiljning av fastighets - och verksamhetsel är ett av dem. Detta skulle tillåta tydligare uppföljningar av uppsatta energimål inom KTH vilket idag inte är fallet. Några av de förbättringsförslag som slutsatsen landar i kan sammanfattas som: Tillskapa en motpart på KTH till energistrategrollen på AH, vilket skulle förenkla kommunikationen mellan parterna och lyfta fram energifrågan inom KTH. Starta en diskussion kring hyresmodellen och förbättra den så att incitament kan skapas främst för KTH.  Utveckla ett förbättrat energirapporteringsverktyg.
As a University that has been low rated amongst government agencies 2009, today KTH has a vision to become one of Europe’s leading universities in sustainable development. The aim with this paper is to investigate the energy consumption at KTH from a systems perspective. Another purpose is that the result could be used as a guideline for future work. The paper involves mapping of the energy consumption in the schools of KTH and a description of the current state regarding the energy work. Further, an interview survey has been performed in order to achieve a better understanding of how Akademiska Hus and KTH relates to the energy topic. The mapping shows that all schools shows a reduction in their energy consumptions, where ABE by the year 2015 has an energy consumption of 3988 MWh which is a decrease by 30 % compared to 2011 (5690 MWh). The lowest reduction is shown by ICT which counts to 8 %. The total energy consumption coming from facilities at KTH is counted to approx. 188 GWh. The result of this paper shows that the environmental work of KTH have not been on a satisfying level and that the current rental model between KTH and Akademiska Hus does not encourage progress in the energy topic at KTH. Further, it is proven that Akademiska Hus and KTH have different levels of ambition in the energy matter, and that the energy reporting tool that is provided to KTH has clear improvement potentials, where a distinction between property – and operation electric is one of them. This would allow clearer follow-ups of the energy goals in KTH, which is not the case today. A summary of improvement suggestions from the conclusions of the study are:   Create a counterpart at KTH to the energy strategist at AH that could facilitate the communication between the parties and highlight the energy issues at KTH.   Start a discussion concerning the rental model and improve it, to create incentives for energy savings mainly at the KTH side.   Develop and introduced an improved energy reporting tool.

Freight transportation, in its current shape and form, is on a highly unsustainable trajectory. Global demand for freight is ever increasing, while this demand is predominantly serviced by inefficient, fossil fuel dependent transportation options. The management of energy use in freight transportation has been identified as a significant opportunity to improve the sustainability of the freight sector. Given the vast amount of energy mitigation measures and policies to choose from to attempt this, decision-makers need support and guidance in terms of selecting which policies to adopt – they are faced with a complex and demanding problem. These complexities result, in part, from the vast range, scope and extent of measures to be considered by decision-makers. The tool developed needs to encompass a suitable methodology for comparing proverbial apples to oranges in a fair and unbiased manner, despite the development of one consistent assessment metric that can accommodate this level of diversity being problematic. Further to this, decision-makers need insight into the extent of implementation that is required for each measure. Because the level of implementation of each measure is variable and the extent to which each adopted measure will be implemented in the network needs to be specified, the number of potential measure implementation combinations that decision-makers need to consider is infinite, adding further complexity to the problem. Freight energy management measures cannot, and should not, be evaluated in isolation. The knock-on effects of measure adoption on the performance of other measures need to be considered. Measures are not all independent and decision-makers need to take these dependencies and their ramifications into account. In addition, there is dimensionality to be accounted for in terms of each measure, because one measure can be applied in a variable manner across different components of the freight network. A unique and independent decision needs to be made on the application of a measure for each of these network components (for example for each mode). Decisions on freight transportation impact all three traditional pillars of sustainability: social, environmental and economic. Measure impacts, thus, need to be assessed over multiple criteria. Decisions will affect a variety of stakeholders and outcomes must be acceptable to a range of interested parties. Sustainability criteria are often in conflict with one another, implying that there are trade-offs to be negotiated by the decision-makers. Decision-makers, thus, need to propose system alterations, or a portfolio of system alterations, that achieve improvements in some sustainability respects, whilst maintaining a balance between all other sustainability aspects. Moreover, the magnitude of impacts (be it positive or negative) of a measure on the sustainability criteria is variable, adding additional dimensionality to the problem. The aim of the research presented in this dissertation was to develop a decision support tool which addresses the complexities involved in the formulation of freight transport energy management strategies on behalf of the decision-makers, facilitating the development of holistic, sustainable and comprehensive freight management policy by government level decision-makers. The Freight Transport Energy Management Tool (FTEMT) was developed in response to this research objective, using a standardised operations research approach as a roadmap for its development. Following a standardised operations research approach to model development provides a structure where stakeholder participation can be encouraged at all the key stages in the decision-making process; it offers a logical basis for proposing solutions and for assessing any proposed suggestions by others; it ensures that the appraisal of alternative solutions is conducted in a logical, consistent and comprehensive manner against the full set of objectives; and it provides a means for assessing whether the implemented instruments have performed as predicted, enabling the improvement of the model being developed. The FTEMT can be classified as a simulation optimisation model, which is a combination between multi-objective optimisation and simulation. The simulation component provides a suitably accurate representation of the freight system and affords the ability to approximate the effect that measure implementation will have on the sustainability objectives, whilst the optimisation component provides the ability to effectively explore the decision space and reduces the number of alternative options (and, therefore, the complexity) that decision-makers need to consider. It is this simulation optimisation backbone of the FTEMT that enables the tool to address all the complexities surrounding the problem, enabling the decision support produced by the FTEMT to provide the information necessary for decision-makers to steer the freight transport sector towards true sustainability. Although this problem originates from the domain of sustainable transportation planning, the combination of operations research and transport modelling knowledge applied proved essential in developing a decision support tool that is able to generate adequate decision support on the problem. To demonstrate the use and usefulness of the decision support system developed, a fictitious case study version of the FTEMT was modelled and is discussed throughout this dissertation. Results from the case study implementation were used to verify and validate the tool, to demonstrate the decision support generated and to illustrate how this decision support can be interpreted and incorporated into a decision-making process. Outputs from the case study FTEMT proved the tool to be operationally valid, as it successfully achieved its stated objectives (the FTEMT unearths a Pareto set of solutions close to the true efficient frontier through the exploration of different energy management measure combinations). Explained in short, the value of using the FTEMT to generate decision support is that it explores the decision space and reduces the number of decision alternatives that decision-makers need to consider to a manageable number of solutions, all of which represent harmonic measure combinations geared toward optimal performance in terms of the entire spectrum of the problem objectives. These solutions are developed taking all the complexity issues surrounding the problem into account. Decision-makers can, thus, have confidence that the acceptance of any one of the solutions proposed by the FTEMT will be a responsible and sound decision. As an additional benefit, preferences and strategic priorities of the decision-makers can be factored in when selecting a preferred decision alternative for implementation. Decision-makers must debate the trade-offs between solutions and need to determine what they are willing to sacrifice to realise what gain, but they are afforded the opportunity to select solutions that show the greatest alignment with their official mandates. The structure of the FTEMT developed and described in this dissertation presents a practical methodology for producing decision support on the development of sound freight energy management policy. This work serves as a basis to stimulate further scholarship and expands upon the collective knowledge on the topic, by proposing an approach that is able to address the full scale of complexities involved in the production of such decision support.

The potential of carbon emission regulations applied to an individual building will encourage building owners to purchase utility-provided green power or to employ onsite renewable energy generation. As both cases are based on intermittent renewable energy sources, demand side control is a fundamental precondition for maximizing the effectiveness of using renewable energy sources. Such control leads to a reduction in peak demand and/or in energy demand variability, therefore, such reduction in the demand profile eventually enhances the efficiency of an erratic supply of renewable energy. The combined operation of active thermal energy storage and passive building thermal mass has shown substantial improvement in demand-side control performance when compared to current state-of-the-art demand-side control measures. Specifically, "model-based" optimal control for this operation has the potential to significantly increase performance and bring economic advantages. However, due to the uncertainty in certain operating conditions in the field its control effectiveness could be diminished and/or seriously damaged, which results in poor performance. This dissertation pursues improvements of current demand-side controls under uncertainty by proposing a robust supervisory demand-side control strategy that is designed to be immune from uncertainty and perform consistently under uncertain conditions. Uniqueness and superiority of the proposed robust demand-side controls are found as below: a. It is developed based on fundamental studies about uncertainty and a systematic approach to uncertainty analysis. b. It reduces variability of performance under varied conditions, and thus avoids the worst case scenario. c. It is reactive in cases of critical "discrepancies" observed caused by the unpredictable uncertainty that typically scenario uncertainty imposes, and thus it increases control efficiency. This is obtainable by means of i) multi-source composition of weather forecasts including both historical archive and online sources and ii) adaptive Multiple model-based controls (MMC) to mitigate detrimental impacts of varying scenario uncertainties. The proposed robust demand-side control strategy verifies its outstanding demand-side control performance in varied and non-indigenous conditions compared to the existing control strategies including deterministic optimal controls. This result reemphasizes importance of the demand-side control for a building in the global carbon economy. It also demonstrates a capability of risk management of the proposed robust demand-side controls in highly uncertain situations, which eventually attains the maximum benefit in both theoretical and practical perspectives.

The thesis examines the influence of dynamic capabilities on strategic agility in a dynamic industry. The study considers what types of capabilities influence strategic agility of the case companies and in what ways. The study is connected to the theory discussions on strategic agility and dynamic capabilities in the field of strategic management, also connecting to issues in international business and management. The study was a personally built case. The subject arose from the theoretical issues and was linked to companies in a dynamic field which was found from energy conservation industry. Two executives from two companies were interviewed during December 2013 and January 2014. The interviewees were of executive or management positions in the companies. The interviews were completed through a half structured format to complement a case study method of research. The results showed that dynamic capabilities and strategic agility and be combined in international business study. The research showed that capabilities and dynamic capabilities do influence parts of strategic agility in the case companies. It was possible to present the results in figure form as well. In the thesis the companies were mainly analyzed separately but the influence on strategic agility came mainly from production concepts, sales organization and product development. It was understandable for Finnish companies that their dynamic capabilities were linked to product issues. Strategic agility which was affected by these dynamic capabilities was mainly on agility towards customers, reactivity to market changes and abilities to deliver tailor made or at least highly customized solutions to customers. The main contribution to managers was that despite the high velocity or dynamism in market, the changes and agility must be in a controlled way to ensure enough consistency in business. Reacting and moving all the time is difficult and costly which is why there must be careful consideration on which strategic opportunities and threats are pursued or countered. The information on market dynamism and demands of strategic agility should be constantly evaluated in companies. There must be careful evaluation of what can be pursued and to what extent. The information flow and learning from it must be acknowledged in dynamic energy conservation industry, where development through routines also plays an important role for case companies. The results were understandable and reasonably reliable in the context of this thesis. The methods used in the work created different types of useful ideas and can be utilized to an extent in case companies. The thesis does not aim to generalize to a larger context.

An emerging technology is the hybridization of wheel loaders. Since wheel loaders commonly operate in repetitive cycles it should be possible to use this information to develop an efficient energy management strategy that decreases fuel consumption. The purpose of this thesis is to evaluate if and how this can be done in a real-time online application. The strategy that is developed is based on pattern recognition and Equivalent Consumption Minimization Strategy (ECMS), which together is called Adaptive ECMS (A-ECMS). Pattern recognition uses information about the repetitive cycles and predicts the operating cycle, which can be done with Neural Network or Rule-Based methods. The prediction is then used in ECMS to compute the optimal power distribution of fuel and battery power. For a robust system it is important with stability implementations in ECMS to protect the machine, which can be done by adjusting the cost function that is minimized. The result from these implementations in a quasistatic simulation environment is an improvement in fuel consumption by 7.59 % compared to not utilizing the battery at all.

Thesis (S.M. in Engineering and Management)--Massachusetts Institute of Technology, Engineering Systems Division, System Design and Management Program, 2012.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 116-119).
Deregulation shaping the Electricity industry across the world is a systems challenge cutting across interdisciplinary fields of technology, economics, public policy, environment and sociology. Decision makers that shape tomorrow's policy and investors that invest in financial and technological developments in this industry need to rely on multiple decision models to make informed decisions. This thesis serves to provide one such decision model among many that could be used to understand the key dynamics shaping a highly complex industry. We employ "top-down" and "bottom-up" approaches to build system dynamics model in an attempt to distinguish between adoption and diffusion phenomenon, as a result benefiting from hybrid modeling techniques that combine structures from both models. The models are evaluated with wide range of scenarios to arrive at policy guidance and business model recommendations. The dynamic hypothesis arising from our system dynamics model points to declining marginal profits in a saturating market coupled with proliferation of competitors, over-estimation of demand and diminishing margins for Curtailment Service Providers (CSPs) in the long run. We propose recommendations to surmount these challenges. To tap the smaller commercial and residential markets, CSPs must extend its reach by partnering with composite channel partners, who in the long run could also play a vital role in demand generation. In the face of commoditization and disruptive innovations, CSPs would not be able to sustain their margins just by aggregating demand response (DR) capacity, they would need to reinvent themselves to become energy management firms providing integrated, automated turnkey energy services including energy efficiency services, risk management, planning, sourcing along with providing DR services. Taking a systems approach in evaluating demand-side technology, we further investigate environmental implications of DR by characterizing the carbon savings from DR. Our analyses revealed that the carbon savings from DR triggered load curtailment when calculated using system wide carbon intensities differ substantially from those calculated with locational carbon intensities. Locational carbon intensity captures the location and time-specific dynamics of electricity demand. We, therefore, recommend it is a better metric for evaluating total carbon savings from load curtailment, which could be used to devise carbon abatement policies and structure the electricity market design rules. Furthermore, adding a carbon price to the marginal cost equation could change the dispatch order of plants and thus align carbon abatement policies with load reduction schemes.
by Vivin Nath.
S.M.in Engineering and Management

Tidal current and wave power, as emerging forms of renewable generation, represent innovations that are confronted by significant technological and financial challenges. Currently, the marine energy sector finds itself in a decisive transition phase having developed full-scale technology demonstrators but still lacking proof of the concept in a commercial project environment. After the decades-long development process with larger than expected setbacks and delays, investors are discouraged because of high capital requirements and the uncertainty of future revenues. Although ideas for improving the investment climate can be found, there is a lack of well-founded arguments and coordinated strategies to work towards a breakthrough in the marine energy market. The objective of this research is to provide stakeholder-specific prioritised strategy options for de-risking the commercialisation of tidal current and wave power technologies. A key principle applied is to integrate a wide knowledge spectrum comprising the technology, policy and financing sectors and to compile the information in a holistic and transparent manner. To gain a broad understanding of the characteristics of presently ongoing marine energy activities and the correlated strategic planning, a comprehensive survey was conducted. Based on this multidisciplinary attempt, an all-encompassing appraisal was possible by avoiding over-concentration on stakeholder-specific views or interests. System dynamics modelling was employed to develop a series of cause-effect relationship diagrams of the key interactions and correlations in the field. It was revealed that the circular relationship between two major risks for array-scale projects - reliability and funding - requires coordinated action to overcome. As funding is necessary for improving system reliability (and vice-versa), showcasing 'array-scale success' was identified as the game-changing milestone towards commercial generation. Furthermore, it was found that a number of comparably competent manufacturing firms is required to implement major marine energy projects. This would result from fostering a multi-company market breakthrough concept, based on intensified knowledge sharing and trustful collaborative interaction between competitors. Additionally, effective separation of complexity into 'detail' and 'dynamically complex' constituents was found to be fundamental for identifying long-term, effective solutions. It is decisive to accept this primary classification, as measures appropriately applied on one type of complexity can be counterproductive if applied on the other. Most of the available planning tools and analytical methods do not address the management of dynamic complexity, necessary in innovative environments where flexibility and tolerance of vagueness are indispensable. Successful application of several strategies to deal with both types of complexity in comparable innovation-driven environments was considered suitable for de-risking the commercialisation of marine energy. The challenges for strategy-finding in a demandingly complex and increasingly dynamic environment are addressed in this research by exploiting a case-specific expert knowledge database. The structured information compression and subsequent strategy-finding process is realised based on calculated rankings of impact factors by systems dynamics software and substantiated by representative interview statements. The analysis makes use of multi-level expert knowledge and the application of a control-loop-based methods. The systems approach as applied in this research comprises the combination of interview-based (bottom-up learning) processes and the application of prioritised strategy options in the form of concerted management action (top-down planning). The approach of processing multi-level interview data by system dynamics modelling represents a powerful method to detect and assess ongoing developments and thus to advance strategy-finding. The systematic and unbiased approach to identify the top-level drivers for commercialising marine energy supports the long-term creation of investor confidence, based on a concept of transparency and credibility.

Thesis (M.S.)--Building Construction, Georgia Institute of Technology, 2004.
Richard W. Trent, Committee Member; Felix T. Uhlik, Committee Member; Linda M. Thomas-Mobley, Committee Chair. Includes bibliographical references (leaves 79-81).

Les bus électriques à batterie (BEB) représentent une solution prometteuse pour remplacer les flottes de bus diesel actuelles consommant des énergies fossiles grâce à leur efficacité énergétique élevée et à leur potentiel de réduction des émissions de gaz à effet de serre et à l’absence d’émissions de polluants atmosphériques locaux. Cependant, cette technologie doit faire face à plusieurs défis, en particulier le coût total de possession (TCO) élevé et des contraintes opérationnelles comme l’autonomie des bus, le temps et le lieu de recharge. Cette thèse présente une méthodologie systématique qui vise à développer des solutions pour surmonter ces défis en fournissant un dimensionnement des batteries et une stratégie de recharge optimales pour les BEB. D'abord, un modèle énergétique multi-physique de bus est développé pour évaluer ses besoins énergétiques en prenant en considération ses différents systèmes énergétiques. Ensuite, la consommation d'énergie du bus est évaluée dans plusieurs conditions de fonctionnement afin de quantifier sa consommation d'énergie réelle. Un modèle techno-économique d'une ligne de bus est développé afin d'évaluer l'impact des différentes stratégies de dimensionnement et de recharge des batteries sur les coûts et le fonctionnement du BEB. Ensuite, un modèle TCO est introduit en tenant compte les coûts unitaires BEB, les coûts d'achat et de remplacement des batteries, les coûts d'électricité, les coûts d'infrastructure et de maintenance. L'analyse des résultats d’un cas d’étude à Paris souligne les compromis entre le TCO et les perturbations et les retards des horaires du BEB en fonction des différentes tailles de batterie et stratégies de recharge. Enfin, une méthodologie minimisant le TCO est proposée en déterminant un dimensionnement des batteries et une stratégie de recharge optimales pour la flotte de BEB tout en garantissant l'absence de perturbation des horaires ou des interruptions du service. Elle repose sur une optimisation en deux étapes qui utilise à la fois la programmation dynamique et un algorithme génétique. Les résultats montrent que la méthodologie proposée pourrait réduire le TCO du BEB entre 15-25% par rapport aux approches actuellement adoptées
Initiatives to decrease emissions from the transport sector are increasing worldwide by seeking alternative technologies to replace oil-based mobility. Battery Electric Buses (BEB) present a promising solution thanks to their high energy efficiency, low greenhouse gas emissions and the absence of local pollutant emissions. However, this technology still faces many challenges, especially its high total cost of ownership (TCO) and other operational factors such as the limited bus driving range, the high energy refueling time, and the required charging technologies and strategies. In this context, this thesis presents a systematic methodology that aims at developing solutions to help overcoming these challenges by providing optimal battery sizing and charging strategy for BEB. First, a comprehensive multi-physical bus energy model is developed to evaluate its energy needs considering all the energy systems encountered within. The energy consumption of the bus is then evaluated at a variety of operating conditions. Then, a techno-economic model of an entire bus line is developed in order to assess the impact of different battery sizing and charging strategies on the costs and operation of BEB. A TCO model is introduced considering the BEB unit costs, battery purchase and replacement costs, energy and power costs, infrastructure, and maintenance costs. A case study in Paris city is presented and the analysis reveals the resulting tradeoff between the TCO and BEB schedule disruptions and delays as function of different battery sizes and charging strategies. A methodology to minimize the TCO of BEB deployment is presented providing the optimal battery sizing and charging strategy for BEB, while respecting the BEB operation constraints. The methodology is a 2-step optimization algorithm that utilizes both Dynamic programming and Genetic Algorithm optimization routines. The results show that the proposed methodology could reduce the BEB TCO between 15-25% compared to the currently adopted approaches to deploy BEB

The battery in an EV is designed according to a power to energy ratio and is a trade-off in the design of the pack. It also suffers from effects such as rate capacity effect, ripple effects and inefficiency under charging. These effects result in losses through which the capacity and life span of the batteries are compromised affecting range and drivability. In this thesis a novel development path resulting in a novel Power and Energy Management Strategy (PEMS) is presented. The effects of (dis)charging a battery are researched and converted to an energy optimisation formula and result in reduced power demand for the converter which reduces weight. The resulting Power Management Strategy (PMS) aims to recover energy more efficiently into UC while responding fast to a change in demand. The effects of converters on the battery current ripple are researched and discussed, resulting in an optimal topology layout, improved battery life and reduced losses. Through the use of Markov Chain analysis and a newly derived Bias function a predictive Energy Management Strategy (EMS) is developed which is practical to use in EVs. This resulted in a PEMS which because of the fast PMS results in a fast response time. The use of Markov Chain results in predictive EMS and improves the efficiency of the energy sources and allows the design to be reduced in size. Through the design methodology used the parallel topology (the battery converter parallel to the UC Module) was rated preferred choice over battery only and battery with UC Module. The rating was based on capacity, ripple control, weight, 10 year cost, potential for motor controller efficiency improvement, range and efficiency. v The combination of method and PEMS resulted in an improved life expectancy of the pack to over 10 year (up from 7) while increasing range and without sacrificing drivability.

The development of a rule-based hybrid energy management strategy for a parallel P4 full hybrid without access to a functional prototype is presented. A simulation model is developed using component bench data and validated using EPA-reported fuel economy test data, including a proposal for complete criteria for valid test results using EPA speed error and SAE J2951 parameters. A combined Willans line model is proposed for the engine and transmission, with control modes based on efficiency-derived power thresholds. Algorithms are proposed for battery state of charge (SOC) management including engine loading and one pedal strategies. Vehicle drive quality with the hybrid control strategy is analyzed, with acceleration and jerk managed through axle torque rate limits and filters. The simulated control strategy for the hybrid vehicle has an energy consumption reduction of 20% for the Hot 505, 3.6% for the HWFET, and 12% for the US06 compared to the stock vehicle. For standard drive cycles, battery SOC is maintained within 20% to 80% safe limits, with charge balanced behavior achieved. Jerk contributions of the hybrid powertrain are generally kept below a 10 m/s3 tolerable limit, with peaks of 15 m/s3 tuned for vehicle launch drive quality. The complete energy management strategy proposed improves fuel economy compared to baseline data while maintaining vehicle drive quality and is considered well-rounded and ready for in-vehicle testing and implementation.
Master of Science
A hybrid electric vehicle with an engine on the front axle and an electric motor on the rear axle is analyzed. A control strategy is developed based on a set of rules with different modes depending on the vehicle speed and accelerator pedal position, switching between using only the electric motor, only the engine, and a combination of both. The control strategy increases fuel economy while maintaining the charge level of the hybrid battery pack and providing a smooth and enjoyable driving experience.

Cette thèse propose des stratégies de gestion de l'énergie conçues pour un bus urbain électrique hybride. Le système de commande hybride devrait créer une stratégie efficace de coordination du flux d’énergie entre le moteur thermique, la batterie, les moteurs électriques et hydrauliques. Tout d'abord, une approche basée sur la programmation dynamique déterministe (DDP) a été proposée : algorithme d'optimisation simultanée de la vitesse et de la puissance pour un trajet donné (limité par la distance parcourue et le temps de parcours). Cet algorithme s’avère être gourmand en temps de calcul, il n’a pas été donc possible de l’utiliser en temps réel. Pour remédier à cet inconvénient, une base de données de profils optimaux basée sur DP (OPD-DP) a été construite pour une application en temps réel. Ensuite, une technique de programmation dynamique stochastique (SDP) a été utilisée pour générer simultanément et d’une manière optimale un profil approprié de la vitesse du Bus ainsi que sa stratégie de partage de puissance correspondante. Cette approche prend en compte à la fois la nature stochastique du comportement de conduite et les conditions de circulations urbaines (soumises à de multiples aléas). Le problème d’optimisation énergétique formulé, en tant que problème intrinsèquement multi-objectif, a été transformé en plusieurs problèmes à objectif unique avec contraintes utilisant une méthode ε-constraint afin de déterminer un ensemble de solutions optimales (le front de Pareto).En milieu urbain, en raison des conditions de circulation, des feux de circulation, un bus rencontre fréquemment des situations Stop&Go. Cela se traduit par une consommation d'énergie accrue lors notamment des démarrages. En ce sens, une stratégie de régulation de vitesse adaptative adaptée avec Stop&Go (eACCwSG) apporte un avantage indéniable. L'algorithme lisse le profil de vitesse pendant les phases d'accélération et de freinage du Bus. Une autre caractéristique importante de cet algorithme est l’aspect sécurité, étant donné que l’ACCwSG permet de maintenir une distance de sécurité afin d’éviter les collisions et d’appliquer un freinage en douceur. Comme il a été mentionné précédemment, un freinage en douceur assure le confort des passagers
This PhD thesis proposes Energy Management Strategies conceived for a hybrid electrical urban bus. The hybrid control system should create an efficient strategy of coordinating the flow of energy between the heat engine, battery, electrical and hydraulic motors. Firstly, a Deterministic Dynamic Programming (DDP) based approach has been proposed: simultaneous speed and powersplit optimization algorithm for a given trip (constrained by the traveled distance and time limit). This algorithm turned out to be highly time consuming so it cannot be used in real-time. To overcome this drawback, an Optimal Profiles Database based on DP (OPD-DP) has been constructed for real-time application. Afterwards, a Stochastic Dynamic Programming (SDP) technique is used to simultaneously generate an optimal speed profile and related powersplit strategy. This approach takes into account a stochastic nature of the driving behavior and urban conditions. The formulated energy optimization problem, being intrinsically multi-objective problem, has been transformed into several single-objective ones with constraints using an ε-constraint method to determine a set of optimal solutions (the Pareto Front).In urban environment, due to traffic conditions, traffic lights, a bus encounters frequent Stop&Go situations. This results in increased energy consumption during the starts. In this sense, a relevant Eco Adaptive Cruise Control with Stop&Go (eACCwSG) strategy brings the undeniable benefit. The algorithm smooths speed profile during acceleration and braking phases. One more important feature of this algorithm is the safety aspect, as eACCwSG permits to maintain a safety distance in order to avoid collision and apply a smooth braking. As it was mentioned before, smooth braking ensures passengers comfort

CoordenaÃÃo de AperfeiÃoamento de Pessoal de NÃvel Superior
In clusters and virtualized data centers, the resources must be managed effectively by maximising the SLA fulfilment while minimising the cost. This work proposes a strategy for dynamic resource allocation in virtualized computing environments in order to reduce energy consumption without compromising performance requirements concerning availability and SLA violation. The proposed algorithms, based on classical heuristics, perform virtual machines migration between distinct hosts according to the variation in resources demand. These algorithms were evaluated from measurements in a real environment composed by heterogeneous virtualized hosts. We evaluate their performance in four different scenarios based on the CPU and memory utilization, number of migrations and energy consumption. In general, the results show that the algorithms responsible for consolidation and distribution of virtual machines between hosts are able to reduce energy consumption and dissipate the idle and overload points.
Em clusters e data centers virtualizados, os recursos precisam ser gerenciados com eficÃcia na busca de um trade-off entre a garantia de um atendimento satisfatÃrio à demanda por Qualidade de ServiÃo (QoS) e a reduÃÃo dos custos operacionais por parte dos provedores. Este trabalho propÃe uma estratÃgia para alocaÃÃo dinÃmica de recursos em ambientes computacionais virtualizados com vistas à reduÃÃo do consumo de energia, sem promover sobrecargas que podem comprometer o desempenho dos serviÃos ofertados. Os algoritmos propostos, baseados em heurÃsticas clÃssicas, realizam migraÃÃo de mÃquinas virtuais entre servidores distintos conforme variaÃÃo na demanda por recursos. Estes algoritmos foram verificados e validados por mediÃÃes em um ambiente real composto por servidores virtualizados heterogÃneos. O desempenho da proposta à avaliado em quatro cenÃrios distintos a partir das mÃtricas utilizaÃÃo de CPU, utilizaÃÃo de memÃria, nÃmero de migraÃÃes e consumo de energia. Os resultados mostraram que os algoritmos responsÃveis pela consolidaÃÃo e distribuiÃÃo das mÃquinas virtuais sÃo capazes de reduzir o consumo de energia e dissipar os pontos de Ãcio e sobrecarga do ambiente.

Thesis (MBA (Business Management))--Stellenbosch University, 2008.
ENGLISH ABSTRACT: Red Bull is probably one of the most interesting brands ever created. Since its launch in Austria in 1986 and the launch in South Africa in November 1997, Red Bull has caused a stir. Dietrich Mateschitz created Red Bull after visiting Thailand and seeing the taxi drivers drinking syrup called Kraling Daeng. He took this mixture to his home country and started to develop something more acceptable to the Western taste. The Red Bull brand was developed and built by firstly developing the taste, then designing the can and lastly designing the famous cartoons. Only thereafter the rollout started. Red Bull created a new drinks category called energy drinks. This research will take a close look at and discuss how Red Bull used the strategic marketing process to decide whether to enter the South African market, and from a marketing point of view, how the brand was and still is managed, focusing specifically on the first ten years since its launch in South Africa. Red Bull hit the South African shops in November 1997. This happened after a local distributor, THUMB Trading and later J Melnick & Company, did some analysis about the market. This industry, political, economic, social, technical and environmental analysis showed that the brand could be successful in the country. The volatile and ever changing exchange rate and import duties would however be the biggest external factors affecting the pricing in South Africa. Red Bull Head Office together with the local distributor investigated the market size and market potential, concluding that there was huge potential to launch the product in South Africa. The distributor at the time, THUMB Trading, was a consumer goods importer with good knowledge of the market. Their distribution and penetration into the retail market was solid although they lacked in the newly identified on-premise market. A new team was established to service this on-premise market, which was Red Bull 's focus when entering the market, supported by consumer sampling. The first phase, getting the silver and blue can into all the trendy and well-known on-premise outlets, was very successful but soon the next phase of rolling the brand out to the retail and convenience stores needed to commence. This coincided with even more consumer awareness programs across the country. The marketing activities soon followed, not in the traditional 4 Ps style of price, product, place and promotion, but something quite different. Red Bull introduced their methodology looking at the brand based on five pillars - media, sport and events sponsoring, consumer collecting, trade and retail promotions, and market research. These pillars each have their specific goals closely interacted to form an integrated marketing approach. Red Bull has unique brand events such as Boxcart and "Flugtag" (Flying day) to create the awareness and fun around the brand. These events are held in popular and spectacular locations, which attract tens of thousands of spectators to witness the brand at first hand. The Red Bull sponsored and supported athletes help to promote the functionality of the brand by helping athletes (and other consumers) with endurance, recovery, concentration and focus in time when they need it most. The marketing mix also consists of trade and retail promotions where Red Bull has developed specific point-of-sale items for the different channels. The category management and "global score" projects further enhance the Red Bull visibility, resulting in increased sales. Red Bull looks at the marketing spend on a monthly basis making sure it is progressing according to the budget. Any deviations found in the control process are carefully analysed and the adjustments are made accordingly. The local marketing team has to submit a revision at the end of each quarter making sure they stay on track according to the Annual Business Plan approved in December of the previous year. Monthly feedback is given to the country manager or Quarterback and Area Manager in the marketing and sales report on all development according to a predefined set of targets. The Red Bull sales and marketing efforts in South Africa are not only supported by local marketing efforts but also by Red Bull Head Office's international marketing strategies. These include Red Bull projects such as the channel crossing, the Jesus statue jump and world record speed skiing attempts to name but a few. The Red Bull companies with the well-known Red Bull Racing and Torro Rosso respectively competing in the Formula One Grand Prix series, Hangar 7 housing the Flying Bulls or the Red Bull Air Race, also contributes to keep the brand in consumers minds. Red Bull is truly a different brand with unique ways of doing business. The planning and thinking integrate not only the different pillars but also the head office projects, and Red Bull companies make the marketing effort something special to watch. This integrated marketing approach comprising of so many different angles sets new marketing standards, and also makes it easier to understand why the brand is so strong globally. The Red Bull success can be attributed to a small number of things, which include their people,the passion for the brand, a drive to succeed, and their detailed planning methodology. The way of doing is consistent throughout the world, speaking the same language with the same message everywhere - a unique brand with strong brand values, focus and strategies, which thinks as a number two to be the number one ...... "Red Bull gives you wiiings!"
AFRIKAANSE OPSOMMING: Red Bull is waarskynlik een van die mees interessante handelsname wat ooit geskep is. Sedert die bekendstelling in Oostenryk in 1986 en die bekendstelling in Suid-Afrika in November 1997, het Red Bull 'n beroering veroorsaak. Dietrich Mateschitz het Red Bull ontwerp nadat hy Thailand besoek het en daar gesien het dat taxi-bestuurders 'n stroop, genaamd Krating Daeng, drink. Mateschitz het hierdie mengsel na sy tuisland teruggeneem en begin om iets te ontwikkel wat meer aanvaarbaar vir die Westerse smaak sou wees. Die Red Bull handelsmerk is ontwikkel en uitgebou deur eerste die smaak te ontwikkel, daarna die blikkie te ontwerp en laastens die welbekende tekenprente. Slegs daarna het die bekendstelling begin. Hierdie navorsing sal in diepte kyk en bespreek hoe Red Bull die strategiese bemarkingsproses gebruik het in die besluit om die Suid-Afrikaanse mark binne te dring al dan nie en vanuit 'n bemarkingsoogpunt bespreek hoe die handelsmerk bestuur is en steeds bestuur word deur spesifiek te fokus op die eerste tien jaar vanaf bekendstelling in Suid-Afrika. Red Bull is in November 1997 in Suid-Afrikaanse winkels beskikbaar gestel. Dit het gebeur nadat 'n plaaslike verspreider, THUMB Trading, later bekend as J Melnick & Company, 'n markanalise gedoen het. Hierdie industrie, politieke, ekonomiese, sosiale, tegniese en omgewingsanalise het gewys dat die handelsnaam baie suksesvol in die land kon wees. Die onbestendige en ewig veranderende wisselkoers asook invoerbelasting sou egter die grootste eksterne faktore wees wat betref die prysbepaling vir die Suid-Afrikaanse mark. Red Bull hoofkantoor, tesame met die plaaslike verspreider het die markgrootte en markpotensiaal ondersoek en tot die gevolgtrekking gekom dat daar baie potensiaal is om die produk in Suid-Afrika vry te stel. Die verspreider, THUMB Trading, was 'n invoermaatskappy van verbruikersgoedere met 'n grondige kennis van die mark. Hul verspreiding en penetrering van die handelsmark was bestendig, alhoewel hulle tekortgeskiet het in die nuut geidentifiseerde "op-perseel"-mark. Red Bull wou spesifiek fokus op die "op-perseel"-mark asook verbruikersmonsters terwyl die mark betree word en daar is toe 'n span saamgestel wat hierdie "op-perseel"-mark sou diens. Die eerste fase, om die silwer-en-blou-blikkie in al die gewilde, toonaangewende "op-perseel" verkooppunte beskikbaar te stel, was baie suksesvol, maar kort daarna moes die volgende fase begin - om die produk in die kleinhandelafsetpunte en gerieflikheidswinkels te hê. Hierdie fase het saamgeval met selfs nog meer gebruikersbewusmakingsprogramme oral deur die land. Die bemarkingsaktiwiteite het kort daarna gevolg - nie in die tradisionele 4 P-styl van prys, produk, plek en promosie nie, maar iets heeltemal eiesoortig. Red Bull het hulle metodologie bekendgestel wat daarop berus dat hulle die bemarking van die handelsmerk op vyf pilare basseer: media, sport en geleentheidsborgskappe, verbruikersversameling, handel- en kleinhandel promosies, asook marknavorsing. Hierdie pilare het elk sy eie spesifieke doelwitte met noue wisselwerking tussen mekaar om uiteindelik 'n geintegreerde bemarkingsbenadering te vorm. Red Bull bied unieke okkasies, soos "Boxcart" en "Flugtag" (Vliegdag) aan om bewusmaking en pret rondom die handelsmerk te verhoog. Hierdie okkasies word in gewilde, skouspelagtige plekke aangebied wat tienduisende toeskouers teiken wat die handelsmerk eerstehands kan ervaar. Atlele wat deur Red Bull geborg en/of ondersteun word, help om die funksionaliteit van die handelsnaam te bevorder deur atlete, asook ander verbruikers, te help met hul uithouvermoë, herstel, konsentrasie en fokus op die tye wat hulle dit die nodigste het. Die bemarkingsaktiwiteite sluit ook in handels- en kleinhandelpromosies waar Red Bull spesifieke verkooppunt-items ontwikkel het vir die verskillende kanale. Die kategorie bestuur- en globale puntestandprojekte bevorder die Red Bull sigbaarheid wat weer lei tot verhoogde verkope. Red Bull kyk maandeliks na die bemarkingsbesteding om sodoende te verseker dat dit volgens die begroting verloop. Enige afwykings wat tydens die kontrole proses gevind word, word baie deeglik geanaliseer en aanpassings word gemaak. Die plaaslike bemarkingspan moet elke kwartaal 'n revisie indien om te verseker dat hulle op die regte spoor bly aangaande die Jaarlikse Besigheidsplan wat Desembermaand van die vorige jaar goedgekeur is. In die bemarkings- en verkoopsverslag word maandeliks terugvoer aan die landbestuurder en areabestuurder gegee rakende alle vordering op grond van 'n voorafgedefinieerde stel doelwitte. Die Red Bull verkoop- en bemarkingsprestasies in Suid-Afrika word nie net deur plaaslike bemarkingspogings ondersteun nie, maar ook deur Red Bull hoofkantoor se internasionale bemarkingstrategiee. Hierdie sluit projekte in soos die kanaaloorkruising, die Jesusbeeld-sprong en wereldrekord spoedskipogings, om maar net 'n paar te noem. Die Red Bull maatskappye, tesame met die welbekende Red Bull Racing en Torro Rosso wat afsonderlik deelneem aan die Formule Een Grand Prix-reeks, die Hangar-7 wat die Vlieende Bulle of die Red Bull Lugspan huisves, dra almal daartoe by om bewusmaking van hierdie handelsnaam by verbruikers te verhoog. Red Bull is verseker 'n andersoortige handelsnaam wat op 'n unieke manier besigheid doen. In die beplanning- en oorwegingsfase word nie net die verskillende pilare geintegreer nie, maar ook die projekte wat deur die hoofkantoor geloods word en die Red Bull maatskappye maak die bemarkingsprojek iets besonders om te sien. Hierdie geintegreerde bemarkingsbenadering wat uit soveel verskillende fasette bestaan, stel nuwe bemarkingstandaarde, maar maak dit ook makliker om te begryp waarom hierdie handelsnaam wereldwyd so sterk is. Die sukses van Red Bull kan toegeskryf word aan 'n paar dinge, wat insluit hul mense, die passie vir die handelsmerk, die deursettingsvermoe om suksesvol te wees, asook hul gedetaileerde beplanningsmetodologie. Die manier van doen is wereldwyd konsekwent, praat oral dieselfde taal met dieselfde boodskap - waarlik 'n unieke handelsnaam met sterk waardes, fokus en strategiee, wat dink soos 'n nommer twee om verseker die nommer een te wees. . .... "Red Bull gives you wiiings"!

Il lavoro di tesi si focalizza sull'analisi di funzioni predittive di gestione dell'energia a bordo implementate in veicoli ibridi plug-in. Le funzioni si basano sulla presenza a bordo di sensori ADAS e sulla conoscenza a priori del percorso. Creazione di una Graphic User Interface per semplificare l'inizializzazione di simulazioni compliant con le più recenti normative in termini di emissioni.

The heritage building sector is recognised as a promising industry capable of reducing environmental impacts of its buildings. However, their current energy performance still remains low with insufficient research into the causes for their poor performance. Current research on heritage building’s energy performance is mainly concerned with investigating their thermal performance. Meanwhile, statutory conservation requirements for listed buildings remain a challenging constraint on their sustainable energy refurbishment options. There is, however, a gap in terms of specifically investigating their operational energy performance. Exacerbating this problem is the existence of operational islands between the industry’s stakeholders involved in reuse of listed church buildings (LCBs) projects. This study investigated critical factors perceived to be responsible for this problem from the perspectives of the stakeholders’ practices and influence on energy consumption in the reuse of LCBs. A sequential mixed-method research approach was adopted using soft system methodology as the main theoretical perspective. Findings identified four critical factors perceived to significantly influence energy consumption in the reuse of LCBs. These indicate that human ‘subsystem’ factors permeate the individual, institutional and system levels as both a trigger and the most critical factor constituting the biggest challenge to achieving sustainable reuse of LCBs. Results from the study highlight the need for a tool redirecting current practice to improve the operational performance of these buildings. The output from this study is the proposal of a strategic energy management framework which could contribute to the development of a body of theory relating to more sustainable heritage building conservation and asset management. An implication of this study is that a tool, such as this proposed strategic energy management framework could aid designers and facility managers to take informed decisions early in the design and operational practices; supporting them and other stakeholders in achieving environmental sustainability in the reuse of LCB projects. It concludes that if the critical factors are addressed appropriately, environmental impacts of LCBs could be minimised.

The Jatropha plant was promoted to farmers in Kenya as a plant which would produce fuel while helping them out of poverty. The promoters of the plant created expectations among farmers and key decision-makers alike that the plant could grow anywhere and needed low maintenance. As farmers took up the crop, it bacame clear that the plant would not perform as expected, and that the expectations created were baseless. This is an exploratory thesis based on a literature review. Part of the Jatropha Value Chain in Kenya is looked at in order to identify and present the different actors and their roles in this technical experiment. A multi-level Strategic Niche analysis is then done to analyze the spread of Jatropha activities in the country, and why a technological niche was not created. This is based mainly on an analysis of the landscape, the regimes, and the so-called three internal niche processes. Three main conclusions are drawn. Firstly, the plant was introduced at a time when there was no legal and institutional ramework to allow the technological niche to develop. Secondly, there was no prior research and development on the plant in Kenya's agro-climatic conditions. Lastly, even if Kenyan Jatropha smallholders were to produce sufficient yields, the Value Chain in Kenya does not contain a well-developed market for their produce.

У роботі досліджено особливості проведення стратегічного аналізу і управління розвитком операторів роздрібних мереж АЗС. На базі використання статистичних джерел, проведено аналіз ринку послуг автосервісу та визначені особливості функціонування операторів роздрібних мереж АЗС в Україні. В роботі досліджено методи підвищення ефективності функціонування сучасної АЗС та розроблені практичні рекомендації для управління розвитком операторів роздрібних мереж. Також було проаналізовано особливості діяльності роздрібної мережі АЗС «Amic Energy» та визначено вектори її розвитку Практичне значення одержаних результатів полягає у розробці пропозиції щодо вдосконалення механізму розвитку роздрібної мережі АЗС «Amic Energy».
В работе исследованы особенности проведения стратегического анализа и управления развитием операторов розничных сетей АЗС. На базе использования статистических источников, проведен анализ рынка услуг автосервиса и определены особенности функционирования операторов розничных сетей АЗС в Украине. В работе исследованы методы повышения эффективности функционирования современной АЗС и разработаны практические рекомендации для управления развитием операторов розничных сетей. Также были проанализированы особенности деятельности розничной сети АЗС «Amic Energy» и определены векторы ее развития. Практическое значение полученных результатов заключается в разработке предложения по совершенствованию механизма развития розничной сети АЗС «Amic Energy».
ANNOTATION The peculiarities of strategic analysis and development management of retail gas station operators are investigated. Based on the use of statistical sources, the analysis of the market of services of car services and the peculiarities of functioning of operators of retail networks of gas stations in Ukraine. The methods of increase of efficiency of functioning of modern gas station are investigated in the work and practical recommendations for management of development of retail network operators are developed. The peculiarities of the activity of the retail network of the Amic Energy gas station were analyzed and the vectors for its development were determined.

Le système de propulsion hybride à pile à combustible (PàC) gagne du terrain sur le marché automobile actuel et offre une solution durable au changement climatique mondial dans le secteur des transports. Cependant, la durabilité et la fiabilité des sources d’énergie utilisées dans le système hybride sont les obstacles inévitables à sa commercialisation massive. Pour optimiser et maximiser la durée de vie du système hybride, une approche de pronostic et gestion de la santé (PHM) est mise en œuvre pour gérer et atténuer le comportement de dégradation des sources d'énergie et appliquée à un véhicule électrique hybride à pile à combustible.Dans ce contexte, deux contributions principales sont apportées. La première consiste à déployer une méthode de pronostic pouvant être utilisée dans le système hybride. Le filtrage de particules, en tant que méthode d'estimation d'état communément utilisée, est adapté aux fins de pronostic dans cette thèse. Il est utilisé pour traiter les données de dégradation imprécises et incertaines et pour estimer la durée de vie utile restante. La méthode est validée par les ensembles de données historiques de PàC et de batterie et les résultats sont évalués par les métriques de pronostic conçues.Ensuite, une deuxième étape sur l’aspect gestion de la santé du PHM est proposée. Comme la répartition de la puissance demandée dans un système hybride est gérée par une stratégie de gestion de l'énergie (EMS), l’orientation de cette étape est de développer une EMS conscient de sa santé dans le contexte du PHM. Une grande quantité de recherches sur les pronostics avec des données expérimentales finies ont été trouvées dans la littérature, alors que la manière d'utiliser les résultats de pronostics pour réaliser des actions de contrôle correctives est rarement discutée. Afin de pallier cette lacune dans les applications de système hybride, un processus de prise de décision basé sur le pronostic est conçu. Les performances sont évaluées en quantifiant la dégradation et la durée de vie du système dans un environnement simulé et une discussion sur l'occurrence des pronostics est lancée pour des investigations ultérieures sur la maintenance
Fuel cell hybrid propulsion system is gaining momentum in today's automotive market and offers a sustainable solution for the world climate change in the transport sector. However, the durability and reliability of the power sources used in the hybrid system are the inevitable obstacles for its massive commercialization. To optimize and maximize the lifespan of the hybrid system, a prognostics and health management (PHM) approach is deployed to manage and mitigate the power source degradation behaviour and applied to a fuel cell hybrid electric vehicle.In this context, two main contributions are made. The first stage is to deploy a prognostics method that can be used in the hybrid system. Particle filtering, as a commonly used state estimation method, is adapted for prognostics purpose in this thesis. It is used to handle the imprecise and uncertain degradation data and estimate the remaining useful life. The method is validated by historical fuel cell and battery datasets and the results are evaluated by the designed prognostics metrics.Subsequently, a second stage on the health management aspect of PHM is proposed. As the split of demanded power in a hybrid system is managed by an energy management strategy (EMS), the orientation of this stage is to develop a health-conscious EMS in the context of PHM. A great quantity of researches on prognostics with finished experimental data have been found in the literature, while how to use the prognostics results to make corrective control actions is rarely discussed. To help against this vacancy in hybrid system applications, a prognostics-enabled decision-making process is designed. The performance is evaluated by quantifying the degradation and the lifetime of the system in a simulated environment and a discussion on prognostics occurrence is launched for further investigations on maintenance