20% by 2020? Economy-wide impacts of energy efficiency improvement in Germany

The paper presents results of the implementation of an efficiency strategy in Germany until 2020 which is focused on cost-effective measures. The efficiency measures are calculated in bottom-up models and translated into a top-down macro-economic model. The comparison to a business as usual simulation shows some economy-wide rebound effects of about 17% of the overall energy savings. The analysis is limited to 2020. Given that an efficiency strategy is a long-term strategy, this puts the results on the rather conservative side. The results clearly show that improved energy efficiency results in a variety of positive effects on the economy and the environment. These range from reduced greenhouse gas emissions to improved competitiveness of firms and budget savings for consumers to economy wide impacts like additional employment and economic growth. Even the consideration of rebound effects did not change this picture significantly. Thus, exploiting the huge potential stemming from cost-effective efficiency measures should have high priority for the design of energy and climate policies.energy efficiency, bottom up scenario analysis, climate policy

Klimabilanz von strombasierten Antrieben und Kraftstoffen

KLIMABILANZ VON STROMBASIERTEN ANTRIEBEN UND KRAFTSTOFFEN Klimabilanz von strombasierten Antrieben und Kraftstoffen / Helms, Hinrich (Rights reserved) ( -

LNG as an alternative fuel for the operation of ships and heavy-duty vehicles

The transport sector is characterised by distinct rises in energy consumption both throughout Europe and globally. In addition to its dependency on limited fossil resources (e.g. mineral oil), the transport sector is further recognised as a key contributor to the anthropogenic greenhouse effect. On a global scale, transport is responsible for about 22% of greenhouse gas (GHG) emissions. In Germany, the contribution of road transport to overall greenhouse gas emissions ranges between 17% and 20%. A successful introduction of renewable energies in combination with a reduction of greenhouse gas emissions in the sectors ship and road transport is associated with a number of special challenges. These include calls for innovations in propulsion technology, infrastructure solutions as well as primary energy diversification. Liquefied natural gas (LNG) presents an alternative for simultaneous application with fossil fuels derived from crude oil (e.g. diesel), with a special focus on means of transport that require an extended operating range or a demand for high performance output. For these reasons, the present study investigates technological components relevant for LNG supply and infrastructure including associated environmental impacts. In a second step, the study explores possible scenarios for the introduction of focal modes of transport: maritime transport, inland naviga-tion and heavy-duty vehicles (HDVs). These scenarios include estimates on resulting future LNG de-mand followed by calculations of local emissions and greenhouse gases. Furthermore, recommenda-tions for action regarding a potential LNG development plan are derived from the findings. However, the present study does not attempt in-depth cost analyses

12 × 6 Gy stereotactic radiotherapy for lung tumors. Is there a difference in response between lung metastases and primary bronchial carcinoma?

Purpose!#!The aim of this study was to evaluate the safety and long-term tumor control after stereotactic radiotherapy (SRT) with 12 × 6 Gy of patients with primary bronchial carcinoma (BC) or with pulmonary metastases (MET) of various solid tumors. Local progression-free survival (LPFS), progression-free survival (PFS), overall survival (OS), and prognostic factors were compared.!##!Methods!#!Between May 2012 and January 2020, 168 patients with 206 pulmonary lesions (170 MET and 36 primary BC) were treated with 12 × 6 Gy (BED!##!Results!#!The median follow-up was 16.26 months (range: 0.46-89.34) for BC and 19.18 months (0.89-91.11) for MET. Survival rates at 3 years were: OS 43% for BC and 35% for MET; LPFS BC 96% and MET 85%; PFS BC 35% and MET 29%. The most frequently observed grade 3 adverse events (AEs) were pneumonitis (5.9% BC, 4.8% MET), pulmonary fibrosis (2.9% BC, 4% MET), and pulmonary embolism (2.9% BC, 0.8% MET). The favorable prognostic effects on overall survival of patients with MET were female gender (log-rank: p < 0.001), no systemic progression (log-rank; p = 0.048, multivariate COX regression p = 0.039), and malignant melanoma histology (log-rank; p = 0.015, multivariate COX regression p = 0.020). For patients with BC, it was tumor location within the lower lobe (vs. upper lobe, log-rank p = 0.027). LPFS of patients with metastatic disease was beneficially influenced by female gender (log-rank: p = 0.049).!##!Conclusion!#!The treatment concept of 12 × 6 Gy is associated with 96% local progression-free survival for BC and 85% for pulmonary metastases after 3 years. There was no difference in response after SRT of primary lung carcinoma or pulmonary metastases

Crown-Cut Endobronchial Ultrasound Guided Transbronchial Aspiration Needle: First Real-World Experiences

Advancements in personalized medicine have increased the demand for quantity and preservation of tissue architecture of endobronchial ultrasound-guided transbronchial needle aspiration (EBUS-TBNA) samples. These demands may be addressed by the SonoTip TopGain® needle, which has a 3-point crown-cut design that contrasts with the standard single bevel design of the ViziShot 2®. The objective was to compare the SonoTip TopGain® and ViziShot 2® needles by considering biopsy sample characteristics, diagnostic accuracy, and patient safety. The primary endpoint of the study was the number of high-power fields (HPFs) in the center of the formalin-fixed paraffin-embedded cell block per sample. The lymph node with the highest probability for malignant infiltration based on size and sonographic appearance was chosen as the target lymph node for 20 patients. The same lymph node in each patient was sampled using both the ViziShot 2® and SonoTip TopGain® needles. The samples were measured, sliced, and analyzed by a pathologist. Sixteen patients were biopsied with both needles. Four patients could not be biopsied with the SonoTip TopGain® needle since it could not penetrate cartilage or be repositioned to bypass cartilage. HPFs and sample dimensions were significantly greater in the patients where sampling with the SonoTip TopGain® needle was possible (p = 0.007 and p = 0.005, respectively). Diagnostic accuracy and safety profiles were comparable. Significantly more material can be sampled using the SonoTip TopGain® needle when cartilage penetration can be avoided. This improves the yield for molecular workup in the era of personalized medicine

LNG als Alternativkraftstoff für den Antrieb von Schiffen und schweren Nutzfahrzeugen

Der Verkehrssektor ist europa- und weltweit charakterisiert durch einen deutlich steigenden Energieverbrauch. Als solcher ist er nicht nur von den limitierten fossilen Ressourcen (z. B. Mineralöl) abhän- gig, sondern gilt zudem als ein Mitverursacher des anthropogenen Treibhauseffekts. Global trägt der Verkehr mit etwa 22 % zu den Treibhausgasemissionen (THG) bei. In Deutschland beträgt der Beitrag des Straßenverkehrs zu den Treibhausgasemissionen zwischen 17% und 20%. Für die erfolgreiche Einführung erneuerbarer Energien sowie die Verminderung von Treibhausgasemissionen im Bereich Schifffahrt und Straßenverkehr müssen besondere Herausforderungen hinsichtlich der Antriebstechnologie, der Infrastruktur sowie der Primärenergiediversifikation gelöst werden. Liquefied Natural Gas (LNG) ist eine Alternative, die parallel zu fossilen Kraftstoffen aus Rohöl (z. B. Diesel) insbesondere für Verkehrsmittel als geeignet erscheint, die eine hohe Reichweite benötigen oder die hohe Leistungsbedarfe haben. Deshalb wird in dieser Studie untersucht, welche technischen Komponenten für LNG-Fahrzeuge, LNG-Versorgung und Infrastruktur relevant sind und mit welchen ökologischen Wirkungen diese verbunden sind. In einem zweiten Schritt werden mögliche Einführungsszenarien bei den in dieser Studie fokussierten Verkehrsmitteln, See,- Binnenschiff und schweres Nutzfahrzeug, beschrieben und die daraus resultierende zukünftige LNG-Nachfrage abgeschätzt. Anschließend werden die lokalen Emissionen und die Treibhausgase für die Szenarien quantifiziert. Außerdem werden Handlungsempfehlungen aus den Erkenntnissen abgeleitet, welche sich für einen möglichen LNG-Entwicklungsplan ergeben. Es werden in dieser Studie keine tiefergehenden Kostenanalysen durchgeführt