https://hdl.handle.net/20.500.12738/12164 Research Data without files and datasets / Forschungsdaten ohne Dateien und Datensätze 2026-06-19T20:56:34Z https://hdl.handle.net/20.500.12738/19448 Title: Additional file 1 of Workplace health and safety under climate stress in Sri Lankan apparel SMEs Authors: Senadeera, Devathanthrige Janaka Chamara Harshana; Sayem, Abu Sadat Muhammad; Leal Filho, Walter; Farhat, Grace; Moda, Haruna Musa 2026-06-18T14:00:49Z https://hdl.handle.net/20.500.12738/19441 Title: Energy consumption, CO2, and equivalent CO2 : aircraft versus train Authors: Scholz, Dieter Abstract: Aircraft are far away from zero emission and have no chance to reach the environmental friendliness level of trains. Their burden to the environment is a factor between 2.8 and 49 higher than the environmental burden of trains per passenger and kilometer. It depends what metric is applied: energy consumption, CO2, or equivalent CO2. Sustainable Aviation Fuel (SAF) makes the plane's absolute values as well as the comparison with trains rather worse than any better. This is caused by tremendous conversion losses and the fact that most likely (based on statistical projection) not all conventional power plants will be gone in 2050. 2026-06-17T16:14:56Z https://hdl.handle.net/20.500.12738/19440 Title: Equivalent CO2 from various sources in EU27 1990 to 2017 and linear projection to 2030 Authors: Scholz, Dieter Abstract: GHG emissions decreased in the majority of sectors in the EU between 1990 and 2017, with the exception of transport and especially aviation. The largest decrease in emissions in absolute terms occurred in energy supply and industry, although agriculture, residential and commercial (i.e. buildings), and waste management have all contributed to the positive trend in GHG emissions since 1990. Total GHG emissions were down on average 1% per year. According to the GREEN DEAL, the EU will 1.) aim to reach net-zero greenhouse gas emissions by 2050, 2.) has the ambition for 2030, to achieve a 55% cut in GHG emissions using 1990 as baseline. Aviation is far from this target as emissions increased over the years. This means that as of 2021, a 84% reduction is necessary to be achieved by 2030. Aviations GHG share among the transport sector has gone up from 9% in 1990 to over 16% in 2017. 2026-06-17T16:06:56Z https://hdl.handle.net/20.500.12738/19439 Title: Mass estimation of folding wings Authors: Scholz, Dieter Abstract: Purpose – Review of mass increase of folding wings applied to passenger aircraft. --- Methodology – Data is obtained from literature (Yarygina and Popov). Data is reworked to build new, simple equations. --- Findings – Wing folds on passenger aircraft are intended to reduce wingspan at the gate. This keeps new, more efficient large-span aircraft in the original wingspan category according to the ICAO Aerodrome Reference Code. A wing fold cuts off part of the wing. The structural loads in the cut are larger if the cut is further inboard. A wing fold at the tip (is basically no fold and) adds no mass. The additional mass of a wing fold increases in good approximation linearly from tip to root. A wing fold at half-span position increases wing mass by about 33%. A one-sided fold is possible. A one-sided fold e.g. 20% from the tip has the same wing mass increase as a fold on both sides 10% from the tip (resulting in the same remaining span after folding). Stowage of an unsymmetrical aircraft with a one-sided fold is more complicated but one such fold may be mechanically simpler than two. --- Research Limitations – Calculating a fold more inboard than 32% of half span is extrapolating given data. --- Practical Implications – Approximating wing mass increase due to a fold can be estimated easily. The equations can be used in a spreadsheet for aircraft design optimization. 2026-06-17T16:02:51Z