3717111020-horizon-scanning-eng
Dieses Dokument ist Teil der Anfrage „Berichte im Rahmen der Ressortforschungspläne“
2 Future topics of the second horizon scanning cycle
NOX emissions will remain largely at the same level (Fehrenbach et al. 2019). “Conventional” biofuels
(Clean Sky 2 JU and Fuel Cell and Hydrogen JU 2020). of earlier generations, for which palm oil, jatropha
or sugar cane are used, for example, are not to be
The production of e-fuels is very energy-intensive promoted by “ReFuelEU Aviation” and play no role
and goes hand in hand with a high demand for in aviation. As they require a very large amount of
electricity. There is therefore an additional demand land, natural CO2 sinks such as rainforests are often
for electricity and a high demand for full-load hours, cleared for their cultivation; accordingly, they are
which must be covered by additional renewable not considered sustainable (Scheid 2020). Novel
electricity generation capacities and not by surplus approaches, such as the use of microalgae, are also
electricity from existing plants (Agora Verkehrswende viewed critically, partly because they also require
et al. 2018). The choice of carbon dioxide source is a very large amount of land. Sourcing outside
also crucial for the environmental impact: direct Germany should be done using strict sustainability
air capture or biogenic industrial processes are criteria and would entail additional transport costs
preferable from an environmental perspective, but as well as competition for electricity generation or
from a technical point of view and due to the limited heat production (Deutsches Zentrum für Luft- und
capacities available so far, they are only feasible to Raumfahrt e. V. [DLR] 2016).
a limited extent. A carbon dioxide source from fossil
industrial processes, such as cement plants, on the When blended with advanced biofuels, exhaust
other hand, risks lowering the incentive to reduce gases contain a lower amount of soot particles, which
carbon dioxide in the waste gas streams, as these are reduces the formation and longevity of contrails.
now to be used for the production of e-fuels (Purr et A new study resulting from a cooperation between
al. 2016; Box 2020). DLR and NASA shows that blending a 50-50 mixture
with ordinary jet fuel can reduce the formation of
Another approach to reducing the use of fossil ice crystals in contrails by up to 50%, thus reducing
fuels in aviation is the admixture of advanced the climate impact (Voigt et al. 2021). The biogenic
biofuels, which, in contrast to conventional biofuels, alternatives to paraffin also have a medium to high
are obtained from biogenic residues and waste GHG reduction potential compared to conventional
materials, as defined in the European Renewable jet fuel, depending on the biogenic feedstock used
Energy Directive (RED II) (NOW GmbH National (Deutsches Zentrum für Luft- und Raumfahrt e. V.
Organisation Hydrogen and Fuel Cell Technology [DLR] 2016).
2021). For example, with its legislative initiative
“ReFuelEU Aviation”, the EU Commission is working 2. New jet propulsion concepts
to make such advanced aviation fuels available as an According to aireg, a lobby group for sustainable
alternative in the long term (European Commission aviation fuels in Germany, especially hydrogen
2020). Organic waste from the food industry (e.g. airplanes and all-electric airplanes are considered to
cooking oil) or wood residues can be used to produce have the potential to make air traffic largely climate
biokerosene, thus avoiding competition with food neutral and to significantly reduce CO2 emissions as
production. Residues from agriculture or forestry well as non-CO2 effects (Bullerdiek et al. 2020).
should, however, only be used if this does not have
adverse effects on biodiversity, humus balance or Hydrogen or hydrogen derivatives are expected to
the nutrient cycle. Lufthansa and KLM-Air France play a central role as the aircraft engine of the future.
are already using biokerosene on a trial basis in On the one hand, hydrogen can be burnt in modified
individual cases (Schlautmann 2020). However, the gas turbine engines. On the other hand, hydrogen
economic viability and especially the availability of can be converted into electricity by means of fuel
corresponding residual materials for larger scaling cells, whereby airplanes can be (hybrid) electrically
are currently not given, especially for the global powered. The challenge for research and development
scale; both are also questioned in the long term alike: Hydrogen must either be substantially cooled
(Bopst et al. 2019). In addition, there is the risk on board or kept liquid under high pressure. Both
of competition and displacement mechanisms, as require a lot of energy. In addition, larger tanks are
residues are already used in other ways for energy needed than for conventional jet fuel, for which space
and materials, e.g. as animal feed, for cost reasons must be created on board, for example also through
33
2 Future topics of the second horizon scanning cycle
completely new construction methods of aircraft
and wings (Bullerdiek et al. 2020; Deutschlandfunk
Kultur 2021). In addition to adapted aircraft designs,
new propulsion concepts also require a modified
infrastructure, for example to enable the transport of
hydrogen to airports and its provision on the ground
(Bullerdiek et al. 2020). Furthermore, against the
backdrop of the great importance of hydrogen for
the completion of the energy transition, competition
for this raw material, for example with the chemical
and steel industries or with heavy transport by road,
could pose a challenge.
The great advantage of hydrogen aircraft over
kerosene-powered aircraft is that there are no CO2
emissions and no emissions of soot particles and
aerosol precursors. If, in addition, the hydrogen is
produced with the help of renewable energies, the
not produce soot that can serve as a condensation
entire process is CO2 neutral (German Aerospace
nucleus (Gierens 2021). However, further research is
Center [DLR] 2020). It is essential that the hydrogen
needed at this point to determine the exact effect of
is produced regeneratively. However, grey hydrogen,
hydrogen airplanes on this influencing factor.
which is produced with natural gas or coal, is
currently the most common form of hydrogen. Green
For battery-electric flying, gas turbines and
hydrogen produced by electrolysis, on the other
conventional jet fuel are replaced by electric motors
hand, accounts for less than 1% of the total amount
and battery storage. It is true that there is a high
produced (International Energy Agency (IEA) 2019).
overall efficiency in electric propulsion systems.
Within the framework of the German government’s
However, key technical challenges are the energy
National Hydrogen Strategy, the production of green
density and the weight of the energy storage systems
hydrogen is to be promoted, among other things
(Bullerdiek et al. 2020). According to experts, electric
through increased cooperation with producing
flying with batteries is primarily a possibility for
countries whose climatic conditions allow for a
special short and regional routes, for example in
more cost-effective production of green hydrogen.
the rugged landscape of Norway without alternative
Hybrid-electric propulsion systems do not produce
rail connections (Hiller 2021), as well as for novel
any emissions of NOX. If the hydrogen is burned
applications such as air taxis, delivery drones and
in modified gas turbines, further technological
very small aircraft. For medium-haul routes, hybrid
developments are needed so that NOX emissions can
concepts are conceivable, for example to buffer
also be further reduced in this propulsion system.
power peaks during take-off using sustainable
Currently, a savings potential of 50 – 80% is expected
fuels (Sustainable Aviation Fuels - SAF). The energy
(Clean Sky 2 JU and Fuel Cell and Hydrogen JU 2020).
density of batteries that can be achieved in the
Another factor to be observed from an environmental
medium term is considered to be too low and their
perspective with hydrogen-powered aircraft is
weight too high for all-electric flying on medium-
the greater emission of water vapour compared to
haul routes (Bundesverband der Deutschen Luft- und
kerosene-powered airplanes, which can lead to an
Raumfahrtindustrie e. V. [BDLI] 2020). Accordingly,
increased formation of condensation trails depending
a significant transformation of air traffic beyond this,
on the flight altitude and the weather conditions there
driven by battery-electric flying, is considered rather
(Deutsches Zentrum für Luft- und Raumfahrt e. V.
speculative (Jetzke 2017). A current scenario study
[DLR] 2020). However, it is currently assumed that
by Climact and the New Climate Institute on behalf of
these contrails are significantly less long-lasting and
Greenpeace assumes that only about 10% of air traffic
have less of an impact on the climate, since both the
will be battery-electric in 2050 (Martin et al. 2020).
combustion of hydrogen and its use in fuel cells do
34
2 Future topics of the second horizon scanning cycle
Battery-electric flying offers the advantage of being and material concepts are closely interwoven with
locally emission-free in operation, as no combustion the issue of new fuels and propulsion concepts. For
takes place during operation (Deutsches Zentrum für example, it is necessary to significantly improve air
Luft- und Raumfahrt e. V. [DLR] 2020). In addition, drag and lift generation and to reduce aircraft weight,
there are only minor conversion losses when storing e.g. through lightweight construction concepts, in
electricity in batteries. However, the prerequisite for order to significantly reduce the required propulsion
an optimised climate balance is that the batteries power or fuel consumption (Bundesverband der
are charged with renewable energy, which requires Deutschen Luft- und Raumfahrtindustrie e. V.
an increased provision of corresponding amounts [BDLI] 2020). This plays a decisive role for (hybrid)
of electricity and the energy infrastructure needed electric flying, for example. Additive manufacturing
for this (Federal Department of the Environment, processes such as 3D printing also enable new
Transport, Energy and Communications [DETEC] types of lightweight structures (Jetzke 2017).
and Federal Office of Civil Aviation [FOCA] 2020). Innovative fibre composites, ceramics or metallic
The production of the batteries and the availability high-performance materials should also enable a
of the necessary resources as well as the possibility more resilient structure, optimised performance
of recycling at the end of the life cycle must also be and additional functionalities. New construction
included in the consideration of the environmental methods and designs also allow a significantly
impact of battery-electric flying (Öko-Institut e. V. improved integration of the engines in order to
2017). further improve their performance. One example of
this is the so-called flying wing aircraft, which can
3. Innovative constructions and materials reach “completely new dimensions of aerodynamic
New types of construction and innovative materials efficiency” because the entire aircraft structure is
can form another important building block for an geared towards generating lift (Bundesverband der
energy transition in aviation (Bundesverband der Deutschen Luft- und Raumfahrtindustrie e. V. [BDLI]
Deutschen Luft- und Raumfahrtindustrie e. V. [BDLI] 2020, p. 7). One example is the design of the Blended
2020). The industry giants Boeing and Airbus, for Wing Body by Airbus, which promises both improved
example, have come to the conclusion that design aerodynamics and the optimal accommodation of
must also make an important contribution to hydrogen tanks (Spaeth 2020).
increasing efficiency (Koenen 2021). New design
35
2 Future topics of the second horizon scanning cycle Innovative designs and materials promise efficiency gains and thus a positive environmental impact. For example, efficiency advantages of up to 20% are expected with improved aerodynamics, which will save fuel and the resources required for this (Deutsches Zentrum für Luft- und Raumfahrt e. V. [DLR] 2020). In addition, airplanes should be designed to be increasingly recyclable in the long term, so that the materials used can be reintroduced into the material cycles (Bopst et al. 2019). A new generation of airplanes can therefore potentially meet more stringent climate impact requirements; short- term, however, it is equally relevant to convert and improve current aircraft models that will be used for decades to come. Conclusion for environmental policy and research: For more climate-friendly aviation, it is important to reduce not only CO2 emissions but also non- CO2 effects such as the emission of other climate- damaging pollutants like nitrogen oxides or soot particles – and thus to further counter the formation of condensation trails and contrail cirrus clouds. Alternative propulsion technologies and energy sources offer varied approaches to solutions that, in combination with new aircraft design methods, include efficiency gains. However, there is a need for further research and investment to optimise sustainable fuels and propulsion concepts, make them competitive and introduce them across the board. Critical issues here are meeting the demand for electricity from renewable energies for the production of synthetic jet fuel as well as hydrogen, preventing land-use conflicts in the case of biofuels, and the necessary reconstruction of the aircraft fleet when using hydrogen as a fuel. Other aspects such as flight management as well as infrastructure and processes on the ground should also be taken into account in a holistic improvement of the climate impact. Due to the long development cycles in this area, it is also crucial to exhaust all other policy options to avoid and replace air travel. 36
2 Future topics of the second horizon scanning cycle
2.4 New regionality
Trend: Regional solutions, for example in tourism,
▸ Regional tourism is seen as an
food or other value chains, hold great potential for
alternative to long-distance travel as
sustainability, resilience and higher quality of life
it can offer short journeys, emotional
and are increasingly in demand. Local networks
and physical security as well as
increase social cohesion. The fragility of globalisation
environmental, social and economic
became visible during the Covid-19 pandemic and
sustainability. Awareness of the
Russia’s war of aggression on Ukraine, for example
importance of regional consumer goods
because international supply chains have been
has also increased significantly during,
persistently disrupted. This has further highlighted
but also before, the Covid-19 pandemic.
the growing importance of the regional level.
With their consumption decisions,
consumers often want to contribute to
Emerging Issues:
climate protection and support local
▸ Changed travel behaviour
value creation. An increased longing
▸ New forms of urban living and settlement
for localisation, trust and stability is
structures
also visible in connection with the (re)
▸ Regionally conscious consumption
design of urban settlement structures
and has been further strengthened
by the Covid-19 pandemic. In model
In a nutshell:
neighbourhoods, living, working,
community and recreation more often
▸ Even before the outbreak of the Covid-19
take place locally side by side and
pandemic, regionality was considered
enable a new quality of life, caused by
an important counter-trend to the
less traffic and noise pollution as well
seemingly ubiquitous globalisation.
as by a gain in space, for example for
Regional products and value chains
places where people can come together
stand for climate protection, resilience
and for local supply.
and the strengthening of local
economies. As a push factor, the
▸ The new regionality holds many
Covid-19 pandemic has reinforced
potentials to the benefit of the
existing trends, from the consumption
environment: less greenhouse gas
of local products and the use of
emissions through fewer long-distance
local services to the development of
holiday trips, new urban concepts
innovative settlement structures.
with less traffic and an increase in
the consumption of regional food.
37
2 Future topics of the second horizon scanning cycle
the pandemic it was medical goods for basic and
But regionality alone is not enough. intensive care that were in short supply in Germany,
Here, too, the type of tourism, urban especially at the beginning, in March 2020, the
development and regional food availability problem for semiconductor technology
production ultimately determines is now coming to the fore and leading to the re-
whether environmental impacts are evaluation of procurement strategies (reshoring and
fundamentally positively influenced or nearshoring) (Maihold and Mühlhöfer 2021). The
problems are merely shifted elsewhere. pressures and developments around the pandemic
containment policies have intensified and accelerated
many aspects of this trend.
Background:
The Covid-19 pandemic has thrown a spotlight on Emerging Issues:
the growing importance of the regional level. For The current discourse on the new regionality, which
example, due to international and inter-regional has been bolstered by the Covid-19 pandemic, is
travel restrictions that not only led to the collapse multi-faceted and characterised by great uncertainty
of the global tourism industry but also to the with regard to the effects after the end of the
ongoing disruption of a variety of global supply pandemic. Nevertheless, some of the emerging
chains, functioning regional solutions suddenly issues highlighted here, such as the change in travel
came into focus. Attractive opportunities for local behaviour or the change in consumer awareness, are
recreation and tourism, regional products and likely to be important for sustainable environmental
services or local (neighbourhood) networks as well policy in the future.
as cooperative forms of housing and settlement
promise sustainability, resilience and a higher 1. Changed travel behaviour
quality of life. The organisation of this regionality With the collapse of global travel during the Covid-19
is increasingly taking place digitally, even when it pandemic, the question arose to what extent this
comes to arranging barter transactions or services in development could be an impetus for a continuing
the immediate neighbourhood (see below). decline in long-distance travel and a transformation
of the travel and tourism sector. At the heart of this
Sauter and Meyer (2003) define a region17 generally debate are calls for a reduction in long-distance travel
as a specific area or landscape or a particular in favour of regional travel and holiday destinations
geographical, political, economic, cultural or due to their harmfulness to the climate, and for
demographic area. This refers to spatial units that travel as a whole to become more environmentally,
are perceived by people as something common, socially and economically sustainable (Benz 2021a).
a common space for interaction, experience and Since the beginning of the Covid-19 pandemic, the
identity. The term “regionality” is used very tourism sector has been in a fundamental crisis
differently. A recent study shows that, for example, almost everywhere in the world. However, numerous
marketers of “regional” food sometimes understand a challenges had already manifested themselves in
federal state as a region, then again a radius of about the sector before then. They include various negative
100 km around the company’s headquarters or a local environmental impacts of “overtourism” – as
radius of 30 km that producers are away from where illustrated by cruise tourism in Venice –, growing CO2
their products are sold (Kampffmeyer et al. 2021). emissions from air travel and increasing reservations
on the part of consumers, pointedly known as “flight
In the context of the Covid-19 pandemic, for example, shame”, or also increasing safety concerns. For some
the local availability of certain raw materials or years now, two parallel developments have been
goods was strongly influenced by the disruption of taking place: On the one hand, the tourism industry
global supply chains. Dependence on stable supply has regularly broken its own records. Whereas in
chains is a prerequisite for security of supply in 1995 around 530 million people worldwide travelled
an industrialised nation. While in the context of to other countries, the figure was 1.3 billion in 2017
17 Depending on the use and purpose, regions can be defined administratively, have a landscape character or also show mixed forms of administrative and natural boundaries. In additi-
on to natural features such as climate or water courses, cultural-historical or economic characteristics can also play an important role (Wissenschaftliche Dienste 2016).
38
2 Future topics of the second horizon scanning cycle
(Eisele 2018). Holiday travel by Germans was also well-being, air quality and human impact on the
steadily increasing before the Covid-19 pandemic environment, and avoidance of air travel (European
(Zwingenberger 2019). At the same time, a shift Travel Commission [ETC] 2021). The decrease in long-
towards high-quality, individualised and sustainable distance travel by air (or cruise ship) is positive from a
tourism that conveys meaning and positive emotions climate perspective in that the associated greenhouse
could be observed. Regional tourism is therefore gas emissions decrease. However, many of the
increasingly seen as an alternative to long-distance negative impacts of overtourism can persist even if
travel, as it can offer short journeys, emotional only destinations and not the mode of travel change;
and physical security as well as ecological, social regional destinations can also suffer from too much
and economic sustainability (Kirig 2020). Local tourism. Regionally in Germany, the tourism footprint
tourism organisations in Germany see the interest in can mean more land use for (new) infrastructure,
regionality and locality in holidays as a strong growth increased water pollution, increased waste generation
trend (Heinsohn 2020). This is matched by the fact and more traffic (Umweltbundesamt [UBA] 2021 and
that Germany itself has consistently been by far the Universität der Bundeswehr München 2021).
most popular travel destination for Germans for years
and remains so; with nearby European destinations With all the current trends towards regionality and
ranking behind it (Schneider 2021). the still lower air traffic figures (compared to the
pre-Covid-19 pandemic period), it is unclear to what
The travel restrictions experienced by tourists extent this is only a temporary trend and whether
during the Covid-19 pandemic led to travel decisions the number of long-distance trips will increase
becoming more aligned with sustainable travel again abruptly as a rebound or successively as soon
principles last year, according to a survey by the as the current pandemic situation is perceived to
European Travel Commission (ETC). These included, have ended (Deutsche Flugsicherung GmbH 2021
for example, a strong preference for destinations as well as Renn et al. 2021). Currently (as of August
within the country or in neighbouring countries 2022), the number of passengers on intra-European
accessible by car, greater concern for personal and international flights has risen sharply again,
39
2 Future topics of the second horizon scanning cycle but is not yet at the pre-pandemic level. However, domestic air traffic continues to decline in importance (Arbeitsgemeinschaft Deutscher Verkehrsflughäfen e.V. (Flughafenverband ADV) (2022). 2. New forms of urban living and settlement structures For some time now, urban workplaces and places of residence have been moving closer together again, motivated by the spread of the service and knowledge society, which no longer requires a distance from “dirty” factory workplaces (Maier 2020). This has long been accompanied by a new desire for stronger community ties and social interaction in cities. Uncertainties resulting from globalisation and worldwide crises thus lead to an increased longing for rootedness, trust and stability (Schreiber et al. 2017). Even before the outbreak of the Covid-19 pandemic, model neighbourhoods showed alternatives to living on the outskirts and commuting to inner-city developments that had already been apparent for offices with the combination of housing, restaurants, some time, but it has also led to concepts that were utilities, commerce and leisure facilities; living, previously considered sensible being put to the test working, community and recreation can thus take (see also Chapter 2.8 and Chapter 2.10). place side by side and enable a new quality of life in cities (Beilhammer 2017). Often summarised under In developed cities with limited space, the need the catchphrase “15-minute city” and inspired by arises for a “multicoding” of urban spaces, i.e. a famous examples such as Barcelona’s “superblocks”, mix of uses, in order to provide areas for sport, one of the issues is how to reclaim public urban play, communication, rest or recreation and to space from car traffic and repurpose it for social strengthen social connectedness, for example in interaction (Dambeck and Zuber 2020). The focus neighbourhoods, but also in individual buildings is on increasing the local quality of life, caused by (Just and Plößl 2021). This trend can be seen, for less traffic and noise pollution as well as by gaining example, in the redesign of Berlin’s Schumacher space for coming together as a community and for Quarter in the course of the conversion of the former local supply, for example. A recent study, according Tegel Airport or in the planned new Siemensstadt to which more than 400,000 people die annually in Berlin. It is about regionality in the urban district in the European Union as a result of urban air or neighbourhood, which contributes to social and pollution, shows that cities must change in order to economic resilience, especially in times of crisis. In no longer cause health problems for their population addition to the effects of the Covid-19 pandemic, this (Beller 2020). The Covid-19 pandemic has further development is also strongly influenced by the lack reinforced these developments, providing windows of affordable urban housing, which is to be countered of opportunity for model/pilot projects such as pop- by the above-mentioned examples of urban re- up bike lanes. Especially during the first lockdowns densification (Zukunftsinstitut GmbH 2021). in 2020, people had to focus on their immediate residential environment, which suddenly became The concept of the 15-minute city, in which people not only a place to live, but also a place to work and can easily make most of their journeys on foot, possibly also to study. The long-term effects of these has great potential for environmental and climate changes on urban planning and the realisation of protection and for adaptation to climate change. More new concepts in the context of urban development pedestrian-friendly urban spaces lead to a reduction are ambivalent even after two years of the pandemic. in motorised individual transport, and thus to a This is because the pandemic has reinforced some reduction in CO2 and nitrogen oxide emissions as 40
2 Future topics of the second horizon scanning cycle
well as noise and air pollution (Tobisch 2021). If the a habitat for typical urban and endangered species
proportion of people walking or cycling potentially (Bundesamt für Naturschutz [BfN] 2019).
increases, this may also lead to under-utilisation and
thinning of public transport or reduced use and thus 3. Regionally conscious consumption
decline of sharing services, as occurred during the When talking about increasing regional awareness,
Covid-19 pandemic, e.g. in Germany, France and the the consumption of regional products, especially
USA (Beller 2020). food, is often understood as a central aspect. Even
before the outbreak of the Covid-19 pandemic,
The consistent re-planning of cities towards a regional products were highly popular among
15-minute city would lead to a redistribution of German consumers, who are also willing to pay
space. This means less space for moving traffic, higher prices for them (Handelsjournal 2019). Critical
but especially for stationary traffic, including car consumers have long felt increasingly alienated from
parks, driveways, etc. (Tobisch 2021). This offers modern food production and have been seeking
opportunities for the reuse of these areas as green, local or regional supplies wherever possible. As a
recreational and meeting spaces. In particular, counter-movement to today’s food system, in which
the creation of generous green spaces has many production and consumption are largely decoupled,
advantages from an environmental point of view. a need for proximity and accountability of value
They have a cooling effect on urban spaces, especially chains has emerged (Moschitz et al. 2018). During the
in the summer months (Tobisch 2021). This in turn Covid-19 pandemic, the demand for regional products
can have the effect that people are more likely to increased even more; people not only wanted to
spend time outdoors than in indoor spaces artificially buy local products for ecological reasons but also to
cooled down with energy-intensive air conditioning support regional farms. (Federal Ministry of Food and
systems. Furthermore, green spaces help to provide Agriculture [BMEL] 2021).
opportunities for heavy rainfall to seep away – and
thus make the city more resilient to climate change Empirical data show that awareness of the
(Umweltbundesamt (UBA) 2019). If green spaces are importance of the origin and sustainability of
managed ecologically, e.g. without pesticides and consumer goods increased significantly during
herbicides, they promote biodiversity and provide the Covid-19 pandemic; consumers want their
41
2 Future topics of the second horizon scanning cycle
consumption decisions to contribute to climate
protection and support local value creation
(Unnikrishnan et al. 2020). Regional products are
supposed to symbolise safety, identity, quality,
freshness, connection, naturalness and uniqueness;
corresponding characteristics therefore also play a
very important role in product marketing (Penker
and Payer 2005). Especially in conveying identity,
security as well as ecological and economic
sustainability, there is also a great intersection and
interaction with regional tourism.
The trend towards consuming regional products,
such as food, and using local services has advantages
from an environmental point of view, such as short
transport routes for goods and short journeys for
holidaymakers, thus saving fuel and greenhouse
gases. However, the environmental impact of
the transport factor for agricultural products
and food is often overestimated (Zhiyenbek et al.
2017; Benz 2021b). From an environmental point should be used to haul parcels (Informationsdienst
of view, the method of production is much more Wissenschaft 2021). These offers could, for example,
important than the distances that have to be covered avoid unnecessary empty runs and relieve city
(Deutschlandfunk 2021). centres in terms of traffic. In order for regional
products to have a more favourable environmental
Agricultural products that are produced with a balance than, for example, imported products, both
high load of pesticides or chemical fertilisers are production and distribution methods would have to
problematic for bodies of water and biodiversity in the be made more sustainable across the board in the
growing region (Deutschlandfunk 2021). Especially future.
in meat production, the regional production
conditions, i.e. the rearing of the animals and the Buying regional products at markets, via vegetable
production of the feed, play a much more important boxes, etc. also has an indirect positive effect on the
role for the climate impact than the transport from environment. Through direct communication with
the production or processing site to the retailer. the producer, consumers gain an understanding
of production conditions and thus of their
If consumers undertake longer shopping trips by own involvement in or responsibility for local
car in order to purchase (individual) goods directly environmental damage (Müller 2012). Increased
from the producer in the region, there are additional environmental awareness, in turn, is often the first
and unnecessary negative environmental effects step towards more personal responsibility and thus
due to avoidable individual transport (Müller 2012). changes in behaviour, for example in consumption
Bundled delivery, for example of vegetable boxes, decisions, towards more sustainable behaviour.
from smaller producers to their customers via central
pick-up stations has developed strongly in recent Conclusion for environmental policy and research:
years and will probably continue to do so. Digital Especially in times of crisis, regionality promises
platforms can play an additional role in the future emotional security, resilience, community and
in order to utilise existing logistics structures, for identity as well as greater sustainability. However, it
example to integrate smaller businesses or private does not represent a value in itself, but only makes
individuals into larger existing logistics chains. sense in terms of sustainability if certain qualities
Examples of this are the platform Binghand.de or are linked to it – e.g. environmental effects must
pilot projects in Bavaria, where public transport be considered and evaluated holistically. Where
42
