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| 2. |
- Moberg, Christina, et al.
(författare)
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De unga gör helt rätt när de stämmer staten : 1 620 forskare och lärare i forskarvärlden: Vi ställer oss bakom Auroras klimatkrav
- 2022
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Ingår i: Aftonbladet. - : Aftonbladet. ; :2022-12-07
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Tidskriftsartikel (populärvet., debatt m.m.)abstract
- Vi, 1 620 forskare samt lärare vid universitet och högskolor, är eniga med de unga bakom Auroramålet: De drabbas och riskerar att drabbas allvarligt av klimatkrisen under sin livstid. De klimatåtgärder vi vidtar i närtid avgör deras framtid. Sverige måste ta ansvar och göra sin rättvisa andel av det globala klimatarbetet. I strid med Parisavtalet ökar utsläppen av växthusgaser i en takt som gör att 1,5-gradersmålet kan överskridas om några år. De globala effekterna blir allt mer synliga med ständiga temperaturrekord, smältande isar, havshöjning och extremväder som torka, förödande bränder och skyfall med enorma översvämningar, som i Pakistan nyligen. Försörjningen av befolkningen utsätts för allvarliga hot i många länder.Minskningen av den biologiska mångfalden är extrem. Klimatkrisen är enligt WHO det största hotet mot människors hälsa i hela världen och barn utgör en särskilt sårbar grupp. Med Sveriges nordliga läge sker uppvärmningen här dubbelt så fort som det globala genomsnittet. Det förskjuter utbredningsområden för växtlighet och sjukdomsbärande insekter och ökar förekomsten av extremväder såsom värmeböljor, skogsbränder och översvämningar samt av många olika sorters infektioner och allergier. När extremväder ökar, ökar även stressen och risken för mental ohälsa. Värmeböljor ökar risken för sjukdom och död hos sårbara grupper som äldre, små barn och personer med kroniska sjukdomar. De negativa effekterna på hälsan kommer att öka i takt med klimatkrisen och barn riskerar att drabbas av ackumulerade negativa hälsoeffekter under hela sina liv. Redan i dag är mer än hälften av unga mellan 12 och 18 år i Sverige ganska eller mycket oroliga för klimat och miljö. Detta är förståeligt när våra beslutsfattare inte gör vad som krävs.Den juridiska och moraliska grunden för arbetet mot klimatförändringarna är att varje land måste göra sin rättvisa andel av det globala klimatarbetet. Centralt i det internationella klimatramverket är att rika länder med höga historiska utsläpp, däribland Sverige, måste gå före resten av världen. Dessa länder måste också bidra till att finansiera klimatomställningen i länderna i det Globala Syd, som är minst ansvariga för klimatkrisen men drabbas hårdast. Denna rättviseprincip är tydlig i Parisavtalet och var en het diskussionsfråga under COP27 i Sharm el-Sheikh, men lyser med sin frånvaro i det svenska klimatarbetet. Sverige har satt mål för att minska sina utsläpp. Men de är helt otillräckliga: minskningstakten är för låg och målen tillåter samtidigt att åtgärder skjuts på framtiden. Dessutom exkluderas merparten av Sveriges utsläpp från de svenska nationella utsläppsmålen; bland annat utelämnas utsläpp som svensk konsumtion orsakar utanför Sveriges gränser, utsläpp från utrikes transporter och utsläpp från markanvändning och skogsbruk, exempelvis utsläpp från förbränning av biobränslen eller utsläpp från dikade våtmarker (Prop. 2016/17:146 s.25-28).Sverige saknar dessutom ett eget mål för att öka upptaget av växthusgaser genom utökat skydd och restaurering av ekosystem, något som krävs för att begränsa de värsta konsekvenserna av klimatkrisen (IPCC s.32). Trots dessa låga ambitioner misslyckas Sverige med att nå sina utsläppsmål, konstaterar både Klimatpolitiska rådet och Naturvårdsverket. En klimatpolitik i linje med Parisavtalet kräver både att alla typer av växthusgasutsläpp minskar samtidigt som – inte i stället för – upptaget av växthusgaser maximeras: i dag misslyckas Sverige på bägge fronter.Slutsatsen är tydlig. Sverige vidtar inte de åtgärder som krävs för att skydda barns och ungdomars rättigheter enligt Europakonventionen till skydd för de mänskliga rättigheterna. Detta medför allvarliga risker för liv och hälsa för unga generationer, människor i andra länder och särskilt utsatta grupper. Detta kan inte fortsätta. Därför ställer vi oss bakom Auroras krav att Sverige börjar göra sin rättvisa andel och omedelbart sätter igång ett omfattande och långtgående klimatarbete som vilar på vetenskaplig grund och sätter rättvisa i centrum.
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| 3. |
- Brynolf, Selma, 1984, et al.
(författare)
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Electrofuels for the transport sector: A review of production costs
- 2018
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Ingår i: Renewable and Sustainable Energy Reviews. - : Elsevier BV. - 1879-0690 .- 1364-0321. ; 81:2, s. 1887-1905
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Forskningsöversikt (refereegranskat)abstract
- Electrofuels (also called power-to-gas/liquids/fuels or synthetic fuels) are potential future carbon-based fuelsproduced from carbon dioxide (CO2) and water using electricity as the primary source of energy. This articleassesses the production cost of electrofuels through: (i) a literature review, focusing on which steps that have thelargest impact as well as the greatest uncertainty; (ii) a more comprehensive review, including the costs andefficiencies for the separate production steps, and (iii) calculations to compare the production costs of thedifferent fuel options in a harmonized way, including a sensitivity analysis of the parameters with the greatestimpact on the total electrofuel production cost. The assessment covers: methane, methanol, dimethyl ether,diesel, and gasoline. The literature review showed large differences among the studies and a broad range ofproduction cost estimates (10–3500 €2015/MWhfuel), which is first and foremost as a result of how authors havehandled technology matureness, installation costs, and external factors. Our calculations result in productionscosts in the range of 200–280 €2015/MWhfuel in 2015 and 160–210 €2015/MWhfuel in 2030 using base costassumptions from the literature review. Compared to biofuels, these estimates are in the upper range or above.Our results also show that the choice of energy carrier is not as critical for the electrofuels production cost astechnological choices and external factors. Instead the two most important factors affecting the production costof all electrofuels are the capital cost of the electrolyser and the electricity price, i.e., the hydrogen productioncost. The capacity factor of the unit and the life span of the electrolyser are also important parameters affectingthat production cost. In order to determine if electrofuels are a cost-effective future transport fuel relative toalternatives other than biofuels, the costs for distribution, propulsion, and storage systems need to beconsidered.
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| 4. |
- Brynolf, Selma, 1984, et al.
(författare)
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Review of electrofuel feasibility—prospects for road, ocean, and air transport
- 2022
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Ingår i: Progress in Energy. - : IOP Publishing. - 2516-1083. ; 4:4, s. 042007-042007
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Tidskriftsartikel (refereegranskat)abstract
- To meet climate targets the emissions of greenhouse gases from transport need to be reduced considerably.Electrofuels (e-fuels) produced from low-CO2 electricity, water, and carbon (or nitrogen) are potential low-climate-impact transportation fuels. The purpose of this review is to provide a technoeconomic assessment of the feasibility and potential of e-fuels for road, ocean, and air transport.The assessment is based on a review of publications discussing e-fuels for one or more transport modes. For each transport mode, (a) e-fuel options are mapped, (b) cost per transport unit (e.g. vehicle km) and carbon abatement costs are estimated and compared to conventional options, (c) prospects and challenges are highlighted, and (d) policy context is described.Carbon abatement costs for e-fuels (considering vehicle cost, fuel production and distribution cost) are estimated to be in the range 110–1250 € tonne−1 CO2 with e-gasoline and e-diesel at the high end of the range.The investigated combined biofuel and e-fuels production pathways (based on forest residues and waste) are more cost-competitive than the stand-alone e-fuel production pathways, but the global availability of sustainable biomass is limited making these pathways more constrained.While the potential for e-fuels to decarbonize the transport sector has been discussed extensively in the literature, many uncertainties in terms of production costs, vehicle costs and environmental performance remain. It is too early to rule out or strongly promote particular e-fuels for different transport modes. For e-fuels to play a significant role in transportation, their attractiveness relative to other transport options needs to be improved. Incentives will be needed for e-fuels to be cost-effective and increased clarity on how e-fuels are linked to existing policies is needed.
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| 5. |
- de Oliveira Laurin, Maria, 1997, et al.
(författare)
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Are decarbonization strategies municipality-dependent? Generating rural road transport pathways through an iterative process in the Swedish landscape
- 2024
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Ingår i: Energy Research and Social Science. - 2214-6296. ; 114
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Forskningsöversikt (refereegranskat)abstract
- Energy transition studies, focusing on electricity and heating sectors, often consider a local energy system perspective. According to current state-of-the-art, a local energy systems perspective is yet and typically dismissed in the existing road transport decarbonization studies. Such studies tend to be limited to a national or global perspective, ignoring the challenges that rural areas may face. This study aims to develop a context-specific method that considers a local energy perspective when generating rural road transport decarbonization pathways. Literature review findings were iterated through participatory interactions with municipal officials from three Swedish municipalities, representing different-sized rural areas. Based on the municipalities' climate actions (fossil-free municipality targets) and the availability of local resources, five pathways were identified in an iterative and co-development manner. These pathways differed with respect to: (i) local electricity production; (ii) use of bio-sources; (iii) flexibility of public transport services; and (iv) tourism-related road traffic demands. The identified pathways were subjected to a qualitative performance assessment, which revealed that the local feasibility of each identified pathway depends on economic, environmental, and logistical factors. Although all identified pathways have the potential to contribute to the decarbonization of the municipalities' road transport systems, the municipalities preferred different pathways depending on their socio-economic, technical, and regulatory priorities.
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| 6. |
- Grahn, Maria, 1963, et al.
(författare)
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Cost-effective choices of marine fuels under stringent carbon dioxide targets
- 2013
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Ingår i: Proceedings of 3rd International conference on technologies, operations, logistics and modelling in Low Carbon Shipping, University College London..
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- In order to investigate cost-effective choices of future marine fuels in a carbon constrained world, the linear optimisation model of the global energy system, GET-RC 6.1, has been modified to GET-RC 6.2, including a more detailed representation of the shipping sector. In this study the GET-RC 6.2 model was used to assess what fuel/fuels and propulsion technology options for shipping are cost-effective to switch to when achieving global stabilisation of atmospheric CO2 concentrations at 400 ppm. The aim is to investigate (i) when is it cost-effective to start to phase out the oil from the shipping sector and what determines the speed of the phase out, (ii) under what circumstances are LNG or methanol cost-effective replacers and (iii) the role of bioenergy as a marine fuel. In our base analysis we analyse results from assuming that CCS will be large-scale available in future as well as if it will not. In the sensitivity analysis different parameters have been varied in order to investigate which impact for example different supply of primary energy sources and different costs for different transportation technologies will have on the choice of fuels in the shipping sector. Three main conclusions are presented (i) it seems to be cost-effective to start to phase out the oil from the shipping sector nearest decades, (ii) natural gas based fuels, i.e. fossil methanol and LNG are the two most probable replacers, of which methanol has been shown to dominate in the case with CCS (methanol or LNG depends on the availability of natural gas, on the methane slip and on infrastructure costs) and (iii) limited supply and competition for bioenergy among other end use sectors makes the contribution of bioenergy small, in the shipping sector.
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| 7. |
- Grahn, Maria, 1963, et al.
(författare)
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Electricity as an Energy Carrier in Transport: Cost and Efficiency Comparison of Different Pathways
- 2018
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Ingår i: 31st International Electric Vehicle Symposium and Exhibition, EVS 2018 and International Electric Vehicle Technology Conference 2018, EVTeC 2018.
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Konferensbidrag (refereegranskat)abstract
- This study includes a techno-economic assessment of different pathways of using electricity in passenger cars and short sea ships, with a special focus on electrofuels (i.e.fuels produced from electricity, water and CO2) and electric road systems (ERS). For passenger cars electro-diesel is shown to be cost-competitive compare to battery electric vehicles with larger batteries (BEV50kWh) and hydrogen fuel cell vehicles (FCEV), assuming optimistic cost for the electrolyser. ERS is shown to reduce the vehicle cost substantially compare to BEV50kWh and FCEV, but depend on a new large scale infrastructure. For ships it is shown that battery electric vessels with a relatively small battery has the lowest cost. Electro-diesel and hydrogen can compete with the battery options only when ships operate few days per year.
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| 8. |
- Grahn, Maria, 1963, et al.
(författare)
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Electrofuels: a review of pathways and production costs
- 2016
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Ingår i: Book of proceedings_TMFB_conference_Aachen_June 2016.
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Electrofuels are produced from carbon dioxide (CO2) and water using electricity as the primary source of energy. Production costs for the fuel options methane, methanol, dimethyl ether, Fischer-Tropsch (FT) diesel are estimated based on different assumptions. The production costs of these electrofuels, for a best, average and worst case, was found to be in the range of 120-135, 200-230 and 650-770 €2015/MWh fuel respectively where methane had the lowest and FT diesel the highest costs within each range.
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| 9. |
- Grahn, Maria, 1963, et al.
(författare)
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Electrofuels or hydrogen as marine fuel: a cost comparison
- 2017
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Ingår i: Conference proceedings, Shipping in Changing Climates (SCC), London, Sept 2017. ; , s. 8-
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Electrofuels (elsewhere also called e.g., power-to-gas/liquids/fuels), are fuels produced from hydrogen and carbon dioxide (CO2), using electricity as the major source of energy. Electrofuels is one potential group of fuels that could contribute to reduce the climate impact from shipping depending on type of CO2 and electricity mix (preferable non-fossil). Hydrogen, if used as a fuel itself and not as feed-stock for an electrofuel, obviously has a lower production cost compared to electrofuels (since electrofuels are produced from hydrogen). Hydrogen is preferably used in fuel cells (FCs), which have a higher conversion efficiency but also a higher cost compared to combustion engines. Electrofuels, in this study electro-diesel, has the advantage that it can be used in conventional combustion engines (ICEs). On annual basis the share “fuel cost” would be higher compared to the share “ship cost” the more the ship is used per year. The aim of this study is to analyze the following two questions (1) would the lower cost for ICEs, compared to FCc compensate for the higher fuel production cost of electrofuels? and (2) is there a breaking point where the total cost would shift between the two concepts electro-diesel in ICE vs hydrogen in FC? The cost comparisons are made for generalized types of vessels (i.e., short sea, deep sea and container). Results show that electro-diesel in ICEs can be competitive, over hydrogen in FCs, when vessels operate less than 150 days per year, whereas hydrogen has advantages when vessels are used more days per year. Container seems to be the category showing the most positive results on electro-diesel.
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| 10. |
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