| 1. |
- Dahal, Karna, 1984, et al.
(författare)
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Techno-economic review of alternative fuels and propulsion systems for the aviation sector
- 2021
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Ingår i: Renewable and Sustainable Energy Reviews. - : Elsevier BV. - 1879-0690 .- 1364-0321. ; 151
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Forskningsöversikt (refereegranskat)abstract
- Substitution of conventional jet fuel with low-to zero-carbon-emitting alternative aviation fuels is vital for meeting the climate targets for aviation. It is important to understand the technical, environmental, and economic performance of alternative aviation fuels and prospective engine and propulsion technologies for future aircraft. This study reviews alternative fuels and propulsion systems, focusing on costs and technical maturity, and presents conceptual aircraft designs for different aviation fuels. The cost review includes minimum jet fuel selling price (MJFSP) for alternative aviation fuels. Direct operating cost (DOC) is estimated based on the conceptual aircraft designs and the reviewed MJFSP. The DOCs for bio-jet fuel (5.0–9.2 US cent per passenger-kilometer (¢/PAX/km)), fossil and renewable liquefied hydrogen (5.9–10.1 and 8.1–23.9 ¢/PAX/km, respectively), and electro-methane and electro-jet fuel (5.6–16.7 and 9.2–23.7 ¢/PAX/km, respectively) are higher than for conventional jet fuel (3.9–4.8 ¢/PAX/km) and liquefied natural gas (4.2–5.2 ¢/PAX/km). Overall, DOC of renewable aviation fuels is 15–500 % higher than conventional jet fuels. Among the bio-jet fuels, hydroprocessed esters and fatty acids (23–310 $/GJ) and alcohol-to-jet (4–215 $/GJ) pathways offer the lowest MJFSPs. The implementation of alternative fuels in existing aircraft engines and the design and development of appropriate propulsion systems and aircraft are challenging. The overall cost is a key factor for future implementation. Bio-jet fuel is most promising in the near term while hydrogen and electrofuels in the long term. The level of carbon tax on fossil jet fuels needed for the latter options to be competitive depend on the hydrogen production cost.
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| 2. |
- Andersson, Karin, 1952, et al.
(författare)
-
Methods and Tools for Environmental Assessment.
- 2016
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Ingår i: Shipping and the Environment: Improving Environmental Performance in Marine Transportation; Andersson, K., Brynolf, S., Lindgren, F.J. & Wilewska-Bien (eds.).. - Berlin, Heidelberg : Springer Berlin Heidelberg. - 9783662490457 ; , s. 265-293
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- Selecting measures to reduce the overall environmental impact associated with shipping can be a difficult task, and a systematic approach is needed. There is risk of sub-optimisation and counteraction of different measures with one another if decisions are made based on fragmented decision support. An example of a system effect is the long lifetime of ships, which slows the introduction of new technologies. Therefore, design and retrofits must fulfil not only present but also future requirements for environmental sustainability. This chapter describes the basic details of several methods and tools that can be used in environmental assessments within the shipping industry. The methods and tools described are grouped into three categories: (1) procedural tools, (2) analytical tools and (3) aggregated tools. Examples of procedural tools are environmental impact assessment, multi-criteria decision analysis and risk management; life cycle assessment (LCA) and environmental risk assessment are examples of analytical tools. Aggregated tools include indicators, indices, and footprints.
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| 3. |
- Arvidsson, Rickard, 1984, et al.
(författare)
-
Life cycle assessment of a two-seater all-electric aircraft
- 2024
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Ingår i: International Journal of Life Cycle Assessment. - 1614-7502 .- 0948-3349. ; 29:2, s. 240-254
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Tidskriftsartikel (refereegranskat)abstract
- Purpose: Aviation is an important contributor to climate change and other environmental problems. Electrification is one option for reducing the environmental impacts of aviation. The aim of this study is to provide the first life cycle assessment (LCA) results representing an existing commercial, two-seater, all-electric aircraft. Methods: An attributional cradle-to-grave LCA was conducted with a functional unit of 1 h flight time. Data and records from an aircraft manufacturer informed much of the study. Detailed modelling of important aircraft components is provided, including the battery, motor, inverter, instrument panel and seats. Impact results are compared to those from a similar but fossil fuel–based two-seater aircraft. A wide range of impact categories was considered, while the focus was on global warming, resource depletion, particulate matter, acidification and ozone formation. Results and discussion: The main contributors to almost all impact categories are the airframe, the lithium-ion battery and emissions (in the use phase). The airframe has a major impact as it contains energy-intensive, carbon fibre–reinforced composites, the impact of which can be reduced by recycling. The battery dominates mineral resource depletion categories and contributes notably to emission-based categories. Producing batteries using non-fossil energy or shifting to less resource-intensive, next-generation batteries would reduce their impact. Use-phase impacts can be reduced by sourcing non-fossil electricity. Despite the need for multiple battery pack replacements, the comparison with the fossil fuel option (based on equal lifetimes) still showed the electric aircraft contributing less to global warming, even in a high-carbon electricity scenario. By contrast, when it concerned mineral resources, the electric aircraft had greater impact than the fossil fuel based one. Conclusions: A sufficiently long lifetime is key to bringing the all-electric aircraft’s environmental impacts (such as global warming) below those of fossil fuel–based aircraft. The high burden of the airframe and batteries can then be outweighed by the benefit of more efficient and emission-free electric propulsion. However, this comes with a trade-off in terms of increased mineral resource use.
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| 4. |
- Dahal, Karna, 1984, et al.
(författare)
-
Reviewing the development of alternative aviation fuels and aircraft propulsion systems
- 2020
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Alternative aviation fuels such as bio-jet fuels, liquid natural gas (LCH4), hydrogen (H2), electro-jet fuels and direct electricity use play an important role in decarbonizing the aviation sector. New aircraft propulsion systems are being developed but low-blending of fuels is possible for some options. It is imperative to understand the technical, environmental and economic performance of the different alternative aviation fuels and the new engine and propulsion technologies for the utilization of these fuels. We have reviewed various literature to map the current status of development on alternative aviation fuels and related aircraft propulsion systems in relation to different perspective such as their cost and technical maturity. There are several challenges related to the design and implementation of the fuels and new propulsion systems. For instance, the volumetric energy content of alternative fuels is lower than the conventional aviation fuels which requires larger fuel storage tanks. Despite the advantageous environmental performance, both the bio-jet and electro-jet fuels are currently not economically competitive. Yet, studies forecast that increased use of alternative aviation fuels is possible after modifications of engines, fuel storage tanks and improvements of the aerodynamics of aircraft and by introducing subsidies and/or carbon taxes on conventional jet fuels.
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| 5. |
- Andersson, Karin, 1952, et al.
(författare)
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Criteria and Decision Support for A Sustainable Choice of Alternative Marine Fuels
- 2020
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Ingår i: Sustainability. - : MDPI AG. - 2071-1050. ; 12:9, s. 3623-
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Tidskriftsartikel (refereegranskat)abstract
- To reach the International Maritime Organization, IMO, vision of a 50% greenhouse gas (GHG) emission reduction by 2050, there is a need for action. Good decision support is needed for decisions on fuel and energy conversion systems due to the complexity. This paper aims to get an overview of the criteria types included in present assessments of future marine fuels, to evaluate these and to highlight the most important criteria. This is done using a literature review of selected scientific articles and reports and the authors’ own insights from assessing marine fuels. There are different views regarding the goal of fuel change, what fuel names to use as well as regarding the criteria to assess, which therefore vary in the literature. Quite a few articles and reports include a comparison of several alternative fuels. To promote a transition to fuels with significant GHG reduction potential, it is crucial to apply a life cycle perspective and to assess fuel options in a multicriteria perspective. The recommended minimum set of criteria to consider when evaluating future marine fuels differ somewhat between fuels that can be used in existing ships and fuels that can be used in new types of propulsion systems
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| 6. |
- Andersson, Karin, 1952, et al.
(författare)
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Fuels in the Baltic Sea after SECA
- 2016
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- AbstractAfter the sulphur regulation for marine fuels was entered into force 1st of January 2015 in the North Sea and the Baltic Sea sulphur emission control area, SECA, a change in the kinds of fuels used has occurred. The allowed sulphur contents in marine fuels was decreased from 1 per centper cent to 0.1 per centper cent by mass. The 1 per cent sulphur fuel on the market is mainly heavy fuel oils, HFO, a residue fraction from refineries. The 0.1 per cent fuels available are to a large degree distillate fuels like marine gas oil, MGO, or marine diesel oil, MDO. However, after the introduction, a number of “hybrid fuels” (or ECA fuels, or ultra-low sulphur fuel oils, ULSFO), have also entered the market. In addition, it is also possible to convert the ship to LNG (liquefied natural gas) fuel or to use HFO with abatement equipment, “scrubber”. The number of installations and orders for scrubbers was more than 100 in July 2014. In order to evaluate the environmental effects of the sulphur regulation, also with respect to changes in fuel production, the types of fuels used and the emissions in a “well-to-propeller” perspective related to the fuels have to be assessed. The report comprises two parts. The first one aims to assess what marine fuels are used in the Baltic Sea after January 1st 2015, and the second to evaluate the emissions from shipping fuels under the changed conditions taking a life cycle perspective. The emissions are carbon dioxide (CO2), particulate matter (PM), sulphur oxides (SOx), methane (CH4), and nitrogen oxides (NOx).It is clear from measurements in ambient air that the sulphur oxide emissions have decreased significantly. To assess the impacts of all emissions from using hybrid fuels more measurements of exhaust emissions and refinery data are necessary. The impact of the refinery is not extremely large and the emissions per MJ fuel used are significantly higher from the tank-to-propeller part than from the well-to-tank part. The mix of fuels used in the SECA area is affecting the emissions in various ways. -Although a strict quantification of the distribution between MGO, hybrid fuels, LNG and HFO with scrubber is not possible today, it is clear that the changes in total CO2 emissions caused by the possible fuel mix is quite small, and the uncertainties in data is too large to draw far reaching conclusions from. -The total emissions of CO2 will, for all fossil fuels used, be much larger than is needed for shipping in order to fulfil the European goal to decrease CO2 emissions from shipping with 40 per cent by 2050 compared to 2005 levels. The changes in emissions from refineries will not change this picture to a significant degree.-The effect of using hybrid fuel instead of MGO seems to counteract the expected minor decrease in particle emissions due to less HFO used. Much less particles emissions is obtained by use of LNG or methanol-The total emissions of SOx is significantly reduced.The NOx emissions are not affected to any significant degree by change from HFO to
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| 7. |
- Andersson, Karin, 1952, et al.
(författare)
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Marine fuel alterntives for a low carbon future - market influence on the pathways selected
- 2015
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Ingår i: International Conference on Shipping in Changing Climates - Technologies, Operations, Logistics and Policies Towards Meeting 2050 Emission Targets, Glasgow, UK.
-
Konferensbidrag (refereegranskat)abstract
- Decrease in carbon dioxide emissions was not the driver when shipping started to investigate fuel alternatives to replace the traditional heavy fuel oil. Instead it was regulations of sulphur contents in fuel in sulphur emission control areas (SECA). The dominating driving forces for a ship-owner to change fuel are regulations and price. The result will thus be an economic based fuel choice among those fuels fulfilling present regulations rather than a long term sustainable alternative. A fuel change is usually also connected to a capital cost for conversion and infrastructure that has to be compensated by lower fuel price. Fuels used in SECA areas today are low sulphur marine gas oil (LSMGO), “hybrid fuels” (heavy fuel oils that has been blended to low sulphur contents), LNG or methanol. LNG and methanol in addition to fulfilling sulphur regulations also provide a pathway to renewable fuel and have low emissions of nitrogen oxides and particles. However, in the past years, the economic incentive has changed from a favourable situation for the “clean” fuels like LNG or methanol towards traditional fuels fulfilling only sulphur regulations. Decisions are today based entirely on the fast changing prices, providing a selection of fuels that fulfil only present regulations and excluding possible future regulations or customer demands. The long-term pathway towards sustainability with a change into fossil free fuel production is not taken into account.In the paper, the relation between the many possible drivers as well as the implications of market changes for decrease of greenhouse gas emissions will be further discussed.
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| 8. |
- Andersson, Karin, 1952, et al.
(författare)
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Shipping and the environment
- 2016
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Ingår i: Shipping and the Environment: Improving Environmental Performance in Marine Transportation. - Berlin, Heidelberg : Springer Berlin Heidelberg. - 9783662490457 ; , s. 3-27
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- Humans have always had a close relationship with the aquatic environment, including the early use of the sea for food harvesting and communication. Today, the sea is an important component of the transportation system, with large amounts of cargo and passengers. This chapter provides a short introduction to ships and shipping, focussing primarily on commercial ships; nonetheless, many of the emissions, impacts and measures discussed throughout this book are common to other sectors, such as leisure, research and fishing. This chapter also introduces the environmental impacts related to ship operations. Ship transportation has increased tremendously since the industrial revolution, which has resulted in increased emissions due to shipping and increased stresses on the environment. However, this trend is not only related to shipping. Currently, there are several warning signs that we are not taking care of the Earth and its ecosystem in a sustainable manner, that the Earth's ecosystems are degrading and that natural capital is being exploited, e.g., by the burning of fossil fuels. The marine industry is a component of our society; similar to all industry sectors, it contributes to unsustainable patterns in our society. Although the marine industry is a contributor to these problems, it can also be part of the solution, yet several challenges must be addressed. Sustainability and related concepts, such as ecosystem services, planetary boundaries and resilience thinking, could be used as guidance in addressing these challenges. Humans have always had a close relationship with the aquatic environment. Indeed, a scientific discussion debates whether the first humans evolved in a dry land environment, on the savannah, or in shallow water environments (as the "water man" or "aquatic ape") [1]. With respect to environmental awareness, the sea has come into focus relatively late compared with other natural areas. Independent of this observation, the sea has served as an important transportation route and a source of food and recreation throughout history. In a world where more than 70 % of the surface is covered by oceans, our interaction with and dependence on the sea in numerous aspects is obvious.
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| 9. |
- Andersson, Karin, 1952, et al.
(författare)
-
Shipping and the Environment
- 2021
-
Ingår i: International Encyclopedia of Transportation: Volume 1-7. ; 3, s. 286-293
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- The sea provides the infrastructure for shipping, but it is also a very important part of the natural environment, providing many kinds of ecosystem services to man. More than 90% of international goods transport is performed by sea, and although shipping is the most energy efficient means of transport, it also causes impacts on nature, health, crops, and the built environment. The main part of emissions to air from shipping is related to the fuel. Traditionally, combustion engines using fossil heavy fuel oil (HFO) or diesel oil with emissions of sulfur, nitrogen oxides, particles, and other pollutants have been dominating. In order to decrease environmental impact, “zero emission” fuels and propulsion alternatives have been developed. The impact on the marine environment from, for example, oil spills and use of antifouling coatings on ships are other areas of concern. Shipping has a large challenge in becoming fossil-free and in developing “zero emission” technology in the coming decades.
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| 10. |
- Andersson, Karin, 1952, et al.
(författare)
-
Shipping and the Environment - Improving Environmental Performance in Marine Transportation
- 2016
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Bok (övrigt vetenskapligt/konstnärligt)abstract
- This book focuses on the interaction between shipping and the natural environment and how shipping can strive to become more sustainable. Readers are guided in marine environmental awareness, environmental regulations and abatement technologies to assist in decisions on strategy, policy and investments. You will get familiar with possible paths to improve environmental performance and, in the long term, to a sustainable shipping sector, based on an understanding of the sources and mechanisms of common impacts. You will also gain knowledge on emissions anddischarges from ships, prevention measures, environmental regulations, and methods and tools for environmental assessment. In addition, the book includes a chapter on thebackground to regulating pollution from ships. It is intended as a source of information for professionals connected to maritime activities as well as policy makers and interested public. It is also intended as a textbook in higher education academic programmes.
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| 11. |
- Baldi, Francesco, et al.
(författare)
-
The cost of innovative and sustainable future ship energy systems
- 2019
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Ingår i: ECOS 2019 - Proceedings of the 32nd International Conference on Efficiency, Cost, Optimization, Simulation and Environmental Impact of Energy Systems. ; , s. 239-250
-
Konferensbidrag (refereegranskat)abstract
- The latest guidelines approved by the environmental protection committee of the international maritime organization (IMO) will require the shipping sector to reduce its greenhouse gas (GHG) emissions by 50% before 2050 and achieve a complete decarbonization by the end of the century. This will require a major change in the way ships are built and operated today. In this paper, we aim at understanding what types of ship energy systems and fuels will be preferable and what will be the costs to achieve the environmental goals set by IMO for shipping. To do this, we approach the question as an MILP problem, with increasingly stringent constraints on the total GHG emissions and with the objective of minimizing the total cost of ownership. We apply this analysis to three ship types (a containership, a tanker, and a passenger ferry) and we determine what type of choice for the ship’s energy systems will be the most optimal, for each ship type. The results show that the most cost-effective pathway towards the elimination of GHG emissions is composed of a first phase with LNG as fuel and with an increasing use of carbon capture and storage, while the full decarbonisation of the shipping sector will require switching to hydrogen as fuel. These results depend only marginally on the type of ship investigated and on the type of regulation enforced. While the costs required to achieve up to 75% GHG emission reduction are relatively similar to the baseline case (50-70% higher), moving towards a full decarbonisation will require a cost increase ranging between 280% and 340% higher than the business as usual.
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| 12. |
- Brynolf, Selma, 1984, et al.
(författare)
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Compliance possibilities for the future ECA regulations through the use of abatement technologies or change of fuels
- 2014
-
Ingår i: Transportation Research Part D: Transport and Environment. - : Elsevier BV. - 1361-9209. ; 28, s. 6-18
-
Tidskriftsartikel (refereegranskat)abstract
- The upcoming stricter emission control area (ECA) regulations on sulphur and nitrogen oxides (NOX) emissions from shipping can be handled by different strategies. In this study, three alternatives complying with the ECA regulations for sulphur as well as Tier III for NOX are presented and compared using life cycle assessment. None of the three alternatives will significantly reduce the life cycle impact on climate change compared to heavy fuel oil (HFO). However, all alternatives will reduce the impact on particulate matter, photochemical ozone formation, acidification and terrestrial eutrophication potential. The assessment also highlighted two important regulatory aspects. Firstly, the need to regulate the ammonia slip from use of selective catalytic reduction (SCR) and secondly the need to regulate the methane slip from LNG engines. In addition, an analysis of the use of SCR in Swedish waters is presented showing that SCRs have been used on a number of ships already giving significantly reduced NOX emissions.
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| 13. |
- 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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| 14. |
- Brynolf, Selma, 1984, et al.
(författare)
-
Energy efficiency and fuel changes to reduce environmental impacts
- 2016
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Ingår i: Shipping and the Environment: Improving Environmental Performance in Marine Transportation. - Berlin, Heidelberg : Springer Berlin Heidelberg. - 9783662490457 ; , s. 295-339
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- Many different emissions from ships are directly related to a ship's fuel consumption. This is particularly true for emissions to air, which are generated during the combustion process in the engines. Hence, improving the conversion process from fuel energy to transport work can be an effective means of reducing ship emissions. Solutions for reducing ship fuel consumption are generally divided into design and operational measures. Design measures primarily include technical solutions implemented when the ship is designed, constructed, and retrofitted, such as weightreduction, hull coatings, air lubrication, improvement of hull design, optimal propulsion systems and harvesting waste energy. Operational measures are related to how the ship or the fleet is operated and include measures such as weather routing, optimal ship scheduling, improved ship logistics, and on-board energy management. Although reducing fuel consumption always generates an environmental benefit, it should be noted that the use of different fuels results in different impacts on the environment for a given energy conversion efficiency. Another way to reduce emissions is therefore related to the type of fuel used on a ship, e.g., diesel fuels, gases, alcohols and solid fuels. However, choosing a fuel is not an easy process because it is influenced by a broad range of criteria, including technical, environmenta l and economic criteria.
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| 15. |
- Brynolf, Selma, 1984, et al.
(författare)
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Environmental assessment of marine fuels: liquefied natural gas, liquefied biogas, methanol and bio-methanol
- 2014
-
Ingår i: Journal of Cleaner Production. - : Elsevier BV. - 0959-6526. ; 74, s. 86-95
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Tidskriftsartikel (refereegranskat)abstract
- The combined effort of reducing the emissions of sulphur dioxide, nitrogen oxides and greenhouse gases to comply with future regulations and reduce impact on climate change will require a significant change in ship propulsion. One alternative is to change fuels. In this study we compare the life cycle environmental performance of liquefied natural gas (LNG), liquefied biogas (LBG), methanol and bio-methanol. We also highlight a number of important aspects to consider when selecting marine fuels. A transition to use of LNG or methanol produced from natural gas would significantly improve the overall environmental performance. However, the impact on climate change is of the same order of magnitude as with use of heavy fuel oil. It is only the use of LBG and bio-methanol that has the potential to reduce the climate impact. The analysis did not show any significant differences in environmental performance between methane and methanol when produced from the same raw materials, but the performance of the methanol engines are yet to be validated.
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| 16. |
- Brynolf, Selma, 1984
(författare)
-
Environmental assessment of present and future marine fuels
- 2014
-
Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- Our globalised world is connected by shipping, an industry powered by one of heaviest and dirtiest products of refining: heavy fuel oil. Tougher environmental regulations are now challenging the industry to take action. Ship-owners and operators are faced with the choice of installing exhaust gas cleaning technologies or switching to a different fuel altogether. The primary purpose of this thesis was to assess the environmental performance of present and future marine fuels and to evaluate potential methods and tools for their assessment.Two different system approaches are used in this study: life cycle assessment (LCA) and global energy systems modelling. LCA is a well-established method for assessing the environmental performance of fuels. This type of assessment was complemented with the use of the Global Energy Transition (GET) model to investigate cost-effective fuel choices based on a global stabilisation of CO2 emissions and the global competition for primary energy sources. The GET model includes all energy sectors and considers the interactions among them, but it is limited in scope to CO2 emissions and costs. The LCAs involve a holistic systems perspective that includes the entire life cycle and various types of environmental impacts, but they are limited to analyses of one product or service at a time. These methods provide insights that are both contradictory and complementary.This study concludes that there is substantial potential for reducing the environmental impact of shipping through a change in fuel types and/or the use of exhaust abatement technologies. A switch from heavy fuel oil to any of the alternatives investigated in this study reduces the overall environmental impact of marine fuels. The GET model indicates that it is cost-effective to phase out the use of crude oil-based fuels in the shipping sector and replace these fuels with the use of natural gas-based fuels during the next few decades. Based on the LCA results, the use of biofuels may be one possible way to reduce the impact of shipping on the climate, but biofuels may only be a cost-effective fuel in shipping if the corresponding annual available bioenergy resources are sufficiently large. Three important implications are highlighted: the importance of reducing the NOX emissions from marine engines, the need to regulate the methane slip from gas engines and the fact that a change in fuels may not reduce the impact of shipping on the climate.
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| 17. |
- Brynolf, Selma, 1984, et al.
(författare)
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Improving environmental performance in shipping
- 2016
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Ingår i: Shipping and the Environment: Improving Environmental Performance in Marine Transportation. - Berlin, Heidelberg : Springer. - 9783662490457 ; , s. 399-418
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- This book addresses the environmental issues related to shipping and the natural environment, including descriptions of and proposed solutions to the issues. Currently, challenges exist that must be addressed if shipping is to become sustainable and fulfil the zero vision of no harmful emissions to the environment. In this chapter, we evaluate the steps that have been taken (if any) to limit the various environmental issues and discuss possible steps to be taken to improve environmental performance. Furthermore, future challenges must also be addressed, e.g., the current trend of increasing ship operations in the Arctic. In general, three factors could be addressed in order to reach environmentally sustainable shipping: regulations, technical solutions, and increased environmental awareness. © Springer-Verlag Berlin Heidelberg 2016. All rights are reserved.
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| 18. |
- Brynolf, Selma, 1984, et al.
(författare)
-
Life cycle assessment of methanol and dimethyl ether (DME) as marine fuels
- 2014
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The combined effort of reducing the emissions of sulphur dioxide, nitrogen oxides and greenhouse gases to comply with future regulations and reduce impact on climate change will require a significant change in ship propulsion. One alternative is to change fuels. In this study the environmental performance of two potential future marine fuels, methanol and dimethyl ether (DME), are evaluated and compared to present and possible future marine fuels.Methanol and DME produced from natural gas was shown to be associated with a larger energy use and slightly more emissions of greenhouse gases in the life cycle when compared to HFO, MGO and LNG. Use of methanol and DME results in significantly lower impact when considering the impact categories particulate matter, photochemical ozone formation, acidification and eutrophication compared to HFO and MGO without any exhaust abatement technologies and of the same order of magnitude as for LNG. Methanol and DME produced from willow or forest residues have the lowest life cycle global warming potential (GWP) of all fuels compared in this study and could contribute to reduce the emissions of greenhouse gases from shipping significantly.
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| 19. |
- Brynolf, Selma, 1984, et al.
(författare)
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Review of electrofuel feasibility—prospects for road, ocean, and air transport
- 2022
-
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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| 20. |
- Brynolf, Selma, 1984, et al.
(författare)
-
Sustainable fuels for shipping
- 2022
-
Ingår i: Sustainable Energy Systems on Ships: Novel Technologies for Low Carbon Shipping. ; , s. 403-428
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- The International Maritime Organization (IMO) aims to reduce the total annual greenhouse gas (GHG) emissions from international shipping by at least 50% by 2050 compared to 2008 and to phase them out as soon as possible. Decarbonized shipping represents a considerable challenge since the GHG emissions are estimated to increase by 2050 in several scenarios [1]. Decarbonization of shipping is important and urgent, but at the same time it is also important to make sure that other environmental impacts and sustainability concerns will not increase as a result. It is important to have a wide systems perspective when searching for solutions so that a sustainable shipping industry can be reached considering environmental, social, and economic dimensions and following the UN Sustainable Development Goals. This chapter starts by defining fuel, energy carriers, and primary energy sources in Section 9.2 followed by a description of the main primary energy sources that can be used to produce sustainable shipping fuels in Section 9.3 and potential energy carriers for ships in Section 9.4. Section 9.5 describes some of the pros and cons of different future fuels for shipping against technical, environmental, economic, and other criteria. Final reflections on how to choose future fuels are presented in Section 9.6.
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| 21. |
- González Chávez, Clarissa Alejandra, 1994, et al.
(författare)
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Advancing sustainability through digital servitization: An exploratory study in the maritime shipping industry
- 2024
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Ingår i: Journal of Cleaner Production. - : Elsevier Ltd. - 0959-6526 .- 1879-1786. ; 436
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Tidskriftsartikel (refereegranskat)abstract
- Global businesses are transforming towards capturing more value from services, a business model transition called servitization. Digital servitization can help create and maintain a competitive advantage, as well as offering opportunities to tackle major challenges related to environmental pressures and rapidly changing market conditions. This study aims to bridge the gap between the theory of digital servitization and its implementation in the maritime shipping sector. This paper presents a multi-case study that explores the status, perceived challenges, and enablers for the adoption of digital servitization. Empirical data were collected from interviews with 13 companies and analyzed using the PESTEL and DPSIR frameworks. The results are presented across three categories based on the PESTEL framework: organizational context, global priorities, and sustainability. This study contributes to theory by providing empirical insights from the status of digital servitization in the maritime shipping industry. Also, it identifies challenges and needs that can support the transition towards digital servitization and the development of more sustainable solutions. Future research avenues are suggested to advance digital servitization in other industrial sectors.
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| 22. |
- 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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| 23. |
- 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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| 24. |
- 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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| 25. |
- Grahn, Maria, 1963, et al.
(författare)
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The cost-effectiveness of electrofuels in comparison to other alternative fuels for transport in a low carbon future
- 2016
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Ingår i: European Biomass Conference and Exhibition Proceedings. - 2282-5819. ; 2016:24thEUBCE, s. 1472-1478
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Konferensbidrag (refereegranskat)abstract
- In future, a complement to biofuels, which also can originate from biomass, is electrofuels. Electrofuels are synthetic hydrocarbons, e.g. methane or methanol, produced from carbon dioxide (CO2) and water with electricity as primary energy source. The CO2 can be captured from e.g. biofuel production plants and thereby potentially provide an opportunity for biofuel producers to increase the yield from the same amount of biomass. This project assesses if there are conditions under which electrofuels are cost-effective compared to other fuels for transport in order to reach climate targets. Energy systems analysis are conducted using a well-established energy-economic long-term global energy systems model developed to include also electrofuels as transportation fuels. In this initial assessment, the results indicate that electrofuels is not the most cost-efficient option for road transport. It may become a complement to other alternatives if assuming very high cost for fuel cells and batteries. In future studies it would be interesting to analyze the impact from assuming that carbon capture and storage technologies will be large scale available, the effect of fluctuating electricity prices, and the role of electrofuels in the aviation and shipping sectors.
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