| 1. |
- Flodén, Jonas, 1974, et al.
(författare)
-
Shipping in the EU emissions trading system: implications for mitigation, costs and modal split
- 2024
-
Ingår i: Climate Policy. - Stockholm : IVL Svenska Miljöinstitutet. - 1752-7457 .- 1469-3062. ; In Press
-
Tidskriftsartikel (refereegranskat)abstract
- EU recently decided to include shipping, meaning all intra-European shipping and 50% of extra-European voyages, in the EU Emissions Trading System (ETS) beginning in 2024. This article provides an early assessment of the impacts of the EU ETS on the shipping sector’s potential reductions in greenhouse gas emissions for different types of ships. It further examines selected mitigation measures and the impact on modals split and costs. The study employs a mixed-methods approach combining quantitative estimates (based on data from the EU monitoring, reporting and verification system) with qualitative data and information from interviews with key actors and from previous literature. This approach aims to provide a comprehensive understanding of the impacts of the EU ETS. The inclusion of shipping in the EU ETS is expected to introduce significant incentives to reduce emissions. We estimate that switching to bio-methanol at an emissions allowance price of €90–100/tCO2 will be cost-effective for a minor share of shipping segments (representing about 0.5-5% of all ships), whereas at a price above €150/tCO2 it could be cost-effective for a considerable share (potentially 75%) of ships. In the short term, the costs incurred by the EU ETS will be passed on to transport customers as a surcharge. The increased cost may, unless properly addressed, drive carbon leakage. Meanwhile, a modal shift away from shipping may occur in the roll-on, roll-off (RoRo) and roll-on passenger (RoPax) segments due to direct competition with road and rail transport and the relative ease of shifting to other modes of transport.
|
|
| 2. |
- Hansson, Julia, 1978, et al.
(författare)
-
Biodiesel from Bark and Black Liquor—A Techno-Economic, Social, and Environmental Assessment
- 2024
-
Ingår i: Energies. - Göteborg : IVL Svenska Miljöinstitutet. - 1996-1073 .- 1996-1073. ; 17:1
-
Tidskriftsartikel (refereegranskat)abstract
- A techno-economic assessment and environmental and social sustainability assessments of novel Fischer–Tropsch (FT) biodiesel production from the wet and dry gasification of biomass-based residue streams (bark and black liquor from pulp production) for transport applications are presented. A typical French kraft pulp mill serves as the reference case and large-scale biofuel-production-process integration is explored. Relatively low greenhouse gas emission levels can be obtained for the FT biodiesel (total span: 16–83 g CO2eq/MJ in the assessed EU countries). Actual process configuration and low-carbon electricity are critical for overall performance. The site-specific social assessment indicates an overall positive social effect for local community, value chain actors, and society. Important social aspects include (i) job creation potential, (ii) economic development through job creation and new business opportunities, and (iii) health and safety for workers. For social risks, the country of implementation is important. Heat and electricity use are the key contributors to social impacts. The estimated production cost for biobased crude oil is about 13 €/GJ, and it is 14 €/GJ (0.47 €/L or 50 €/MWh) for the FT biodiesel. However, there are uncertainties, i.e., due to the low technology readiness level of the gasification technologies, especially wet gasification. However, the studied concept may provide substantial GHG reduction compared to fossil diesel at a relatively low cost.
|
|
| 3. |
- Andersson, Karin, 1952, et al.
(författare)
-
Criteria and Decision Support for A Sustainable Choice of Alternative Marine Fuels
- 2020
-
Ingår i: Sustainability. - : MDPI AG. - 2071-1050. ; 12:9, s. 3623-
-
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
|
|
| 4. |
- Azar, Christian, 1969, et al.
(författare)
-
Brazilian Ethanol has the Edge.
- 2007
-
Ingår i: Financial Times.
-
Tidskriftsartikel (övrigt vetenskapligt/konstnärligt)
|
|
| 5. |
|
|
| 6. |
- Berndes, Göran, 1966, et al.
(författare)
-
Bioenergy expansion in the EU: Cost-effective climate change mitigation, employment creation and reduced dependency on imported fuels
- 2007
-
Ingår i: Energy Policy. - : Elsevier BV. - 0301-4215. ; 35:12, s. 5965-5979
-
Tidskriftsartikel (refereegranskat)abstract
- Presently, the European Union (EU) is promoting bioenergy. The aim of this paper is to study the prospects for using domestic biomass resources in Europe and specifically to investigate whether different policy objectives underlying the promotion of bioenergy (cost-effective climate change mitigation, employment creation and reduced dependency on imported fuels) agree on which bioenergy options that should be used. We model bioenergy use from a cost-effectiveness perspective with a linear regionalized energy- andtransport-system model and perform supplementary analysis. It is found that the different policy objectives do not agree on the order of priority among bioenergy options. Maximizing climate benefits cost-effectively is in conflict with maximizing employment creation. The former perspective proposes the use of lignocellulosic biomass in the stationary sector, while the latter requires biofuels for transport based on traditional agricultural crops. Further, from a security-of-supply perspective, the appeal of a given bioenergy option depends on how oil and gas import dependencies are weighed relative to each other. Consequently, there are tradeoffs that need to be addressed by policymakers promoting the use of bioenergy. Also, the importance of bioenergy in relation to employment creation and fuel import dependency reduction needs to be further addressed.
|
|
| 7. |
|
|
| 8. |
- Berndes, Göran, 1966, et al.
(författare)
-
Biomassa - en knapp resurs i globalt perspektiv
- 2007
-
Ingår i: Bioenergi - till vad och hur mycket?. ; :Formas Fokuserar, s. 19-32
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- Idag använder vi ungefär tio gånger mer fossil energi än bioenergi i världen. Nu ökar användningen av bioenergi kraftigt. Men globalt sett finns det inte tillräckligt med bioenergi för att ersätta de fossila bränslena, skriver tre forskare på Chalmers. Hur ska vi använda de knappa resurserna på bästa sätt? Och hur ska vi kunna begränsa de negativa effekter som ökad efterfrågan på bioenergi kan få? Det handlar bland annat om exploatering av värdefulla ekosystem som regnskogar.
|
|
| 9. |
- Berndes, Göran, 1966, et al.
(författare)
-
Expanding sugarcane ethanol production in Brazil - Socioeconomic and climate effects of expanding sugarcane ethanol production in the Pontal do Paranapanema region (State of São Paulo, Brazil)
- 2007
-
Ingår i: Proceedings of the 15th European Biomass Conference & Exhibition - From research to market Deployment, Berlin, Germany, 7-11 May 2007.
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- This paper presents results from a study of socioeconomic and climate effects connected to a sugarcane expansion scenario in the Pontal do Paranapanema region, São Paulo state, Brazil. Sugarcane production is expected to grow in the São Paulo state. Pontal do Paranapanema is the only region in the state where a large scale sugarcane expansion can take place and there is a concern that without guidelines the expansion might affect income growth in a negative way. A scenario where the settlers in the region gain from the sugarcane expansion was modelled. The models showed that it is possible to introduce sugarcane in the region with positive effects both on income growth and greenhouse gas emissions.
|
|
| 10. |
- Berndes, Göran, 1966, et al.
(författare)
-
Strategies For 2nd Generation Biofuels In Eu - Co-firing to stimulate feedstock supply development and process integration to improve energy efficiency and economic competitiveness
- 2010
-
Ingår i: Biomass and Bioenergy. - : Elsevier BV. - 1873-2909 .- 0961-9534. ; 34:2, s. 227-236
-
Tidskriftsartikel (refereegranskat)abstract
- The present biofuel policies in the European Union primarily stimulate 1st generation biofuels that are produced based on conventional food crops. They may be a distraction fromlignocellulose based 2nd generation biofuels – and also from biomass use for heat and electricity – by keeping farmers’ attention and significant investments focusing on firstgeneration biofuels and the cultivation of conventional food crops as feedstocks. This article presents two strategies that can contribute to the development of 2nd generation biofuels based on lignocellulosic feedstocks. The integration of gasification-based biofuel plants in district heating systems is one option for increasing the energy efficiency and improving the economic competitiveness of such biofuels. Another option, biomass co-firing with coal,generates high-efficiency biomass electricity and reduces CO2 emissions by replacing coal. It also offers a near-term market for lignocellulosic biomass, which can stimulate development of supply systems for biomass also suitable as feedstock for 2nd generation biofuels. Regardless of the long-term priorities of biomass use for energy, the stimulation of lignocellulosic biomass production by development of near term and cost-effective markets isjudged to be a no-regrets strategy for Europe. Strategies that induce a relevant development and exploit existing energy infrastructures in order to reduce risk and reach lower costs, are proposed an attractive complement the present and prospective biofuel policies.
|
|
| 11. |
- Brynolf, Selma, 1984, et al.
(författare)
-
Electrofuels for the transport sector: A review of production costs
- 2018
-
Ingår i: Renewable and Sustainable Energy Reviews. - : Elsevier BV. - 1879-0690 .- 1364-0321. ; 81:2, s. 1887-1905
-
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.
|
|
| 12. |
- Brynolf, Selma, 1984, et al.
(författare)
-
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
-
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.
|
|
| 13. |
- 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
-
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.
|
|
| 14. |
- Börjesson, Pål, et al.
(författare)
-
Future demand for forest-based biomass for energy purposes in Sweden
- 2017
-
Ingår i: Forest Ecology and Management. - : Elsevier BV. - 0378-1127 .- 1872-7042. ; 383:January, s. 17-26
-
Tidskriftsartikel (refereegranskat)abstract
- This paper assesses the potential changes in the demand for forest-based biomass for various energy purposes in Sweden in 2030 and 2050, respectively. The assessment is based on a review of scenarios and predictions of how the Swedish energy system may develop, taking into account techno-economical conditions. It includes potential changes in district heating, electricity production in combined heat and power plants, industrial process energy, and production of biofuel for road transportation. In addition, the potential demand for forest-based feedstock in the chemical and petrochemical sector, replacing current use of fossil feedstock, is analysed. The assessment suggests that Sweden may see an additional demand for forest fuels at about 30 TW h in 2030 and 35–40 TW h in 2050. This can be compared with the current use of biomass for energy in Sweden at 130 TW h per year, and the estimated potential increase of sustainable harvest of logging residues (slash and stumps) at some additional 20 TW h per year, based on current conditions. If also potential demand for forest-based feedstock in the chemical and petrochemical industry is included, another 10–15 and 25–30 TW h of biomass per year may be needed in 2030 and 2050, respectively. The future demand is sensitive to the pace and magnitude of energy efficiency improvements and electrification in the various sectors. If far-reaching energy efficiency improvements and electrification are realised, the total additional demand for biomass as energy and industry feedstock may be about 20 and 30 TW h per year in 2030 and 2050, respectively, thus roughly corresponding to the sustainable harvests of logging residues. If, however, efficiency improvements and electrification are only marginal, then the additional demand for biomass as industry and energy feedstock may reach 70 TW h and 100 TW h per year in 2030 and 2050, respectively. In these cases, the use of logging residues will not suffice and additional biomass would be needed. A combination of regulations and incentives is recommended to accelerate the fuel and feedstock switch, especially in the transportation and industrial sectors, and incentives promoting a substantial improvement in energy efficiency and electrification in all sectors.
|
|
| 15. |
- Cintas Sanchez, Olivia, 1982, et al.
(författare)
-
The potential role of forest management in Swedish scenarios towards climate neutrality by mid century
- 2017
-
Ingår i: Forest Ecology and Management. - : Elsevier BV. - 0378-1127 .- 1872-7042. ; 383:January, s. 73-84
-
Tidskriftsartikel (refereegranskat)abstract
- Swedish climate policy targets net zero greenhouse gases (GHG) by mid-century, with road transport independent of fossil fuels by 2030, requiring far-reaching changes in the way energy is used. Forest management is expected to support carbon sequestration and provide biomass for various uses, including energy. In this paper, we combine two energy scenarios with four forest scenarios and quantify GHG balances associated with energy-use for heat, electricity, and road transport, and with forest management and production, use, and end-of-life management of various forest products, including products for export. The aggregated GHG balances are evaluated in relation to the 2-degree target and an allocated Swedish CO2 budget. The production of biofuels in the agriculture sector is considered but not analyzed in detail.The results suggest that Swedish forestry can make an important contribution by supplying forest fuels and other products while maintaining or enhancing carbon storage in vegetation, soils, and forest products. The GHG neutrality goal is not met in any of the scenarios without factoring in carbon sequestration. Measures to enhance forest productivity can increase output of forest products (including biofuels for export) and also enhance carbon sequestration. The Swedish forest sector can let Sweden reach net negative emissions, and avoid “using up” its allocated CO2 budget, thereby increasing the associated emissions space for the rest of the world.
|
|
| 16. |
|
|
| 17. |
- Dahal, Karna, 1984, et al.
(författare)
-
Reviewing the development of alternative aviation fuels and aircraft propulsion systems
- 2020
-
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.
|
|
| 18. |
- Dahal, Karna, 1984, et al.
(författare)
-
Techno-economic review of alternative fuels and propulsion systems for the aviation sector
- 2021
-
Ingår i: Renewable and Sustainable Energy Reviews. - : Elsevier BV. - 1879-0690 .- 1364-0321. ; 151
-
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.
|
|
| 19. |
- Egeskog, Andrea, 1981, et al.
(författare)
-
Co-generation of biofuels for transportation and heat for district heating systems – an assessment of the national possibilities in the EU
- 2009
-
Ingår i: Energy Policy. - Amsterdam : Elsevier BV. - 0301-4215 .- 1873-6777. ; 37:12, s. 5260-5272
-
Tidskriftsartikel (refereegranskat)abstract
- Biomass gasification with subsequent synthesis to liquid or gaseous biofuels generates heat possible to use in district heating (DH) systems. The purpose here is to estimate the heat sink capacity of DH systems in the individual EU nations and assess the possibilities for biomass-gasification-based co-generation of synthetic biofuels for transportation and heat (CBH) for DH systems in the EU countries. The possibilities are assessed (i) assuming different levels of competiveness relative to other heat supply options of CBH corresponding to the EU target for renewable energy for transportation for 2020 and (ii) assuming that the potential expansion of the DH systems by 2020 is met with CBH. In general, the size of the DH heat sinks represented by the existing national aggregated DH systems can accommodate CBH at a scale that is significant compared to the 2020 renewable transportation target. The possibilities for CBH also depend on its cost-competitiveness compared to, e.g., fossil-fuel-based CHP. The possible expansion of the DH systems by 2020 represents an important opportunity for CBH and is also influenced by the potential increase in the use of other heat supply options, such as, industrial waste heat, waste incineration, and CHP.
|
|
| 20. |
- Egeskog, Andrea, 1981, et al.
(författare)
-
On the possibility for cogeneration of biofuels for transport and heat for district heating systems in EU25
- 2008
-
Ingår i: World Bioenergy 2008 Conference & Exhibition on Biomass for Energy.
-
Konferensbidrag (refereegranskat)abstract
- The gasification of biomass with subsequent conversion to liquid biofuels (BtL) results in considerable amounts of surplus heat. Some of this heat could be used in district heating (DH) systems. The aim of this study is to assess the potential for integration of BtL plants with the EU’s DH systems. The major parts of the DH systems are presently based on the use of fossil fuels. The fossil fuels are also dominating the EU transport sector. Thus, integration of BtL plants with the EU’s DH systems could contribute to EU goals of increasing the use of biomass for both heat and transport. The heat sink represented by the aggregated national DH systems is large enough to produce substantial amounts of biofuels for transport by co-generation. However, the potential contribution of the assessed option for meeting the EU target for biofuels for transport for 2020 is highly dependent on BtL plant configuration and competitiveness vs. other heat sources in the DH systems, e.g., CHP. It is found that integration of BtL with DH offers a substantial opportunity, but the attractiveness and possible impacts of expanding such systems need to be further analyzed.
|
|
| 21. |
- Ekener, Elisabeth, et al.
(författare)
-
Addressing positive impacts in social LCA-discussing current and new approaches exemplified by the case of vehicle fuels
- 2018
-
Ingår i: International Journal of Life Cycle Assessment. - : Springer Science and Business Media LLC. - 1614-7502 .- 0948-3349. ; 23:3, s. 556-568
-
Tidskriftsartikel (refereegranskat)abstract
- This paper seeks ways to address positive social impacts in social life cycle assessment (SLCA) and attempts to answer two questions: How can the SLCA methodology be improved in order to systematically identify all potential positive impacts in the supply chain? How can positive impacts be taken into consideration along with negative impacts in SLCA? In order for SLCA to be an attractive tool, it needs to provide users with the possibility to include positive impacts, not as variables stipulating lack of negative impacts but rather as fulfilment of positive potentials. By scrutinising the social impacts addressed in the SLCA UNEP/SETAC Guidelines today and reviewing approaches for positive impacts in other research fields, a developed approach to capture and aggregate positive social impacts in SLCA is proposed. To exemplify the application, the case of vehicle fuels is used to investigate the possibilities of addressing positive impacts in SLCA. This includes a literature review on potential positive social impacts linked to vehicle fuels. The subcategories in the SLCA Guidelines are proposed to be divided into positive and negative impacts and complemented with some additional positive impacts. Related indicators are proposed. A draft approach for assessing positive impacts is developed where the proposed indicators are categorised in four different levels, from low to very high potential positive impact. The possibility to aggregate positive social impacts is discussed. Besides multi-criteria decision analysis (MCDA), few useful ideas for aggregating positive impacts in SLCA were found in the literature that mostly focused on surveys and monetarisation. Positive social impacts linked to vehicle fuels (fossil fuels and biofuels) are identified, and the proposed approach is schematically applied to vehicle fuels. The SLCA methodology may be refined in order to better identify and assess positive impacts, and approaches developed for capturing and aggregating such impacts are proposed. Challenges of aggregating positive and negative social impacts still remain. The knowledge on social impacts from vehicle fuels could be improved by applying the proposed approach. However, the approach needs more development to be practically applicable.
|
|
| 22. |
- Ekener, Elisabeth, 1963-, et al.
(författare)
-
Developing Life Cycle Sustainability Assessment methodology by applying values-based sustainability weighting - Tested on biomass based and fossil transportation fuels
- 2018
-
Ingår i: Journal of Cleaner Production. - : Elsevier BV. - 0959-6526 .- 1879-1786. ; 181, s. 337-351
-
Tidskriftsartikel (refereegranskat)abstract
- The production and use of transportation fuels can lead to sustainability impacts. Assessing them simultaneously in a holistic way is a challenge. This paper examines methodology for assessing the sustainability performance of products in a more integrated way, including a broad range of social impacts. Life Cycle Sustainability Assessment (LCSA) methodology is applied for this assessment. LSCA often constitutes of the integration of results from social LCA (S-LCA), environmental life cycle assessment (E-LCA) and life cycle costing (LCC). In this study, an S-LCA from an earlier project is extended with a positive social aspect, as well as refined and detailed. E-LCA and LCC results are built from LCA database and literature. Multi Criteria Decision Analysis (MCDA) methodology is applied to integrate the results from the three different assessments into an LCSA. The weighting of key sustainability dimensions in the MCDA is performed in different ways, where the sustainability dimensions are prioritized differently priority based on the assumed values of different stakeholder profiles (Egalitarian, Hierarchist, and Individualist). The developed methodology is tested on selected biomass based and fossil transportation fuels - ethanol produced from Brazilian sugarcane and US corn/maize, and petrol produced from Russian and Nigerian crude oils, where it delineates differences in sustainability performance between products assessed. The outcome in terms of relative ranking of the transportation fuel chains based on sustain ability performance differs when applying different decision-maker profiles. This result highlights and supports views that there is no one single answer regarding which of the alternatives that is most sustainable. Rather, it depends strongly upon the worldview and values held by the decision maker. A key conclusion is that sustainability assessments should pay more attention to potential differences in underlying values held by key stakeholders in relevant societal contexts. The LCSA methodology still faces challenges regarding results integration but MCDA in combination with stakeholder profiles appears to be a useful approach to build on further.
|
|
| 23. |
- Grahn, Maria, 1963, et al.
(författare)
-
Electrofuels: a review of pathways and production costs
- 2016
-
Ingår i: Book of proceedings_TMFB_conference_Aachen_June 2016.
-
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.
|
|
| 24. |
- Grahn, Maria, 1963, et al.
(författare)
-
Möjligheter för förnybara drivmedel i Sverige till år 2030
- 2010
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Transportsektorns energianvändning domineras i dagsläget helt av oljebaseradedrivmedel, främst bensin och diesel. På grund av klimat- och energisäkerhetsfrågan stårdärför transportsektorn idag inför stora förändringar. Syftet med denna studie är attstudera möjligheterna för inhemskt producerade förnybara drivmedel (biodrivmedel,förnybar el och vätgas) till och med år 2030. Genom litteraturstudier och kontakter medaktörer inom området och med utgångspunkt i de framtidsvisioner för förnybaradrivmedel som finns utförs en systematisk strukturerad genomgång av utmaningar ochmöjligheter för olika drivmedelsalternativ. Målet är att kunna argumentera för vad somär realistiskt att tro om utvecklingen för den inhemska produktionen av förnybaradrivmedel till och med 2030 givet att styrmedel som stödjer dessa drivmedel finns samtatt bedöma i vilken utvecklingsfas olika förnybara drivmedel befinner sig.Resultatet från litteraturgenomgången av framtidsvisioner visar en splittrad bild avhur olika aktörer ser på framtiden för förnybara drivmedel. För 2020 identifierar vi ettspann på att 10–25% av den svenska vägsektorns energianvändning skulle kunna beståav biodrivmedel varav bidraget från andra generationen nästan är försumbart. För 2030är spannet 13–55% och bidraget från andra generationen anses osäkert. När det gällervätgas är däremot alla källor eniga om att andelen vätgasbilar i den svenska bilparken ärytterst marginellt både år 2020 och 2030. Däremot finns optimistiska visioner för EU påända upp till 16 miljoner vätgasbilar kring 2030. Visionerna kring elbilar ochladdhybrider visar på en mycket stor osäkerhet över hur snabbt fordonsflottan kankomma att elektrifieras. För 2020 visas en spridning på allt ifrån mycket få till 600 000elbilar inklusive laddhybrider i Sverige och för 2030 ser vi ett ännu vidare spann på alltifrån mycket få till 4 miljoner.Resultat från vår analys visar att spannet är ganska stort när det gäller hur stor deninhemska produktionen av förnybara drivmedel skulle kunna vara år 2020 och 2030.Spannet är ungefär 3–13 TWh/år för år 2020 och 10–22 TWh/år år 2030 och vi bedömerhela spannet som realistiskt. Beroende på hur stor energianvändning för transporter vijämför med blir det procentuella bidraget lite olika men oavsett beräkningsmetodöverstiger andelen inhemskt producerade förnybara drivmedel inte 15% år 2020respektive 25% år 2030 av vägtrafikens energianvändning.Trots att alternativa fordon (utöver elbilar) behövs i nästan alla våra scenarier om deinhemskt producerade drivmedlen ska användas inom Sverige ser vi inte bilparken somen begränsande faktor för den inhemska produktionen av förnybara drivmedel. Behoveti Europa lär dessutom vara så pass stort att det går att exportera allt eventuellt överskottav förnybara drivmedel om vi i Sverige producerar mer än den inhemskatransportsektorn kan ta emot. När det gäller introduktionen av elbilar ser vi inteladdningsinfrastrukturen som en begränsande faktor för introduktionen av elbilar i storskala. I dagsläget begränsas introduktionen mer av den höga investeringskostnaden(orsakad av batterikostnaden) vid köp av elbil.Hur stort det faktiska bidraget av förnybara drivmedel i Sverige i framtiden blirberor i stor utsträckning på priset på de förnybara drivmedlen (både inhemsktframställda och importerade) och tillhörande fordon jämfört med de fossila alternativen.Oavsett drivmedel är det viktigt med hög energieffektivitet både vad gälleranvändningen i fordonen och i drivmedelsproduktionen. En lägre energiefterfrågan itransportsektorn är en viktig faktor för att minska koldioxidutsläppen och innebärdessutom att bidraget från förnybara drivmedel procentuellt sett blir högre.
|
|
| 25. |
- Grahn, Maria, 1963, et al.
(författare)
-
Prospects for Domestic Biofuels for Transport in Sweden 2030 Based on Current Production and Future Plans
- 2015
-
Ingår i: Advances in Bioenergy: The Sustainability Challenge. - Oxford, UK : John Wiley & Sons, Ltd. - 9781118957844 ; , s. 431-446
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- In 2012, the use of renewable energy in the Swedish transport sector amounted to 12.6% when calculated according to the so-called Renewable Energy Directive (RED) calculation rules. This chapter illustrates the main biofuels production options currently discussed in Sweden. The mapping of existing and planned production capacity for biofuels for transport in Sweden shows that many different types of biofuels are produced currently or are planned to enter the market during the coming decade. There are plans for the production of cellulose-based ethanol, methanol, dimethyl ether (DME), methane, hydrotreated vegetable oil (HVO) as well as anaerobic digestion biogas (AD biogas). This is used as a basis for developing scenarios for potential biofuels production in Sweden until 2030. If the realization of the mapped biofuels plans is delayed, canceled and/or the continued implementation of additional biofuel capacity is slower than assumed, the potential domestic biofuels production in Sweden is reduced substantially. © 2016 John Wiley & Sons, Ltd. All rights reserved.
|
|
