| 1. |
- 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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| 2. |
- 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.
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| 3. |
- Grahn, Maria, 1963, et al.
(författare)
-
Cost-effective choices of marine fuels under stringent carbon dioxide targets
- 2013
-
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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| 4. |
- 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
-
Ingår i: 31st International Electric Vehicle Symposium and Exhibition, EVS 2018 and International Electric Vehicle Technology Conference 2018, EVTeC 2018.
-
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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| 5. |
- 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.
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| 6. |
- Grahn, Maria, 1963, et al.
(författare)
-
Electrofuels or hydrogen as marine fuel: a cost comparison
- 2017
-
Ingår i: Conference proceedings, Shipping in Changing Climates (SCC), London, Sept 2017. ; , s. 8-
-
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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| 7. |
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| 8. |
- Grahn, Maria, 1963, et al.
(författare)
-
The cost-effectiveness of electrofuels in comparison to other alternative fuels for transport in a low carbon future
- 2016
-
Ingår i: European Biomass Conference and Exhibition Proceedings. - 2282-5819. ; 2016:24thEUBCE, s. 1472-1478
-
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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| 9. |
- Grahn, Maria, 1963, et al.
(författare)
-
The cost-effectiveness of electrofuels in comparison to other alternative fuels for transport in a low carbon future
- 2016
-
Ingår i: EUBCE_conference show room_Amsterdam_June 2016.
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- 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 various industrial processes giving rise to excess CO2 e.g. biofuel production plants, and fossil and biomass combustion plants. Electrofuels potentially provide an opportunity for biofuel producers to increase the yield from the same amount of biomass. This project analyzes if there are conditions under which electrofuels are cost-effective compared to biofuels and other alternative fuels for transport in order to reach climate targets.
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| 10. |
- Grahn, Maria, 1963, et al.
(författare)
-
The role of electrofuels: A cost-effective solution for future transport?
- 2017
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Electrofuels (also known as e.g., power-to-gas/liquids/fuels, e-fuels, or synthetic fuels) are synthetichydrocarbons, e.g. methane or methanol, produced from carbon dioxide (CO2) and water with electricity as primary energy source. The CO2 can be captured from various industrial processes giving rise to excess CO2 e.g. biofuel production plants, and fossil and biomass combustionplants. Electrofuels are interesting at least for the following reasons: (i) electrofuels may play an importantrole as transport fuels in the future due to limitations with other options and are potentially of interestfor all transport modes, (ii) electrofuels could be used to store intermittent electricity production,and (iii) electrofuels potentially provide an opportunity for biofuel producers to increase the yield from the same amount of biomass. The overall purpose of this project is to deepen the knowledge of electrofuels by mapping andanalyzing the technical and economic potential and by analyzing the potential role of electrofuels inthe future energy system aiming to reach stringent climate targets. The specific project targets include:(i) Mapping of the technical potential for CO2-recovering from Swedish production plants forbiofuels for transport and combustion plants.(ii) A review and analysis of different electrofuel production pathways and associated costsand an overall comparison with the production cost of other renewable transport fuels.(iii) An analysis of the potential conditions under which electrofuels are cost-effective comparedto other alternative fuels for transport in order to reach stringent climate targets. Main conclusions are: (1)Electrofuels used in combustion engines demand significantly more energy compared tobattery electric vehicles and hydrogen used in fuel cells, (2) Compared to biofuels, our estimates of the production costs of electrofuels are in the samesize of order but in the upper range or above, (3) The results of the energy system modelling indicate that electrofuels is not the most costefficientoption for road transport. Thus, it is not likely that electrofuels can compete withcurrent conventional fuels in road transportation (unless there are higher taxes on fossilCO2-emissions), (4) Under some circumstances (e.g., when assuming relatively high costs for other options),electrofuels may be able to complement battery electric vehicles and hydrogen used in fuelcells in a scenario reaching almost zero CO2 emissions in the global road transport sector, (5) The cost-competitiveness of electrofuels depends on e.g. the availability of advanced CO2reduction technologies such as CCS, and costs for the competing technologies, but also onthe costs and efficiencies of synthesis reactors and electrolysers for the electrofuel productionas well as the electricity price, (6) In the short term, renewable CO2 does not seem to be a limiting factor for electrofuels.However, the demand for renewable electricity represents a possible limiting factor especiallyin the case of large-scale production of electrofuels. The production cost may alsorepresent a challenge.
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| 11. |
- Grahn, Maria, 1963, et al.
(författare)
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Utilising excess power: the case of electrofuels for transport
- 2014
-
Ingår i: Systems Perspectives on Renewable Power 2014. - 9789198097405 ; , s. 128-137
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- If the production of electricity at a given moment in time is higher than demandwe may talk about excess electricity.1 It is possible to store excess electricity andstorage solutions might be essential for achieving very high renewable energyshares in the energy system. The most common purpose for storing electricity isof course to convert the stored energy back to electricity when needed. Currentlythere are not many mature alternatives for seasonal energy storage. Pumpedhydro, hydrogen and compressed air are facing challenges with geographicaldistribution and ecological footprint, technical limitations or low density.2 Anotheroption is to convert electricity into an energy carrier that can be used for otherpurposes, and not just as a medium for electricity storage. One possibility is to useperiods of excess electricity for the production of carbon-based synthetic fuels,so called electrofuels,3 that can be used for various purposes, e.g. for heating,as a transportation fuel or in the chemical industry for the production of plastics,textiles, medicine and fertilizers. One challenge, common to all energy storage technologies, is to be economicallyviable in spite of the fact that excess, or low priced, electricity will likely be availableonly a fraction of the time. This chapter aims to explore the challenges andopportunities of using electrofuels to utilise excess electricity. Production processesare described and costs are estimated to underpin a discussion on what isrequired to make electrofuels competitive with gasoline.
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| 12. |
- Hansson, Julia, et al.
(författare)
-
Review of electrofuel feasibility - cost and environmental impact
- 2022
-
Ingår i: Progress in Energy. - Stockholm : IOP Publishing. - 2516-1083. ; A:2595
-
Tidskriftsartikel (refereegranskat)abstract
- Electrofuels, fuels produced from electricity, water, and carbon or nitrogen, are of interest assubstitutes for fossil fuels in all energy and chemical sectors. This paper focuses on electrofuels for transportation, where some can be used in existing vehicle/vessel/aircraft fleets and fueling infrastructure.The aim of this study is to review publications on electrofuels and summarize costs and environmental performance. A special case, denoted as bio-electrofuels, involves hydrogen supplementing existing biomethane production (e.g. anaerobic digestion) to generate additional or different fuels. We use costs, identified in the literature, to calculate harmonized production costs for a range of electrofuels and bio-electrofuels.Results from the harmonized calculations show that bio-electrofuels generally have lower costs than electrofuels produced using captured carbon. Lowest costs are found for liquefied bio-electro-methane, bio-electro-methanol, and bio-electro-dimethyl ether. The highest cost is for electro-jet fuel. All analyzed fuels have the potential for long-term production costs in the range 90–160 € per MWh. Dominant factors impacting production costs are electrolyzer and electricity costs, the latter connected to capacity factors (CFs) and cost for hydrogen storage. Electrofuel production costs also depend on regional conditions for renewable electricity generation, which are analyzed in sensitivity analyses usingcorresponding CFs in four European regions.Results show a production cost range forelectro-methanol of 76–118 € per MWh depending on scenario and region assuming an electrolyzer CAPEX of 300–450 € per kWelec and CFs of 45%–65%. Lowest production costs are found in regions with good conditions for renewable electricity, such as Ireland and western Spain. The choice of system boundary has a large impact on the environmental assessments. The literature is not consistent regarding the environmental impact from different CO2 sources. The literature, however, points to the fact that renewable energy sources are required to achieve low global warming impact over the electrofuel life cycle.
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| 13. |
- Hansson, Julia, 1978, et al.
(författare)
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The potential for electrofuels production in Sweden utilizing fossil and biogenic CO2 point sources
- 2017
-
Ingår i: Frontiers in Energy Research. - : Frontiers Media SA. - 2296-598X. ; 5:4, s. 12-
-
Tidskriftsartikel (refereegranskat)abstract
- This paper maps, categorizes, and quantifies all major point sources of carbon dioxide (CO2) emissions from industrial and combustion processes in Sweden. The paper also estimates the Swedish technical potential for electrofuels (power-to-gas/fuels) based on carbon capture and utilization. With our bottom-up approach using European data-bases, we find that Sweden emits approximately 50 million metric tons of CO2 per year from different types of point sources, with 65% (or about 32 million tons) from biogenic sources. The major sources are the pulp and paper industry (46%), heat and power production (23%), and waste treatment and incineration (8%). Most of the CO2 is emitted at low concentrations (<15%) from sources in the southern part of Sweden where power demand generally exceeds in-region supply. The potentially recoverable emissions from all the included point sources amount to 45 million tons. If all the recoverable CO2 were used to produce electrofuels, the yield would correspond to 2–3 times the current Swedish demand for transportation fuels. The electricity required would correspond to about 3 times the current Swedish electricity supply. The current relatively few emission sources with high concentrations of CO2 (>90%, biofuel operations) would yield electrofuels corresponding to approximately 2% of the current demand for transportation fuels (corresponding to 1.5–2 TWh/year). In a 2030 scenario with large-scale biofuels operations based on lignocellulosic feedstocks, the potential for electrofuels production from high-concentration sources increases to 8–11 TWh/year. Finally, renewable electricity and production costs, rather than CO2 supply, limit the potential for production of electrofuels in Sweden.
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| 14. |
- Lehtveer, Mariliis, 1983, et al.
(författare)
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Actuating the European Energy System Transition: Indicators for Translating Energy Systems Modelling Results into Policy-Making
- 2021
-
Ingår i: Frontiers in Energy Research. - : Frontiers Media SA. - 2296-598X. ; 9
-
Tidskriftsartikel (refereegranskat)abstract
- In this paper, we define indicators, with a focus on the electricity sector, that translate the results of energy systems modelling to quantitative entities that can facilitate assessments of the transitions required to meet stringent climate targets. Such indicators, which are often overlooked in model scenario presentations, can be applied to make the modelling results more accessible and are useful for managing the transition on the policy level, as well as for internal evaluations of modelling results. We propose a set of 13 indicators related to: 1) the resource and material usages in modelled energy system designs; 2) the rates of transition from current to future energy systems; and 3) the energy security in energy system modelling results. To illustrate its value, the proposed set of indicators is applied to energy system scenarios derived from an electricity system investment model for Northern Europe. We show that the proposed indicators are useful for facilitating discussions, raising new questions, and relating the modelling results to Sustainable Development Goals and thus facilitate better policy processes. The indicators presented here should not be seen as a complete set, but rather as examples. Therefore, this paper represents a starting point and a call to other modellers to expand and refine the list of indicators.
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| 15. |
- Taljegård, Maria, 1988, et al.
(författare)
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Cost-Effective Choices of Marine Fuels in a Carbon-Constrained World: Results from a Global Energy Model
- 2014
-
Ingår i: Environmental Science & Technology. - : American Chemical Society (ACS). - 0013-936X .- 1520-5851. ; 48:21, s. 12986-12993
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Tidskriftsartikel (refereegranskat)abstract
- The regionalized Global Energy Transition model has been modified to include a more detailed shipping sector in order to assess what marine fuels and propulsion technologies might be cost-effective by 2050 when achieving an atmospheric CO2 concentration of 400 or 500 ppm by the year 2100. The robustness of the results was examined in a Monte Carlo analysis, varying uncertain parameters and technology options, including the amount of primary energy resources, the availability of carbon capture and storage (CCS) technologies, and costs of different technologies and fuels. The four main findings are (i) it is cost-effective to start the phase out of fuel oil from the shipping sector in the next decade; (ii) natural gas-based fuels (liquefied natural gas and methanol) are the most probable substitutes during the study period; (iii) availability of CCS, the CO2 target, the liquefied natural gas tank cost and potential oil resources affect marine fuel choices significantly; and (iv) biofuels rarely play a major role in the shipping sector, due to limited supply and competition for bioenergy from other energy sectors.
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| 16. |
- Taljegård, Maria, 1988, et al.
(författare)
-
Electrofuels – a possibility for shipping in a low carbon future?
- 2015
-
Ingår i: Proceedings of International Conference on Shipping in Changing Climates, Glasgow, Nov 2015. ; 2, s. 405-418
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Continued growth of carbon dioxide (CO2) emissions from the shipping industry until 2050 and beyond is expected although of the recent decline. The global share of anthropogenic CO2 emissions from ships is only about 2 percent, but there is a risk that this share will increase substantially if no action is taken. What are the possibilities for decarbonisation of the shipping industry, then? Some of the measures discussed are energy efficiency, use of biofuels and use of hydrogen. In this paper a fourth option is scrutinised – use of electrofuels. Electrofuels is an umbrella term for carbon-based fuels, e.g. methane or methanol, which are produced using electricity as the primary source of energy. The carbon in the fuel comes from CO2 which can be captured from various industrial processes such as exhaust gases, the sea or the air. The production of electrofuels is still in its infancy, and many challenges need to be overcome before electrofuels are brought to market on a large scale. First, this paper gives an overview of the current status of electrofuels regarding technologies, efficiencies and costs. Second, as electrofuels production requires significant amounts of CO2 and electricity, the feasibility to produce enough electrofuels to supply all ships bunkering in Sweden, with regionally produced electricity and regionally emitted CO2, and the amount of CO2 that is required to supply all ships globally is evaluated in two case studies assessing supply potential.
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| 17. |
- Walter, Viktor, 1991, et al.
(författare)
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Low-cost hydrogen in the future European electricity system – Enabled by flexibility in time and space
- 2023
-
Ingår i: Applied Energy. - : Elsevier BV. - 1872-9118 .- 0306-2619. ; 330
-
Tidskriftsartikel (refereegranskat)abstract
- The present study investigates four factors that govern the ability to supply hydrogen at a low cost in Europe: the scale of the hydrogen demand; the possibility to invest in large-scale hydrogen storage; process flexibility in hydrogen-consuming industries; and the geographical areas in which hydrogen demand arises. The influence of the hydrogen demand on the future European zero-emission electricity system is investigated by applying the cost-minimising electricity system investment model eNODE to hydrogen demand levels in the range of 0–2,500 TWhH2. It is found that the majority of the future European hydrogen demand can be cost-effectively satisfied with VRE, assuming that the expansion of wind and solar power is not hindered by a lack of social acceptance, at a cost of around 60–70 EUR/MWhH2 (2.0–2.3 EUR/kgH2). The cost of hydrogen in Europe can be reduced by around 10 EUR/MWhH2 if the hydrogen consumption is positioned strategically in regions with good conditions for wind and solar power and a low electricity demand. The cost savings potential that can be obtained from full temporal flexibility of hydrogen consumption is 3-fold higher than that linked to strategic localisation of the hydrogen consumption. The cost of hydrogen per kg increases, and the value of flexibility diminishes, as the size of the hydrogen demand increases relative to the traditional demand for electricity and the available VRE resources. Low-cost hydrogen is, thus, achieved by implementing efficiency and flexibility measures for hydrogen consumers, as well as increasing acceptance of VRE.
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| 18. |
- Adl-Zarrabi, Bijan, 1959, et al.
(författare)
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Safe and Sustainable Coastal Highway Route E39
- 2016
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Ingår i: Transportation Research Procedia. - : Elsevier BV. - 2352-1465 .- 2352-1457. ; 14, s. 3350-3359
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Konferensbidrag (refereegranskat)abstract
- The project “Coastal Highway Route E39” have a mandate to, investigate how infrastructure can exploit renewable energy to reduce environmental footprint. Three PhD projects were initiated on this subject at Chalmers University of Technology by Norwegian public road administration. Results in this paper conclude that (1) Life Cycle Assessment should have a geographical dimension with respect to assumptions and input data, (2) there are substantial potential to reduce the CO2 emissions from the E39, especially when considering an electrification, and (3) the harvested energy from hydronic pavement system can be enough for maintaining ice-free roads in Nordic countries.
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| 19. |
- Gudmunds, D., et al.
(författare)
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Self-consumption and self-sufficiency for household solar producers when introducing an electric vehicle
- 2020
-
Ingår i: Renewable Energy. - : Elsevier BV. - 0960-1481 .- 1879-0682. ; 148:April, s. 1200-1215
-
Tidskriftsartikel (refereegranskat)abstract
- The aim of this study was to analyse how electric vehicles (EVs) affect the levels of electricity self-consumption and self-sufficiency in households that have in-house electricity generation from solar photovoltaics (PV). A model of the household electricity system was developed, in which real-time measurements of household electricity consumption and vehicle driving, together with modelled PV generation were used as inputs. The results show that using an EV for storage of in-house-generated PV electricity has the potential to achieve the same levels of self-consumption and self-sufficiency for households as could be obtained using a stationary battery. As an example, the level of self-sufficiency (21.4%) obtained for the households, with a median installed PV capacity of 8.7 kWp, was the same with an EV as with a stationary battery with a median capacity of 2.9 kWh. However, substantial variations (up to 50% points) were noted between households, primarily reflecting driving profiles.
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| 20. |
- Göransson, Lisa, 1982, et al.
(författare)
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The benefit of collaboration in the North European electricity system transition - System and sector perspectives
- 2019
-
Ingår i: Energies. - : MDPI AG. - 1996-1073 .- 1996-1073. ; 12:24
-
Tidskriftsartikel (refereegranskat)abstract
- This work investigates the connection between electrification of the industry, transport, and heat sector and the integration of wind and solar power in the electricity system. The impact of combining electrification of the steel industry, passenger vehicles, and residential heat supply with flexibility provision is evaluated from a systems and sector perspective. Deploying a parallel computing approach to the capacity expansion problem, the impact of flexibility provision throughout the north European electricity system transition is investigated. It is found that a strategic collaboration between the electricity system, an electrified steel industry, an electrified transport sector in the form of passenger electric vehicles (EVs) and residential heat supply can reduce total system cost by 8% in the north European electricity system compared to if no collaboration is achieved. The flexibility provision by new electricity consumers enables a faster transition from fossil fuels in the European electricity system and reduces thermal generation. From a sector perspective, strategic consumption of electricity for hydrogen production and EV charging and discharging to the grid reduces the number of hours with very high electricity prices resulting in a reduction in annual electricity prices by up to 20%.
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| 21. |
- Hartvigsson, Elias, 1986, et al.
(författare)
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Comparison and Analysis of GPS Measured Electric Vehicle Charging Demand: The Case of Western Sweden and Seattle
- 2021
-
Ingår i: Frontiers in Energy Research. - : Frontiers Media SA. - 2296-598X. ; 9
-
Tidskriftsartikel (refereegranskat)abstract
- Electrification of transportation using electric vehicles has a large potential to reduce transport related emissions but could potentially cause issues in generation and distribution of electricity. This study uses GPS measured driving patterns from conventional gasoline and diesel cars in western Sweden and Seattle, United States, to estimate and analyze expected charging coincidence assuming these driving patterns were the same for electric vehicles. The results show that the electric vehicle charging power demand in western Sweden and Seattle is 50–183% higher compared to studies that were relying on national household travel surveys in Sweden and United States. The after-coincidence charging power demand from GPS measured driving behavior converges at 1.8 kW or lower for Sweden and at 2.1 kW or lower for the United States The results show that nominal charging power has the largest impact on after-coincidence charging power demand, followed by the vehicle’s electricity consumption and lastly the charging location. We also find that the reduction in charging demand, when charging is moved in time, is largest for few vehicles and reduces as the number of vehicles increase. Our results are important when analyzing the impact from large scale introduction of electric vehicles on electricity distribution and generation.
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| 22. |
- Jakobsson, Niklas, 1985, et al.
(författare)
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Substation Placement for Electric Road Systems
- 2023
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Ingår i: Energies. - 1996-1073 .- 1996-1073. ; 16:10
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Tidskriftsartikel (refereegranskat)abstract
- One option to avoid range issues for electrified heavy vehicles, and the large individual batteries for each such vehicle, is to construct electric road systems (ERS), where vehicles are supplied with electricity while driving. In this article, a model has been developed that calculates the cost for supplying an ERS with electricity from a regional grid to a road in the form of cables and substations, considering the power demand profile for heavy transport. The modeling accounts for electric losses and voltage drop in cables and transformers. We have used the model to exhaustively compute and compared the cost of different combinations of substation sizes and locations along the road, using a European highway in West Sweden as a case study. Our results show that the costs for building an electricity distribution system for an ERS vary only to a minor extent with the location of substations (10% difference between the cheapest cost and the average cost of all configurations). Furthermore, we have varied the peak and average power demand profile for the investigated highway to investigate the impact of a specific demand profile on the results. The results from this variation show that the sum of the peak power demand is the most important factor in system cost. Specifically, a 30% change in the peak power demand for the road has a significant impact on the electricity supply system cost. A reduction in the geographical variation of power demand along the road has no significant impact on the electricity distribution system cost as long as the aggregated peak power demand for all road segments is held constant. The results of the work are relevant as input to future work on comparing the cost–benefit of ERS with other alternatives when reducing CO2 from road traffic—in particular from heavy road traffic.
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| 23. |
- Jelica, Darijan, et al.
(författare)
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Hourly electricity demand from an electric road system – A Swedish case study
- 2018
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Ingår i: Applied Energy. - : Elsevier BV. - 0306-2619 .- 1872-9118. ; 228, s. 141-148
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Tidskriftsartikel (refereegranskat)abstract
- This study investigates the hourly electricity demand related to implementing an electric road system (ERS) on five Swedish roads with the highest traffic flows that connect the three largest cities in Sweden. The study also compares the energy demands and the CO2 mitigation potentials of the ERS with the use of carbon-based fuels to obtain the same transportation work, and extrapolates the results to all Swedish European- and National- (E- and N) roads. The hourly electricity demand along the roads are derived by linking 12 available measurement points for hourly road traffic volumes with 12,553 measurement points for the average daily traffic flows along the roads. The results show that applying an ERS to the five Swedish roads with the highest traffic flows can reduce by ∼20% the levels of CO2 emissions from the road transport sector, while increasing by less than 4% the hourly electricity demand on the peak dimensioning hour. Extending the ERS to all E- and N-roads would electrify almost half of the vehicle kilometers driven annually in Sweden, while increasing the load of the hourly peak electricity demand by only ∼10% on average.
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| 24. |
- Johansson, Viktor, 1991, et al.
(författare)
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Value of wind power – Implications from specific power
- 2017
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Ingår i: Energy. - : Elsevier BV. - 0360-5442. ; 126, s. 352-360
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Tidskriftsartikel (refereegranskat)abstract
- This paper investigates the marginal system value of increasing the penetration level of wind power, and how this value is dependent upon the specific power (the ratio of the rated power to the swept area). The marginal system value measures the economic value of increasing the wind power capacity. Green-field power system scenarios, with minimised dispatch and investment costs, are modelled for Year 2050 for four regions in Europe that have different conditions for renewable electricity generation. The results show a high marginal system value of wind turbines at low penetration levels in all four regions and for the three specific powers investigated. The cost-optimal wind power penetration levels are up to 40% in low-wind-speed regions, and up to 80% in high-wind–speed regions. The results also show that both favourable solar conditions and access to hydropower benefit the marginal system value of wind turbines. Furthermore, the profile value, which measures how valuable a wind turbine generation profile is to the electricity system, increases in line with a reduction in the specific power for wind power penetration levels of >10%. The profile value shows that the specific power becomes more important as the wind power penetration level increases. © 2017 Elsevier Ltd
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| 25. |
- Lundblad, Therese, 1993, et al.
(författare)
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Centralized and decentralized electrolysis-based hydrogen supply systems for road transportation – A modeling study of current and future costs
- 2023
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Ingår i: International Journal of Hydrogen Energy. - : Elsevier BV. - 0360-3199. ; 48:12, s. 4830-4844
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Tidskriftsartikel (refereegranskat)abstract
- This work compares the costs of three electrolysis-based hydrogen supply systems for heavy road transportation: a decentralized, off-grid system for hydrogen production from wind and solar power (Dec-Sa); a decentralized system connected to the electricity grid (Dec-Gc); and a centralized grid-connected electrolyzer with hydrogen transported to refueling stations (Cen-Gc). A cost-minimizing optimization model was developed in which the hydrogen production is designed to meet the demand at refueling stations at the lowest total cost for two timeframes: one with current electricity prices and one with estimated future prices. The results show that: For most of the studied geographical regions, Dec-Gc gives the lowest costs of hydrogen delivery (2.2–3.3€/kgH2), while Dec-Sa entails higher hydrogen production costs (2.5–6.7€/kgH2). In addition, the centralized system (Cen-Gc) involves lower costs for production and storage than the grid-connected decentralized system (Dec-Gc), although the additional costs for hydrogen transport increase the total cost (3.5–4.8€/kgH2).
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