| 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. |
- Börjesson, Pål, et al.
(författare)
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Future demand for forest-based biomass for energy purposes in Sweden
- 2017
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Ingår i: Forest Ecology and Management. - : Elsevier BV. - 0378-1127 .- 1872-7042. ; 383:January, s. 17-26
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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.
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| 3. |
- Cintas Sanchez, Olivia, 1982, et al.
(författare)
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The potential role of forest management in Swedish scenarios towards climate neutrality by mid century
- 2017
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Ingår i: Forest Ecology and Management. - : Elsevier BV. - 0378-1127 .- 1872-7042. ; 383:January, s. 73-84
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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.
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| 4. |
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| 5. |
- Ekener, Elisabeth, et al.
(författare)
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Addressing positive impacts in social LCA-discussing current and new approaches exemplified by the case of vehicle fuels
- 2018
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Ingår i: International Journal of Life Cycle Assessment. - : Springer Science and Business Media LLC. - 1614-7502 .- 0948-3349. ; 23:3, s. 556-568
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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.
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| 6. |
- Ekener, Elisabeth, 1963-, et al.
(författare)
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Developing Life Cycle Sustainability Assessment methodology by applying values-based sustainability weighting - Tested on biomass based and fossil transportation fuels
- 2018
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Ingår i: Journal of Cleaner Production. - : Elsevier BV. - 0959-6526 .- 1879-1786. ; 181, s. 337-351
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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.
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| 7. |
- 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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| 8. |
- Grahn, Maria, 1963, et al.
(författare)
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Prospects for Domestic Biofuels for Transport in Sweden 2030 Based on Current Production and Future Plans
- 2015
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Ingår i: Advances in Bioenergy: The Sustainability Challenge. - Oxford, UK : John Wiley & Sons, Ltd. - 9781118957844 ; , s. 431-446
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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.
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| 9. |
- Grahn, Maria, 1963, et al.
(författare)
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Prospects for domestic biofuels for transport in Sweden 2030 based on current production and future plans
- 2015
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Ingår i: Wiley Interdisciplinary Reviews: Energy and Environment. - : Wiley. - 2041-8396 .- 2041-840X. ; 4:3, s. 290-306
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Forskningsöversikt (refereegranskat)abstract
- Currently, Sweden has the largest share of renewable fuels for transport in the EU. The ambition of the Swedish Government for 2030 is for a vehicle fleet independent of fossil fuels. This paper assesses the potential future contribution of domestically produced biofuels for transport in Sweden to 2030, based on a mapping of the prospects from the actual and potential Swedish biofuel producers. There are plans for cellulose-based ethanol, methanol, DME, methane, and the biodiesel option HVO. Continued domestic production of biofuels at current levels, and the realization of all the ongoing mapped plans for additional biofuels production, results in a potential domestic biofuels production of 18 TWhfuel in 2023. When assuming a continued expansion of biofuels production capacity, the potential domestic biofuels production reaches about 26 TWh(fuel) in 2030. If the realization of the mapped biofuels plans is delayed by 5 years and the pace of continued implementation of additional biofuel capacity is also reduced, the potential domestic biofuels production is reduced to about 8 TWh(fuel) and 20 TWh(fuel) biofuels in 2020 and 2030, respectively. These two scenarios correspond to a share of biofuels of the total future energy demand for road transport in Sweden at about 10-30% in 2020 and 26-79% in 2030, depending on which official energy demand scenario is used. The actual contribution of biofuels for road transport will depend on, e.g., policies, the global development for fossil fuels and biofuels, the competition for biomass and biofuels, and future energy demand in the road transport sector.
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| 10. |
- 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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