| 1. |
- Flodén, Jonas, 1974, et al.
(författare)
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Shipping in the EU emissions trading system: implications for mitigation, costs and modal split
- 2024
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Ingår i: Climate Policy. - Stockholm : IVL Svenska Miljöinstitutet. - 1752-7457 .- 1469-3062. ; In Press
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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.
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| 2. |
- Hansson, Julia, 1978, et al.
(författare)
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Biodiesel from Bark and Black Liquor—A Techno-Economic, Social, and Environmental Assessment
- 2024
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Ingår i: Energies. - Göteborg : IVL Svenska Miljöinstitutet. - 1996-1073 .- 1996-1073. ; 17:1
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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.
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| 3. |
- Andersson, Karin, 1952, et al.
(författare)
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Criteria and Decision Support for A Sustainable Choice of Alternative Marine Fuels
- 2020
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Ingår i: Sustainability. - : MDPI AG. - 2071-1050. ; 12:9, s. 3623-
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Tidskriftsartikel (refereegranskat)abstract
- To reach the International Maritime Organization, IMO, vision of a 50% greenhouse gas (GHG) emission reduction by 2050, there is a need for action. Good decision support is needed for decisions on fuel and energy conversion systems due to the complexity. This paper aims to get an overview of the criteria types included in present assessments of future marine fuels, to evaluate these and to highlight the most important criteria. This is done using a literature review of selected scientific articles and reports and the authors’ own insights from assessing marine fuels. There are different views regarding the goal of fuel change, what fuel names to use as well as regarding the criteria to assess, which therefore vary in the literature. Quite a few articles and reports include a comparison of several alternative fuels. To promote a transition to fuels with significant GHG reduction potential, it is crucial to apply a life cycle perspective and to assess fuel options in a multicriteria perspective. The recommended minimum set of criteria to consider when evaluating future marine fuels differ somewhat between fuels that can be used in existing ships and fuels that can be used in new types of propulsion systems
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| 4. |
- Brynolf, Selma, 1984, et al.
(författare)
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Review of electrofuel feasibility—prospects for road, ocean, and air transport
- 2022
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Ingår i: Progress in Energy. - : IOP Publishing. - 2516-1083. ; 4:4, s. 042007-042007
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Tidskriftsartikel (refereegranskat)abstract
- To meet climate targets the emissions of greenhouse gases from transport need to be reduced considerably.Electrofuels (e-fuels) produced from low-CO2 electricity, water, and carbon (or nitrogen) are potential low-climate-impact transportation fuels. The purpose of this review is to provide a technoeconomic assessment of the feasibility and potential of e-fuels for road, ocean, and air transport.The assessment is based on a review of publications discussing e-fuels for one or more transport modes. For each transport mode, (a) e-fuel options are mapped, (b) cost per transport unit (e.g. vehicle km) and carbon abatement costs are estimated and compared to conventional options, (c) prospects and challenges are highlighted, and (d) policy context is described.Carbon abatement costs for e-fuels (considering vehicle cost, fuel production and distribution cost) are estimated to be in the range 110–1250 € tonne−1 CO2 with e-gasoline and e-diesel at the high end of the range.The investigated combined biofuel and e-fuels production pathways (based on forest residues and waste) are more cost-competitive than the stand-alone e-fuel production pathways, but the global availability of sustainable biomass is limited making these pathways more constrained.While the potential for e-fuels to decarbonize the transport sector has been discussed extensively in the literature, many uncertainties in terms of production costs, vehicle costs and environmental performance remain. It is too early to rule out or strongly promote particular e-fuels for different transport modes. For e-fuels to play a significant role in transportation, their attractiveness relative to other transport options needs to be improved. Incentives will be needed for e-fuels to be cost-effective and increased clarity on how e-fuels are linked to existing policies is needed.
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| 5. |
- Brynolf, Selma, 1984, et al.
(författare)
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Sustainable fuels for shipping
- 2022
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Ingår i: Sustainable Energy Systems on Ships: Novel Technologies for Low Carbon Shipping. ; , s. 403-428
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- The International Maritime Organization (IMO) aims to reduce the total annual greenhouse gas (GHG) emissions from international shipping by at least 50% by 2050 compared to 2008 and to phase them out as soon as possible. Decarbonized shipping represents a considerable challenge since the GHG emissions are estimated to increase by 2050 in several scenarios [1]. Decarbonization of shipping is important and urgent, but at the same time it is also important to make sure that other environmental impacts and sustainability concerns will not increase as a result. It is important to have a wide systems perspective when searching for solutions so that a sustainable shipping industry can be reached considering environmental, social, and economic dimensions and following the UN Sustainable Development Goals. This chapter starts by defining fuel, energy carriers, and primary energy sources in Section 9.2 followed by a description of the main primary energy sources that can be used to produce sustainable shipping fuels in Section 9.3 and potential energy carriers for ships in Section 9.4. Section 9.5 describes some of the pros and cons of different future fuels for shipping against technical, environmental, economic, and other criteria. Final reflections on how to choose future fuels are presented in Section 9.6.
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| 6. |
- Dahal, Karna, 1984, et al.
(författare)
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Reviewing the development of alternative aviation fuels and aircraft propulsion systems
- 2020
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Alternative aviation fuels such as bio-jet fuels, liquid natural gas (LCH4), hydrogen (H2), electro-jet fuels and direct electricity use play an important role in decarbonizing the aviation sector. New aircraft propulsion systems are being developed but low-blending of fuels is possible for some options. It is imperative to understand the technical, environmental and economic performance of the different alternative aviation fuels and the new engine and propulsion technologies for the utilization of these fuels. We have reviewed various literature to map the current status of development on alternative aviation fuels and related aircraft propulsion systems in relation to different perspective such as their cost and technical maturity. There are several challenges related to the design and implementation of the fuels and new propulsion systems. For instance, the volumetric energy content of alternative fuels is lower than the conventional aviation fuels which requires larger fuel storage tanks. Despite the advantageous environmental performance, both the bio-jet and electro-jet fuels are currently not economically competitive. Yet, studies forecast that increased use of alternative aviation fuels is possible after modifications of engines, fuel storage tanks and improvements of the aerodynamics of aircraft and by introducing subsidies and/or carbon taxes on conventional jet fuels.
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| 7. |
- Dahal, Karna, 1984, et al.
(författare)
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Techno-economic review of alternative fuels and propulsion systems for the aviation sector
- 2021
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Ingår i: Renewable and Sustainable Energy Reviews. - : Elsevier BV. - 1879-0690 .- 1364-0321. ; 151
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Forskningsöversikt (refereegranskat)abstract
- Substitution of conventional jet fuel with low-to zero-carbon-emitting alternative aviation fuels is vital for meeting the climate targets for aviation. It is important to understand the technical, environmental, and economic performance of alternative aviation fuels and prospective engine and propulsion technologies for future aircraft. This study reviews alternative fuels and propulsion systems, focusing on costs and technical maturity, and presents conceptual aircraft designs for different aviation fuels. The cost review includes minimum jet fuel selling price (MJFSP) for alternative aviation fuels. Direct operating cost (DOC) is estimated based on the conceptual aircraft designs and the reviewed MJFSP. The DOCs for bio-jet fuel (5.0–9.2 US cent per passenger-kilometer (¢/PAX/km)), fossil and renewable liquefied hydrogen (5.9–10.1 and 8.1–23.9 ¢/PAX/km, respectively), and electro-methane and electro-jet fuel (5.6–16.7 and 9.2–23.7 ¢/PAX/km, respectively) are higher than for conventional jet fuel (3.9–4.8 ¢/PAX/km) and liquefied natural gas (4.2–5.2 ¢/PAX/km). Overall, DOC of renewable aviation fuels is 15–500 % higher than conventional jet fuels. Among the bio-jet fuels, hydroprocessed esters and fatty acids (23–310 $/GJ) and alcohol-to-jet (4–215 $/GJ) pathways offer the lowest MJFSPs. The implementation of alternative fuels in existing aircraft engines and the design and development of appropriate propulsion systems and aircraft are challenging. The overall cost is a key factor for future implementation. Bio-jet fuel is most promising in the near term while hydrogen and electrofuels in the long term. The level of carbon tax on fossil jet fuels needed for the latter options to be competitive depend on the hydrogen production cost.
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| 8. |
- Hansson, Julia, 1978, et al.
(författare)
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COMPARATIVE ASSESSMENT OF THE PROSPECTS FOR DIFFERENT BIOFUELS AND ELECTROFUELS FROM FOREST RESIDUES-STRATEGIES FOR DROP-IN AND SINGLE MOLECULE FUELS ARE BOTH INTERESTING OPTIONS
- 2022
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Ingår i: European Biomass Conference and Exhibition Proceedings. - : ETA-Florence Renewable Energies. - 2282-5819. ; , s. 333-340
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Konferensbidrag (refereegranskat)abstract
- This study compares several forest biomass-based biofuels and some electrofuels, for use in cars and trucks, in terms of economic and climate performance and resource efficiency from a Swedish perspective. Both dropin fuels possible to blend in conventional fuels and single molecule fuels requiring new vehicles and infrastructure are included. Mature costs for feedstock, production, distribution, and vehicles are included. There is no clear winner between drop-in and single-molecular fuels when considering both costs, GHG emissions and resource efficiency, neither for cars nor trucks. For trucks, both single-molecular fuels in the form of methanol and DME (dimethyl ether) and drop-in fuels in the form of diesel based on lignin and from hydropyrolysis perform best (given a process designed to reach high GHG performance). For cars drop-in fuels such as petrol produced from lignin or hydropyrolysis perform well, closely followed by the single molecular fuels methanol, DME and methane and some of the other drop-in fuels. For cars, where electrification is progressing fast, it is reasonable to apply the drop-in fuel strategy. For trucks, either continue with the drop-in fuel strategy or, due to uncertainties linked to new fuel production processes, invest in single molecule fuels such as methanol and DME.
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| 9. |
- Hansson, Julia, 1978, et al.
(författare)
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COST-EFFECTIVE MARINE FUELS AND PROPULSION TECHNOLOGIES FOR NORDIC SHIPPING – THE ROLE OF HYDROGEN VERSUS BIOFUELS
- 2023
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Ingår i: European Biomass Conference and Exhibition Proceedings. - 2282-5819. ; , s. 441-444
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Konferensbidrag (refereegranskat)abstract
- Decarbonizing transport is one of the key energy challenges in the Nordic countries. Enhanced introduction of renewable marine fuels is required. The aim of this study is to assess which alternative fuels and propulsion options that are cost-effective for shipping in the future Nordic region (Sweden, Norway, and Denmark) striving to reach stringent CO2 emissions reduction targets by 2050, in an energy system context. The role of hydrogen (and electrofuels) versus the role of biofuels is in focus. The assessment indicates that marine biofuels (primarily biodiesel and methanol) as well as compressed hydrogen represent cost-effective mitigation measures in the Nordic shipping sector both in the mid (2030) to long term (2050) for different GHG reduction pathways. With more stringent CO2 targets, also synthetic natural gas i.e., renewable methane represents a cost-effective solution. The introduction of policies specifically promoting renewable fuels in the shipping sector such as a tax on fossil marine fuels and a blending requirement does not influence the cost-effectiveness of marine fuels in the modelling. However, in reality the future role of hydrogen, electrofuels, and biofuels for shipping may depend on the design and details of the policies introduced for promoting alternative marine fuels. Keywords: biofuel, hydrogen, electrofuels, carbon dioxide (CO2) emission, cost-effectiveness, shipping.
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| 10. |
- Hansson, Julia, 1978, et al.
(författare)
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COSTS FOR REDUCING GHG EMISSIONS FROM ROAD AND AIR TRANSPORT WITH BIOFUELS AND ELECTROFUELS
- 2023
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Ingår i: European Biomass Conference and Exhibition Proceedings. - : ETA-Florence Renewable Energies. - 2282-5819. ; , s. 368-372
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Konferensbidrag (refereegranskat)abstract
- The potential future role of different biofuels, hydrogen, and so-called electrofuels/power-to-X (produced by electricity, water, and carbon dioxide, CO2) in different transportation sectors remains uncertain. The CO2 abatement cost, i.e., the cost for reducing a certain amount of greenhouse gas (GHG) emissions, is central from a societal and business perspective, the latter specifically in the case of an emission reduction obligation system (like in Germany and Sweden). The abatement cost of a specific fuel value chain depends on the production cost and the GHG reduction provided by the fuel. This paper analyses the CO2 abatement costs for different types of biofuels, biomass-based jet fuels and electrofuels for road transport and aviation, relevant for the Swedish and EU context. Since most assessed alternative fuel pathways achieve substantial GHG emission reduction compared to fossil fuels, the fuel production cost is, in general, more important to achieve a low CO2 abatement cost. The estimated CO2 abatement cost ranges from -0.37 to 4.03 SEK/kgCO2 equivalent. Fuels based on waste feedstock, have a relatively low CO2 abatement cost. Fuel pathways based on electricity or electricity and biomass have relatively high CO2 abatement cost. The CO2 abatement cost for lignocellulosic based pathways generally ends up in between.
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