| 1. |
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| 2. |
- Moberg, Christina, et al.
(författare)
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De unga gör helt rätt när de stämmer staten : 1 620 forskare och lärare i forskarvärlden: Vi ställer oss bakom Auroras klimatkrav
- 2022
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Ingår i: Aftonbladet. - : Aftonbladet. ; :2022-12-07
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Tidskriftsartikel (populärvet., debatt m.m.)abstract
- Vi, 1 620 forskare samt lärare vid universitet och högskolor, är eniga med de unga bakom Auroramålet: De drabbas och riskerar att drabbas allvarligt av klimatkrisen under sin livstid. De klimatåtgärder vi vidtar i närtid avgör deras framtid. Sverige måste ta ansvar och göra sin rättvisa andel av det globala klimatarbetet. I strid med Parisavtalet ökar utsläppen av växthusgaser i en takt som gör att 1,5-gradersmålet kan överskridas om några år. De globala effekterna blir allt mer synliga med ständiga temperaturrekord, smältande isar, havshöjning och extremväder som torka, förödande bränder och skyfall med enorma översvämningar, som i Pakistan nyligen. Försörjningen av befolkningen utsätts för allvarliga hot i många länder.Minskningen av den biologiska mångfalden är extrem. Klimatkrisen är enligt WHO det största hotet mot människors hälsa i hela världen och barn utgör en särskilt sårbar grupp. Med Sveriges nordliga läge sker uppvärmningen här dubbelt så fort som det globala genomsnittet. Det förskjuter utbredningsområden för växtlighet och sjukdomsbärande insekter och ökar förekomsten av extremväder såsom värmeböljor, skogsbränder och översvämningar samt av många olika sorters infektioner och allergier. När extremväder ökar, ökar även stressen och risken för mental ohälsa. Värmeböljor ökar risken för sjukdom och död hos sårbara grupper som äldre, små barn och personer med kroniska sjukdomar. De negativa effekterna på hälsan kommer att öka i takt med klimatkrisen och barn riskerar att drabbas av ackumulerade negativa hälsoeffekter under hela sina liv. Redan i dag är mer än hälften av unga mellan 12 och 18 år i Sverige ganska eller mycket oroliga för klimat och miljö. Detta är förståeligt när våra beslutsfattare inte gör vad som krävs.Den juridiska och moraliska grunden för arbetet mot klimatförändringarna är att varje land måste göra sin rättvisa andel av det globala klimatarbetet. Centralt i det internationella klimatramverket är att rika länder med höga historiska utsläpp, däribland Sverige, måste gå före resten av världen. Dessa länder måste också bidra till att finansiera klimatomställningen i länderna i det Globala Syd, som är minst ansvariga för klimatkrisen men drabbas hårdast. Denna rättviseprincip är tydlig i Parisavtalet och var en het diskussionsfråga under COP27 i Sharm el-Sheikh, men lyser med sin frånvaro i det svenska klimatarbetet. Sverige har satt mål för att minska sina utsläpp. Men de är helt otillräckliga: minskningstakten är för låg och målen tillåter samtidigt att åtgärder skjuts på framtiden. Dessutom exkluderas merparten av Sveriges utsläpp från de svenska nationella utsläppsmålen; bland annat utelämnas utsläpp som svensk konsumtion orsakar utanför Sveriges gränser, utsläpp från utrikes transporter och utsläpp från markanvändning och skogsbruk, exempelvis utsläpp från förbränning av biobränslen eller utsläpp från dikade våtmarker (Prop. 2016/17:146 s.25-28).Sverige saknar dessutom ett eget mål för att öka upptaget av växthusgaser genom utökat skydd och restaurering av ekosystem, något som krävs för att begränsa de värsta konsekvenserna av klimatkrisen (IPCC s.32). Trots dessa låga ambitioner misslyckas Sverige med att nå sina utsläppsmål, konstaterar både Klimatpolitiska rådet och Naturvårdsverket. En klimatpolitik i linje med Parisavtalet kräver både att alla typer av växthusgasutsläpp minskar samtidigt som – inte i stället för – upptaget av växthusgaser maximeras: i dag misslyckas Sverige på bägge fronter.Slutsatsen är tydlig. Sverige vidtar inte de åtgärder som krävs för att skydda barns och ungdomars rättigheter enligt Europakonventionen till skydd för de mänskliga rättigheterna. Detta medför allvarliga risker för liv och hälsa för unga generationer, människor i andra länder och särskilt utsatta grupper. Detta kan inte fortsätta. Därför ställer vi oss bakom Auroras krav att Sverige börjar göra sin rättvisa andel och omedelbart sätter igång ett omfattande och långtgående klimatarbete som vilar på vetenskaplig grund och sätter rättvisa i centrum.
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| 3. |
- 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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| 4. |
- de Oliveira Laurin, Maria, 1997, et al.
(författare)
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Are decarbonization strategies municipality-dependent? Generating rural road transport pathways through an iterative process in the Swedish landscape
- 2024
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Ingår i: Energy Research and Social Science. - 2214-6296. ; 114
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Forskningsöversikt (refereegranskat)abstract
- Energy transition studies, focusing on electricity and heating sectors, often consider a local energy system perspective. According to current state-of-the-art, a local energy systems perspective is yet and typically dismissed in the existing road transport decarbonization studies. Such studies tend to be limited to a national or global perspective, ignoring the challenges that rural areas may face. This study aims to develop a context-specific method that considers a local energy perspective when generating rural road transport decarbonization pathways. Literature review findings were iterated through participatory interactions with municipal officials from three Swedish municipalities, representing different-sized rural areas. Based on the municipalities' climate actions (fossil-free municipality targets) and the availability of local resources, five pathways were identified in an iterative and co-development manner. These pathways differed with respect to: (i) local electricity production; (ii) use of bio-sources; (iii) flexibility of public transport services; and (iv) tourism-related road traffic demands. The identified pathways were subjected to a qualitative performance assessment, which revealed that the local feasibility of each identified pathway depends on economic, environmental, and logistical factors. Although all identified pathways have the potential to contribute to the decarbonization of the municipalities' road transport systems, the municipalities preferred different pathways depending on their socio-economic, technical, and regulatory priorities.
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| 5. |
- Hansson, Julia, et al.
(författare)
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Review of electrofuel feasibility - cost and environmental impact
- 2022
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Ingår i: Progress in Energy. - Stockholm : IOP Publishing. - 2516-1083. ; A:2595
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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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| 6. |
- 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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| 7. |
- 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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| 8. |
- 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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| 9. |
- 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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| 10. |
- Hansson, Julia, 1978, et al.
(författare)
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Fuel choices for different transport modes when decarbonizing the scandinavian energy system
- 2021
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Ingår i: European Biomass Conference and Exhibition Proceedings. - 2282-5819. ; , s. 1068-1073
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Konferensbidrag (refereegranskat)abstract
- To meet future climate targets, shipping, aviation, and road transport need to reduce their carbon dioxide emissions. This partly by the introduction of alternative transportation fuels and a range of fuel options exist. This study provides an initial assessment of cost-effective future fuel choices for shipping, aviation and road transport in Scandinavia considering carbon reduction requirements and the entire energy system. The cost minimizing energy systems model TIMES Nordic covering Sweden, Norway and Denmark is used. For passenger and freight road transport a considerable electrification seems cost-effective. However, biofuels are needed too, not least in shipping and aviation. The findings indicate that biomass-based marine fuels and bio-jet fuels represent cost-effective mitigation measures in the shipping and aviation sector for 2030 and 2050 in all studied scenario cases. Electrofuels in the aviation and shipping sector is to some extent also a cost-effective option but only when carbon capture and storage is not deployed in large-scale. In general, the development of carbon capture and storage for biomass-based technologies and how these negative emissions will be considered in policy making is important for the development also in the transport sector and particularly for the role of biofuels.
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| 11. |
- Kanchiralla, Fayas Malik, 1989, et al.
(författare)
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How do variations in ship operation impact the techno-economic feasibility and environmental performance of fossil-free fuels? A life cycle study
- 2023
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Ingår i: Applied Energy. - : Elsevier Ltd. - 1872-9118 .- 0306-2619. ; 350
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Tidskriftsartikel (refereegranskat)abstract
- Identifying an obvious non-fossil fuel solution for all ship types for meeting the greenhouse gas reduction target in shipping is challenging. This paper evaluates the technical viability, environmental impacts, and economic feasibility of different energy carriers for three case vessels of different ship types: a RoPax ferry, a tanker, and a service vessel. The energy carriers examined include battery-electric and three electro-fuels (hydrogen, methanol, and ammonia) which are used in combination with engines and fuel cells. Three methods are used: preliminary ship design feasibility, life cycle assessment, and life cycle costing. The results showed that battery-electric and compressed hydrogen options are not viable for some ships due to insufficient available onboard space for energy storage needed for the vessel's operational range. The global warming reduction potential is shown to depend on the ship type. This reduction potential of assessed options changes also with changes in the carbon intensity of the electricity mix. Life cycle costing results shows that the use of ammonia and methanol in engines has the lowest life cycle cost for all studied case vessels. However, the higher energy conversion losses of these systems make them more vulnerable to fluctuations in the price of electricity. Also, these options have higher environmental impacts on categories like human toxicity, resource use (minerals and metals), and water use. Fuel cells and batteries are not as cost-competitive for the case vessels because of their higher upfront costs and shorter lifetimes. However, these alternatives are less expensive than alternatives with internal combustion engines in the case of higher utilization rates and fuel costs.
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| 12. |
- Kanchiralla, Fayas Malik, 1989, et al.
(författare)
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Life-Cycle Assessment and Costing of Fuels and Propulsion Systems in Future Fossil-Free Shipping
- 2022
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Ingår i: Environmental Science and Technology. - : American Chemical Society (ACS). - 0013-936X .- 1520-5851. ; 56:17, s. 12517-12531
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Tidskriftsartikel (refereegranskat)abstract
- Future ships need to operate with low or possibly zero greenhouse gas (GHG) emissions while ensuring low influence on other environmental impacts and that the operation is economically feasible.This study conducts a life-cycle evaluation of potential decarbonization solutions involving selected energy carriers (electrolytic hydrogen, electro-ammonia, electro-methanol, and electricity) in different propulsion system setups (engines, fuel cells, and carbon capture technologies) in terms of environmental impact and costs.The results of the study show that the assessed decarbonization options are promising measures to reduce maritime GHG emissions with low-carbon-intensive electricity.The same order of GHG reduction is shown to be possible independent of the propulsion system and energy carrier used onboard.However, the carbon abatement cost ranges from 300 to 550 €/tCO2eq, and there is a trade-off with environmental impacts such as human toxicity (cancer and non-cancer effects) and freshwater ecotoxicity mainly linked with the wind infrastructure used for electricity production.Electro-ammonia in fuel cells is indicated to be effective in terms of the carbon abatement cost followed by the so-called HyMethShip concept.The higher abatement cost of all options compared to current options indicates that major incentives and policy measures are required to promote the introduction of alternative fuel and propulsion systems.
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| 13. |
- Korberg, A. D., et al.
(författare)
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Techno-economic assessment of advanced fuels and propulsion systems in future fossil-free ships
- 2021
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Ingår i: Renewable and Sustainable Energy Reviews. - : Elsevier BV. - 1879-0690 .- 1364-0321. ; 142
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Tidskriftsartikel (refereegranskat)abstract
- This paper analyses the potential of renewable fuels in different propulsion systems for the maritime sector that can replace fossil fuels by 2030. First, a fuel cost analysis is performed for a range of biofuels, bio-electrofuels, electrofuels plus liquid hydrogen and electricity in 18 fuel production pathways. Next, fuel production costs are combined with different utilisation rates, propulsion cost, on-board fuel storage cost and a cost for reduced cargo space to determine the total cost of ownership for four types of ships: large ferries, general cargo, bulk carriers and container vessels using internal combustion engines, fuel cells or battery-electric propulsion systems and travelling different distances. In large ferries, the battery-electric propulsion is found at a lower cost than all fuel options except biofuels. For the other ship types, cheaper fuels (as biofuels) benefit internal combustion engines, while expensive fuels (as electrofuels) increase the competitiveness of fuel cells due to their higher efficiency. Similarly, low utilisation rates benefit internal combustion engines, while higher utilisation rates tend to support fuel cells. General cargo vessels have a similar total cost of ownership for both four-stroke internal combustion engines and fuel cells. Bulk carriers and container ships use two-stroke engines, with efficiencies closer to fuel cells, but the lowest-cost solution remains internal combustion engines, except when increasing the efficiency or reducing the investment cost of fuel cells. In almost all fuel-propulsion combinations, methanol is the lowest-cost fuel, but dimethyl ether and ammonia show only marginally higher costs.
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| 14. |
- Malmgren, Elin, 1992, et al.
(författare)
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The environmental performance of a fossil-free ship propulsion system with onboard carbon capture – a life cycle assessment of the HyMethShip concept
- 2021
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Ingår i: Sustainable Energy & Fuels. - : Royal Society of Chemistry (RSC). - 2398-4902. ; 5:10, s. 2753-2770
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Tidskriftsartikel (refereegranskat)abstract
- The climate impact caused by the shipping industry has increased over the past decades despite attempts toimprove the energy efficiency of vessels and lower induced emissions. A tool in reducing climate and otherenvironmental impacts is new low emissions propulsion technologies. These new technologies need toreduce harmful emissions not only in the tailpipe but also over the entire life cycle. This study uses lifecycle assessment to investigate the life cycle environmental impact of a propulsion concept currentlyunder development: the HyMethShip concept. The HyMethShip concept combines electro-methanolenergy storage, an onboard pre-combustion carbon capture system, and a dual fuel internal combustionengine. The concept aims for an almost closed CO2 loop by installing CO2 capture onboard.The CO2 isunloaded in port and converted into electro-methanol which is used to fuel the ship again. This is madepossible by a pre-combustion process converting electro-methanol to hydrogen and CO2. Theassessment is conducted from well-to-propeller and focuses on ship operation in the North Sea in 2030.The results indicate that this technology could be an alternative to reduce the climate impact fromshipping.The results show a lower impact on acidification, climate change, marine eutrophication,particulate matter, photochemical ozone formation, and terrestrial eutrophication compared to internalcombustion engines run on either marine gas oil (0.1% sulphur content), biogenic methanol, fossilmethanol, or electro-methanol. Electricity with low climate and environmental impact is likely requiredto achieve this, and low NOx emissions from combustion processes need to be maintained. A potentialtrade-off is higher toxicity impacts from the HyMethShip concept compared to most other options, dueto metal needs in wind power plants.
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| 15. |
- Malmgren, Elin, 1992, et al.
(författare)
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The HyMethShip Concept: An investigation of system design choices and vessel operation characteristics influence on life cycle performance
- 2020
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Ingår i: Proceedings of 8th Transport Research Arena TRA 2020.
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Konferensbidrag (refereegranskat)abstract
- One potential method to decarbonize the maritime transport sector is by using onboard carbon capture technologies. One such potential future propulsion system is the "HyMethShip - Hydrogen-Methanol Ship propulsion system using onboard pre-combustion carbon capture" concept. In this study we use life cycle assessment to analyse the impact of system design choices on the overall environmental performance of the system. Using the HyMethShip on a vessel is shown to lower climate impact compared to today’s conventional propulsion technologies. The runtime of the carbon capture system and hydrogen leakage are indicated as the main influencers to the environmental performance besides overall system efficiency. The cost of the HyMethShip system is higher than today’s liquid fossil fuel options, but lower than when electro-methanol is used in a conventional engine without applying the HyMethShip concept.
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| 16. |
- Rennuit-Mortensen, Anders Winther, et al.
(författare)
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How replacing fossil fuels with electrofuels could influence the demand for renewable energy and land area
- 2023
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Ingår i: Smart Energy. - 2666-9552. ; 10
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Tidskriftsartikel (refereegranskat)abstract
- During recent years, electrofuels (fuels from electricity, water, and carbon) have gained increased interest as substitute for fossil fuels in all energy and chemical sectors. The feasibility of electrofuels has been assessed from a range of aspects but no study has assessed the land area needed if scaling up the production based on renewables. The amount of land on Earth is limited and the competition for land, in a long-term perspective, imposes a risk of, e.g., increased food prices and biodiversity losses. The aim of this paper is to assess how much land area it would require if all fossil fuels were substituted by electrofuels (‘All electrofuel’-scenario) and compare this with the area needed if all fossil fuels were substituted by bioenergy (‘All biomass’-scenario) or by electricity (‘All electric’-scenario). Each scenario represents extreme cases towards fully renewable energy systems to outline the theoretical area needed. Main conclusions are (1) the electricity demand, if substituting all fossil fuels with electrofuels, is huge (1540 EJ) but technically obtainable, demanding 1.1% of the Earth's surface, for solar panels, in the most optimistic case, and (2) the sustainable technical potential for biomass cannot alone substitute all fossil fuels, unless radical energy demand reductions.
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