| 1. |
- 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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| 2. |
- 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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| 3. |
- 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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| 4. |
- Berndes, Göran, 1966, et al.
(författare)
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Bioenergy expansion in the EU: Cost-effective climate change mitigation, employment creation and reduced dependency on imported fuels
- 2007
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Ingår i: Energy Policy. - : Elsevier BV. - 0301-4215. ; 35:12, s. 5965-5979
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Tidskriftsartikel (refereegranskat)abstract
- Presently, the European Union (EU) is promoting bioenergy. The aim of this paper is to study the prospects for using domestic biomass resources in Europe and specifically to investigate whether different policy objectives underlying the promotion of bioenergy (cost-effective climate change mitigation, employment creation and reduced dependency on imported fuels) agree on which bioenergy options that should be used. We model bioenergy use from a cost-effectiveness perspective with a linear regionalized energy- andtransport-system model and perform supplementary analysis. It is found that the different policy objectives do not agree on the order of priority among bioenergy options. Maximizing climate benefits cost-effectively is in conflict with maximizing employment creation. The former perspective proposes the use of lignocellulosic biomass in the stationary sector, while the latter requires biofuels for transport based on traditional agricultural crops. Further, from a security-of-supply perspective, the appeal of a given bioenergy option depends on how oil and gas import dependencies are weighed relative to each other. Consequently, there are tradeoffs that need to be addressed by policymakers promoting the use of bioenergy. Also, the importance of bioenergy in relation to employment creation and fuel import dependency reduction needs to be further addressed.
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| 5. |
- 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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| 6. |
- 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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| 7. |
- 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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| 8. |
- Egeskog, Andrea, 1981, et al.
(författare)
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Co-generation of biofuels for transportation and heat for district heating systems – an assessment of the national possibilities in the EU
- 2009
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Ingår i: Energy Policy. - Amsterdam : Elsevier BV. - 0301-4215 .- 1873-6777. ; 37:12, s. 5260-5272
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Tidskriftsartikel (refereegranskat)abstract
- Biomass gasification with subsequent synthesis to liquid or gaseous biofuels generates heat possible to use in district heating (DH) systems. The purpose here is to estimate the heat sink capacity of DH systems in the individual EU nations and assess the possibilities for biomass-gasification-based co-generation of synthetic biofuels for transportation and heat (CBH) for DH systems in the EU countries. The possibilities are assessed (i) assuming different levels of competiveness relative to other heat supply options of CBH corresponding to the EU target for renewable energy for transportation for 2020 and (ii) assuming that the potential expansion of the DH systems by 2020 is met with CBH. In general, the size of the DH heat sinks represented by the existing national aggregated DH systems can accommodate CBH at a scale that is significant compared to the 2020 renewable transportation target. The possibilities for CBH also depend on its cost-competitiveness compared to, e.g., fossil-fuel-based CHP. The possible expansion of the DH systems by 2020 represents an important opportunity for CBH and is also influenced by the potential increase in the use of other heat supply options, such as, industrial waste heat, waste incineration, and CHP.
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| 9. |
- 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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| 10. |
- Hackl, Roman, 1981, et al.
(författare)
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Cultivating Ciona intestinalis to counteract marine eutrophication: Environmental assessment of a marine biomass based bioenergy and biofertilizer production system
- 2018
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Ingår i: Renewable Energy. - : Elsevier BV. - 0960-1481 .- 1879-0682. ; 124, s. 103-113
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Tidskriftsartikel (refereegranskat)abstract
- Eutrophication in the North and Baltic Seas is a major problem to the marine environment and the communities depending on it. To counteract this, the Swedish Marine and Water Authority suggested financial support for measures that increase the uptake of nutrients from the water by e.g. marine organisms and support for the utilisation of these organisms as value added products. In Sweden the use of biogas to replace fossil transportation fuels is widely adopted. The domestic biogas production corresponded to approx. 1.95 TWh (approx. 7010 TJ) in 2015 of which approx. 63% were upgraded for use as e.g. transportation fuel. Other uses are heat and electricity generation as well as industrial applications. To expand production, the biogas industry is searching for new substrates. In this paper the utilisation of the marine evertebrate organism Ciona intestinalis (tunicata), cultivated in the North Sea and used as feedstock for biogas and biofertilizer production is suggested and assessed. The greenhouse gas (GHG) emissions performance of the concept and it's consequences on marine eutrophication are investigated applying life cycle assessment. Results show that at full scale biogas production from C. intestinalis reduces GHG emissions by more than 65% compared to fossil transportation fuels. In addition, the results show that accounting for the system consequences of other products and services such as biofertilizer replacing mineral fertilizers and decreased marine eutrophication largely increase the environmental benefits provided by the concept. Approx. 3.7 g-N eq /MJ biogas of nitrogen are removed from the marine environment during the cultivation of C. intestinalis.
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