Transportation in a 100% renewable energy system

Garciá‐Olivares, Antonio; Solé, Jordi; Osychenko, Oleg

doi:10.1016/j.enconman.2017.12.053

Cited by 289 publications

(128 citation statements)

References 63 publications

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“…19 The derived electricity demand for direct and indirect electrification is dominated by indirect demand for hydrogen, methane, and FT fuels as depicted in Figure 6. These findings are confirmed by a recent publication of García-Olivares et al 35 The very high relative indirect electrification demand is driven not only by the aforementioned high energy efficiency of direct electric transportation but also by the conversion efficiency of electricity to hydrogen (84%), methane (57%), and FT fuels (53%). The total electricity demand for a sustainable transport sector is comprised in 2050 of electricity (26%), hydrogen (22%), methane (8%), and FT fuels (44%).…”

Section: Energy Demand Of a Fully Sustainable Transport Sectorsupporting

confidence: 77%

Solar photovoltaic capacity demand for a sustainable transport sector to fulfil the Paris Agreement by 2050

Breyer

Khalili

Bogdanov

2019

Progress in Photovoltaics

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The Paris Agreement sets a clear target for net zero greenhouse gas (GHG) emissions by the mid‐21st century. This implies that the transport sector has to reach zero GHG emissions mainly through direct and indirect electrification in the form of synthetic fuels, such as hydrogen and Fischer‐Tropsch (FT) fuels. The results of this research document that this very ambitious target is possible. This research analyses the global solar photovoltaics (PV) demand for achieving the Paris targets in the transport sector by the year 2050. The methodology is composed of the derivation of the transportation demand converted into final energy demand for direct electrification, hydrogen, methane, and FT‐fuels production. The power‐to‐gas (H2, CH4) and power‐to‐liquids (FT fuels) value chains are applied for the total electricity demand, which will be mostly fulfilled by PV, taking into account previous results concerning the renewable electricity share of the energy transition in the power sector for the world structured in 145 regions and results aggregated to nine major regions. The results show a continuous demand increase for all transportation modes till 2050. The total global PV capacity demand by 2050 for the transport sector is estimated to be about 19.1 TWp, thereof 35%, 25%, 7%, and 33% for direct electrification, hydrogen, synthetic natural gas, and FT fuels, respectively. PV will be the key enabler of a full defossilisation of the transport sector with a demand comparable with the power sector but a slightly later growth dynamic, leading to a combined annual PV capacity demand of about 1.8 TWp around 2050.

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Section: Energy Demand Of a Fully Sustainable Transport Sectorsupporting

confidence: 77%

Solar photovoltaic capacity demand for a sustainable transport sector to fulfil the Paris Agreement by 2050

Breyer

Khalili

Bogdanov

2019

Progress in Photovoltaics

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“…All known global 100% renewable energy studies presenting details for the transport sector are included [166]. García-Olivares et al [167] do not specify when exactly their 'future' 100% renewable transport sector would be, thus it is estimated by 2050. Brown et al [168] discuss standard claims against 100% renewable energy studies and debunk these standard myths.…”

Section: Comparison To Other Resultsmentioning

confidence: 99%

Global Transportation Demand Development with Impacts on the Energy Demand and Greenhouse Gas Emissions in a Climate-Constrained World

et al. 2019

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The pivotal target of the Paris Agreement is to keep temperature rise well below 2 °C above the pre-industrial level and pursue efforts to limit temperature rise to 1.5 °C. To meet this target, all energy-consuming sectors, including the transport sector, need to be restructured. The transport sector accounted for 19% of the global final energy demand in 2015, of which the vast majority was supplied by fossil fuels (around 31,080 TWh). Fossil-fuel consumption leads to greenhouse gas emissions, which accounted for about 8260 MtCO2eq from the transport sector in 2015. This paper examines the transportation demand that can be expected and how alternative transportation technologies along with new sustainable energy sources can impact the energy demand and emissions trend in the transport sector until 2050. Battery-electric vehicles and fuel-cell electric vehicles are the two most promising technologies for the future on roads. Electric ships and airplanes for shorter distances and hydrogen-based synthetic fuels for longer distances may appear around 2030 onwards to reduce the emissions from the marine and aviation transport modes. The rail mode will remain the least energy-demanding, compared to other transport modes. An ambitious scenario for achieving zero greenhouse gas emissions by 2050 is applied, also demonstrating the very high relevance of direct and indirect electrification of the transport sector. Fossil-fuel demand can be reduced to zero by 2050; however, the electricity demand is projected to rise from 125 TWhel in 2015 to about 51,610 TWhel in 2050, substantially driven by indirect electricity demand for the production of synthetic fuels. While the transportation demand roughly triples from 2015 to 2050, substantial efficiency gains enable an almost stable final energy demand for the transport sector, as a consequence of broad electrification. The overall well-to-wheel efficiency in the transport sector increases from 26% in 2015 to 39% in 2050, resulting in a respective reduction of overall losses from primary energy to mechanical energy in vehicles. Power-to-fuels needed mainly for marine and aviation transport is not a significant burden for overall transport sector efficiency. The primary energy base of the transport sector switches in the next decades from fossil resources to renewable electricity, driven by higher efficiency and sustainability.

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“…Recent pollution episodes in big cities have prompted the adoption of local and regional policies that will progressively (from the present to 2040-2050) ban internal combustion vehicles. Electricity from renewable sources will be decisive to achieve and maintain a fully sustainable mobility system as it has been analyzed in detail elsewhere [1], but the short-and-mid-term attention must be focused on developing renewable and sustainable fuels, especially those with a more beneficial carbon balance [2].…”

Section: Introductionmentioning

confidence: 99%

Selection of Blends of Diesel Fuel and Advanced Biofuels Based on Their Physical and Thermochemical Properties

et al. 2019

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Current policies focus on encouraging the use of renewable energy sources in transport to reduce the contribution of this sector to global warming and air pollution. In the short-term, attention is focused on developing renewable fuels. Among them, the so-called advanced biofuels, including non-crop and waste-based biofuels, possess important benefits such as higher greenhouse gas (GHG) emission savings and the capacity not to compete with food markets. Recently, European institutions have agreed on specific targets for the new Renewable Energy Directive (2018/2001), including 14% of renewable energy in rail and road transport by 2030. To achieve this, advanced biofuels will be double-counted, and their contribution must be at least 3.5% in 2030 (with a phase-in calendar from 2020). In this work, the fuel properties of blends of regular diesel fuel with four advanced biofuels derived from different sources and production processes are examined. These biofuels are (1) biobutanol produced by microbial ABE fermentation from renewable material, (2) HVO (hydrotreated vegetable oil) derived from hydrogenation of non-edible oils, (3) biodiesel from waste free fatty acids originated in the oil refining industry, and (4) a novel biofuel that combines fatty acid methyl esters (FAME) and glycerol formal esters (FAGE), which contributes to a decrease in the excess of glycerol from current biodiesel plants. Blending ratios include 5, 10, 15, and 20% (% vol.) of biofuel, covering the range expected for biofuels in future years. Pure fuels and some higher ratios are considered as well to complete and discuss the tendencies. In the case of biodiesel and FAME/FAGE blends in diesel, ratios up to 20% meet all requirements set in current fuel quality standards. Larger blending ratios are possible for HVO blends if HVO is additivated to lubricity improvers. For biobutanol blends, the recommended blending ratio is limited to 10% or lower to avoid high water content and low cetane number.

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Transportation in a 100% renewable energy system

Cited by 289 publications

References 63 publications

Solar photovoltaic capacity demand for a sustainable transport sector to fulfil the Paris Agreement by 2050

Solar photovoltaic capacity demand for a sustainable transport sector to fulfil the Paris Agreement by 2050

Global Transportation Demand Development with Impacts on the Energy Demand and Greenhouse Gas Emissions in a Climate-Constrained World

Selection of Blends of Diesel Fuel and Advanced Biofuels Based on Their Physical and Thermochemical Properties

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