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The CO2 utilisation is discussed as one of the future low-carbon technologies in order to accomplish a full decarbonisation in the energy intensive industry. CO2 is separated from the flue gas stream of power plants or industrial plants and is prepared for further processing as raw material. CO2 containing gas streams from industrial processes exhibit a higher concentration of CO2 than flue gases from power plants; consequentially, industrial CO2 sources are used as raw material for the chemical industry and for the synthesis of fuel on the output side. Additionally, fossil resources can be replaced by substitutes of reused CO2 on the input side. If set up in a right way, this step into a CO2-based circular flow economy could make a contribution to the decarbonisation of the industrial sector and according to the adjusted potential, even rudimentarily to the energy sector.
In this study, the authors analyse potential CO2 sources, the potential demand and the range of applications of CO2. In the last chapter of the final report, they give recommendations for research, development, politics and economics for an appropriate future designing of CO2 utilisation options based upon their previous analysis.
On behalf of the Port of Rotterdam Authority, the Wuppertal Institute developed three possible pathways for a decarbonised port of Rotterdam until 2050. The port area is home to about 80 per cent of the Netherlands' petrochemical industry and significant power plant capacities. Consequently, the port of Rotterdam has the potential of being an international leader for the global energy transition, playing an important role when it comes to reducing CO2 emissions in order to deliver on the EU's long-term climate goals.
The three decarbonisation scenarios all built on the increasing use of renewables (wind and solar power) and the adoption of the best available technologies (efficiency). The analysis focuses on power plants, refineries and the chemical industry, which together are responsible for more than 90 per cent of the port area's current CO2 emissions.
The decarbonisation scenarios describe how CO2 emissions could be reduced by 75 to 98 per cent in 2050 (compared to 2015). Depending on the scenario, different mitigation strategies are relied upon, including electrification, closure of carbon cycles or carbon capture and storage (CCS). The study includes recommendations for local companies, the Port Authority as well as policy makers. In addition, the study includes a reference scenario, which makes it clear that a "business as usual" mentality will fall well short of contributing adequately to the EU's long-term climate goals.
This paper takes a look at the development of freight transport and its further perspectives in the light of environmental sustainability. It clearly challenges the traditional view that further growth in freight transport is indispensable whatever stage of economic development an individual economy has achieved. Moreover it suggests measures to be taken into consideration in sectors other than the transport sector which may help to break the trend of continuing freight transport growth. Current developments of freight transport volume and modal split are rather counterproductive as regards curbing the unwanted environmental impacts. As growth in volume is a major contributing factor for most adverse effects caused, a substantial decoupling of economic growth and freight transport would be extremely helpful. While freight transport activity is almost entirely derived demand there can be no sufficient solution for the resulting environmental problems within the sector itself. Therefore, it is necessary to examine potentials for reducing demand for freight transport in all sectors of the economy. Contrasting to the widely held view that freight transport is in general an inevitable prerequisite of economic development, there are potentials for reducing the freight intensity of the economy which could be far more exploited. Such potentials are increasing the share of regional production, slowing down the metabolism of materials in the economy, and substituting transfer of information for transport of physical products. While each of these potentials on its own may appear to offer limited effects, a proper combination might yield substantial results. The presented preliminary ideas suggest that the notion of everlasting freight transport growth is misleading and hint at the necessity for further research.
The Port of Rotterdam is one of the pioneers in the reduction of greenhouse gas emissions. It is the largest port in Europe and extends over 40 kilometres to the North Sea coast. Its ambitious goal: the port wants to reduce greenhouse gas emissions from its industrial cluster as well as from freight traffic to a large extent. For the study "Deep Decarbonisation Pathways for Transport and Logistics Related to the Port of Rotterdam" the Wuppertal Institute analysed available options for the maritime as well was hinterland transports on behalf of the Rotterdam Port Authority.
The 2050 scenarios by the Wuppertal Institute show that decarbonisation will significantly change both, volume and structure of the transported goods - which add to the on-going trend from bulk to container transport. This will have considerable structural effects on port operations and in particular on hinterland traffic. A comprehensive decarbonisation (>95 per cent) will require significant efficiency improvements through operational and technical measures and the switch to non-fossil fuels, as well as a strong shift of container transport from road transport to rail and inland navigation. For maritime shipping to and from Rotterdam two feasible pathways towards full decarbonisation by 2050 are presented. Both include a stepwise shift towards renewable electricity based energy carriers for ships (liquids and gaseous for long distances and hydrogen and electricity for shorter distances).
Finally the report derives a set of recommendations for the Port Authority as well as the Dutch, German and European policymakers to support the transition towards a drastic reduction of greenhouse gase (GHG) emissions from in the transport sector and for using this as a strategy for a sustainable economic development.
Energy of the future? : Sustainable mobility through fuel cells and H2 ; Shell hydrogen study
(2017)
Over the years Shell has produced a number of scenario studies on key energy issues. These have included studies on important energy consumption sectors such as passenger cars and commercial vehicles (lorries and buses) and the supply of energy and heat to private households, as well as studies on the state of and prospects for individual energy sources and fuels, including biofuels, natural gas and liquefied petroleum gas.
Shell has been involved in hydrogen production as well as in research, development and application for decades, with a dedicated business unit, Shell Hydrogen. Now, in cooperation with the Wuppertal Institute in Germany, Shell has conducted a study on hydrogen as a future energy source. The study looks at the current state of hydrogen supply path- ways and hydrogen application technologies and explores the potential and prospects for hydrogen as an energy source in the global energy system of tomorrow. The study focuses on the use of hydrogen in road transport and specifically in fuel cell electric vehicles (FCEVs), but it also examines non-automotive resp. stationary applications.
Impacts of energy use on demand for freight transport : past development and future perspectives
(2005)
Measures to reduce exhaust emissions from civil air traffic : R+D-project 105 06 085 ; final report
(2000)
A promising candidate that may follow conventional vehicles with internal combustion engines combines hydrogen from regenerative sources of energy, fuelcells and an electric drive train. For early fleets introduced the refuelling infrastructure needs to be in place at least to the extent of the vehicles operational reach. The question arises which strategies may help to keep initial hydrogen and infrastructure cost low? Industrial production, distribution and use of hydrogen is well-established and the volumes handled are substantial. Even though today's industrialhydrogen is not in tune with the long-term sustainable vision, hydrogen production and infrastructure already in place might serve as a nucleus for putting that vision into practice. This contribution takes stock of industrial production and use of hydrogen in North Rhine-Westphalia based on a recently finalized project. It demonstrates to which extent industrial hydrogen could be used for a growing number of vehicles and at which time additional capacity might need to be installed.
For some time, 3D printing has been a major buzzword of innovation in industrial production. It was considered a game changer concerning the way industrial goods are produced. There were early expectations that it might reduce the material, energy and transport intensity of value chains. However for quite a while, the main real world applications of additive manufacturing (AM) have been some rapid prototyping and the home-based production of toys made from plastics. On this limited basis, any hypotheses regarding likely impacts on industrial energy efficiency appeared to be premature. Notwithstanding the stark contrast between early hype and practical use, the diffusion of AM has evolved to an extent that at least for some applications allows for a preliminary assessment of its likely implications for energy efficiency.
Unlike many cross-cutting energy efficiency technologies, energy use of AM may vary substantially depending on industry considered and material used for processing. Moreover, AM may have much greater repercussions on other stages of value chains than conventional cross-cutting energy efficiency technologies. In case of AM with metals the following potential determinants of energy efficiency come to mind:
- A reduction of material required per unit of product and used during processing;
- Changes in the total number and spatial allocation of certain stages of the value chain; and
- End-use energy efficiency of final products.
At the same time, these various streams of impact on energy efficiency may be important drivers for the diffusion of AM with metals. This contribution takes stock of AM with metals concerning applications and processes used as well as early evidence on impacts on energy efficiency and combine this into a systematic overview. It builds on relevant literature and a case study on Wire Arc Additive Manufacturing performed within the REINVENT project.