Electricity system and emission impact of direct and indirect electrification of heavy-duty transportation

Keller, Victor; Lyseng, B.; Wade, Cameron; Scholtysik, Sven; Fowler, McKenzie; Donald, James; Palmer-Wilson, Kevin; Robertson, Bryson; Wild, Peter; Rowe, Andrew

doi:10.1016/j.energy.2019.01.160

Cited by 37 publications

(21 citation statements)

References 25 publications

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“…The objective of this study is to investigate the long term mitigation strategies via alternative and advanced drivetrain technology (for reducing specific energy consumption) and low carbon fuel supplies. The energy-economy models that used in previous studies mostly have the lack of detailed technical representation of alternative drivetrain technology [3], [9], [17]- [19]. Although a few studies have included battery and hydrogen into their analysis, they are lacking some details such as the size of battery or hydrogen tank considered as well as ignoring many combinations of hybrid technologies and fuel types [20]- [22].…”

Section: Background and Motivationmentioning

confidence: 99%

“…The battery size, fuel tank size, state of charge (SOC), and total energy consumption (EC) for drivetrains with parallel hybrid configuration were estimated using Eqs. (3)(4)(5)(6)(7)(8)(9)(10)(11)(12)(13)(14)(15), (3)(4)(5)(6)(7)(8)(9)(10)(11)(12)(13)(14)(15)(16), (3)(4)(5)(6)(7)(8)(9)(10)(11)(12)(13)(14)(15)(16)(17), and (3-18) respectively. In Eq.…”

Section: Parallel Hybridmentioning

confidence: 99%

“…Optimization models have been used to determine minimal cots pathways for decarbonizing freight [17], [18], [258], [262]. These studies showed different optimal path depending on their assumed technology and scenarios.…”

Section: Literature Reviewmentioning

confidence: 99%

“…These studies showed different optimal path depending on their assumed technology and scenarios. Keller et al [17] showed the hydrogen from the electrolysis process of electricity with more 50% renewable content has the lowest abatement cost and the highest GHG emissions reduction impact. Plötz et al [18] found 40-50% total market share for catenary HDTs in 2040 if one-third of EU highways be electrified with catenary installation.…”

Section: Literature Reviewmentioning

confidence: 99%

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Comparing alternative heavy-duty drivetrains based on GHG emissions, ownership and abatement costs: Simulations of freight routes in British Columbia

Lajevardi

Axsen

Crawford

2019

Transportation Research Part D: Transport and Environment

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Heavy-duty trucks (HDTs) are vital in delivering products to the consumers around the world and help maintain the quality of life. However, they are heavily depending on fossil diesel use, which causing global climate change as well as local air pollutions. Although they represent a small percentage of vehicle population, they emit more than 30% of GHGs in road transportation or 5% of global greenhouse gas (GHG) emissions. Furthermore, GHG emissions from this sector are expected to steadily grow due to economic growth, globalization, industrialization, online shopping, and fast delivery expectations. This study was focused on the Canadian province of British Columbia (BC) as a case study where HDTs are responsible for more than 4% of total provincial GHGs. BC, along with many regions around the world, has been committed to reduce its GHG emissions by 80% below 2007 levels by 2050. The goal of this study was to evaluate the potential of meeting this objective for BC HDTs using alternative drivetrain technologies. First, a component-level model was developed in Matlab to compute on-road energy consumption and CO2 emissions of compressed natural gas and diesel HDTs based on their physical parameters (e.g. mass) over several selected drive cycles. Results of the first contribution indicated a compressed natural gas (CNG) drivetrain emits 13-15% fewer GHG than a comparable diesel. Road grades of several main BC routes were included in the drive cycle simulations, which is an important factor that can increase the fuel consumption and CO2 emission by as much as 24% relative to a flat route assumption. In the second contribution, the physical energy consumption model was extended to compare 16 diverse drivetrain technologies, including a pure battery electric. The comparison metrics were also extended to well-to-wheel GHG emissions, total ownership costs (TOC) (including infrastructure), and abatement costs (based on incremental TOC cost over GHG emissions reduction), and cargo capacity impacts. The 16 considered drivetrains were distinguished by their fuel types, combustion technology, drivetrain architecture, and connection to the electricity grid (e.g. catenary vs fast charging stations). Next, the activity data of 1,616 HDTs operating in BC with sparse recording intervals was used to select 6 representative freight routes with different ranges of 120-950 km split into short and long haul routes. A combination of filtering and interpolation techniques was used to develop 1-Hz drive cycles compatible with the level of plug-in hybrid adoption. It was found infrastructure density increases the probability of meeting the 2050 target on both short and long haul HDTs. However, the increase in the probability is much higher for the short haul segment. Among various infrastructure roll-out scenarios, rapid deployment of hydrogen fueling stations was found to have the highest positive impact on GHG emissions reduction for both short and long haul markets. Both battery electric and hydrogen fuel cell drivetrains can succeed in...

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Section: Background and Motivationmentioning

confidence: 99%

Section: Parallel Hybridmentioning

confidence: 99%

Section: Literature Reviewmentioning

confidence: 99%

Section: Literature Reviewmentioning

confidence: 99%

See 2 more Smart Citations

Comparing alternative heavy-duty drivetrains based on GHG emissions, ownership and abatement costs: Simulations of freight routes in British Columbia

Lajevardi

Axsen

Crawford

2019

Transportation Research Part D: Transport and Environment

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show abstract

“…The transportation sector is one of the highest contributors to greenhouse gas emissions [1,2]. Studies have shown that about 28% of the total carbon dioxide emissions originated from the transportation sector [3].…”

Section: Introductionmentioning

confidence: 99%

Life Cycle Cost Assessment of Electric Vehicles: A Review and Bibliometric Analysis

Ayodele

Mustapa

2020

Sustainability

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The transportation sector has been reported as a key contributor to the emissions of greenhouse gases responsible for global warming. Hence, the need for the introduction of electric vehicles (EVs) into the transportation sector. However, the competitiveness of the EVs with the conventional internal combustion engine vehicles has been a bone of contention. Life cycle cost analysis (LCCA) is an important tool that can be employed to determine the competitiveness of a product in its early stage of production. This review examines different published articles on LCCA of EVs using Scopus and Web of Science databases. The time trend of the published articles from 2001 to 2019 was examined. Moreover, the LCC obtained from the different models of EVs were compared. There was a growing interest in research on the LCC of EVs as indicated by the upward increase in the number of published articles. A variation in the LCC of the different EVs studied was observed to depend on several factors. Based on the LCC, EVs were found not yet competitive with conventional internal combustion engine cars due to the high cost of batteries. However, advancement in technologies with incentives could bring down the cost of EV batteries to make it competitive in the future.

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Transition of heavy‐duty trucks from diesel to hydrogen fuel cells: Opportunities, challenges, and recommendations

Djilali

Rosen

et al. 2022

Intl J of Energy Research

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Summary Fuel cell and hydrogen energy technologies have been investigated by academia, industry, and government to reduce air pollution and mitigate global warming. The transition of heavy‐duty trucks (HDTs) from diesel to hydrogen fuel cells (HFCs) could maintain the contribution of HDTs to freight transport at nearly zero carbon dioxide emission. This paper analyzes and discusses the opportunities and challenges of this transition and presents recommendations. The opportunities include the global need for HDTs with low emissions and a long driving range, the unique advantages of HFCs for future energy systems, the anticipated cost reduction of HFCs owing to economies of scale, and the excellent market potential of zero‐emission trucks. The challenges include the high total usage cost, research and development barriers, and market share competition from other alternatives. Some recommendations are proposed: synergistic utilization of a battery and HFCs in the HDTs power system, an incremental transition pathway, and the construction of a hydrogen highway based on renewable electricity. This study attempts to provide techno‐economic insights and direction for the transition of HDTs from diesel to HFCs.

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Electricity system and emission impact of direct and indirect electrification of heavy-duty transportation

Cited by 37 publications

References 25 publications

Comparing alternative heavy-duty drivetrains based on GHG emissions, ownership and abatement costs: Simulations of freight routes in British Columbia

Comparing alternative heavy-duty drivetrains based on GHG emissions, ownership and abatement costs: Simulations of freight routes in British Columbia

Life Cycle Cost Assessment of Electric Vehicles: A Review and Bibliometric Analysis

Transition of heavy‐duty trucks from diesel to hydrogen fuel cells: Opportunities, challenges, and recommendations

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