Scheduling electric vehicle charging to minimise carbon emissions and wind curtailment

Dixon, James; Bukhsh, Waqquas; Edmunds, Calum; Bell, Keith

doi:10.1016/j.renene.2020.07.017

Cited by 98 publications

(38 citation statements)

References 25 publications

(60 reference statements)

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“…Not only does the applied methodology allow for the calculation of conversion factors that have an hourly temporal resolution, consider future evolutions in the electricity mix and take into account imports, but it also has a broad geographical scope (covering 28 European countries). This is another element that is beneficial to support future research, because many contemporary studies still make use of conversion factors that refer only to a single country [5,42,[45][46][47][48]-even though the benefits of considering multiple conversion factors for a range of different countries have been widely demonstrated in other studies [3,9,28,49,50].…”

Section: Introductionmentioning

confidence: 99%

CO2 Intensities and Primary Energy Factors in the Future European Electricity System

Hamels

2021

Energies

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The European Union strives for sharp reductions in both CO2 emissions as well as primary energy use. Electricity consuming technologies are becoming increasingly important in this context, due to the ongoing electrification of transport and heating services. To correctly evaluate these technologies, conversion factors are needed—namely CO2 intensities and primary energy factors (PEFs). However, this evaluation is hindered by the unavailability of a high-quality database of conversion factor values. Ideally, such a database has a broad geographical scope, a high temporal resolution and considers cross-country exchanges of electricity as well as future evolutions in the electricity mix. In this paper, a state-of-the-art unit commitment economic dispatch model of the European electricity system is developed and a flow-tracing technique is innovatively applied to future scenarios (2025–2040)—to generate such a database and make it publicly available. Important dynamics are revealed, including an overall decrease in conversion factor values as well as considerable temporal variability at both the seasonal and hourly level. Furthermore, the importance of taking into account imports and carefully considering the calculation methodology for PEFs are both confirmed. Future estimates of the CO2 emissions and primary energy use associated with individual electrical loads can be meaningfully improved by taking into account these dynamics.

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Section: Introductionmentioning

confidence: 99%

CO2 Intensities and Primary Energy Factors in the Future European Electricity System

Hamels

2021

Energies

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“…Urban and national transport has been considered as the easiest to de-fossilize through a drive toward battery electric vehicles (BEVs). This is true for the reduction of tailpipe emissions (tank or socket to wheel) but becomes less so when emissions are considered over the complete life cycle of the vehicle emissions (well, or more accurately renewable energy source, to wheel) (Moro and Lonza, 2018;Brand et al, 2020;Carbon Brief, 2020;Dixon et al, 2020). Furthermore, we need to consider the consequential effects of focusing on a single aspect of the transport transition.…”

Section: Introductionmentioning

confidence: 99%

Synthetic Fuels in a Transport Transition: Fuels to Prevent a Transport Underclass

2021

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The Paris Agreement set policy scenarios to address mitigating against the climate emergency, by reducing greenhouse gas emissions to limit the temperature increase to 1.5°C. There has been a drive toward electrifying transport, with battery electric vehicles (BEVs) at the forefront. Reliance on single-technology policy development can lead to consequential impacts, often not considered, or dismissed. Energy cannot be created or destroyed but can be transformed. While BEVs may represent zero tailpipe emissions, the battery energy must be sourced elsewhere. An ideal policy scenario will come from “renewable” sources; however, current global energy mixes require the electricity to come from carbon-burning point source emitters. Therefore, the emissions are deferred to low socioeconomic regions. The move to ban new internal combustion engine (ICE) vehicle sales has been accelerated. High BEV costs will preclude low-income groups from making purchases. Such groups typically rely on used cars for mobility. Without considered consequential policy analysis, transport underclasses may result, where private transport is only accessible by the wealthy. Synthetic fuels derived from CO2 represent a social bridge in the energy transition, also helping to accelerate toward net zero. The Covid-19 lockdown provided a unique opportunity to experience an environment with reduced transport-related emissions. Global studies allowed the consequential effects of pollution reduction to be studied. These are surprising and offer the opportunity for policies, driven by science, to be developed. Here, we consider the consequential effects of clean air policies, and how these can be used to propose dynamic responses to policy recommendations.

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“…This paper investigates how a locally controlled BESS can be preferentially used to limit the use of back-up diesel generation and off-set the curtailment of renewable generation on a real Scottish rural network. The paper introduces the concept of carbon intensity (CI) dynamic carbon control guided by [13] for 'grid neutral' operation and its role in decarbonising rural networks by minimising grid interaction based on data provided by National Grid Electricity System Operator (NGESO).…”

Section: Introductionmentioning

confidence: 99%

Decarbonisation of Rural Networks Within Mainland Scotland: In Support of Intentional Islanding

McGarry¹,

Galloway²,

Burt³

2021

The 9th Renewable Power Generation Conference (RPG Dublin Online 2021)

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This paper investigates the role of Battery Energy Storage Systems (BESS) in the decarbonisation of rural networks within mainland Scotland and considers the challenges with the transition to 100% renewable powered networks. In doing so particular attention is placed on the relationship with the wider network and this leads us to consider the use of intentional islanding as a mechanism for supporting distributed grid operation. Geographic Information System (GIS) data provided by Scottish Power Energy Networks is translated for use in power flow modelling software OpenDSS and this forms the basis for the studied MV and LV networks. The modelling approach includes simulating line capacity constraints upstream of the 33/11 kV primary transformer and then analysing the corresponding control response under a series of scenarios for two differing seasonal cases. The findings emphasise the importance of battery sizing and highlight the challenges involved in its use to displace back-up diesel generation but also to provide grid management services and facilitate intentional islanding decisions. The findings support the development of carbon intensity dynamic control as a metric to inform flexibility management decisions and control actions in rural areas for a system wide carbon benefit.

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Scheduling electric vehicle charging to minimise carbon emissions and wind curtailment

Cited by 98 publications

References 25 publications

CO2 Intensities and Primary Energy Factors in the Future European Electricity System

CO2 Intensities and Primary Energy Factors in the Future European Electricity System

Synthetic Fuels in a Transport Transition: Fuels to Prevent a Transport Underclass

Decarbonisation of Rural Networks Within Mainland Scotland: In Support of Intentional Islanding

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