Socio-technical scenarios and local practice – Assessing the future use of fossil-free alternatives in a regional energy and transport system

Magnusson, Thomas; Anderberg, Stefan; Dahlgren, Sofia; Svensson, Niclas

doi:10.1016/j.trip.2020.100128

Cited by 9 publications

(3 citation statements)

References 43 publications

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“…E-scooters also represent a new site for the proliferation of batteries as an enabler of energy and mobility services, a trend that is expected to grow as mobility and energy transitions unfold together with digitalisation (Magnusson et al 2020). Such combinations of technologies, infrastructures and practices have environmental, climatic and social consequences.…”

Section: The Twin Transition Of the Electric Scootermentioning

confidence: 99%

Littering the City or Freedom of Mobility? The Case of Electric Scooters

Datava

Skjølsvold

Korsnes

2022

Digitisation and Low-Carbon Energy Transitions

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This chapter explores the co-production of e-scooters, infrastructures, users and non-users, with an interest in the e-scooter’s impacts on urban space and generation of waste in Norwegian cities. It asks how urban space is configured according to conflicting interests. It explores what is lost and gained as e-scooters enter as a sustainability-oriented ‘innovation’, and what they add to existing modes of mobility and mobility infrastructures. The focus is on users, opponents and distributors. This approach generates new knowledge about how a broad range of actors understand and enact this new form of mobility. The chapter argues that all involved actors experience the consequences of violations to spatial justice. Rather than easing congestion for ‘last mile’ urban transportation, e-scooters risk becoming and being seen as obstacles.

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Section: The Twin Transition Of the Electric Scootermentioning

confidence: 99%

Littering the City or Freedom of Mobility? The Case of Electric Scooters

Datava

Skjølsvold

Korsnes

2022

Digitisation and Low-Carbon Energy Transitions

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“…Key amongst these are where and when BEVs can be charged and where and when additional infrastructure can be introduced for both charging and generation infrastructure. This has been further emphasised in several studies which suggest that local urban and regional plans and policies can help trigger action and through implementing publicly acceptable technologies that can aid place based decarbonisation (Geels et al, 2020;Hansen and Coenen, 2015;Hillman and Sandén, 2008;Magnusson et al, 2020;Nilsson and Nykvist, 2016). Therefore, for this to be a successful transition, placement at these local levels will need to be taken into consideration.…”

Section: Low Emission Transport and Societymentioning

confidence: 99%

Decarbonising UK transport: Implications for electricity generation, land use and policy

Logan¹,

Nelson²,

Chapman³

et al. 2021

Preprint

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Transitioning away from internal combustion engine private vehicles in favour of public transport, including electric and hydrogen alternatives, is recognised as an essential part of the solution to reduce the scale of climate change and meet net zero in the UK by 2050. This decarbonisation transition to low carbon transport will likely result in an increase in energy demand which will have impacts on both ecosystem services (ES) and natural capital (NC). Robust projections of societal energy demands post low carbon transition are therefore required to ensure adequate power generation is installed. In this study, we project the energy demand for electric and hydrogen cars, buses and trains between 2020 and 2050 based on the number of vehicles and distance travelled using the Transport Energy Air Pollution UK (TEAM-UK) model outputs. In this work, the spatial requirements of additional renewable energy (onshore/offshore wind and solar), nuclear and fossil fuels, on ES and NC was predicted by considering the expected electricity generation mix expected by 2050, the number of generation installations and energy density of each energy source. The outcomes of this analysis can assist policymakers in better understanding what energy types and transport networks need to be prioritised to efficiently meet net zero. Legislation requires increased low carbon electricity generation, though the impact on ES and NC are not currently quantified.Energy demand was lower for electric transport (136,599 GWh) than hydrogen transport (425,532 GWh) for all vehicle types in 2050, however a combination of both power types will be needed to accommodate the full range of socioeconomic requirements. In addition, to power electrical transport, 1,515 km2 of land will be required for solar, 1,672 km2 for wind and 5 km2 for expansion of the average nuclear power station by 2050. This will be approximately doubled for hydrogen provision due to the additional energy and conversions required to generate hydrogen.In reality the finer scale mix between hydrogen and electric transport types in the future will depend on geographical location and resource availability. Rural areas may favour hydrogen power due to range restrictions, with electric transport more readily suited to urban areas with greater installed infrastructure. To reduce the requirements for additional electricity and maximise carbon output decreases, minimising the impact on NC and ES, policymakers need to focus on encouraging a modal shift towards low carbon public transport from private vehicles and to ensure a more sustainable route to decarbonising transport.

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“…Scenarios are an alternative picture of the future of an issue that become a focus of discussion, to provide a coherent framework for evaluation and comparison. The scenario approach has been widely used for sustainability issues since the mid-20th century until now including in energy, climate change and transportation sectors [38]. The scenario approach can be used to analyse how driving factors influence outcomes and assess uncertainty [39].…”

Section: Development Of Recycling Scenariomentioning

confidence: 99%

A Methodological Approach to Assess the Potential of Non-Recycled Waste for Refuse Derived Fuels Material

Nurhadi

Prianto

2020

E3S Web Conf.

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Modernization of waste processing through Waste-to-Energy has been a new trend to solve waste management and energy scarcity. This model however it may raise a conflict with recycling activities. This article establishes a methodological approach to assess Non-Recycled Waste for Refuse Derived Fuels materials. The approach is simulated by using calorific value of waste from Semarang Landfill which has calorific value 5,500 to 6,070 kcal/kg and waste composition of Banjarmasin Landfill which has been classified according to recycling perspective. The simulation shows that a low recycling rate (25% plastic and paper taken for recycling) will produce 3,882 kcal/Kg while a high recycling rate (50%) will produce 3,793 kcal/Kg. This simulation successfully calculates that non-recycled waste materials are still potential for RDFs materials.

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Socio-technical scenarios and local practice – Assessing the future use of fossil-free alternatives in a regional energy and transport system

Cited by 9 publications

References 43 publications

Littering the City or Freedom of Mobility? The Case of Electric Scooters

Littering the City or Freedom of Mobility? The Case of Electric Scooters

Decarbonising UK transport: Implications for electricity generation, land use and policy

A Methodological Approach to Assess the Potential of Non-Recycled Waste for Refuse Derived Fuels Material

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