Downloads / transport

Continuity and Disruption in UK Energy System Change: Mapping Expert Differences – and Understanding their Implications

Mike Kattirtz, University of Edinburgh Energy systems globally are undergoing dramatic changes, and many observers anticipate accelerated changes in the years ahead. The changes are being driven by a combination of high-level national and international policy agreements, as well as more bottom-up, insurgent changes in the cost and performance of energy technologies (supply, storage and use) and also changing consumer behaviours and social practices. Less visibly, energy systems also exhibit strong elements of continuity, in terms of the renewal, extension and repurposing of existing technical infrastructures and institutions. This pattern of both disruptive and continuity-based change, which is particularly evident in the UK energy system, is reflected in energy experts’ varied prescriptions for energy system change. As a result, there are multiple working definitions of the energy system change and system integration, with many questions and uncertainties about future pathways such as the extent of system rescaling, the key public and private agents of change and the extent to which consumers and citizens are likely to play a significant role in driving change. In their review of energy scenarios, McDowall Read more…

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Kattirzi-Continuity-and-disruption-in-UK-energy-system-change.pptx 4.33 MBKattiritz-Continuity-and-disruption-in-UK-energy-sytem-change.pdf 973.16 KB
19th
Sep
2018

Energy Barometer 2016

Deane Somerville, Knowledge Team Manager, Energy Institute The 2016 Energy Barometer Report captures insights from UK energy professionals and enables them to form the energy debate, policymakers, influencers, the industry and the public. Deane Somerville has worked in the Knowledge Team at the Energy Institute for the past three years, and has been involved in the development and production of the Energy Barometer as well as other Knowledge Service products. Prior to joining the EI, he worked in environmental consulting, focusing on contaminated site remediation. Academically, his background is in Geology as well as Energy and Environmental Technology. Deane is a Graduate member of the Energy Institute.  

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Energy_Barometer_2016-Somerville.pdf 1.35 MB
21st
Sep
2016

The CCC Review of Bioenergy

Dr Ute Collier, Committee on Climate Change Discusses the nature of bioenergy in respect to feedstocks, conversion processes, and the potential end uses (heat and/or power, liquid fuels and gaseous fuels), considering current UK production levels. The review seeks to assess the potential role for bioenergy in meeting the carbon budgets, taking account of lifecycle emissions and other sustainability concerns as well as alternative uses for bioenergy feedstocks. It considers the role for bioenergy across different sectors and concludes that around 10% bioenergy penetration may be required to meet the 2050 target, and that this could be sustainable. Key priorities should be to develop CCS, develop bioenergy options, and invest in a range of other low carbon technologies, such as electric vehicles and heat pumps.

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CCC Bioenergy Review Jan 2012.pdf 1.99 MB
31st
Jan
2012

Shipping Emissions Report CCC 2011

Neil Golborne, Committee on Climate Change The review has a number of key messages, including a recognition that current UK international shipping emissions are highly uncertain, but are likely to be in the range 12-16 MtCO2. It is suggested that there is scope for significant emissions reduction in shipping, beyond that targeted by the EEDI, but that this will require new policies. By 2050 UK international shipping emissions could account for up to 11% of allowed emissions, as such, international shipping emissions should ideally be included in the 2050 target. To enable this, the CCC propose three options for their inclusion: 1) In the 2050 target and carbon budgets now; 2) In the 2050 target and carbon budgets when progress has been made developing internationally agreed methodologies; and 3) In the 2050 target now, but in carbon budgets at a later date. The CCC is due to make a recommendation on which option should be pursued in spring 2012.

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Shipping Emissions Report CCC 2011.pdf 1.15 MB
17th
Nov
2011

The Role of Biofuels in Transport

James Primrose, BP Biofuels There are a range of factors that impact on the effectiveness of different fuel use in transport, with liquid fuels generally being preferred in respect to their energy density by volume and mass. If done well, biofuels have the potential to significantly reduce GHG emissions compared to gasoline, with savings ranging from around 50% to over 70% for ethanol from wheat, sugar cane and cellulose. The litres of biofuel that can be obtained on a per hectare basis vary between the feedstock used, the area it is grown, and the process used (bioethanol, biodiesel and advance biofuels). Biofuelled vehicles can make significant contributions to decarbonising transport, even compared to electric vehicles, including through fuel blends for conventional, advance, mid hybrid and full hybrid vehicles. Work on Life Cycle Analysis suggests that whilst hybrid and electric vehicles deliver lower GHG emissions, their embedded emissions can be significant, with battery reliability being a key factor. Based on the BP Energy Outlook 2030, the demand for liquid fuels is expected to increase in non-OECD countries and this will be Read more…

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The Role of Biofuels in Transport 2011.pdf 875.84 KB
22nd
Sep
2011

Transport 2050: the potential role of hydrogen

Professor Paul Ekins, UCL Bearing in mind that transport is part of the wider energy system, scenarios and models to 2050 can help examine a range of potential developments, which all have implications for the future energy system, including the role of: hybrids; electric vehicles; energy storage; fuel cells; biofuels; infrastructure requirements; and transport behaviours. UK MARKEL runs have considered carbon targets and scenarios, carbon emissions, and sectoral analysis (carbon, demand, transport, fuel, biofuels), suggesting that fuels and technologies are very sensitive to a range of assumptions (carbon, technology costs, discount rates and timescale). Consideration of the role for accelerated technology development (ATD) of hydrogen and fuel cells, suggests a need for more public policy attention, taking account of factors such as which technologies to support and to what extent, the need to consider infrastructure requirements and the impact of behaviour and patterns of mobility. Preliminary results suggest that: transport technology choices are sensitive to assumed patterns of demand and that changes in the transport sector have significant impacts on the overall energy system; there are trade-offs between biofuels and Read more…

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Transport 2050 the potential role of hydrogen 2011.pdf 1 MB
22nd
Sep
2011

Is the future electric? A utility perspective

Rufus Ford, SSE Electricity demand scenarios to 2050 from UKERC, DECC, OFGEM, the CCC and others, show a wide range of possible different total demands across buildings and transport. These include differing visions for the level of electrification of domestic and non-domestic heat, as well as transport. Research on Shetland, through the NINES project, shows the potential important role that next generation storage heaters, whole system approaches and energy storage could play. Key to a more electric future, that could support the greater deployment of heat pumps and electric vehicles, will be a smart energy system that can optimise demand response to limit peak loads, whilst reducing network investment costs. A range of barriers to electrification exist including customer inertia, heat pump performance and infrastructure requirements and there remains a mismatch between the vision for an electric future and short term policies, including the need for integrating heat with energy efficiency policy.

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Is the future electric - A utility perspective 2011.pdf 516.96 KB
22nd
Sep
2011

Pathways to a low carbon economy – the role of natural gas and biofuels

Ben Taylor, Shell To 2050 there is an expectation of rising energy demand, increasing supply pressure and growing impacts from climate change. Shell’s response to the challenge is based on supplying more natural gas and biofuels, progressing CCS and improving the energy efficiency of their operations. Gas and biofuels are seen as essential components to a low carbon economy. Gas has both short and long-term advantages for the energy mix: coal to gas switching is the quickest and cheapest way to meet near term emission reduction targets; it is the cheapest and most flexible complementary supply to intermittent renewables; and with CCS is part of a long term solution.  In respect to the growing demand for mobility, for both passengers and freight, there is no single solution, but vehicle efficiency and lower CO2 liquid fuels, particularly biofuels will play important roles.

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Pathways to a low carbon economy the role of natural gas and biofuels - 2011.pdf 940.65 KB
22nd
Sep
2011

Building a Low Carbon Economy

David Kennedy, The Committee on Climate Change Provides a recap of the UK’s Intended and Interim carbon budgets to 2020 and the opportunities for emission reductions by sector covering: power; residential buildings; non-residential buildings and industry; transport; and agriculture. The macroeconomic impacts of the carbon budgets and the impacts of the recession are set out in respect to GDP against cost, emissions, carbon price and financing. The strategy for meeting the carbon budgets includes a requirement to strengthen key policies in respect to: residential buildings by overcoming known barriers (e.g. lack of information, hassle, procrastination and engagement); power markets by addressing the risks for private and social players under the current market arrangements; electric cars through the provision of interim price support for charging, information, and addressing planning barriers.

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Building a Low Carbon Economy 2009.pdf 448.3 KB
21st
Sep
2009

How can Transport Change Enough?

Abigail Bristow, Loughborough University A range of issues for encouraging a shift towards low carbon transport are discussed. Recent trends show that many indicators are moving in the right direction in terms of passengers, freight and vehicles, but there is a need to reinforce and encourage these positive developments to continue. In part, this will require more effort to encourage behaviour change, which is necessary, but currently underplayed in policy, with a preference tending to be shown towards technology solutions. Possible costs of different measures are shown, based on a MAC curve from the Impact Assessment of the Carbon Reduction Strategy for Transport. Ultimately, it is suggested that an overarching framework is needed, whilst the public tend to support ‘pull’ measures, these tend to be less effective and instead there is a need for ‘push’ measures that provide a consistent framework for change, possibly through building support for framing measures if they are perceived to be both fair and effective. To help facilitate change there should also be support for local innovation, as well as support to help develop niche Read more…

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How can transport change enough 2009.pdf 458.45 KB
21st
Sep
2009

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