Energy Provision for Low Carbon Vehicles

Transcription

1 Energy Provision for Low Carbon Vehicles Low Carbon Vehicle Event 2014 Liam Lidstone Strategy Manager 2014 Energy Technologies Institute LLP The information in this document is the property of Energy Technologies Institute LLP and may not be copied or communicated to a third party, or used for any purpose other than that for which it is supplied without the express written consent of Energy Technologies Institute LLP. This information is given in good faith based upon the latest information available to Energy Technologies Institute LLP, no warranty or representation is given concerning such information, which must not be taken as establishing any contractual or other commitment binding upon Energy Technologies Institute LLP or any of its subsidiary or associated companies.

2 Transport in the UK 400bn 1/ % of current UK CO 2 emissions are from HDVs 2050 HDV s proportion is set to increase to approx 30% emissions as other sectors reduce CO billion person-miles are travelled by car each year 10x more than rail and 20x more than bus/coach Only around a third of UK car mileage is in urban areas. Over two thirds of UK mileage is on motorways and major A roads 900,000 By 2050 the number of HDVs on the road could almost double to over 900, bn By 2050 HDVs could be moving over 200bn tonne-km of freight by road every year 16% Light vehicles contribute around 16% of CO 2 emissions 28m There is a total park of over 28m cars

3 Light vehicle options H 2 Has an established, low cost, mature supply chain. Is complementary to fuel supply for heavy duty vehicles Hybridisation, lightweight structures, improved aerodynamics and powertrain efficiency could deliver a 50% reduction in fuel consumption by 2030 with a 10-15% increase in capital cost Can contribute to overall CO 2 emission reduction with relatively minor investment but steps need to be taken to ensure vehicle compatibility soon to enable longer term benefits to be realised Considering both plugin hybrids (PHEVs) and pure battery electric vehicles (BEVs). Hinges on the ability to supply the required electricity Continued innovation could enable hydrogen fuelled vehicles to be successful. Development of a new nationwide hydrogen supply chain would be required for this to be rolled out

4 Energy density requirements and duty cycles are key for HDVs NG The ETI is attempting to demonstrate 30% improvement in fuel efficiency before aerodynamic and lightweighting advances Natural gas and bio-fuels could supplement liquid fuel given compatible vehicles and subject to lifecycle emissions analysis On board storage requirements are challenging as is the ability to support off-highway duty cycles Hydrogen storage density coupled with fuel cell robustness are major challenges for HDVs H 2 Marine 27% Material Handling 2% UK Heavy Duty CO 2 Emissions (kt) by source (2008) Rail 4% Industrial Machinery 6% Agricultural Machinery 14% Marine 27% Rail 4% Off-highway 22% On-highway 47% Articulated HGV 23% Rigid HGV 18% Bus & Coach 6%

5 Transport as part of the wider UK energy system The ETI undertakes analysis of the overall energy system Supply Infrastructure Industry Buildings Transport ESME is used to identify the lowest cost system that meets: End use demands (given available resources) Overall CO 2 limits

6 Advanced sustainable bio-fuels, timing is critical Energy relative to 2010 (TWh/year) 100% 80% 60% 40% 20% 0% 100% 80% 60% 40% Low biofuel (80% reduction in emissions) High biofuel (~95% reduction in emissions) Compatibility with high % blend bio-fuel is needed as falling consumption reduces dilution TOTAL ENERGY IN H2 MODE TOTAL ENERGY IN ELECTRIC MODE TOTAL ENERGY IN BIO-GASOLINE TOTAL ENERGY IN FOSSIL-GASOLINE Parc Total Annual Miles (Billion [1x109] Miles) th+ Owner 9th 8th 7th 6th 5th 4th 3rd 2nd 1st Some vehicles are pre-registered or sold on within first year 28% of mileage 33% of mileage 20% of mileage 19% of mileage 20% 0% TOTAL ENERGY IN BIO-DIESEL TOTAL ENERGY IN FOSSIL-DIESEL Vehicle Age (Years)

7 Meeting vehicle charging requirements Journey arrival times ( ) and Electricity demand profile (7th December 2010) Proportion of all journeys ( ) 5.0% 4.5% 4.0% 3.5% 3.0% 2.5% 2.0% 1.5% 1.0% 0.5% 0.0% Electricity demand (GW) Education (But Excl. Escorting Others) Holiday Base / Day trip In course of work Personal Business (Medical, Eat/drink, Other) Visiting Friends / Socialising / Enterainment / Sports Escorting Others Shopping (Food and Other) Travel to Work Return Home Time of day Electricity demand

8 Network reinforcement costs Cumulative network reinforcement costs ( bn) Year High Uptake of Plug-in Vehicles Medium Uptake of Plug-in Vehicles Low Uptake of Plug-in Vehicles Worst Case Recharging Patterns Recharging Always Overnight

9 Where to support charging Parking availability at homes On-street parking only - 'inadequate' On-street parking only - 'adequate' Off-street parking - owner / occupier Off-street parking - a flat / apartment Off-street parking - rented, but not a flat / apartment

10 Providing a resilient energy supply infrastructure Meeting user energy supply requirements, whilst managing energy capacity constraints Implementing intelligent vehicle charging without compromising vehicle utility Developing greater understanding as to where and to what extent to invest in network reinforcement Utilising the capability of the liquid fuel system Delivering an effective transition pathway for integrating advanced sustainable bio-fuels Integrating liquid and electric fuel supply systems for vehicles Our report on transitioning the light vehicle fleet is available on the ETI s website:

11 Registered Office Energy Technologies Institute Holywell Building Holywell Park Loughborough LE11 3UZ For all general enquiries telephone the ETI on For more information about the ETI visit For the latest ETI news and announcements The ETI can also be followed on