Tag: electric vehicles (EVs)

How electric planes could help clean up the skies

7 August 2019

Electrification
Turbine blades of turbo jet engine for passenger plane, aircraft concept, aviation and aerospace industry

You probably haven’t heard the phrase “flygskam” before. But you might have felt it. The recently coined Swedish term refers to the a shame or embarrassment caused by flying and its effect of the environment.

It’s not an uncommon feeling either, with 23% of people in the country now claiming to have abstained from air travel in the past year to lessen their climate impact. From electric cars to cleaner shipping, transport is undergoing dramatic change. However, aviation is proving more difficult to decarbonise than most forms of transportation.

As airports, cargo and the number of passengers flying every day continues to expand, the need to decarbonise air travel is more pressing than ever if aviation is to avoid becoming a barrier to climate action.

For other transport sectors facing a similar dilemma, electrification has proved a key route forward. Could the electrification of aeroplanes be next?

The problem with planes

Aeroplanes still rely on fossil fuels to provide the huge amount of power needed for take-off. Globally flights produced 859 million tonnes of carbon dioxide (CO2) in 2017. The aviation industry as a whole accounts for 2% of all emissions derived from human activity and 12% of all transport emissions. Despite growing awareness of the contribution CO2 emissions make to causing the climate change emergency, estimates show global air traffic could quadruple by 2050.

Electrification of air travel presents the potential to drastically cut plane emissions, while also offering other benefits. Electric planes could be 50% quieter, with reduced aircraft noise pollution potentially enabling airports to operate around the clock and closer to cities.

Electric planes could also be as much as 10% cheaper for airlines to operate, by eliminating the massive expense of jet fuel, and fewer moving parts making electric motors easier to maintain compared to traditional jets. These cost savings for airlines could be passed on to passengers and businesses needing to move goods in the form of cheaper flights.

But while the benefits are obvious, the pressing question is, how feasible is it?

The race to electric planes

Start ups are now racing to develop electric planes that will reduce emissions – such Ampaire and Wright Electric. The latter has even partnered with EasyJet to develop electric planes for short-haul routes of around 335-mile distances, which make up a fifth of the budget carrier’s routes.

EasyJet going electric? (Source: easyjet.com)

EasyJet has highlighted London to Amsterdam as a key route they hope Wright Electric’s planes will operate, with potential for other zero-emission flights between London and Belfast, Dublin, Paris and Brussels. The partners aim to have an electric passenger jets on the tarmac by 2027.

Ahead on the runway, however, is Israeli firm Eviation, which recently debuted a prototype for the world’s first commercial all-electric passenger aircraft. Named ‘Alice’ the craft is expected to carry nine passengers for 650 miles and could be up and running as early as 2022.

The challenge these companies face, however, is developing the batteries needed to power electric motors capable of delivering the propulsion needed for a plane full of passengers and luggage to take off. Currently, batteries don’t have anywhere near the energy density of traditional kerosene jet fuel – 60% less.

Alice’s battery is colossal, weighing 3.8 metric tons and accounting for 60% of the plane’s overall weight. By contrast, traditional planes allocate around 30% of total weight to fuel. As conventional jets burn fuel, they get lighter, whereas electric planes would have to carry the same battery weight for the full duration of a flight.

Closer to home, on Scotland’s Orkney Islands, electric planes could be perfectly suited to replace expensive jet fuel on the region’s super-short island hopping service. There’s little need for range-anxiety, with the longest flight, from Kirkwall to North Ronaldsay, lasting just 20 minutes and the shortest taking less than two minutes, between the tiny islands of Papa Westray and neighbouring Westray.

Orkney is already known for its renewable credentials, exporting more wind-generated power to the grid than it is able to consume. The local council plans to investigate retrofitting its eight-seater aircraft, which carried more than 21,000 passengers last year, with electric motors as early as 2022.

Taking electric long haul

The planes currently under development by Ampaire, Wright Electric and Eviation are small aircraft, only capable of short distance flights. This is a long way behind the lengths capable of traditional fossil fuel-powered jets built by airline industry stalwarts, Airbus and Boeing, which are making their own move into electrification.

Ampaire: electric but only for short distances (Source: Ampaire.com)

Even with drastic developments in battery technology, however, Airbus estimates its long-haul A320 airliner, which seats between 100 and 240 passengers, would only be able to fly for a fifth of its range as an electric plane and only manage to carry half its regular cargo load. Elsewhere, French jet engine-maker Safran predicts that full-size, battery-powered commercial aircraft won’t become a reality until 2050 at the earliest.

However, if going fully electric may not yet be possible for large, long-haul planes, hybrid aircraft, which use both conventional and electric power, offer a potential middle ground.

A team comprising Rolls-Royce, Airbus and Siemens are working on a project set to launch in 2021 called E-Fan X, which would combine an electric motor with a BAE 146 aircraft’s jet engine.

Airbus say they may have to reduce their cargo to go electric (Source: www.airbus.com)

Hybrid models aim to use electric engines as the power source for the energy-intensive take-off and landing processes, saving jet fuel and reducing noise around airports. Then, while the plane is in the air, it would switch to conventional kerosene engines, which are most efficient when the plane reaches cruising altitude. Airbus aims to introduce a hybrid version of their best-selling single-aisle A320 passenger jet by 2035.

While start ups and established jet makers jostle to get electric and hybrid planes off the ground, there are other ideas around reducing aviation emissions.

Technology of the future for decarbonising planes

The University of Illinois is working with NASA to develop hydrogen fuel cells capable of powering all-electric air travel. Hydrogen fuel cells work by combining hydrogen and oxygen to cause a chemical reaction that generates an electric current. While the ingredients are very light, the problem is they are bulky to store, and on planes making effective use of space is key.

Researchers are combatting this by experimenting with cryogenically freezing the gases into liquids which makes them more space-efficient to store, but makes refuelling trickier as airports would need the infrastructure to work with the freezing liquids.

There have also been experiments into solar-powered planes. In 2016, a team of Swiss adventurers succeeded in flying around the world in an aircraft that uses solar panels on its wings to power its propellers. With a wingspan wider than a Boeing 747, but weighing just a fraction of a traditional jet, the Solar Impulse 2 is capable of staying airborne for as long as six days, though only able to carry a lone pilot.

While the feat is impressive the Solar Impulse team says the aim was to showcase the advancement of solar technology, rather than develop solar planes for mainstream usage.

Elsewhere, MIT engineers have been working on the first ever plane with no moving parts in its propulsion system. Instead, the model uses ionic wind – a silent but hugely powerful flow of ions produced aboard the plane. Ionic wind is created when a current is passed between a thick and thin electrode. With enough voltage applied, the air between the electrodes produces thrust capable of propelling a small aircraft steadily during flight. MIT hope that ionic wind systems could be paired with conventional jets to make hybrid planes for a range of uses.

A general blueprint for an MIT plane propelled by ionic wind (Source: MIT Electric Aircraft Initiative, news.mit.edu)

Like any emerging technology, it will take time to develop these alternative power sources to reach the point where they can safely and securely serve the global aviation industry.

However, it’s clear that the transition away from fossil fuels is underway.

Flying as we know it has been slow to adapt, but with a growing awareness and levels of “flygskam” among consumers, there is greater pressure on the industry to decarbonise and lay out positive solutions to cleaner air travel.

Electricity and magnetism: the relationship that makes the modern world work

30 January 2019

Power generation

Locked in a Parisian vault and stored in a double set of bell jars is a small cylinder of metal. Made of platinum-iridium, the carefully guarded lump weighs exactly one kilogram. But more than just weighing one kilogram, it is the kilogram from which all other official kilograms are weighed.

International prototype kilogram with protective double glass bell

Known as the International Prototype Kilogram, or colloquially as Le Grand K, the weight was created in 1889 and has been carefully replicated to offer nations around the world a standardised kilogram. But over time Le Grand K and its clones have slightly deteriorated through wear and tear, despite extremely careful use. In an age of micro and nanotechnology, bits of metal aren’t quite accurate enough to dictate global weighs and so as of May this year it will no longer be the global measurement for a kilogram. An electromagnet is part of its replacement.

An electromagnet is effectively a magnet that is ‘turned on’ by running an electric current through it. Cutting the current turns it off, while increasing or decreasing the strength of the current increases and decreases the power of the magnet.

It can be used to measure a kilogram very precisely thanks to something called a Kibble Balance, which is essentially a set of scales. However, instead of using weights it uses an electromagnet to pull down one side. Because the electric current flowing through the electromagnet can be increased, decreased and measured very, very accurately, it means scientists can define any weight – in this case a kilogram – by the amount of electrical current needed to balance the scale.

This radical overhaul of how weights are defined means scientists won’t have to fly off to Paris every time they need precise kilograms. Beyond just replacing worn-out weights, however, it highlights the versatility and potential of electromagnets, from their use in electricity generation to creating hard drives and powering speakers.

The simple way to make a magnet

Magnets and electricity might at first not seem closely connected. One powers your fridge, the other attaches holiday souvenirs to it. The former certainly feels more useful. However, the relationship between magnetic and electric fields is as close as two sides of the same coin. They are both aspects of the same force: electromagnetism.

Electromagnetism is very complicated and there’re still aspects of it that are unknown today. It was thinking about electromagnetism that led Einstein to come up with his theory of special relativity. However, actually creating an electromagnet is relatively straightforward.

All matter is made up of atoms. Every neutral atom’s core is made up of static neutrons and protons, with electrons spinning around them. These electrons have a charge and a mass, giving the electrons a tiny magnetic field. In most matter all atoms are aligned in random ways and effectively all cancel each other out to render the matter non-magnetic. But if the atoms and their electrons can all be aligned in the same direction then the object becomes magnetic.

A magnet can stick to an object like a paperclip because its permanent magnetic field realigns the atoms in the paperclip to make it temporarily magnetic too – allowing the magnetic forces to line up and the materials to attract. However, once the paper clip is taken away from the magnet its atoms fall out of sync and point in random directions, cancelling out each other’s magnetic fields once again.

Whether a material can become magnetic or not relies on a similar principal as to whether it can conduct electricity. Materials like wood and glass are poor conductors because their atoms have a strong hold over their electrons. By contrast, materials like metals have a loose hold on their electrons and so are good conductors and easily magnetised. Nickle, cobalt and iron are described as ferromagnetic, because their atoms can stay in sync making them a permanent magnet. But when magnets really become useful is when electricity gets involved.

Putting magnets to work

Running an electric current through a material with a weak hold on its electrons causes them to align, creating an electromagnetic field. Because of the relationships between electric and magnetic fields, the strength of the electromagnet can also be altered by increasing or decreasing the current, while switching the flow of the current will flip its north and south poles.

Having this much control over a magnetic field makes it very useful in everyday life, including how we generate electricity.

Find out how we rewind a generator core in a clean room at the heart of Drax Power Station

Inside each of the six generator cores at Drax Power Station, is a 120-tonne rotor. When a voltage is applied, this piece of equipment becomes a massive electromagnet. When steam powers the turbines to rotate it at 3,000 rpm the rotor’s very powerful magnetic field knocks electrons in the copper bars of the surrounding stator out of place, sending them zooming through the metal, in turn generating an electrical current that is sent out to the grid. The 660 megawatts (MW) of active power Drax’s Unit 1 can export into the national transmission system is enough to power 1.3 million homes for an hour.

Beyond just producing electricity, however, electromagnets are also used to make it useful to everyday life.  Almost anything electric that depends on moving parts, from pumping loud speakers to circuit breakers to the motors of electric cars, depend on electromagnets. As more decarbonisation efforts lead to greater electrification of areas like transport, electromagnets will remain vital to daily life into the future.

How to get more EVs on the roads

25 January 2019

Electrification

From school runs to goods deliveries, getting from A to B is crucial to life in modern Britain. However, a progress report by the Committee on Climate Change (CCC) found that in 2017 transport was the largest greenhouse gas (GHG)-emitting sector in the UK, accounting for 28% of total emissions. Within domestic transport, cars, vans and HGVs are the three most significant sources of emissions, accounting for 87% of the sector’s emissions.

A zero carbon future relies on a major shift away from petrol and diesel engines to electric transport. A recent report, Energy Revolution: A Global Outlook, by academics from Imperial College London and E4tech, commissioned by Drax, examines the decarbonisation efforts of 25 major countries. The report found the UK ranked sixth in sales of new electric vehicles (EVs) in the 12 months to September 2018 and seventh for the number of charging points available.

The government’s Road to Zero strategy outlines the country’s target for as many as 70% of new car sales to be ultra-low emission by 2030, alongside up to 40% of new vans. It has, however, been criticised by the Committee on Climate Change as not being ambitious enough. A committee of MPs has suggested 2032 becomes the official target date for banning new petrol and diesel cars, rather than 2040 called for in the strategy.

Even as the range of EVs on the market grows, getting more low-emission vehicles on roads will require incentives and infrastructure improvements. Here’s how some of the countries leading the shift to electrified transport are driving adoption.

Expanding charging infrastructure

One of major barriers to EV adoption is a lack of public charging facilitates, coupled with reliability issues across a network that includes both old hardware and a plethora of apps and different connections. No one wants to set off on a long journey unsure of whether they’ll be able to find a recharging point before their battery goes flat.

According to the Energy Revolution report, there is one charger for every 5,000 people in the UK, compared to one for every 500 people in Norway, the leading country for charging points. The Scandinavian country’s government has invested heavily in its policy of placing two fast charging stations for every 50 km of main road, covering 100% of the cost of installation.

Government support has also been crucial in second and third ranked countries, The Netherlands and Sweden, respectively. The Dutch Living Lab Smart Charging is a collaboration between government and private organisations to use wind and solar to change vehicles. While Sweden has combined its ‘Klimatklivet’ investment scheme for both public and private charge points, with experiments, such as charging roads.

China, where half of the world’s 300,000 charge points are located, has issued a directive calling for the construction of 4.8 million electric charging points around the country by 2020. It’s also assisting private investments to make charging stations more financially viable.

The UK’s Road to Zero Strategy is to expand charging infrastructure through a £400 million joint investment fund with private investors.

Drax’s Energising Britain report found the UK is on track to meet its 2030 target of 28,000 installed chargers ahead of time. However, deployment still clusters around London, the South East and Scotland.

More direct government incentives or policies may be needed to balance this disparity and in the UK, the Scottish Government is leading the pack with a 2032 ban on new petrol and diesel cars plus a range of initiatives including public charging networks and the Switched on Towns and City Fund.

Charging points are necessary for electrified roads. However, it’s a chicken-and-egg situation –more chargers don’t mean more EVs. Getting more EVs on roads also requires financial incentive.

Money makes the wheels go around  

Putting infrastructure in place is one thing, but the reality is EVs are expensive, especially new ones and cold hard cash is an important driver of adoption.

Financial incentives have been a part of Norway’s policies since the 1980s, with the country’s high fuel prices, compared to the US for example, further helping to make EVs attractive. Current benefits for EV owners include: no import or purchase taxes, no VAT, no road tax, no road tolls, half price on ferries and free municipal parking. There are also non-financial incentives such as bus-lane usage.

Sweden, the second ranked country for new EV sales in 2018, is a similar case where high fuel prices are combined with a carrot-and-stick approach of subsidies for EVs and rising road taxes for fossil fuel-powered vehicles, including hybrids.

The UK has had a grant scheme in place since 2011, but last year removed hybrid vehicles from eligibility and dropped the maximum grant for new EV buyers from £4,500 to £3,500. EVs are also exempt from road taxes. In April 2019, Transport for London is implementing a Low Emissions Zone (ULEZ) which exempts EVs from a daily charge.

Subsidies for both buyers and vehicle manufacturers have been a cornerstone of China’s policies, with support coming up to around $15,000 per vehicle. Chinese EV buyers can also skip the lottery system for new license plates the country has in place to reduce congestion.

Heavy subsidies have allowed the country to claim as much as 50% of the entire EV passenger market, however, it makes change expensive and the government is now preparing to find a more sustainable way of driving adoption.

Preparing for transport beyond subsidies

China isn’t afraid to strong-arm manufacturers into building more EVs. Companies with annual sales of more than 30,000 vehicles are required to meet a quota of at least 10% EVs or hybrids. However, the government has begun to scale back subsidies in the hope it will drive innovation in areas such as batteries, robotics and automation, which will in turn reduce the price for end consumers.

Norway, which owes so much of its decarbonisation leadership in low-carbon transport to subsidies, is also grappling with how to move away from this model. As EVs creep increasingly towards the norm, the taxes lost through EV’s exclusions become more economically noticeable. While the government says the subsidies will remain in place until at least 2020, different political parties are calling to make the market commercially viable.

There is also concern the schemes only pass on savings to those who can afford new EV models, rather than the wider population, who face higher taxes for being unable to upgrade.

It’s not just governments’ responsibility to make new markets for EVs sustainable, but for business to innovate within the area too. Drax Group CEO Will Gardiner recently said his company must help to “ensure no-one is left behind through the energy revolution”.

That’s a view welcomed by politicians from all sides of the political spectrum concerned not just about mitigating man-made climate change but also to ensure a ‘just transition’ during the economy’s decarbonisation.

Energy and Clean Growth Minister Claire Perry spoke at an Aldersgate Group event in London in January:

“It’s been very easy, in the past, for concerns about the climate to be dismissed as the worries of the few, not the many. Luckily, we’ve been able to strip out a lot of the myths surrounding decarbonisation and costs –but we have to be mindful that this is a problem which will have to be solved by the many, not just the middle class.”

Many countries have set ambitious targets for when the ban of new petrol and diesel vehicles will come into effect. Government involvement and subsidies will be crucial but may prove economically challenging in the longer term.

Explore the full reports:

Energy Revolution: A Global Outlook

I. Staffell, M. Jansen, A. Chase, E. Cotton and C. Lewis (2018). Energy Revolution: Global Outlook. Drax: Selby.

Energising Britain: Progress, impacts and outlook for transforming Britain’s energy system

I. Staffell, M. Jansen, A. Chase, C. Lewis and E. Cotton, (2018). Energising Britain: Progress, impacts and outlook for transforming Britain’s energy system. Drax Group: Selby.

 

Where does global electricity go next?

12 December 2018

Power generation

Since the Paris Agreement came into effect in November 2016, it’s fair to say many countries have taken up the vital challenge of decarbonisation in earnest.

However, not all are making progress at the same rate. Many are not implementing the agreement at the pace needed to mitigate climate change, and keep the average global temperature increase well below 2oC of pre-industrial levels. Certainly not enough to limit the increase to 1.5oC by 2050, which the majority of climate scientists believe is necessary for the planet is to avoid dire consequences.

Last year even saw renewable energy investment fall 7%, while the money going into fossil fuels grew for the first time since 2014. And data released by the International Energy Agency (IEA) at the beginning of this month’s UN Climate Change Conference (COP24) in Katowice, Poland, found that 2017 was also the first for five years seeing an increase in advanced economies’ carbon emissions.

Despite this, there is much positive work towards decarbonisation.

A new report, Energy Revolution: A Global Outlook, by academics from Imperial College London and E4tech, commissioned by Drax, looks into the core areas and activities required to decarbonise the global energy system – and which countries are performing them to good effect. In doing this, the report also looks at how the UK stands in comparison and what steps countries need to take to truly decarbonise.

Here are the key indicators of decarbonisation and how countries around the world are performing towards them.

Dam in Hardangervidda, Norway

Clean power

At the forefront of reducing emissions and curbing climate change is the need to decarbonise electricity generation and move towards renewable sources.

Last year the global average carbon intensity was 440 grams of carbon dioxide (CO2) per kilowatt-hour (g/kWh). Out of the 25 major countries the report tracks, 16 came in below average, with seven of these falling under the long-term 50 g/kWh goal.

Leading the rankings are Norway, France and New Zealand, which have a near-zero carbon intensity for electricity generation, thanks to extensive hydro and nuclear power capacity.

At the other end of the table, China, India, Poland and South Africa remain wedded to coal, producing up to twice the global average CO2 for electricity generation. This comes despite China having installed two and a half times more renewables than any other country – it now boasts 600 gigawatts (GW) of renewable capacity.

Per person, Germany is leading the renewablesdrive with almost 1 kW of wind and solar capacity installed per person over the last decade. Despite this, as much as 40% of its electricity still comes from coal.

Part of the challenge in moving away from coal to renewables is economic, as many countries continue to subsidise their coal industries to keep electricity affordable. Phasing out these subsidies is therefore key to switching to a low-carbon generation system. Doing this works, as demonstrated by the example of Denmark, which cut its fossil fuel subsidies by 90% over the past decade, in turn successfully cutting its coal generation by 25%.

The UK’s carbon pricing strategy, which adds £16 per tonne of CO2emitted on top of the price set by the European emissions trading system (EU ETS), has led the carbon intensity of Great Britain’s electricity to more than halve in a decade. It highlights how quickly and effectively these kinds of fees can make fossil fuels uneconomical. Since 2008 the UK has removed more than 250 g/kWh from its electricity production.

Carbon capture and storage

In many future looking climate scenarios, keeping the earth’s temperature below a 2oC increase depends on extensive deployment of carbon capture technology – capturing as much as 100 billion tonnes of CO2 per year. Storing and using carbon is clearly forecast to be a major part of any attempt to meet the Paris Agreement, but at present there are few facilities carrying it out at scale.

Around the world today there are 18 large-scale carbon capture and storage (CCS) units running across six countries with a total capacity to capture 32 million tonnes of CO2 per year (MtCO2p.a). Another five facilities are under construction in three countries to add another 7 MtCO2p.a of global capacity. In the UK, Drax Power Station is piloting a bioenergy carbon capture and storage programme that could make it the world’s first negative emissions power station.

The USA has the greatest total installed capacity at 20 MtCO2p.a., but per person it ranks behind Norway, Canada and Australia. Their smaller populations give them more than 200 kg of carbon capture capacity per person per year.

Oil platform off the coast of Australia

These figures are well below the 100 billion tonnes the IEA estimates need to be stored by 2060 to prevent temperatures reaching 2oC more. However, considering the US alone has a potential storage capacity of more than 10 trillion tonnes of CO2, the potential of storage is not expected to be a problem.

Using depleted oil or natural gas fields as storage for captured carbon is being explored in a number of regions, with the US establishing several projects with more than 1 million tonnes in capacity. In 2019, Australia will open the world’s largest CO2store with the capacity to capture between 3.4 million and 4 million tonnes a year from Chevron’s Gorgon gas facility.

Considering the storage capacity available globally, it’s a matter of deploying the necessary technology for CCS to have a significant impact on emissions and global warming. The UK is perhaps a typical example of where CCS is at present with estimated storage capacity of 70 billion tonnes, as much as half of the entire EU combined. By repurposing North Sea oil and gas fields in partnership with Norway, the UK could pool its carbon storage capacity.

Electrification

Electricity generation is one of the main targets for emissions reductions globally. As a result of the progress that’s been made in this field, many future-looking scenarios highlight the important of electrification in other sectors, such as transport, in turn making them less carbon intensive.

Transport is leading the charge globally – there are now 10 different countries where one of every 50 new vehicles sold is electric. In Norway, this ratio is almost one in two, thanks in part to generous tax exemptions as well as non-financial incentives like access to bus lanes and half-price ferries.

Perhaps surprisingly, China is the world’s largest electric vehicle (EV) market. It may still use significant amounts of coal, but its commitment to reducing urban air pollution has seen it push EVs heavily, and it now accounts for 50% of the global battery EV market on its own.

Chinese electric car charging stations

Of course, adoption of EVs requires the supporting infrastructure to be truly successful. In conjunction with its high sales, Norway leads the way in charging points per capita, with one for every 500 people. This compares to one charger for every 5,000 people in the UK and one for every 10,000 people in China.

Electrification also affects the energy intensity of country’s transport systems and while it may be the largest EV market, China’s rise in private vehicles has been largely driven by petrol and diesel models. The result is the largest increases in transport energy intensity and emissions has taken place in China, Indonesia and India, respectively.

Domestic energy intensity is also rising in China, Indonesia and South Africa, as greater numbers of people gain access to appliances and home comforts. Conversely in Europe, Portugal, Germany and the Netherlands have all seen their domestic energy intensity drop in the last decade. However, this may be the lingering effect of the 2008 recession rather than long-term efficiency improvements.

The efficiency of industrial processes is also an important barometer in decarbonisation. Activities like mining and manufacturing require heavy-duty diesel-powered machinery and often coal-powered generators, especially in BRIC nations. The exception is China, where plans to get the 1,000 most energy-intensive companies to reduce their energy consumption per unit of GDP produced by 20% over the last five years, has proved fruitful.

Norway’s heavily-electrified industries, however, are still energy intensive and its level of carbon intensity is vulnerable to fluctuations in power generation prices.

Electrification and reduced emissions require government policies to put in motion behavioural changes that can lead to lasting decarbonisation. “Robust carbon pricing is one of the most effective tools to enabling a zero carbon, lower cost energy future,” Drax Group CEO Will Gardiner commented recently.

Welcoming a November report by the Energy Transitions Commission, Gardiner said:

“The cost of inaction far outweighs the cost of doing something now.”

Explore the full report: Energy Revolution: A Global Outlook.

I. Staffell, M. Jansen, A. Chase, E. Cotton and C. Lewis (2018). Energy Revolution: Global Outlook. Drax: Selby.

Drax commissioned independent researchers from Imperial College London and E4tech to write Energy Revolution: A Global Outlook, which looks into the core areas and activities required to achieve decarbonisation – and which countries are performing them to good effect. In doing this it also looks at how the UK stands in comparison and what steps countries need to take to truly decarbonise.

Energy Revolution: A Global Outlook

5 December 2018

Carbon capture

Read the full report [PDF]

The global energy revolution

As a contribution to COP24, this report informs the debate on decarbonising the global energy system, evaluating how rapidly nations are transforming their energy systems, and what lessons can be learned from the leading countries across five energy sectors.

It was commissioned by power utility Drax Group, and delivered independently by researchers from Imperial College London and E4tech.

Clean power

  • Several countries have lowered the carbon content of their electricity by 100 g/kWh over the last decade. The UK is alone in achieving more than
    double this pace, prompted by strong carbon pricing.
  • China is cleaning up its power sector faster than most of Europe, however several Asian countries are moving towards higher-carbon electricity.
  • Germany has added nearly 1 kW of renewable capacity per person over the last decade. Northern Europe leads the way, followed by Japan, the US and China. In absolute terms, China has 2.5 times more renewable capacity than the US.

Fossil fuels

  • Two-fifths of the world’s electricity comes from coal. The share of coal generation is a key driver for the best and worst performing countries in clean power.
  • Coal’s share of electricity generation has fallen by one-fifth in the US and one-sixth in China over the last decade. Denmark and the UK are leading the way. Some major Asian nations are back-sliding.
  • Many European citizens pay out $100 per person per year in fossil fuel subsidies, substantially more than in the US or China. These subsidies are growing in more countries than they are falling.

Electric vehicles

  • In ten countries, more than 1 in 50 new vehicles sold are now electric. China is pushing ahead with nearly 1 in 25 new vehicles being electric and Norway is in a league of its own with 1 in 2 new vehicles now electric, thanks to strong subsidies and wealthy consumers.
  • There are now over 4.5 million electric vehicles worldwide. Two thirds of these are battery electric, one third are plug-in hybrids. China and the US together have two-thirds of the world’s electric vehicles and half of the 300,000 charging points.

Carbon capture and storage

  • Sufficient storage capacity has been identified for global CCS roll-out to meet climate targets, but large-scale CO2 capture only exists in 6 countries.
  • Worldwide, 5 kg of CO2 can be captured per person per year. The planned pipeline of CCS facilities will double this, but much greater scale-up is needed as this represents only one-thousandth of the global average person’s carbon footprint of 5 tonnes per year.

Efficiency

  • Global progress on energy intensity is mixed, as some countries improve efficiency, while others increase consumption as their population become wealthier.
  • Residential and transport changes over the last decade are mostly linked to the global recession and technological improvements, rather than behavioural shift.
  • BRICS countries consume the most energy per $ of output from industry. This is linked to the composition of their industry sectors (i.e. greater manufacturing and mining activity compared to construction and agriculture).

continued … [View PDF]

I. Staffell, M. Jansen, A. Chase, E. Cotton and C. Lewis (2018). Energy Revolution: A Global Outlook. Drax: Selby.

View press release:

UK among world leaders in global energy revolution

How do you charge an electric car?

20 September 2018

Electrification

When you’re travelling to another continent there are few things more irritating to forget than a plug adapter. Thankfully, they’re relatively easy to buy, even if it means putting holiday plans on hold for half an hour.

But what if rather than having the wrong plug to charge a phone abroad, you found yourself unable to plug in your electric vehicle (EV) on your own street?

It’s a situation that could soon become a reality as different vehicle manufacturers release new models and different energy and charging companies expand their recharging networks, not all of which can connect with each other.

Fragmentation among charging networks, confusing cables and meeting increased electricity demand are all challenges the UK needs to solve to enable all-electric vehicles and cut transport emissions.

EV charging at Drax Power Station, North Yorkshire

Around the country there are more than 17,600 public charge points for EVs to power up at, offered by 35 different charging networks. While some offer connectors that plug straight into cars, others require motorists to use their own cables and connect the ports.

But, similarly to how different models of smartphone often require a different type of charging cable, not all EVs can plug into to the same chargers or use the same protocol to link their batteries to the charging system. It’s something that, without standardisation, could lead to fragmentation and become a major pain point for electric vehicle owners, as well a barrier to more widespread adoption.

Currently car makers in Germany are united in backing a what’s known as combined charging system (CCS), but Japanese manufactures support making CHAdeMO (standing for Charge de Move) the standard protocol, which requires a different type of connecting cable to CCS.

Tesla uses its own network Supercharger points, and although its cars can recharge at other charge points (if the driver has their adapter with them), other manufacturers’ vehicles can’t yet recharge at Tesla Superchargers.

Then there’s China. The world’s largest market, where 200 million EVs are expected to be on the roads by 2040, uses an entirely different, GB/T system. Keen to avoid missing out on such a lucrative market Tesla has added a BG/T charging port to its model X vehicles.

Currently, Europe uses the same charging infrastructure as the UK and the larger charging networks operate the same service across the continent. As is the case when setting out on a long drive anywhere though, it’s worth checking where charge points are before setting off.

It may be confusing but it’s still relatively early days for the EV charging industry, and like VHS vs Betamax, there could yet be consolidation across the global market.

Slow, fast, rapid

Expanding where drivers can recharge is key to bringing more EVs onto roads, and in efforts to help grow this, the government has put forward a proposal that all new homes, business and street lights should offer charging points. However, all points do not charge equally and are divided into slow, fast and rapid.

Home charging will be an important part of EV infrastructure, with overnight charging seen as key to managing the increased electricity demand created by substantial EV adoption. It is, however, the slowest and can take six to 12 hours to fully recharge a vehicle.

Fast chargers are those normally found on streets or public destinations, like car parks. For people unable to run a cable from their home to their EV, these will be crucially important, however, they typically require drivers to bring their own connection cable to hook up and can take between two and five hours to fully recharge, depending on the vehicles.

By far the fastest method of EV charging is through rapid charging, which is most-commonly found at motorway service stations. These charge points provide connectors for drivers to plug in and can recharge an EV to 80% in just 30 minutes.

Connector fragmentation, however, could cause some issues at these sites. The likely solution – for the time being – is offering multiple different options, such as at Shell’s recharge points, which house both rapid CCS and CHAdeMO connections, similarly to how traditional pumps might offer both petrol and diesel.

More and smarter charging

As the UK heads towards the 2040 deadline for the end of new petrol and diesel vehicle sales, having the necessary infrastructure to support EV adoption is a key issue to address, according to PwC.

Major companies are making inroads towards addressing this need, with oil giant BP acquiring  Chargemaster, the country’s largest charging network in June. The government is also encouraging further growth through a £400 million fund to be allocated to companies building charging infrastructure.

In addition to allowing more EVs to recharge, smart-grid technology will play an important role in managing how so many are charged without causing surges in demand, or tripping out home or business premises circuits. This can also offer opportunities, such as vehicle-to-grid storage, that enable the National Grid to treat connected EVs like batteries at times of stress.

Electric vehicles are still beginning to appear en mass in the UK. However, their potential to reduce transport emissions makes them an important investment for the government, vehicle manufacturers and energy companies building charging networks. Spreading an understanding of how to charge EVs will help drive returns on those investments.

The race to all-electric vehicles

7 August 2018

Electrification

The practice laps are over, the lights have signalled and the race is well under way in the electric vehicle (EV) market. Some companies got off to a great start but teams from all the world’s biggest car makers have plans to catch up and take the lead.

Auto-manufacturers know fossil fuel-powered cars will eventually be a thing of the past, but which companies and countries are actually putting plans into action to shape the future of road transport?

Money follows ambitions

Today, the EV market is relatively small. Of the 90 million vehicles sold each year EVs account for just 1%. With sales in 2017 of 100,000 across its three models, Tesla was the dominant player in the field, thanks in part to ample press coverage and its outspoken CEO, but also its sporty design and performance setting it apart in a class typically concerned with economy and efficiency. To put that into perspective, Nissan’s Leaf, the best-selling EV of all time, has only ever sold around 300,000 cars having launched in 2010.

Compare these figures to the 1 million-plus Ford F-Series pickup trucks bought last year – almost entirely in the US alone – and it highlights just how far the EV market has to grow before it begins to push out internal combustion engines (ICEs).

Tesla Gigafactory 1 in Nevada (click to view)

But a massive surge in EV adoption has long been expected – the International Energy Agency forecasts a 24% increase by 2030 to 13 million EV sales. The fuel behind this growth includes improved performance, a greater range of choice, lowering prices and increased marketing spending.

For much of this the onus falls on manufacturers, however they will need the support of governments, electricity grids and energy suppliers to ensure the charging infrastructure required is in place to support the forecast growth. Making EVs mass-market will require significant spending from all parties.

Automakers globally now plan to invest as much a $90 billion into EVs and battery technology, according to Reuters. From the US to Japan, Germany to China, car makers are laying out the timeline for EV investment and sales.

🚗 Manufacturer ⚡️ Commitment 📅 Date
TeslaTargets annual sales of 500,0002018
VolvoWill no longer sell cars solely powered by ICEs2019
Nissan20% of sales will be zero-emission vehicles2020
Jaguar Land RoverAll new models will be electric2020
Ford 40% of global models will be electrified (hybrid and EV)2020
TeslaTargets annual sales of 1 million2020
DaimlerTargets annual sales of 100,0002020
SubaruWill launch first full EV model2021
FordWill have 13 new electrified models 2021
TeslaTargets sales of 100,000 electric heavy-duty lorries2022
Porsche50% of new sales will be electric 2023
Volvo Targets 1 million total sales of EVs2025
Daimler15-25% of cars produced will be electric2025
BMW15-25% of sales will be electric2025
VolkswagenWill have 30 new EVs, accounting for 25% of sales2025
Ford70% of vehicles sold will be electrified (hybrid and EV)2025
Renault-Nissan-Mitsubishi AllianceTargets sales of 2 million medium sized and SUV EVs2025
General MotorsTargets sales of 1 million EVs

2026
Aston Martin Targets 25% of sales to be electric2030
HondaTargets 2/3 of sales to be electrified 2030
(Sources: BMI Research & The European Federation for Transport and Environment)

Driving electric transformation

Consumer demand is one driving force in EV adoption, but it’s not the only one. Government action will play a pivotal role in forcing the move away from ICEs to hybrid and electric vehicles. Policy makers see the phase out of petrol and diesel cars as key to reaching Paris Agreement goals and many have begun to set ambitious dates for banning new sales of fossil fuel-powered vehicles.

Date of ban on new sales of
petrol and diesel vehicles		Countries
2025Norway 🇳🇴
2030India 🇮🇳, Denmark 🇩🇰 Ireland 🇮🇪, Israel 🇮🇱, Netherlands 🇳🇱*, Germany 🇩🇪**, Iceland 🇮🇸, Slovenia 🇸🇮, Sweden 🇸🇪
2035United Kingdom 🇬🇧***
2040France 🇫🇷, Taiwan 🇹🇼, Sri Lanka 🇱🇰
2050Costa Rica🇨🇷
* Ban on all non-emission free vehicles
** Resolution not yet passed
*** Under consultation to move from existing 2040 deadline (and to add hybrids)

China, the world’s largest car market, is also in the process of building a timeline to eliminate fossil fuel-powered vehicles having banned 553 car models in January as part of its efforts to curb air pollution. The country is also subsidising EV purchases and offers a potentially huge market for electric car makers. That’s if they can muscle past domestic manufacturers, which accounted for more than half of all EVs produced globally last year.

EV charging in China

Urban environments are the most affected by exhaust pollution and as a result, individual cities are setting their own, more ambitious standards for vehicles. Paris, Mexico City, Madrid and Athens have set 2025 as the date for a ban on all diesel vehicles from their city centres in the interest of public health.

Visible air pollution over Mexico City

Auto-manufacturers know they need to change, regardless of what some politicians may say, and this will mean tough competition to bring the latest and best electric and hybrid cars onto the market.

But ultimately it won’t just be rivalry that advances EVs further into the mainstream. Governments, the energy industry and car companies will need to work together to ensure infrastructure and policies are in place to move completely away from the petrol and diesel models that have driven the roads for so long.


This means rolling out EV charging infrastructure to facilitate millions of passengers getting from A to B as efficiently as they can with ICEs, albeit with lifestyles changes and commuting habits to allow for longer ‘fuelling’ times. Electricians, housebuilders, employers, retailers and local authorities will need to get busy, retrofitting domestic, public and commercial properties, so people can charge up when their vehicles are idle. And it requires smart regulation, smarter power grids, new services from energy companies, automation, investment in storage and behind the meter technology to ensure the necessary power is available when and where it’s needed.

The race may be on and there will be winners and losers along the way, but it’s one many people would like to see end in a draw.

Dude, where’s my autonomous car? How self-driving vehicles will impact electricity

25 April 2018

Electrification

The self-driving car is a sci-fi stalwart. The blend of familiar vehicle combined with advanced-artificial intelligence makes it a perfect symbol of a not-too-distant future which is fast approaching. But what a sci-fi movie is unlikely to show is a self-driving car pulling over for half an hour to fill its tank or recharge its batteries.

As autonomous vehicles gradually inch into our everyday life, the question of how they will be powered arises, as does whether they will be capable of refuelling or recharging without a helping human hand.

With governments around the world setting ambitious targets for the phasing out of diesel and petrol car sales, it’s safe to assume the driverless vehicles of the future will be electric.

But will they be able to charge themselves? More than that, how would a large influx of these cars coming onto our roads affect our national electricity demand and emissions?

How will driverless cars charge themselves?

Development is already well underway to bring human-free charging to the auto world with a variety of approaches being trialled:

  • Robotic charging points

The most straightforward way to enable self-driving electric vehicles (EVs) to charge themselves is through updating existing infrastructure. Adding on robotic limbs to standard charge points would be one way of removing the need for human hands. Tesla previously demonstrated a porotype of a snake-like arm that plugs into its vehicle’s charge points that does exactly this. 

  • Under-car charging

Easier than flailing robotic arms is the idea of charging cars from underneath a parked car. Unsurprisingly, Tesla has patented a version of the technology, too.

While building the technology into the ground adds complications, it could potentially allow cars to be charged while moving – which is exactly what one road in Sweden is doing.

The two kilometre stretch outside Stockholm features a metal track that an arm under EVs can connect to – much like a Scalextric track. The route is divided into 50-metre sections which are electrified separately as vehicles travel over them. Sweden is now planning to roll the concept out nationally.

  • Wireless charging

A step up from under-car charging, wireless technology uses inductive charging rather than physically connecting with the car, and can be installed into parking spaces, or be set into the tarmac.

The problem with this is it’s not as fast as directly connecting with the car. However, implemented at scale, entire roads could constantly charge vehicles when they need a top up.

It would mean that rather than taking EVs home and plugging them in, the city and roads themselves would charge it. But even the idea of keeping a car at home might fade as cars become increasingly autonomous.

Rethinking vehicle ownership

As more of the world’s population move to cities and they grow increasingly congested, car ownership is declining – a trend being further fueled by ridesharing services, like Uber, Lyft and Didi Chuxing in China.

And as services such as these continue to grow in popularity, it could point to a future where rather than owning self-driving cars, they will be shared among urban populations. Lyft Strategist Raj Kapoor suggested the reduced cost of maintenance of shared EVs would make rides cheap enough for the average person to ride in every day.

This could result in fewer cars on the roads as intelligent systems allow them to coordinate sharing across the population, which in turn could lead to a reduction in demand for charging. However, the more intense computing power needed in self-driving vehicles means they will each use more electricity than a standard EV.

Powering these sufficiently will depend on technology and coordination, rather than producing significantly more electricity.

Smarter cars, smarter cities, smarter electricity

Changes in car ownership could mean the total reshaping of cities. If cars don’t need to park for long periods of times on central roadsides and in garages, vehicles could instead be stored on the outskirts of cities when demand for transport is low and make their way into towns as people begin commuting.

This vision of cars, seemingly independently rolling around cities to exactly where they’re needed, depends not on a single car reacting to a single command, but to a network of data points connected to almost every aspect of a city. More than this, there’s even potential these cars could provide power as well as use it.

Vehicle-to-gird (V2G) technology means they can essentially act as batteries and return electricity to the grid when needed. A fully connected network of autonomous cars, linked to buildings, cities and entire electricity networks could be used to help meet demand on a local or national scale, helping avoid fossil fuel usage at times of stress.

While increasing EV usage will likely contribute to an increase in electricity demand, self-driving, smarter vehicles will ensure power is used at efficiently as possible and reduce the number of cars drawing electricity from the grid.

It ultimately means global investment in the charging infrastructure that will create a more connected and economical transport system, which will make widespread EV and autonomous cars a reality.

The electric transport revolution

16 April 2018

Electrification

With rapid technological improvements and falls in battery prices, improving performance and reducing the cost, experts predict that by 2050, 90% of new-build cars will be powered by electricity.

However, it’s not only roads where transport is decarbonising; electricity may soon power more of the world’s trains, plus its planes and boats.

Taking trains forward

The electrification of the rail industry has arguably been in the making for a lot longer than EVs but there’s still progress to be made. Trains are already one of the most-efficient modes of long-distance transport, and Network Rail claims electric models’ carbon emissions are 20% to 35% lower than diesel trains. Electric trains also accelerate and brake faster than diesel-powered models, and cause less wear to tracks.

Electrified trains are already commonplace in many parts of the world – Japan’s famously fast and reliable Shinkansen railways are electric. Meanwhile in the UK, less than 50% of the rail network is electrified, with Transport Secretary Chris Grayling’s recent ‘pause’ on development casting doubts on previous ambitious plans to electrify 850-miles of track.

Nevertheless, advancements are still being made to enable the sector to utilise solar energy as an alternative to the national power grid. The concept would prove cost effective and reduce the carbon footprint of trains even further.

According to a report by climate change charity 10:10 and researchers at Imperial College’s Energy Futures Lab, rail companies could cut their annual running costs by millions of pounds through installing their own trackside solar panels to power electric trains directly. With companies spending around £500 million a year on power, the savings on self-generation would enable them to cut fares for passengers, as well as emissions.

Take off for electric planes

Of all transport modes, air travel has made the least progress in electrification but there’s hope yet. Airbus, Rolls-Royce and Siemens recently teamed up to develop the technology needed to create electrically-powered aircraft. The companies plan to fly a demonstrator aircraft with one of its existing jet engines replaced by an electric unit in 2020.

Paul Stein, chief technology officer at Rolls-Royce, said: “Aviation is the last frontier of the electrification of transport. It could lead to a step change in the way we fly with greater efficiency and less noise.”

These proposed hybrid-electric aircraft are not powered by on-board batteries like EVs but with a gas turbine that generates electricity to drive the propellers. This could reduce fuel consumption by up to 10%, predicted Mark Cousin, head of flight demonstration at Airbus.

Moving to electric aircraft would also help the aviation industry meet EU targets of a 60% reduction in emissions of carbon dioxide (CO2) by 2020, as well as 90% less nitrogen oxides and a noise reduction of around 75%.

UK-based airline EasyJet also announced it could be flying electric planes within a decade and is teaming up with US firm Wright Electric to build battery-powered aircraft.

According to EasyJet, the move would enable battery-powered aeroplanes to travel short-haul routes such as London to Paris and Amsterdam, and Edinburgh to Bristol. Wright Electric is aiming for an aircraft range of 335 miles, which would cover the journeys of about a fifth of EasyJet passengers. The challenge comes in making lithium-ion batteries light and safe enough for the air.

The airline said this was the next step in making air travel less harmful for the environment, after cutting carbon emissions per passenger kilometre by 31% between 2000 and 2016. Wright Electric claims that electric planes will save up to 15% in fuel burn and CO2 emissions, be 50% quieter and 10% cheaper for airlines to buy and operate, with the cost saving potentially passed on to passengers.

Testing new waters

There’s a lot of buzz coming out of the maritime industry too. Every year marine transport emits 1,000 million tonnes of CO2, which is why the International Maritime Organization (IMO) has agreed that a reduction of 50% should come by 2050 compared with 2008 levels. Although the deal fell short of more ambitious targets preferred by those ranging from the European Union to environmental NGOs, the IMO did also commit to pursue efforts toward phasing out CO2 emissions entirely.

As Paris Agreement goals to cut carbon dioxide emissions loom, businesses around the world are innovating.

 

Small fleets of battery-powered boats designed for fjords and inland waterways in Norway, Belgium and the Netherlands are preparing to set sail, including some able to run autonomously without a crew.

Dutch company Port-Liner is also gearing up to launch the first fully-electric, emission-free barges in Europe. Dubbed ‘Tesla’ ships, Port-Liner Chief Executive Officer Ton van Meegen claims these barges would be the first in the world to sail on carbon-neutral batteries. The first six barges alone are expected to remove 23,000 trucks from the roads annually in the Netherlands, replacing them with zero-emission methods of transport.

China also recently launched an electric cargo ship to haul coal which, whilst not doing much for its ambitions to cut pollution, will at least eliminate shipping emissions from diesel engines. Electric ships may not yet be the norm globally but progress is underway to cut the 2.5% of global greenhouse emissions that result from the maritime transport industry.

Once a far-flung fantasy in some areas, electrified transport is fast becoming a reality. EVs and rail are leading the way, but it’s clear the electric transport revolution has a long way to travel.