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The decarbonisation of the electricity grid is expected to create new electricity flows. As a result, it may require that network planners make a significant amount of investments in the electricity grids over the coming decades so as to allow the accommodation of these new flows in a way that both the thermal and voltage network constraints are respected. These investments may include a portfolio of infrastructure assets consisting of traditional technologies and smart grid technologies. One associated key challenge is the presence of uncertainty around the location, the timing, and the amount of new demand or generation connections. This uncertainty unavoidably introduces risk into the investment decision-making process as it may lead to inefficient investments and inevitably give rise to excessive investment costs. Smart grid technologies have properties that enable them to be regarded as investment options, which can allow network planners to hedge against the aforementioned uncertainty. This paper focuses on key smart technologies by providing a critical literature review and presenting the latest mathematical modelling that describes their operation.

Climate change is a current phenomenon: the temperatures rise, rainfall patterns are changing, glaciers melt and the average global sea level is rising. It is expected that these changes will continue and that the extreme weather events, such as floods and droughts, will become more frequent and intense. The impact and vulnerability factors for nature, for the economy and for our health are different, depending on the territorial, social and economic aspects. The current scientific debate is focused on the need to formulate effective policies for adaptation and mitigation to climate change. The city plays an important role in this issue: it emits the most greenhouse gas emissions (more than 60% of the world population currently lives in urban areas) and the city is more exposed and vulnerable to the impacts of climate change. Urban planning and territorial governance play a crucial role in this context: the international debate on the sustainability of urban areas is increasing. It’s necessary to adapt the tools of building regulations to increase the quality of energy - environment of the cities. Tema. Journal of Land Use, Mobility and Environment, 2014: INPUT 2014 - Smart City: planning for energy, transportation and sustainability of the urban system

One of the European policy objectives, as envisaged by the EC Transport White Paper, is to reduce Europe’s dependence on imported oil and to cut greenhouse gas emission from transport by 20% by 2030 and by 70% until 2050 (with respect to 2008 levels). For achieving this goal, the role of integrated energy and urban mobility systems are explored as part of a city’s strategy towards sustainability (2011–2020). For developing future scenarios, we used best practice foresight analysis methods, where the desirable future relates to European policy goals. In this research, we adapt the extended metabolism model of a city developed by Newman (1999) and the material and energy flow accounting by Sheerin (2002) to assess the future role of electric vehicles, renewable energy (RE) use for mobility needs and energy efficiency increases for house holds living in the city of Aveiro, a medium-sized city of 78,450 inhabitants in Portugal. The social costs of carbon related to alternative vehicle technologies (electric vehicles) are assessed, along with the integration of RE. Several energy sources were considered: hydric, wind, solar (thermic and photovoltaic) and solid waste (incineration and biogas). A Life-Cycle Assessment analysis was performed for this estimation, where a share of 56% of RE was assumed to be achieved until 2020. It was found that each battery electric vehicle and the use of RE has an external cost associated with climate change of 0.032 €/1000 pkm in 2011 and 0.012 €/1000 pkm in 2020. For the city of Aveiro, this represents an external cost of 7094 € in terms of CO 2 related emissions in 2020. If all conventional fuelled vehicles were replaced by electric bicycles, an energy reduction of 98.1% and an emission reduction of 3893 kg CO 2eq per year (avoided CO 2eq external costs of 5.96M€) could be achieved.

A B S T R A C T While electric vehicles bring numerous environmental benefits during their lifetime, they could be a burden for waste management at the end of life if not managed properly. A circular waste management system, alternatively, suggests exploring the appropriate actions and policies to create the right environment for second-use applications. Such regulatory measures primarily require a temporal estimation of the volume of the end-of-life electric vehicle batteries which helps to distinguish the suitable applications, time, and level of investment in the repurposing market. From an end-of-life flow perspective, the profile of the end-of-life battery stock follows the growth of the electric vehicle market over time and vehicles’ survival age. However, the level of uncertainties about the future trend of these vehicles and their efficiencies makes the end-of-life estimation highly challenging. This paper addresses these uncertainties in end-of-life battery stock estimation in Ireland by (i) modelling the electric vehicle market diffusion based on government policies and customers' preferences, and (ii) estimating electric vehicle lifetime based on a combination of current electric & conventional vehicles. Having the distribution of primary and end-of-life batteries over time, the impact of added value to electric vehicles due to the battery repurposing on their adoption in the first place is investigated. Results confirm the significant influence of government policies on the electric vehicle adoption profile. The temporal estimation of the reuse capacity of the end-of-life batteries indicates that how different levels of regulations and second-use support schemes end up to a different amount of reuse availability in end-of-life battery stock, ranging from several hundred to a few thousand megawatt-hours in 2050. Results also show that to what degree a potential second-use market for end-of-life electric vehicle batteries would increase the growth rate of electric vehicle uptake in Ireland.

La plate-forme Jacket a besoin de gaz et de diesel pour faire fonctionner ses turbines, et en fin de compte, elles produisent des émissions catastrophiques chaque année. Les préoccupations environnementales concernant ces plates-formes nous ont obligés à utiliser une source d'énergie alternative durable et propre. Dans cette étude, 51 sites, sont d'intérêt lorsque les activités pétrolières et gazières sont actuellement en cours sous la forme d'une plate-forme ou de pipelines.Les données significatives du diagramme de dispersion de la hauteur des vagues et de la période des vagues sont collectées à partir des plates-formes de la mer de Chine méridionale.La théorie des vagues linéaires est utilisée pour trouver la puissance des vagues.La période donnée est convertie en période équivalente avant que l'énergie des vagues ne soit déterminée.L' étude montre que l'emplacement n ° 20 est l'emplacement idéal pour déployer le convertisseur d'énergie des vagues Pelamis P2 avec une puissance moyenne potentielle des vagues de 6,61 kW/m. Une seule unité de Pelamis P2 peut produire une production moyenne d'électricité de 91,37 kW/m, y compris les pertes et l'efficacité de la machine, alors qu'une ferme houlomotrice peut générer une production moyenne de 62 GWh/anL' approvisionnement en électricité de 70,3 % de la demande énergétique minimale et de 14,1 % de la demande énergétique maximale, tout en utilisant uniquement un convertisseur d'énergie houlomotrice.Si un système hybride d'énergie éolienne et houlomotrice est utilisé, la production d'énergie augmentera.Les résultats montrent que la ferme houlomotrice pourrait également réduire l'utilisation de gaz naturel jusqu'à 17,6E06 m 3 / an, en évitant l'émission de 12000 tonnes de CO et 54000 tonnes de NOx par an, et peut économiser jusqu'à 20 milliards de RM par an avec la réduction des émissions de gaz naturel. La plataforma Jacket necesita gas y diésel para hacer funcionar sus turbinas, y al final, producen emisiones catastróficas anualmente. Las preocupaciones ambientales con respecto a estas plataformas nos han obligado a utilizar una fuente alternativa de energía que es sostenible y limpia. En este estudio, 51 ubicaciones, son de interés cuando las actividades de petróleo y gas están en curso en la actualidad en forma de una plataforma de camisa o tuberías. Los datos significativos de la altura de las olas y el diagrama de dispersión del período de las olas se recopilan de las plataformas en el Mar del Sur de China. La teoría de las olas lineales se utiliza para encontrar la potencia de las olas. El período de tiempo dado se convierte en un período de tiempo equivalente primero antes de determinar la energía de las olas. El estudio muestra que la ubicación n. ° 20 es el lugar ideal para desplegar el convertidor de energía de las olas Pelamis P2 con una potencia de las olas media potencial de 6,61 kW/m. Una sola unidad de Pelamis P2 puede producir una producción media de electricidad de 91,37 kW/m, incluidas las pérdidas y las eficiencias de la máquina, mientras que una granja de olas puede generar una producción media de 62 GWh/añoEl suministro eléctrico del 70,3 % de la demanda mínima y del 14,1 % de la demanda máxima de energía, utilizando solo el convertidor de energía de las olas. Si se utiliza el sistema híbrido de energía eólica y de las olas, aumentará la producción de energía. Los resultados muestran que el parque de olas también podría reducir el uso de gas natural hasta 17,6E06 m 3 / año, evitando la emisión de 12000 toneladas de CO y 54000 toneladas de NOx anualmente, y puede ahorrar hasta RM 20 mil millones anuales con la reducción de las emisiones de gas natural. The Jacket platform needs gas and diesel to run its turbines, and in the end, they produce catastrophic emissions annually.The environmental concerns regarding these platforms have forced us to utilize an alternative source of energy that is sustainable and clean.In this study 51 locations, are of interest where oil and gas activities are in progress at present in the shape of a jacket platform or pipelines.The significant wave height and wave period scatter diagram data are collected from the platforms in the South China Sea.The linear wave theory is used to find the wave power.The given time period is converted into equivalent time period first before wave energy is determined.The study shows that location no.20 is the ideal location to deploy the wave energy converter Pelamis P2 with a potential mean wave power of 6.61 kW/m A single unit of Pelamis P2 can produce on an average electricity output of 91.37 kW/m including, the losses and machine efficiencies, whereas a wave farm can generate an average output of 62 GWh/ yr.The electricity supply of 70.3 % of the minimum and 14.1 % of the maximum energy demand, while using only wave energy converter.If hybrid wind and wave energy system is used, then energy production will increase.The results show that the wave farm could also reduce the use of natural gas up to 17.6E06 m 3 / year, avoiding the emission of 12000 tonnes of CO and 54000 tonnes of NOx annually, and can save up to RM 20 billion annually with the reduction of natural gas emissions. تحتاج منصة السترة إلى الغاز والديزل لتشغيل توربيناتها، وفي النهاية، تنتج انبعاثات كارثية سنويًا. وقد أجبرتنا المخاوف البيئية المتعلقة بهذه المنصات على استخدام مصدر بديل للطاقة مستدام ونظيف. في هذه الدراسة 51 موقعًا، ذات أهمية حيث تكون أنشطة النفط والغاز قيد التقدم في الوقت الحاضر على شكل منصة أو خطوط أنابيب. يتم جمع بيانات الرسم البياني لارتفاع الموجة وفترة الموجة من المنصات في بحر جنوب الصين. يتم استخدام نظرية الموجة الخطية للعثور على طاقة الموجة. يتم تحويل الفترة الزمنية المعطاة إلى فترة زمنية مكافئة أولاً قبل تحديد طاقة الموجة. تُظهر الدراسة أن الموقع رقم 20 هو الموقع المثالي لنشر محول طاقة الموجة Pelamis P2 بمتوسط طاقة موجة محتملة تبلغ 6.61 كيلو واط/متر. يمكن أن تنتج وحدة واحدة من Pelamis P2 متوسط خرج كهربائي يبلغ 91.37 كيلو واط/متر بما في ذلك الخسائر وكفاءة الماكينة، في حين يمكن لمزرعة الموجة توليد متوسط خرج يبلغ 62 GWh/yr. إمدادات الكهرباء بنسبة 70.3 ٪ من الحد الأدنى و 14.1 ٪ من الحد الأقصى للطلب على الطاقة، أثناء استخدام محول طاقة الأمواج فقط. إذا تم استخدام نظام طاقة الرياح والأمواج الهجين، فسيزداد إنتاج الطاقة. تظهر النتائج أن مزرعة الأمواج يمكن أن تقلل أيضًا من استخدام الغاز الطبيعي حتى 17.6E06 م 3 / سنة، وتجنب انبعاث 12000 طن من ثاني أكسيد الكربون و 54000 طن من أكاسيد النيتروجين سنويًا، ويمكن أن توفر ما يصل إلى 20 مليار رينغيت ماليزي سنويًا مع تقليل انبعاثات الغاز الطبيعي.

In recent years, as people’s awareness of energy conservation, environmental protection, and sustainable development has increased, discussions related to electric vehicles (EVs) have aroused public debate on social media. At some point, most consumers face the possible risks of EVs—a critical psychological perception that invariably affects sales of EVs in the consumption market. This paper chooses to deconstruct customers’ perceived risk from third-party comment data in social media, which has better coverage and objectivity than questionnaire surveys. In order to analyze a large amount of unstructured text comment data, the natural language processing (NLP) method based on machine learning was applied in this paper. The measurement results show 15 abstracts in five consumer perceived risks to EVs. Among them, the largest number of comments is that of “Technology Maturity” (A13) which reached 25,329, and which belongs to the “Performance Risk” (PR1) dimension, indicating that customers are most concerned about the performance risk of EVs. Then, in the “Social Risk” (PR5) dimension, the abstract “Social Needs” (A51) received only 3224 comments and “Preference and Trust Rank” (A52) reached 22,324 comments; this noticeable gap indicated the changes in how consumers perceived EVs social risks. Moreover, each dimension’s emotion analysis results showed that negative emotions are more than 40%, exceeding neutral or positive emotions. Importantly, customers have the strongest negative emotions about the “Time Risk” (PR4), accounting for 54%. On a finer scale, the top three negative emotions are “Charging Time” (A42), “EV Charging Facilities” (A41), and “Maintenance of Value” (A33). Another interesting result is that “Social Needs” (A51)’s positive emotional comments were larger than negative emotional comments. The paper provides substantial evidence for perceived risk theory research by new data and methods. It can provide a novel tool for multi-dimensional and fine-granular capture customers’ perceived risks and negative emotions. Thus, it has the potential to help government and enterprises to adjust promotional strategies in a timely manner to reduce higher perceived risks and emotions, accelerating the sustainable development of EVs’ consumption market in China.

A new and applicable environmental rating tool for use as a policy tool, called EcoScore, was developed and allows evaluating the environmental impact of road vehicles with different drive trains or using different fuels. A single environmental indicator integrates different aspects of the environmental impact of the vehicles such as global warming, air quality depletion and noise pollution. To integrate these different aspects, the Ecoscore methodology includes different damage categories like: global warming, human health impairing effects and harmful effects on ecosystems. The contribution of the different normalised damages to the single value, called Ecoscore, is based upon a weighting system. The methodology can also be used for the ranking of heavy duty vehicles and two-wheelers. However, in this paper, the methodology will be explained using passenger vehicles and light-duty vehicles as an illustration. The methodology will be implemented by the Flemish government as a policy tool for the promotion of cleaner vehicles. An extensive database including vehicle records and their related emission data was used to develop, to validate and to analyse the environmental rating system. A sensitivity analysis was carried out which allowed the evaluation of the robustness of the methodology.

Abstract The present paper aims at measuring the satisfaction of travellers and stakeholders on perceived quality of service provided at the Latvian interchange “Riga International Coach Terminal” and understand whether there are any gaps between the two groups of involved parties, based on their perceptions and expectations. To this end, a travellers’ attitudinal survey was organized and interviews with representative stakeholders were conducted, in order to capture and analyse their attitudes and preferences and extract those attributes that affect their satisfaction. Results showed that the interchange performs well in physical quality attributes, such as travel and wayfinding information provision, but in terms of access and aesthetics expectations in the internal and external design, some contradictory findings were revealed between travellers and stakeholders, validating the fact that understanding users’ perceptions can work as vital input to policy makers’ perceptions of an integrated sustainable public transport system.