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As the largest renewable electricity source, hydropower represents an alternative to fossil fuels to achieve a low-carbon future. However, increasing evidence suggests that hydropower reservoirs are an important source of biogenic greenhouse gases (GHGs), albeit with large uncertainties. Combining spatially resolved assessments of GHG fluxes and hydroelectric capacity databases, we assessed that global GHG emissions from reservoirs is 0.38 Pg CO2 eq.yr−1, accounting for 1.0% of global anthropogenic emissions. The median carbon intensity for hydropower is ∼63.0 kg CO2eq. MWh−1, which is lower than that for fossil fuels, but higher than that for other renewable energy sources. High carbon intensity is mostly linked to shallow (water storage depth <20 m) and eutrophic reservoirs. Furthermore, we found that the reservoir carbon intensity (CI) value would be markedly increased to 131.5 kg CO2eq. MWh−1 when considering the dams under construction and planning. A low-carbon future will benefit from optimal dam planning and management measures, i.e., applying sludge removal treatments, thereby reducing the proportion of shallow reservoirs and anthropogenic pollution.

Abstract In a context where electric mobility is gaining increasing importance as a more sustainable solution for urban environments, this work presents an analysis of electric mobility feasibility and adequacy based on private users' naturalistic driving data. Several scenarios were tested to evaluate different charging event opportunities and their impacts on electric mobility feasibility. In more detail, scenario 1 considered that vehicles would recharge whenever they are stopped for 2, 4 or 6 h, either on weekdays or weekend days; scenario 2 tested the hypothesis of recharging only during the night period; and scenario 3 assumed that vehicles would recharge during the day on weekdays. Furthermore, the potential energy impacts of electric mobility at a city level, by applying a driver and street level approach, were also estimated. Results revealed that electric mobility is highly feasible for weekday urban trips, while weekend trips due to their higher average distance are less suitable to be performed by EVs. Scenario 1, due to its higher recharging opportunities was found to be the best-case scenario. In this case, the percentage of eligible trips was found to be equal to or higher than 94% and 88% on weekdays and weekend days, respectively. Results showed also the lower electric mobility feasibility if considering only daytime charging, on weekdays (scenario 3). However, if considering night charging (scenario 2), the electric mobility eligibility was found to improve significantly. When considering a street level analysis, the potential reduction in energy consumption ranges in average from −60 to −70%, enabling the visualization of higher EV potential, with increasing potential for reducing energy consumption for increasing road grades. Concluding, since electric mobility is particularly suited for urban driving and most households detain 2 or more vehicles, there is a high potential to replace at least one ICEV by an EV. In this case, people may adapt their driving behavior, using the EV for their day-to-day urban driving while the ICEV would be used for longer trips. Nonetheless, the capacity to recharge during night plays a significant role on trips eligibility. Therefore, the availability of home-charge set-ups or a much higher deployment of public charging stations at residential locations are required in order to incentivize drivers to shift towards electric mobility.

Marine algae have emerged as an alternative feedstock for the production of a number of renewable fuels, including biogas. In addition to energy potential, other characteristics make them attractive as an energy source, including their ability to absorb carbon dioxide (CO2), higher productivity rates than land-based crops and the lack of water use or land competition. For Ireland, biofuels from marine algae can play an important role by reducing imports of fossil fuels as well as providing the necessary energy in rural communities. In this study, five potential seaweed species common in Irish waters, Saccorhiza polyschides, Ulva sp., Laminaria digitata, Fucus serratus and Saccharina latissima, were co-digested individually with bovine slurry. Batch reactors of 120ml and 1000ml were set up and incubated at 35 degrees C to investigate their suitability for production of biogas. Digesters fed with S. latissima produced the maximum methane yield (335 ml g volatile solids(-1) (g(VS)(-1) followed by S. polyschides with 255 ml g(VS)(-1). L. digitata produced 246ml g(VS)(-1) and the lowest yields were from the green seaweed Ulva sp. 191ml g(VS)(-1). The methane and CO2 percentages ranged between 50-72% and 10-45%, respectively. The results demonstrated that the seaweed species investigated are good feedstocks candidates for the production of biogas and methane as a source of energy. Their use on a large-scale process will require further investigation to increase yields and reduce production costs.

Environmental climate change has encouraged countries across the world to develop policies aimed to the reduction in energy consumption and greenhouse gas emissions. The introduction of Zero-Emission Vehicles based on electrical powertrains, could reduce the emission of environmental pollutants, the noise levels and could increase the liveability of urban areas. Although in recent years research on batteries has brought several benefits to electric vehicle performance, key barriers to their adoption are still high cost, reduced autonomy, long charging times and the leak of a suitable network of charging stations. Substantial improvements in electric vehicles performance are expected with the development of new Li-ion batteries, thanks to some notable advantages over other types of batteries, such as: high energy density, high power density, long cycle life and long calendar life. This paper is aimed to present a reliability assessment procedure based on an ageing model able to estimate from datasheet information the lifetime of Lithium-ion batteries for electric vehicles, the residual capacity and reliability margins under different driving cycles, taking also into account the battery calendar ageing.

The expansion of electric vehicles in Italy, has already started a few years ago, but some aspects prevent its expansion. Currently users prefer hybrid technology, mainly due to socio-economic factors related to initial investment and anxiety about autonomy. The aim of the document is to understand if the adoption of Fuel Cell technology can be a solution to overcome the problems of environmental pollution. The possibility to be able to use fuel cells to store electricity is very advantageous, especially on charging times that are significantly reduced. Based on the current situation and analyzing the available data, this work reports the current state of electric mobility in Italy and tries to provide forecasts to understand in which cities the Fuel Cell charging infrastructure should be more favorable.

Carsharing is a mode of transportation that provides access to a set of vehicles in the form of organized short-term car rental, serving as a substitute for private car ownership with a number of transportation, environmental, and social benefits. Combining the mobility concept of carsharing with electric vehicles (EVs), referred to as e-carsharing, can contribute not only to more efficient use of the shared vehicles, but also to more sustainable urban mobility in smart cities. In this context, this paper advances the concept of university-based e-carsharing, to serve the mobility needs of an academic community in Bilbao, Spain, focusing on the technical design aspects to cover the energy requirements of the EV fleet of the proposed system through the installation of fast charging posts based on a battery-to-battery approach. In this regard, a MATLAB/Simulink model is implemented to simulate the fast charging infrastructure using the real-world data collected from the university parking lot in order to represent the potential utilization of the EVs. The simulation results confirm the effectiveness of the proposed system design, ensuring that the energy demand of the EVs is successfully covered and concurrently the charging station batteries operate out of the low charge zone.

Abstract Quest is a fully integrated Carbon Capture and Storage (CCS) project that started CO2 injection in August of 2015. The Quest CCS Project is located near Fort Saskatchewan, Alberta, Canada. It includes a capture facility which uses a Shell amine technology, a pipeline of about 65 km length, and three injection well pads. Each injection well pad has an injection well, a deep monitoring well, and shallow groundwater wells. The storage complex is geologically defined by the injection reservoir, a deep saline aquifer called the Basal Cambrian Sand (BCS) (about 45 m thick) and several seals, including the Middle Cambrian Shale (about 50 m thick) and Lotsberg Salts (about 120 m thick). As of August 2018, over three million tonnes of CO2 have been safely injected and permanently stored in the BCS. The Alberta Carbon Competitiveness Incentive Regulation (CCIR) requires the use of standard methods of quantification for reporting greenhouse gas (GHG) emissions for facilities with over 100,000 tonnes of carbon dioxide equivalent (CO2e) per year. An emission offset project is required to comply with CCIR, associated standards and protocols, to demonstrate a reduction in the specified gas emissions and, in the case of Quest, geological sequestration. Quest is the first CCS project to implement an offset project in the context of commercial scale on-shore CO2 geological sequestration within a saline aquifer. Quest uses the Quantification Protocol for CO2 Capture and Permanent Storage in Deep Saline Aquifers, from Alberta Environment and Parks. An offset project must develop an offset project plan (OPP) which demonstrates how the project meets the requirement of the protocol, describes how GHG emissions reductions are achieved, identifies risks associated with the quantification of emission reduction benefits, and describes methodologies used to quantify sources and sinks. Subsequent to completing the OPP, an offset project will put together offset project reports (OPR) to report on the net reductions of GHG emissions for a specific period. The intent of this paper is a) to provide an overview of the OPP and OPR for the Quest CCS project, and b) to discuss learnings from the initial compilation and submission of offset project reports. The key learning at this time is associated to the equipment improvements to the injection gas online analyzer.

This paper presents the first phase of the redevelopment of the Electric Vehicle Scenario Simulator (EVeSSi) tool. A new methodology to generate traffic demand scenarios for the Simulation of Urban MObility (SUMO) tool for urban traffic simulation is described. This methodology is based on a Portugal census database to generate a synthetic population for a given area under study. A realistic case study of a Portuguese city, Vila Real, is assessed. For this area the road network was created along with a synthetic population and public transport. The traffic results were obtained and an electric buses fleet was evaluated assuming that the actual fleet would be replaced in a near future. The energy requirements to charge the electric fleet overnight were estimated in order to evaluate the impacts that it would cause in the local electricity network.