1,197 research outputs found
Multi-Period Optimization of the Refuelling Infrastructure for Alternative Fuel Vehicles
Alternative fuel vehicles (AFV) are gaining increasing attention as a mean to reduce greenhouse gas (GHG) emissions. One of the most critical barriers to the widespread adoption of AFVs is the lack of sufficient refuelling infrastructure. Although it is expected, that an adequate number of alternative fuel stations (AFS) will eventually be constructed, due to the high resource intensity of infrastructure development, an optimal step-by-step construction plan is needed. For such a plan to be actionable, it is necessary, that the underlying model considers realistic station sizes and budgetary limitations. This bachelor thesis addresses this issue by introducing a new formulation of the flow-refuelling location model, that combines multi-periodicity and node capacity restrictions (MP-NC FRLM). For this purpose, the models of Capar and Kluschke have been extended, and the pre-generation process of sets and variables has been improved. The thesis furthermore adapts and applies the two evaluation concepts Value of the Multi-Period Solution (VMPS) and Value of Multi-Period Planning (VMPP) to assess the model’s relative additional benefit over static counterparts. Besides, several hypotheses about potential drivers of the two evaluation concepts VMPS and VMPP have been made within the scope of a numerical experiment, to help central planners identify situations, where the additional complexity of a dynamic model would be worthwhile. While the MP-NC FRLM has proven to provide additional benefit over static counterparts, it comes at the cost of a higher solving time. The main contributor to the higher solving is hereby the incorporation of a time module.
Keywords: Alternative fuel vehicle; refuelling infrastructure; optimal location; multi-period; fuel station.Alternative fuel vehicles (AFV) are gaining increasing attention as a mean to reduce greenhouse gas (GHG) emissions. One of the most critical barriers to the widespread adoption of AFVs is the lack of sufficient refuelling infrastructure. Although it is expected, that an adequate number of alternative fuel stations (AFS) will eventually be constructed, due to the high resource intensity of infrastructure development, an optimal step-by-step construction plan is needed. For such a plan to be actionable, it is necessary, that the underlying model considers realistic station sizes and budgetary limitations. This bachelor thesis addresses this issue by introducing a new formulation of the flow-refuelling location model, that combines multi-periodicity and node capacity restrictions (MP-NC FRLM). For this purpose, the models of Capar and Kluschke have been extended, and the pre-generation process of sets and variables has been improved. The thesis furthermore adapts and applies the two evaluation concepts Value of the Multi-Period Solution (VMPS) and Value of Multi-Period Planning (VMPP) to assess the model’s relative additional benefit over static counterparts. Besides, several hypotheses about potential drivers of the two evaluation concepts VMPS and VMPP have been made within the scope of a numerical experiment, to help central planners identify situations, where the additional complexity of a dynamic model would be worthwhile. While the MP-NC FRLM has proven to provide additional benefit over static counterparts, it comes at the cost of a higher solving time. The main contributor to the higher solving is hereby the incorporation of a time module.
Keywords: Alternative fuel vehicle; refuelling infrastructure; optimal location; multi-period; fuel station
Renewable hydrogen supply chains: A planning matrix and an agenda for future research
Worldwide, energy systems are experiencing a transition to more sustainable systems. According to the Hydrogen Roadmap Europe (FCH EU, 2019), hydrogen will play an important role in future energy systems due to its ability to support sustainability goals and will account for approximately 13% of the total energy mix in the coming future. Correct hydrogen supply chain (HSC) planning is therefore vital to enable a sustainable transition, in particular when hydrogen is produced by water electrolysis using electricity from renewable sources (renewable hydrogen). However, due to the operational characteristics of the renewable HSC, its planning is complicated. Renewable hydrogen supply can be diverse: Hydrogen can be produced de-centrally with renewables, such as wind and solar energy, or centrally by using electricity generated from a hydro power plant with a large volume. Similarly, demand for hydrogen can also be diverse, with many new applications, such as fuels for fuel cell electrical vehicles and electricity generation, feedstocks in industrial processes, and heating for buildings. The HSC consists of various stages (production, storage, distribution, and applications) in different forms, with strong interdependencies, which further increase HSC complexity. Finally, planning of an HSC depends on the status of hydrogen adoption and market development, and on how mature technologies are, and both factors are characterised by high uncertainties. Directly adapting the traditional approaches of supply chain (SC) planning for HSCs is insufficient. Therefore, in this study we develop a planning matrix with related planning tasks, leveraging a systematic literature review to cope with the characteristics of HSCs. We focus only on renewable hydrogen due to its relevance to the future low-carbon economy. Furthermore, we outline an agenda for future research, from the supply chain management perspective, in order to support renewable HSC development, considering the different phases of renewable HSCs adoption and market development
Optimizing the selection of sustainable transport technologies at regional bus companies with a spatially explicit approach
Buses account for almost 60% of the total public transport offer in Europe, and most of them are diesel fuelled. Regional transport companies, pressed by governments to introduce zero-emission buses to reduce air pollution, need tools to identify optimal solutions. In literature, few models combine least cost planning and emission assessment for multiple technologies. In this paper, an existing localisation model for electric urban transport is adapted to match the needs of regional transport and to evaluate well-to-wheel carbon emissions as well as TTW airborne emissions of NOx and PM10. The model is applied to a real case study of a regional bus transport company in North Eastern Italy. Electric buses with relatively small (60 kWh) batteries are identified as the best compromise to reduce CO2eq emissions, however, under current economic conditions in Italy, their life cycle cost is still much higher than those of Euro VI diesel
A spatially explicit optimization model for the selection of sustainable transport technologies at regional bus companies
Buses account for almost 60% of the total public transport services in Europe, and most of the vehicles are diesel fuelled. Regional transport administrators, under pressure by governments to introduce zero-emission buses, require analytical tools for identifying optimal solutions. In literature, few models combine location analysis, least cost planning, and emission assessment, taking into account multiple technologies which might achieve emission reduction goals. In this paper, an existing optimal location model for electric urban transport is adapted to match the needs of regional transport. The model, which aims to evaluate well-to-wheel carbon emissions as well as airborne emissions of NOx and PM10, is applied to a real case study of a regional bus transport service in North Eastern Italy. The optimization has identified electric buses with relatively small (60 kWh) batteries as the best compromise for reducing carbon equivalent emissions; however, under current economic conditions in Italy, the life cycle cost of such vehicles is still much higher than those of Euro VI diesel buses. In this context, our model helps in identifying ways to minimize infrastructure costs and to efficiently allocate expensive resources such as electric buses to the routes where the maximum environmental benefit can be achieved
A Service Station Location Model to Explore Prospects and Policies for Alternative Transport Fuels: A Case of CNG Distribution in Italy
CNG is an example of alternative gaseous fuel whose market development
requires supply infrastructure (pipelines), refuelling stations and alternative
vehicles to exist at the same time, which is known as the \u2018\u2018chicken and egg
dilemma\u2019\u2019. In this chapter, a case study of limited or locally nonexistent market
development for CNG in an Italian frontier region is analyzed and a mixed integer
non linear programming model is introduced to evaluate the effect of incentive
measures envisaged by the regional government to foster refuelling station
development. It is found that, taking an entrepreneurs\u2019 perspective of maximizing
profits, even with substantial capital grants investors are more likely to choose
higher demand areas, in spite of fiercer competition, rather than areas without
stations. Subsidies should be more specifically targeted to critical areas to be
efficient
Project 3.3 -Task 1 Report - Literature review: Hydrogen transport options for vehicle supply
ABSTRACT: Among the different applications in which hydrogen technology has become the protagonist, the transport sector should be particularly mentioned. It is expected that, by 2030, 1 in 12 cars sold in Germany, Japan, California, and South Korea will be powered by hydrogen, and that more than 350,000 hydrogen trucks will be able to transport large quantities of goods, while thousands of trains and ships can carry passengers without emitting carbon dioxide into the atmosphere. The decarbonisation of road transport can be achieved by implementing fuel cells in electric vehicles. Fuel Cell Electric Vehicles (FCEV) are a necessary complement to Battery Electric Vehicles (BEVs). FCEVs are more convenient for long distances with better performance for heavy vehicles that can benefit from the higher autonomy provided by hydrogen for long-distance transport, but it has lower energy efficiency than BEVs (Genovese & Fragiacomo, 2023). However, the possibility of rapid refuelling is an important advantage (Sinigaglia et al., 2017). However, the success of the implementation of this new technology is facing several obstacles. Among them, the lack of suitable and connected infrastructure and the high initial investment cost. So, hydrogen refuelling stations (HRSs) must be fully implemented as they are one of the most important parts of the hydrogen economy in the transport sector.N/
Hydrogen supply chain for future hydrogen-fuelled railway in the UK:Transport sector focused
Though being attractive on railway decarbonisation for regional lines, excessive cost caused by immature hydrogen supply chain is one of the significant hurdles for promoting hydrogen traction to rolling stocks. Therefore, we conduct bespoke research on the UK's hydrogen supply chain for railway, concentrating on hydrogen transportation. Firstly, a map for the planned hydrogen production plants and potential hydrogen lines is developed with the location, capacity, and usage. A spatially explicit model for the hydrogen supply chain is then introduced, which optimises the existing grid-based methodology on accuracy and applicability. Compressed hydrogen at three pressures, and liquid hydrogen are considered as the mediums, incorporating by road and rail transport. Furthermore, three scenarios for hydrogen rail penetration are simulated respectively to discuss the levelised cost and the most suitable national transport network. The results show that the developed model with mix-integer linear programming (MILP) can well design the UK's hydrogen distribution for railway traction. Moreover, the hydrogen transport medium and vehicle should adjust to suit for different era where the penetration of hydrogen traction varies. The levelised cost of hydrogen (LCOH) decreases from 6.13 £/kg to 5.13 £/kg on average from the conservative scenario to the radical scenario. Applying different transport combinations according to the specific situation can satisfy the demand while reducing cost for multi-supplier and multi-targeting hydrogen transport.<br/
A New Geographic Information System (GIS) Tool for Hydrogen Value Chain Planning Optimization: Application to Italian Highways
Optimizing the hydrogen value chain is essential to ensure hydrogen market uptake in replacing traditional fossil fuel energy and to achieve energy system decarbonization in the next years. The design of new plants and infrastructures will be the first step. However, wrong decisions would result in temporal, economic losses and, in the worst case, failures. Because huge investments are expected, decision makers have to be assisted for its success. Because no tools are available for the optimum design and geographical location of power to gas (P2G) and power to hydrogen (P2H) plants, the geographic information system (GIS) and mathematical optimization approaches were combined into a new tool developed by CNR-ITAE and the University of Bologna in the SuperP2G project, aiming to support the interested stakeholders in the investigation and selection of the optimum size, location, and operations of P2H and P2G industrial plants while minimizing the levelized cost of hydrogen (LCOH). In the present study, the tool has been applied to hydrogen mobility, specifically to investigate the conversion of the existing refuelling stations on Italian highways to hydrogen refuelling stations (HRSs). Middle-term (2030) and long-term (2050) scenarios were investigated. In 2030, a potential demand of between 7000 and 10,000 tons/year was estimated in Italy, increasing to between 32,600 and 72,500 tons/year in 2050. The optimum P2H plant configuration to supply the HRS was calculated in different scenarios. Despite the optimization, even if the levelized cost of hydrogen (LCOH) reduces from 7.0-7.5 euro/kg in 2030 to 5.6-6.2 euro/kg in 2050, the results demonstrate that the replacement of the traditional fuels, i.e., gasoline, diesel, and liquefied petroleum gases (LPGs), will be disadvantaged without incentives or any other economic supporting schemes
WLAN Hot Spot services for the automotive and oil industries :a business analysis Or : "Refuel the car with petrol and information, both ways at the gas station"
While you refuel for gas ,why not refuel for information or download vehicle data ? This paper analyzes in extensive detail the user segmentation by vehicle usage , service offering , and full business models from WLAN hot spot services delivered to vehicles (private, professional , public) around gas stations . Are also analyzed the parties which play a role in such service authorization, provisioning and delivery , with all the dependencies modelled by attributed digraphs . Sevice planning is included as to WLAN base station capabilities . Five year financial models (CAPEX,OPEX) , and data pertain to two possible service suppliers : multi-service oil companies, and mobile service operators (or MVNO) . Model optimization on the return-on-investment (ROI) is carried out for different deployment scenarios ,geographical coverage assumptions, as well as tariff structures . Comparison is also being made with public GPRS data services ,as precursors for 3G services,and the effect of WLAN roaming is analyzed .Analysis shows that due to manpower costs and marketing costs , suitable ROI will not be achieved unless externalities are accounted for and innovative tariff structures are introduced . Open issues and further research are outlined . Further work is carried out,also with automotive electronics sector , wireless systems providers , wireless terminals platform suppliers , and vehicle manufacturers .WLAN services;WLAN;business models;fuel stations;mobile operator;oil company;professional vehicles
- …