Unlocking the potential of solar electric vehicles for post-COVID recovery and growth in the transport sector in Ghana

The increasing effect of climate change as a result of CO2 emissions emanating from utilization of conventional energy resources is driving national and regional policies towards global energy transformation in all sectors, including the transportation sub-sector. Internal combustion engine vehicles (ICEV), which use fossil fuel are the main contributors of CO2 emissions in the transport sub-sector. Grid-powered battery electric vehicles (BEV) and solar electric vehicles (SEV) have the potential to reduce emissions in the transportation sub-sector and are therefore being promoted in regions where solar radiation levels are appreciable. Sub-Saharan Africa (SSA) is one of the regions that receives significant radiation levels compared to other parts of the world, however, countries in the sub-region are yet to tap into the enormous benefits of SEV. In this study, comparative lifecycle analysis has been conducted on the total cost of ownership (TCO) of Hyundai Ioniq (BEV), Sono Sion (SEV) and Toyota Corolla (ICEV) for commercial transport operations in SSA, with a case study in Ghana. Research was conducted on 100 drivers of 5-seater petrol/diesel light commercial vehicles (LCV) in the city of Accra and Kumasi. Data were taken on their driving profiles, average travel distance, fuel cost and maintenance cost. Their choices between ICEV, BEV and SEV were also ascertained. Our study revealed that 70% of LCV travel up to 300 km and below, daily. The total cost of ownership for LCV at an average annual travel distance of 60,000 km were 0.21 US$/km, 0.17 US$/km, 0.15 US$/km and 0.14 US$/km for Used-ICEV, New-ICEV, BEV and SEV for 20-year analysis period, respectively. The total cost savings with BEV and SEV usage are at least 28% and 34%, respectively, compared to traditional diesel or gasoline ICEVs. Payback periods for SEV and BEV compared to ICEV are 3.5 years and 4.5 years, respectively. Our study has revealed that there is potential emission savings of 70% and 75% for BEV and SEV, respectively, compared to ICEV. Finally, this study highlights that utilization of SEVs and BEVs for light vehicle commercial transportation in SSA can potentially lead to post-COVID recovery and growth in the sub-region, amidst increasing diesel and petrol prices for ICEVs

Can the operating limits of biogas plants operated under non-isothermal conditions be defined with certainty? Modeling self-optimizing attainable regions.

Uncertainty in operating parameters such as temperature undermines the reliability of using kinetic models in performance projections for plants operated under ambient non-isothermal conditions. This study develops a theoretical framework, which uses process kinetics, uncertainty quantification to define robust operating limits known as self-optimizing attainable regions, where by instead of defining a very large operating limit, which will be achieved some of the times for some of the reactor configurations, we define a self-optimizing limit, which will be achieved all the times for all possible reactor configurations (despite variations in temperature). Using a temperature range of 20 – 60∘C, , the results indicate that decreasing temperature uncertainty, increasing process temperature or using a multistage digester structure increases the self-optimizing operating limits: , and obtained for temperatures of 20.00, 31.60 and 52.40∘C respectively. The findings highly important in defining performance targets especially when there is uncertainty in environmental conditions

Organization levels at which data on cost of ivermectin distribution were collected.

<p>Organization levels at which data on cost of ivermectin distribution were collected.</p

Economic costs at district, sub-district, and community levels disaggregated by resource type (excluding CDDs' time).

<p><i>Personnel</i> (dark blue); <i>Per Diems</i> (red); <i>Supplies and Equipment (Capital costs)</i> (green); <i>Supplies and Equipment (Recurrent costs)</i> (purple); <i>Transportation (Capital costs)</i> (turquoise blue); <i>Transportation (Recurrent costs)</i> (orange); <i>Overheads</i> (light blue). Definitions of different resource types are given in <a href="http://www.plosntds.org/article/info:doi/10.1371/journal.pntd.0002452#pntd-0002452-box002" target="_blank">Box 2</a>. *Data from Kpandai district reflect a combination of annual and biannual treatments.</p

Map of Ghana indicating the sampled regions and districts.

<p>The Brong-Ahafo and Northern regions are highlighted in light blue and light pink respectively. 1-Wenchi, 2-Kintampo North, 3-Pru, 4- Kpandai. Figure prepared by Mr Simon O'Hanlon (Imperial College London).</p

Description of ivermectin treatment in the areas where cost data were obtained in Ghana.

a<p>For the Wenchi and Kpandai districts, therapeutic coverage estimates were taken directly from national records pertaining to the last treatment round of 2010. For the Pru and Kintampo North districts, coverage estimates were derived from an average of two treatment rounds (the last round of 2010 and the first round of 2011).</p>b<p>A biannual strategy is used in 15 of 76 (20%) communities in the sampled sub-district, whereas the remainder 80% receive treatment annually. Therefore, the costs are likely to reflect more closely those of annual rather than biannual distribution.</p