SEAI - National Energy Research and Policy Conference 2021 - Session 2

National Energy Research and
Policy Conference
SEAI
25 November 2021
Global perspectives and
actions from COP26
Jim Skea
Professor of Sustainable Energy

2
Coming at it from two angles

• Aim to “keep 1.5 alive” – but current pledges nowhere near enough.
Options will soon expire.
• Requests Parties to strengthen their 2030 targets
• Urges all Parties to communicate long-term low greenhouse gas emission
development strategies
• Calls upon Parties to accelerate development, deployment and
dissemination of technologies
• By COP27, Sharm-el-Sheikh, Egypt, November 2022
Source: ILO
The Glasgow Pact

There is progress
with NDCs1, but not
enough to meet the
Paris long-term
temperature goal
4
Source: UNFCCC
1 NDCs - nationally determined contributions

The IPCC 1.5°C report: Emissions of all greenhouse gases need
to fall, CO2 to or below net zero, to limit warming to 1.5°C
Source: IPCC

There is more than one way of limiting warming to 1.5 °C
or well below 2°C
Source: IPCC

Limiting warming to 1.5°C would require rapid,
far-reaching and unprecedented changes in all
systems
• Scale up in annual investment in low carbon energy and
energy efficiency by factor of five by 2050
• Renewables supply 70-85% of electricity in 2050
• Coal declines steeply, ~zero in electricity by 2050
• Oil and especially gas persist longer – gas use rises by
2050 in some pathways
• Electrification of demand and energy efficiency
• Deep emissions cuts in transport and buildings
Source: IPCC Source: IEA

• Not just a technological challenge
• The avoid, shift, improve framework
• Technology, infrastructure and human behaviour interact
• Technology and infrastructure help define the scope for
behavioural change
The transport challenge

• Electrification likely to be the dominant trend globally for light vehicles
• Driven by air quality as much as climate change especially in Asia
• Other energy carriers – hydrogen-derived fuels, biofuels – could play a
niche role – but rather large niches – in some segments and locations
• Heavy goods vehicles a rapidly growing segment with no settled
solution with global application
• Aviation and shipping pose different challenges
• “Avoid” strategies (active travel, public transport) need infrastructure
investment; enabled by cross-sectoral technological change, e.g.
digital economy
Source: ILO
The technological challenges

Basic and applied research
• Electrolysers
• Synthetic fuels
Demonstration
• Aviation biofuels
• Hydrogen vehicles
• Low carbon heavy goods vehicles
Innovation needs
Deployment
• Electric vehicles
• Batteries
Systems and socio-economic research
• Transport systems
• Transport behaviour
• Transport and digital economy
• Transport and equity

• 22 countries + EU
• “The main intergovernmental platform addressing clean energy
innovation through action-oriented cooperation….[in order to]
achieve the goals of the Paris Agreement.”
• Transport-relevant missions
• Zero-emission shipping
• Clean hydrogen
• Urban transitions
Mission Innovation

Scottish Just Transition Commission
… Provide practical, realistic, affordable recommendations
that will support Scottish Ministers take action that will:
1. Maximise the economic and social opportunities that the
move to a net-zero economy by 2045 offers
2. Build on Scotland’s existing strengths and assets
3. Understand and mitigate risks that could arise in relation
to regional cohesion, equalities, poverty (including fuel
poverty), and a sustainable and inclusive labour market

Just Transition: scope
• Not just about coal – or fossil fuels
• Not just about the supply side
• People as consumers
• Communities and the importance of “place”
• Not just about avoiding future injustices, also about re-redressing existing
injustices
• Land tenure
• Energy poverty
• Fair work

Just transition recommendations

Just Transition: transport challenges
• Who pays the up-front costs of electrified transport?
• Access to charging infrastructure
• The role of regulation and internal combustion engine phase-outs
• Rural communities
• Access to charging networks
• Digital connectivity
• Public transport provision
• Motor trade
• Fewer moving parts in EVs; less but more technically advanced maintenance

Thank you!
https://www.ipcc.ch/sr15/
https://www.gov.scot/groups/just-transition-commission/
16

GreenCar - Growing Energy Efficiency in the Car Market
James Carroll, Eleanor Denny, Ivan Petrov
SEAI National Energy Research, Development & Demonstration
Funding Programme 2019, Grant number 19/RDD/525

Who/What is GreenCar?
National Energy Research and Policy Conference 18
Section 1

What is the GreenCar Project?
Objective:
Understanding barriers and
enablers of EV adoption in
Ireland
Core Hypothesis:
Imperfect information regarding
fuel cost/CO2 reduces the EV-
switch
Core Empirical Exercises:
WP3: Consumer Survey with
Car Choice Experiment (2020)
WP4: Field Trial with Hyundai
Ireland (2021)

Online Car Choice Experiment (with efficiency framing)
Section 2

Step 1: Baseline Car Choice
(+ colour and engine options (non-EV)… )
National Energy Research and Policy Conference
Online Car Choice Experiment

Step 2: Present 2 EV Alternatives
(Identical to Baseline except for… )

Step 2: Present 2 EV Alternatives
(Identical to Baseline except for… )
Randomised
Efficiency
Frame…

Key Findings
Section 3

Experiment
Findings
• Framing of fuel efficiency
matters in EV switch decisions
• BUT other factors more
important, particularly
Price
Technology Attributes
(Battery)
EV Switch Probability

Other Results
• Many, prominent
concerns – which matter
in EV switch
• Expected monetary
consideration matter –
mileage, fuel price
expectations and
depreciation
• Climate concern key
determinant
0% 10% 20% 30% 40% 50% 60% 70% 80% 90%
Smaller boot size
Safety
Installation of home…
Reliability
Work charging…
Battery range
Time to charge
Fast charging…
Declining battery…
Not Travelled in EV before
Travelled in EV before
Concerns (Extremely or Moderately)

Future Research Avenues
Section 4

Future Research Avenues
• Harness environmental motive
– Demand response + EV charging
– EV tariffs
• Lifecycle analysis
– Upstream emissions
– End-of-life recycling (+impacts)
– Maintenance
• Behaviour/Infrastructure
– Driving inefficacy (style, speed,
obstacles)
– Route options (Google Maps)

MAP-HDV
Mitigation of Air Pollution Impacts of Irish Heavy-
Duty Vehicles

Background
• The project investigated
vehicular emission levels, possible
mitigation measures and
improvement of cost efficiency of the
HDV sector in Ireland.
November 30, 2021 31

Project Plan
WP1: State-of the-art in vehicular
emission mitigation for HDV fleet
WP2: Estimation & Projection of Vehicular
Emission from HDV Fleet
WP3: Evaluation of Possible Pollution
Mitigation Methods: Fleet Management
WP4: Evaluation of Possible Pollution
Mitigation Methods: Demand Management
WP5: Guidelines & Policy Implications
WP6: Project Management
32
November 30, 2021

Emission levels in 2018
• HDV emission for 2018 was conducted using COPERT5
• EURO classes were identified within HDV fleet using year of
registration.
• 2018 fleet data was extracted from the CSO.
• Different weight categorisation of HDVs within CSO and COPERT 5!!
• Since the vehicles within 2-5t unladen weight class represent the
biggest portion of HDVs, these HDVs were added to the category
<=7.5t.
• Emission levels for 2018 have been estimated through two scenarios:
• Scenario 1-without 2-5t unladen weight of HDVs
• Scenario 2-with 2-5t of unladen weight of HDVs.
November 30, 2021
33

2018 HDV fleet

Total emissions for 2018 fleet
(without 2 to 5t)

Total emissions for 2018 fleet
(with 2 to 5t unladen weight)
36
November 30, 2021

Emission trends in Irish HDV fleet in
2030 and 2050
November 30,
2021 37

Mitigation measures
analysed within MAP-
HDV project
Based on the reviewed
measures, data and tools
availability, mitigation measures
evaluated within the MAP-HDV
are:
• Alternative fuels,
• Alternative technologies,
• Eco-driving factors,
• Loading factor,
• Speed,
• Mileage share, and
• Road slope.
38

Emissions modelling
VECTO is a software simulation tool for future
mandatory certification of HDV fuel
consumption of in EU from January 2019.
Alternative fuels, after-treatment, eco-driving
technologies, effect of speed and acceleration
are tested using VECTO
Loading factors, road slope, mileage share etc.
are evaluated through scenario analysis using
COPERT
39
November 30, 2021

Loading factor using VECTO
Fuel consumption for Scania G
450 A4x2NA and Scania P 410
B4x2LB Euro 6 trucks
CO2 for Scania G 450
A4x2NA and Scania P 410
B4x2LB Euro 6 trucks
40
November 30, 2021

Alternative Fuels using VECTO
Fuel consumption (FC) of Rigid
Truck for a different type of fuels
CO2 emissions of Rigid Truck for a
different type of fuels
41
November 30, 2021

Efficiency of drivers by DEA
• Efficiency of Drivers in Key Factor DEA Model
42
November 30, 2021

Variation of speed and acceleration on fuel consumption using
43
November 30, 2021

Alternative aftertreatment technologies
• Alternative technologies, such as Exhaust gas recirculation (EGR), Selective
Catalytic Reduction (SCR), and Diesel Particular Filter (DPF)+SCR, was
considered
• Cost-Benefit Analyses has been shown for illustrative purposes.
44
November 30, 2021

Economic impact of SCR technology
• Cost and Benefits of SCR installing
45
Results
Euro IV
7,5t-12t
Euro IV
12t-14t
Euro V
7,5t-12t
Euro V 12t-
14t
Euro VI
7,5t-12t
Euro VI
12t-14t
Capital cost (€) €20,200 €20,200 €20,200 €20,200 €20,200 €20,200
Operating cost (€/year) €740 €740 €740 €740 €740 €740
Maintenance cost
(€/year)
€2,107 €2,107 €2,500 €2,500 €2,950 €2,950
NOx emissions savings
with SCR system
installed (g/km)
1.0 [g/km] 1.2 [g/km] 2.52 [g/km] 2.75 [g/km] 3.4 [g/km] 3.7 [g/km]
Environmental benefit
(€/tonne NOX)
€14,350 €14,350 €14,350 €14,350 €14,350 €14,350
Life-time of system 4 4 6 6 6 6
Discount rate (%) 1.7 1.7 1.7 1.7 1.7 1.7
Present
Value
Costs €27,261 €27,261 €33,440 €33,440 €35,690 €35,690
Benefits €12,660 €11,011 €30,851 €25,323 €194,331 €156,825
November 30, 2021

Economic impact of DPF system
• Cost and Benefits of DPF installing
46
Results
Euro VI 7,5t-12t Euro VI 7,5t-12t Euro VI 12t-14t Euro VI 12t-14t
PM2.5 PM10 PM2.5 PM10
Capital cost (€) €8,428 €8,428 €8,428 €8,428 (420f)
Maintenance cost (€/year) €126 €126 €126 €126 (LowC)
PM emissions savings with DPF
installed (g/km)
0.02 [g/km] 0.019 [g/km] 0.022 [g/km] 0.022 [g/km]
Environmental benefit (€/tonne
PM2.5; PM10)
€19,675 €19,675 €19,675 €19,675
Life-time of system 6 6 6 6
Discount rate (%) 1.7 1.7 1.7 1.7
Present Value
Costs €8,800 €8,800 €8,800 €8,800
Benefits €1,567 €1,489 €1,278 €1,278
November 30, 2021

In-person interviews
• In-person interviews were conducted with haulage company owners and fleet managers.
• The pilot survey was focused on understanding the background of haulage companies:
- type of goods they transport,
- engine types,
- trips and common routes travelled within Ireland,
- average fuel consumption at the fleet level,
- adopted eco-driving practices,
- and to understand their perception about emission mitigation measures.
47
November 30, 2021

several measures to reduce fuel
consumption.
Perception of stakeholders on several
measures to reduce fuel consumption.

Guidelines
• Companies should be motivated and supported to upgrade
their fleet to fuel-efficient vehicles.
• Appropriate support such as incentives or tax relief from the
government may encourage companies to use alternative fuels.
• Driver training programs could be an effective solution to
encourage companies to use alternative fuels.
• Infrastructure interventions that decrease emissions and
congestion should be increased (alternative energy sources and
the supply chain infrastructure).
• Improvement of logistic planning and operation.
49
November 30, 2021

Recommendation
• To create the right solution for the reduction of HDVs emissions,
different techniques for testing and simulation of HDVs under different
conditions should be evaluated before implementation. Also, before
implementing any strategy or policy, a pilot study should be
conducted within a city/country to assess the possible outcomes from
the implementation.
• One of the key challenges of MAP-HDV project was lack of
availability of detailed data on Irish HDV fleet. For effective
decarbonisation in future, it will be necessary to improve data
collection, access and archiving in this sector.
• Alternatives fuels, eco-driving and control strategies should be
further investigated as a potential solution to reduce emissions from
the Irish HDV fleet. Then, measures such as the optimization of
loading, shift to railways and vehicle routing should be explored for
implementation. 50
November 30, 2021

THANK YOU!
bghosh@tcd.ie
https://www.tcd.ie/research/profiles/?profile=bghosh

This project has received funding from the European
Union's Horizon 2020 research and innovation
programme under grant agreement No 814464 52
www.sidrive2020.eu |
@sidrive2020
Si-Drive
Silicon Alloying Anodes for High Energy Density
Batteries comprising Lithium Rich Cathodes and Safe
Ionic Liquid based Electrolytes for Enhanced High
VoltagE Performance.
Prof Kevin M Ryan
UL

programme under grant agreement No 814464
Challenge is to increase range and reduce cost.
Higher energy density at lower price ?
The Challenge !
Real world example Kona EV (64 Kwh) Kona
Cost ex subsidies €47,000 €22,500
Range 450 km 800 km

Consortium & Chemistry
54
@sidrive2020

Key Project Goals Si-Drive

Silicon Alloying Anodes for High Energy Density Batteries comprising Lithium Rich
Cathodes and Safe Ionic Liquid based Electrolytes for Enhanced High VoltagE
Performance
56
@sidrive2020

programme under grant agreement No 814464 57
@sidrive2020

Timelines
58
@sidrive2020

National Energy Research
and Policy Conference
Decarbonising transport

Travelling in a Woman’s Shoes
UNDERSTANDING WOMEN’S TRAVEL PATTERNS IN
IRELAND TO INFORM THE FUTURE OF SUSTAINABLE
TRANSPORT DESIGN

Sustainable transport infrastructure?
In light of these
challenges, this study
seeks to understand the
realities of how women
in Ireland experience
transport and mobility
today: why they make
the choices they do,
what are the daily
challenges and
aspirations they face
and how can these be
better addressed.
The climate crisis poses an
urgent need for a fundamental
re-imagining of how we live,
and how we get around -
acutely impacting the mobility
and transport sector.
The UN’s Sustainable
Development Goals
capture the challenges for
mobility most prominently
in Goal 11 (Sustainable
Cities and Communities)
and Goal 13 (Climate
Action).
This endeavour is
challenging in Ireland
because of the country’s
historical car dependency;
while awareness of the
‘climate crisis’ is
increasing, people see it
as an abstract issue and
don’t yet associate it with
With regard to changing
behaviours, it is now well
established that transport is not
gender-neutral:
Women and men have different mobility
realities
Global research shows that women tend
to have more complex patterns of
mobility characterised by trip chaining
and caregiving duties.
Women’s concern for personal safety
during travel is also heightened.
Gaps in gender aggregated data in
Ireland make it challenging to pinpoint
and identify specific issues that need
to be addressed.
The traditionally male-dominated
leadership of transport planning and
projects has driven disproportionate
outcomes for women and men when
interacting with the public transport
system.

Our Research Methods

Our research?
• The central research question - What motivates or
constrains Irish women to select different mobility
options?
• We designed a two-step research process to
exploratively discover behaviours and needs then
validate findings quantitatively.
• Step 1: Discovery - Ethnographic Research
• Step 2: Validation – Quantitative Survey
• Interviews – 21 women between Cork and Dublin.
42 hours of in home interviews, 1000 survey
respondents
• Participants represented a diverse demographic
and geographic background, included varied
transportation usage and behaviour

64
Our Survey Findings
Women in Dublin on
average use public
transportation at the
highest rate, for
27%
all trips while all
other groups use
public transportation
12-15% of the time.
Women rely heavily on the car
Men in Dublin
were most likely
to cycle, for
10% trips,
while all other
groups cycle at a
lower rate of
6-8% of the
time.
Consistent with literature, we found a universally high car dependency in
Ireland - particularly outside of Dublin, where 81% women and 85% men
either own or have access to a car.
Women in Dublin are eager to drive less
compared to men
47% women Vs 34% men
79%
of women consider the car
to be a necessity compared
to
88% of men

Our Survey Findings
Women shoulder more caregiving responsibilities
Consistent with global trends, our survey found that, in
addition to work and education, women in Ireland are
responsible for a large portion of society’s caregiving,
childcare, and household responsibilities.
Journey Purpose
Comparing men and women with families, on a daily
basis, men’s largest reason for traveling is work,
whereas for women it is to drop off and collect
children/other family members.
% of men and women making
these trips daily
Women with
family
Men with
family
Drop and Collect Children/Family 21.4% 14.0%
To and From Work 20.5% 26.4%
30%
of women surveyed
provide primary care to
another adult, either in a
professional or personal
setting.
Amongst women with children,
84%
women consider themselves to
have the sole or lion’s share of
responsibility for childcare
(compared to 48% men).

66
Our Survey Findings
7%
of women in Dublin
report having
experienced sexual
harassment on public
transport.
Women are impacted by safety
issues
55%
of women stated that
they would not use
public transport at
night.
Safety is an issue for all people.
1 in 3 public transport users have seen or experienced some form of
harassment or violence while using public transport.
34% of women stated that feelings of insecurity have prevented them
from travelling.

Overarching Results and Findings
What drives women to choose their
primary transportation methods?
Transportation habits are socialised from
an early age. For some, learning to drive
and getting a car is a coming of age
moment while for others, using public
transport allows women to be
independent from caregivers. Several
women we spoke to talked about the
freedom public transport gave them.
However, when life becomes more
complex women typically become
more time poor, balancing job
requirements and household tasks
with the arrival of children. Public
transport no longer becomes a
viable option for complex trip-
chaining and is not seen as being child
friendly.
Even for many women who use public
transportation to commute, having a
car still remains a ‘necessity’ for
chores and other spontaneous
emergencies, given how unreliable
public transportation can be.
How do women experience different
mobility options today?
Women consider the car to be the most
pleasant and least stressful mode of
transport, in comparison to the bus, for
example. The car can also be associated with
empowerment and joy.
However, over time, for many who
drive everyday, it can become
stressful, tedious, like a burden chore
- especially given traffic congestion
and for women with young children
who don’t feel confident driving.
For women, the main issues with
public transport include; indirect
routes and long wait times, lack of
reliability, lack of support for care-
giving needs, lack of feeling safe.
How do socio-economic and
geographic factors influence
women’s mobility experience?
Across regions, cities, and
neighbourhoods, women have different
relationships with mobility and public
transportation.
In many rural areas, public transport is
not available; as such growing up,
women do not have the opportunity to
learn how to navigate a public transport
system. They may experience different
forms of freedom and independence but
are less experienced with public
transport, density, anti-social behaviour
etc - which can be challenging when
moving to a city for school / jobs.

Overarching Results and Findings
How do social factors influence more
fundamental behavioural changes?
Children influence adults to think
differently. People accept that the
younger generation (gen X particularly)
will have a different worldview and
outlook, particularly when it comes to
gender and climate.
Several women we spoke to who were
hesitant to talk about ‘gender’ or
‘climate’ policy and were very accepting/
supportive when talking about the future
generation.
Beyond the family unit, a supporting
partner/friend/social network is also
necessary for women to explore
alternative modes of transportation
that make them feel more empowered.
What happens after a negative
experience with mobility?
●Safety is an issue for all: up to 1 in 3
public transport users have seen or
experienced some form of harassment or
violence while using public transport.
●Sexual harassment and assault on public
transport disproportionately affect
women, with women in Dublin being the
most vulnerable: 7% women in Dublin report
having experienced sexual harassment on
public transport
●55% of women stated that they would not
use public transport at night, and 34% of
women stated that feelings of insecurity
have prevented them from travelling.

Conclusion
Themes Policy Opportunities
Modes of transport • A “20 minute city” that is accessible by foot
• Safe cycling lanes and lessons
• Better real-time information
Family roles • Enable children’s independent mobility
• Design child-friendly public transport and adjoining public space
Being safe • Considering women's needs through co-creation
• Quality lighting around stops and streets
• Women’s safety audits
• Evaluate safety initiatives
Being inclusive • Design for range of disabilities and age and health related issues
• Build a gender lens with diverse partners
• Understand local neighbourhood transport challenges
Driving change • Facilitate multi-modal travel
• Apply a gender lens to carpooling and ridesharing schemes
• EV incentives
• Ramp up climate change education
Implications
The real-life stories of women allowed us to explore additional central
themes which influence mobility: that is, how family, safety and
diversity shape transport choices.
Summary of Findings
Irish women’s mobility is hindered by existing
household gender dynamics that largely
place the burden on women.
Women are also adversely impacted by being
and feeling unsafe in public, in particular
when walking and using public transport.
Designing sustainable transport infrastructure
becomes synonymous with designing inclusive,
safe, and high-quality experiences that
consider women and the needs of their
family.
Involving women users in the co-creation of
policy to reduce the chance of unintended
consequences.

70
TII Application – screenshots from TII Gender Checklist

Thank You

Sustainable Energy Authority of Ireland
National Energy Research & Policy Conference
Towards Sustainable Transport
A Perspective on Key R&D Areas
Dr. Stephen Dooley
School of Physics, Trinity College Dublin, Ireland
25 November 2021

73
Transport Energy: Outcomes from TCD Research
• Learnings: Solutions to the Energy-Environment-Economy trilemma must be:
1. Scalable.
2. Affordable.
3. Efficient:
• Environmentally.
• Economically.
• Thermodynamically.
• Temporally.
Oil, 50%
Coal & Peat, 6.8%
Natural Gas, 31%
Wind, 5.8%
Other Renewables, 2.6%
Biomass & Renewable Waste, 2.7%
Biofuels 1st
Generation, 1.2%
2019 Ireland
Total Primary Energy Supply
SEAI 2019 National Energy
Balances
12.3% =
Renewable
s
2019

74
Research & Development: Device Efficiency
Research Line #1 - Thermodynamic Efficiency – Gas Turbines
• Natural Gas (+ Gas Turbine combustion) accounts for ~ 31% of Irish TPES.
• Complex physics of natural gas heat release and emission production is simplified by TCD
machine learning methodologies.
2019 Ireland
2021–2030 +
Natural Gas
31%

75
Research & Development: Device Efficiency
Research Line #1 - Thermodynamic Efficiency – Gas Turbines
• Natural Gas (+ Gas Turbine combustion) accounts for ~ 31% of Irish TPES.
• Complex physics of natural gas heat release and emission production is simplified by TCD
machine learning methodologies.
Research Line #2 - Thermodynamic Efficiency – CO2 Electrolysers
• CO2 utilization through Power 2 X / X 2 Power concepts.
• Complex physics of CO2 electrochemical conversion is learned by TCD multiphysics models.
2019 Ireland
2030–2050 +
Natural Gas
31%
Affordable e-Fuels?
RFNBOs: Renewable Fuels of Non-Biological Origin

76
Research & Development: Bioenergy
Research Line #3 – Biomass to Advanced Biofuels
• Waste plant matter a.k.a, lignocellulose => Advanced Biofuels.
• Fuels from non-food, non-feed, low-indirect land use change feedstocks.
• Wheat straw, Barley straw, Corn cob.
2019 Ireland
2021–2030 +
0 2000 4000 6000 8000 10000
0
0.1
0.2
0.3
0.4
Corn Cob (2.5 Mass %)
Ethyl
Levulinate
/
Mass
Fraction
Reaction Time / Minutes
Crude Oil
Liquid Fuels,
50%
1st Generation Biofuels,
1.8%
Affordable Low CO2(eq) Advanced Biofuels?

77
Research & Development: Bioenergy
Research Line #3 – Biomass to Advanced Biofuels
• Waste plant matter a.k.a, lignocellulose => Advanced Biofuels.
• Fuels from non-food, non-feed, low-indirect land use change feedstocks.
• Wheat straw, Barley straw, Corn cob.
2019 Ireland
2021–2030 +
0 2000 4000 6000 8000 10000
0
0.1
0.2
0.3
0.4
Ethyl
Levulinate
/
Mass
Fraction
Reaction Time / Minutes
1.8%
Affordable Low CO2(eq) Advanced Biofuels?
Research Line #4 – What is Biomass ?
• What is lignocellulosic biomass at the molecular scale?
• Can we describe plant matter with thermodynamics?
• Needed for:
• Bioenergy Techno-Economic Analysis.
• Bioenergy CO2(eq) Life Cycle Analysis.
Crude Oil
Liquid Fuels,
50%

78
Research & Development: Sustainable Aviation
Research Line #5 –Sustainable Aviation Fuels (SAF):
• Mission: Elevate EU Competence and Knowledge-Brokering on SAF.
• Improved rigor/specificity of field-to-wake embodied CO2(eq) of SAF.
• Supply chain design for lowest CO2(eq) possible.
• Reduce cost barriers to SAF certification & enable certification of 50%+ SAF blends.
• Research of robust science methods using small volumes of SAF.
2019 Ireland
2021–2030 +
1.8%
• 2021: Ryanair
announce €1.5m
Sustainable Aviation
Research Center with
Trinity College Dublin.
Crude Oil
Liquid Fuels,
50%

79
Research & Development: Sustainable Aviation
Research Line #5 –Sustainable Aviation Fuels (SAF):
• Massive technology development and scaling is needed.
• Ireland & EU can lead on sustainable aviation fuel technology.
• Requires R&D, through a “Low Carbon Fuels Knowledge House” concept.
• Further sponsors are sought.
2019 Ireland
2021–2030 +
1.8%
RFNBOs: Renewable Fuels of Non-Biological Origin
ReFuel EU Aviation Target Map
ReFuel EU Aviation: Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF
THE COUNCIL on ensuring a level playing field for sustainable air transport
Crude Oil
Liquid Fuels,
50%

80
Transport Energy: Outcomes from TCD Research
• Learnings: Solutions to the Energy-Environment-Economy trilemma must be:
1. Scalable.
2. Affordable.
3. Efficient:
• Environmentally.
• Economically.
• Thermodynamically.
• Temporally.
• WWII: Sir Robert Watson Watt’s “Cult of the Imperfect”,.
• “Give them the third best to go with,
second best comes to late,
the best never comes.”
Oil, 50%
Coal & Peat, 6.8%
Natural Gas, 31%
Wind, 5.8%
Other Renewables, 2.6%
Biomass & Renewable Waste, 2.7%
Biofuels 1st
Generation, 1.2%
SEAI 2019 National Energy
Balances
• To Policy: Efforts in Sustainable Transport should have a
focus on:
• Techno-economic evaluation.
• Life cycle analysis CO2(eq).
• Urgency – use existing infrastructure.
Renewable
s
***Urgent and Achievable Goal****
***of Decarbonising Fuels***
2019 Ireland
12.3% =

National Energy Research
and Policy Conference
Decarbonising transport
Role for Hydrogen in the Clean Energy Transition
James Carton

Roadmaps for Hydrogen to Support
Decarbonisation of Ireland’s Economy by 2050
Analysis of Ireland’s 1st Hydrogen Bus Trial 2020
Can Hydrogen Decarbonise the Haulage Sector?

Ireland’s 1st Hydrogen Bus Trial
Section 1
 Caetano Bus
 The Department of Transport
 TFI
 HMI
 Toyota Ireland
 ESB
 BOC Gases
 Insight DCU, Dublin City University, & Smart DCU
 CIE
 Bus Éireann
 Dublin Bus
 Dublin Airport
 Westward Garages
Main Findings:
 Long Range
 Fast Refill
 Zero Tailpipe Emissions
 The Lowest Well to Wheel Life Cycle GHG Emissions
3.6gCO2eq/MJ
 As efficient as Battery EV if Green Hydrogen is used

Hydrogen FCEV
Battery EV Grid Electricity
Hydrogen FCEV Grid Electricity
Hydrogen FCEV Renewable Electricity

Can Hydrogen Decarbonise the Haulage Sector?
Section 2
“Too risky’ to not use both battery electric
and hydrogen tech” Daimler Truck CEO says
70 responses from trucking companies,
representing c.3,000 heavy-duty vehicles
(7.5% of the representative fleet)
23% of Ireland’s total GHG emissions come from Road Vehicles
“Significant freight activity of heavy-goods vehicles (HGVs)
account for
14% of the road transport emissions in Ireland”

Hydrogen Truck Survey
0
50
100
150
200
250
Cumulative
Score
Interest in Fuel Alternatives
Top factors to influence a decision on purchase a hydrogen vehicle:
1. Cost of hydrogen fuel
2. Sustainability & reliability of the vehicle
3. Cost of the vehicle
4. Service back-up support for the vehicle
5. Safety

HyLight
Section 3
 Bord Gais Energy
 Bord na Móna
 Energy Coillte
 Eirgrid
 Energia
 ESB
 Gas Networks Ireland / Ervia
 Aughinish Alumina
 Cement Manufacturers Ireland
 Constant / EI-H2
 Sepam
 Infrastrata
 Mannok Cement
 Vermilion
 Indaver
 RenewablesSSE
 GreenCoat Renewables
 Simply Blue Energy
 Micro-Bio
 Fingleton White
 Arup
 Echelon
 DCC Flogas
 Mutual Energy
 ThermalSSE
“To provide the knowledge, data, and tools necessary to draft
a roadmap for sustainable large-scale implementation of
hydrogen technologies in Ireland as part of a zero-carbon,
secure, resilient energy system.”

HyLight – Where & When does Hydrogen fit..
Fuel for
Transport
Power
Heat for
Industry
Buildings
Feedstock for
Chemicals
Products
Electricity
Peaking plants
Steel, cement, paper,
food, aluminum...
Residential & commercial
Fertilisers, fuel, refining,
plastics...
Metallurgy, food, steel,
glass
Can hydrogen help cut greenhouse gas emissions in sectors of
the economy which are hard to abate.
● Large scale investment is needed to get to economies of scale – this is happening … where….
● Clear policy direction and potentially a carbon price are needed to incentivise the market – this is happening…
● Market - Where to produce hydrogen – what color? How do you get it to customer - progressing
● Public - Need to socialize benefits of clean hydrogen to the public & educate about misconceptions around safety

Transport Scenario – Now to 2030 & Beyond ….
NOW! Battery, OH-Wire & Hydrogen
Fuel cell for Trucks, Coaches, HDVs & Intercity
Trains
Reduce!
Battery for most
&
Hydrogen Fuel cell for Fleets
Synthetic Fuel
From Hydrogen

James.carton@dcu.ie
Thank You

5 Cities Demand
Management Study
(Jan 20 – Nov 21)
David Connolly, SYSTRA
SEAI NERP Conference
25 November 2021

Travel Demand Management & the
Climate Action Plan 2021

The Tiered Measures Approach
Tier 1 Transport Demand Management (TDM) Strategy Pillars – measures
identified as having a potentially high scale of impact and change within the five
cities. More detailed analysis undertaken to identify the most appropriate
strategy. RMS Modelling and overall ranking used to inform Delivery Roadmap.
Tier 2 TDM Toolkit – can be applied in different ways and intensities, recognising
the different circumstances of each city and their current and planned application
of TDM interventions. Offers flexibility for national (Tier 2a) and local (Tier 2b)
interventions to address delivery of the Study Objectives.
All three tiers in combination form the
future strategic direction of TDM in the five cities.

Tier One – Strategic Framework

Tier One Measures – Modelled in NTA’s RMS
Category Ref Measure RMS Component
Fiscal FM01 Progressive Vehicle Taxation Adjustment to Price per km
(PPK) input and Environment
Module
FM03 Time/Location based Vehicle Taxation Adjustment to Price per km
(PPK) input and Environment
Module
FM05 Alternative Fuelled Vehicle Support Environment Module
FM11 Further examination/evidence in relation to
Congestion Charging within a specified zone
(Cork & Dublin)
Road Assignment Model – Road
charges and bans
Air Quality AQ01 Clean Air Enabling Legislation Environment Module
AQ05 CAZ via a National Sticker Scheme Environment Module
Parking &
Traffic
Management
PTM01 Workplace Parking Levy within a pilot City
(Galway)
Changes to spaces available in
Free Workplace Parking Module
PTM04 Public Parking Controls Parking Distribution Model

The Delivery Roadmap – Tier One
Top three Tier One recommendations
1st PP08 – 15 Minute Neighbourhoods
2nd PP04 – NPF Delivery Management
3rd PTM04 – Public Parking Controls

Tier Two A – National Toolkit
Measure Type Ref Tier 2a National Toolkit – TDM Measure
Fiscal Management (FM) Alternative Fuels FM06 Hydrogen Vehicle Trials
Scrappage Schemes FM09 Vehicle to Mobility Credit Scrappage Scheme
Incentivising Sustainable Mobility FM10 Sustainable Mobility Incentives
Air Quality (AQ) Clean Air Zones/Low Emissions
Zones
AQ02 Air Quality Monitoring
AQ03 Air Quality Citizen Engagement
Planning Policy (PP) Transport & Public Health PP02 Public Health & Transport
Parking & Traffic
Management (PTM)
EV Parking Strategies PTM03 Electric Vehicle Charging Management
Behavioural Change (BC) ISO 50001 Energy Management
Certification
BC01 ISO50001 Energy Management Standard – Public Sector
BC02 ISO50001 Energy Management Standard – Private Sector
Eco-Driving BC09 Eco-Driving
Behavioural Change Campaigns BC10 Behavioural Change Campaign – Cleaner Fleets
Technology &
Communications (TC)
Integrated Ticketing and Mobility
as a Service
TC01 Next Generation Ticketing
TC02 Mobility as a Service Pilot
Connected Vehicles TC09 Connected Vehicles

Tier Two A – City Toolkit
Measure Type Ref Tier 2b City Toolkit – TDM Measure
Fiscal Management
(FM)
Tolling FM12 M50 Multi-Point Tolling
Parking & Traffic
Management (PTM)
EV Charging Infrastructure
Strategies
PTM02 Electric Vehicle Charging Strategy
On-Street Parking Controls & Pricing PTM07 Car Clubs/Car Sharing
Residential & Workplace Parking
Standards
PTM08 Residential Parking Standards
PTM09 Workplace Parking Standards
PTM10 Residential Parking Standards – EVs & Car Clubs
Freight/Goods Delivery
Management
PTM12 HGV Management Strategy
PTM13 Active Kerbside Management
Traffic Management PTM14 Slow Zones
PTM16 Park & Ride
PTM17 Car Free Zones & Streets
Behavioural Change
(BC)
Mobility Management Plans BC03 School Mobility Management Plans (MMPs)
BC14 School Streets & Safer Routes to School
BC04 Workplace Mobility Management Plans (MMPs)
BC05 Flexible Working
BC06 Staggering School and Workplace Start and Finish Times
BC07 Residential Mobility Management Plans
BC08 Area Mobility Management Plans
Behavioural Change Campaigns BC11 Reward Schemes
BC12 Marketing New Schemes
BC13 Disruption & Resilience
Technology &
Communications (TC)
Intelligent Transport Systems TC03 Real Time Passenger Information
Variable Speed Limits TC05 M50 Variable Speed Limits
Urban Traffic Management
Centres
TC06 Public Transport Control Centres
TC07 Urban Traffic Management Centres
Parking – Wayfinding & Variable TC08 Smart Parking Wayfinding & VMS

The Delivery Roadmap – approach

The Delivery Roadmap – Funding &
Organisation
• Management of funding of TDM is complex given the diverse measures and many
interactions with wider issues.
• Whilst a central or dedicated funding stream for TDM would ringfence investment, it
may not be the most efficient use of resources, particularly if there is duplication with
other publicly funded interventions.
• Recommended that an online ‘live’ signposting resource is developed to aid delivery
of TDM under the Tier 2 Toolkits. – to identify alignment between the
implementation of desirable TDM measures and available national and EU funding
sources.
• Given complexity and interdependency of the range of recommended TDM
measures, embedding a TDM approach into national, regional and local planning,
policies and delivery mechanisms will be critical to provide an integrated framework
to achieve the Study Objectives, both nationally and within each of the five Study
cities.

Thank you for listening
dconnolly@systra.com

SEAI - National Energy Research and Policy Conference 2021 - Session 2

Empfohlen

Empfohlen

Weitere ähnliche Inhalte

Was ist angesagt?

Was ist angesagt? (20)

Ähnlich wie SEAI - National Energy Research and Policy Conference 2021 - Session 2

Ähnlich wie SEAI - National Energy Research and Policy Conference 2021 - Session 2 (20)

Mehr von SustainableEnergyAut

Mehr von SustainableEnergyAut (20)

Kürzlich hochgeladen

Kürzlich hochgeladen (20)

SEAI - National Energy Research and Policy Conference 2021 - Session 2

Hinweis der Redaktion