Abstract

The data demands and economics surrounding IP internetworking are such that IP routers are now connecting directly to SDH or DWDM systems. As such, many of the traditional mechanisms used to engineer the traffic over the physical infrastructure are no longer available. Consequently a new approach is required. This paper outlines a set of mechanisms and procedures, including enhancements to the layer 3 routeing and signalling protocols ad MPLS forwarding that, when combined, provide the capabilities to provide traffic engineering capabilities in an optical IP environment. Document type: Book

Abstract

The work reported here is a result of the EPSRC Hydrogen and Fuel Cell Research Hub research programme (Grant ref. EP/J016454/1). A core theme of the UK Government's new Industrial Strategy is exploiting opportunities for domestic supply chain development. This extends to a special ‘Automotive Sector Deal’ that focuses on the shift to low emissions vehicles (LEVs). Here attention is on electric vehicle and battery production and innovation. In this paper, we argue that a more straightforward gain in terms of framing policy around potential economic benefits may be made through supply chain activity to support refuelling of battery/hydrogen vehicles. We set this in the context of LEV refuelling supply chains potentially replicating the strength of domestic upstream linkages observed in the UK electricity and/or gas industries. We use input-output multiplier analysis to deconstruct and assess the structure of these supply chains relative to that of more import-intensive petrol and diesel supply. A crucial multiplier result is that for every £1million of spending on electricity (or gas), 8 full-time equivalent jobs are supported throughout the UK. This compares to less than 3 in the case of petrol/diesel supply. Moreover, the importance of service industries becomes apparent, with 67% of indirect and induced supply chain employment to support electricity generation being located in services industries. The comparable figure for GDP is 42%. Publisher PDF Peer reviewed Document type: Book

Abstract

AbstractInterest is growing regarding the potential size of a future U.S.-dedicated carbon dioxide (CO2) pipeline infrastructure if carbon dioxide capture and storage (CCS) technologies are commercially deployed on a large scale within the United States. This paper assesses the potential scale of the CO2 pipeline system needed under two hypothetical climate policies (WRE450 and WRE550 stabilization scenarios); a comparison is then made to the extant U.S. pipeline infrastructures used to deliver CO2 for enhanced oil recovery and to move natural gas and liquid hydrocarbons from areas of production and importation to markets. The analysis reveals that between 11,000 and 23,000 additional miles of dedicated CO2 pipeline might be needed in the United States before 2050 across these two cases. While either case represents a significant increase over the 3900 miles that comprise the existing national CO2 pipeline infrastructure, it is important to realize that the demand for additional CO2 pipeline capacity will unfold relatively slowly and in a geographically dispersed manner as new dedicated CCS-enabled power plants and industrial facilities are brought online. During the period 2010–2030, this analysis indicates growth in the CO2 pipeline system on the order of a few hundred to less than 1000 miles per year. By comparison, during the period 1950–2000, the U.S. natural gas pipeline distribution system grew at rates that far exceed these growth projections for a future CO2 pipeline network in the U.S. This analysis indicates that the need to increase the size of the existing dedicated CO2 pipeline system should not be seen as a major obstacle for the commercial deployment of CCS technologies in the United States. While there could be issues associated with siting specific segments of a larger national CO2 pipeline infrastructure, the sheer scale of the required infrastructure should not be seen as representing a significant impediment to U.S. deployment of CCS technologies. Document type: Report

Abstract

Abstract To date, the transportation aspect has received little attention in social science research on the public perception of CCS. This study contributes to filling this gap by investigating the public perception of CO 2 pipelines among the German public. For this purpose, a representative survey was carried out and analysed with methods of descriptive and inductive statistics. The results showed that on average CO 2 pipelines are perceived neutrally by the general public in Germany. With respect to the acceptance of CO 2 pipelines close to one's home, the involvement of environmental organizations in the assessment of the safety and environmental compatibility of the pipeline and a convincing safety concept on the part of the pipeline operator were identified as likely to be more effective than other measures such as financial compensation or participation in the planning process. However, factual knowledge of pipelines, risk perceptions, general attitude and willingness to protest against a CO 2 pipeline close to one's home, as well as the level of agreement with factors for the acceptance of CO 2 pipelines, vary significantly according to gender, age and professional qualifications. The characteristics and perceptions of the citizens affected should therefore be taken into account for the siting of CO 2 infrastructure projects.

Abstract

Climate change and global resource shortages have led to rethinking traditional individual mobility services based on combustion engines. As the consequence of technological improvements, the first electric vehicles are now being introduced and greater market penetration can be expected. But any wider implementation of battery-powered electrical propulsion systems in the future will give rise to new challenges for both the traditional automotive industry and other new players, e.g. battery manufacturers, the power supply industry and other service providers. Different application cases of electric vehicles are currently being discussed which means that numerous business models could emerge, leading to new shares in value creation and involving new players. Consequently, individual stakeholders are uncertain about which business models are really effective with regard to targeting a profitable overall concept. Therefore, this paper aims to define a holistic approach to developing business models for electric mobility, which analyzes the system as a whole on the one hand and provides decision support for affected enterprises on the other. To do so, the basic elements of electric mobility are considered and topical approaches to business models for various stakeholders are discussed. The paper concludes by presenting a systemic instrument for business models based on morphological methods.

Abstract

Carbon Capture and Storage (CCS) is one of the most potential technologies to mitigate climate change. Usingpipelinesto transport CO2 from emission sources to storage sitesis one of common and mature technologies. The design and operation of pipeline transport process requires careful considerations of thermo-physical properties.This paper studied the impact of properties, including density, viscosity, thermal conductivity and heat capacity, onthe performance of CO2 pipeline transport. The pressure loss and temperature dropin steady state were calculated by using homogenous friction model and Sukhof temperature drop theory, respectively. The results of sensitivity study show thatover-estimating density and viscosity increases the pressure loss while under-estimating of density and viscosity decreases it. Over-estimating density and heat capacity leads to lower temperature drop while under-estimating of density and heat capacity result in higher temperature drop.This study suggests that the accuracy of property models for example, more accurate density model, should be developed for the CO2 transport design.

Abstract

Energy cost is a phenomenon relating to logistics and transportation activities of logistics operators as well as governments local authorities and citizens. Actually all the logistics parties may be affected by energy costs. At the same time logistics and transportation flow rate is declining continuously. Increases in traffic volume and decreased logistics flow rate cause to decrease in logistics productivity and efficiency in a city. On the other hand changes in these factors cause to increase energy cost. Minimum energy consumption plays an important role for efficient and productive urban logistics operations. Increasing traffic volume and congestion may absorb the energy of cities in addition to that it causes to increase energy requirements of urban areas. According to scientific research a significant correlation can be seen between traffic volume congestion energy cost and using the urban economic resources. This study focus on relations between these factors and it tried to show that ways for reduction of energy cost on optimum traffic volume and traffic flow rate. In addition to that the findings of this study depend on fieldwork related to Istanbul city. (C) 2017 The Authors. Published by Elsevier Ltd.

Abstract

the number of electric vehicles increases, the impact of their charging on distribution networks is being investigated using different load profiles. Due to the lack of real charging data, the majority of these load impact studies are making assumptions for the electric vehicle charging demand profiles. In this paper a two-step modelling framework was developed to extract the useful information hidden in real EVs charging event data. Real EVs charging demand data were obtained from Plugged-in Midlands (PiM) project, one of the eight ‘Plugged-in Places’ projects supported by the UK Office for Low Emission Vehicles (OLEV). A data mining model was developed to investigate the characteristics of electric vehicle charging demand in a geographical area. A Fuzzy-Based model aggregates these characteristics and estimates the potential relative risk level of EVs charging demand among different geographical areas independently to their actual corresponding distribution networks. A case study with real charging and weather data from three counties in UK is presented to demonstrate the modelling framework. Document type: Article

Abstract

Synthetic fuels based on electricity, water, and carbon dioxide (CO2) may be necessary to cover the fuel demand in a sustainable transport sector based on renewable energy sources. The aim of this paper is to compare hydrogen, methane, methanol and diesel produced in this way. The main parameters for the analysis are well to wheel energy efficiency and costs, and the fuels are analysed in a Swedish context. The results indicate that methane and diesel could have the potential to be cost competitive in the near term, at least if common incentivesfor renewable transportation fuels are applied. Moreover, that hydrogen is the best option in terms of well to wheel energy efficiency, and that it in the longer term also may be cost competitive to the other fuels.

Abstract

International audience; Without a clear understanding of the hazards associated with the failure of CO2 pipelines, carbon capture and storage (CCS) cannot be considered as a viable proposition for tackling the effects of global warming. Given that CO2 is an asphyxiant at high concentrations, the development of reliable validated pipeline outflow and dispersion models are central to addressing this challenge. This information is pivotal to quantifying all the hazard consequences associated with the failure of CO2 transportation pipelines, which forms the basis for emergency response planning and determining minimum safe distances to populated areas. This paper presents an overview of the main findings of the recently completed CO(2)PipeHaz project [1] which focussed on the hazard assessment of CO2 pipelines to be employed as an integral part of CCS. Funded by the European Commission FP7 Energy programme, the project's main objective was to address this fundamentally important issue. Document type: Conference object