Fraunhofer-Institut für System- und Innovationsforschung ISI

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National energy demand projections using LEAP and Excel

2023-07-28 , Müller, Viktor Paul , Pieton, Natalia , Lenivova, Veronika , Abdel-Khalek, Hazem , Sinha, Mohammad

The projections are based on historic energy carrier consumptions by Enerdata (© Enerdata 2022), activity variables and energy intensities collected from the BIG 5 energy system studies (© Enerdata 2022; ARIADNE 2022; BDI 2021; dena 2021; Prognos et al. 2021; Sensfuß 2021) and further literature. The methodology for the sectoral demand estimations is described in detail in (Pieton et al. 2023) and HYPAT results on Brazil are in preparation for publication.

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White Paper Citizen Science Strategy 2030 for Germany

2022 , Bonn, Aletta , Brink, Wiebke , Hecker, Susanne , Herrmann, Thora Martina , Liedtke, Christin , Premke-Kraus, Matthias , Voigt-Heucke, Silke , Gönner, Julia von , Altmann, Carolin , Bauhus, Wilhelm , Bengtsson, Luiza , Brandt, Miriam , Bruckermann, Till , Büermann, Andrea , Dietrich, Peter , Dörler, Daniel , Eich-Brod, Regina , Eichinger, Michael , Ferschinger, Laura , Freyberg, Linda , Grützner, Agnes , Hammel, Gertrud , Heigl, Florian , Heyen, Nils B. , Hölker, Franz , Johannsen, Carolin , Kiefer, Sarah , Klan, Friederike , Kluttig, Thekla , Kluß, Thorsten , Knapp, Valerie , Knobloch, Jörn , Koop, Monika , Lorke, Julia , Mortega, Kim , Munke, Martin , Pathe, Carsten , Richter, Anett , Schumann, Anke , Soßdorf, Anna , Stämpfli, Tina , Sturm, Ulrike , Thiel, Christian , Tönsmann, Susanne , Valentin, Anke , Bogaert, Vanessa van den , Wagenknecht, Katherin , Wegener, Robert , Woll, Silvia

This is the English version of the White Paper Citizen Science Strategy 2030. This White Paper presents a strategy with 94 action recommendations in 15 thematic fields for Germany to strengthen Citizen Science by 2030 in order to unleash its innovative potential for science, society and policy.

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Welche Treibhausgasemissionen verursacht die Wasserstoffproduktion?

2022 , Riemer, Matia , Wachsmuth, Jakob , Pfluger, Benjamin , Oberle, Stella

Die Herstellung von Wasserstoff kann auf unterschiedlichen Wegen erfolgen und verursacht unterschiedliche ⁠Treibhausgas⁠- und Schadstoffemissionen, Energie- und Ressourcenverbräuche. Bei der Herstellung basierend auf fossilem Erdgas sind die Methanemissionen bei der Förderung und Transport ganz ausschlaggebend. Die Studie analysiert entlang der Prozesskette die Treibhausgaswirkung von blauen, grauen, türkisem und grünen Wasserstoff im heutigen und zukünftigen Energiesystem und gibt damit einen kompakten Überblick zur Treibhausgaswirkung der Wasserstoffproduktion.

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Strategic planning of regions and territories in Europe for low carbon energy and industry through CCUS: The Strategy Ccus Project

2021 , Veloso, Fernanda, M.L. , Czernichowski-Lauriol, Isabelle , Mojon-Lumier, Frédérique , Carneiro, Julio , Gravaud, Isaline , Dütschke, Elisabeth , Preuß, Sabine , Prades, Ana , Germán, Silvia , Chen, Li , Collet, Pierre , Coussy, Paula , Berenblyum, Roman , Viguier, Romain , Cismaru, Diana , Banacloche, Santacruz

STRATEGY CCUS is a three-year project (2019-2022) funded by the H2020 research and innovation framework of the European Commission. It comprises 17 partners and is coordinated by BRGM (France). STRATEGY CCUS aims to provide realistic strategic plans from 2025 to 2050 for deploying carbon capture, utilization and storage (CCUS) in Southern and Eastern Europe, from a local to a European scale. Eight promising regions, within seven countries are being studied. Plans and roadmaps for these regions will be developed based on economic and environmental drivers, technical potential and social acceptance. The deployment of operational CCUS clusters starts by an appraisal at local and regional level. Available data for each promising region was mapped to indicate the technical potential of CCUS development in each region. Relevant groups of stakeholders were identified and invited to form Regional Stakeholder Committees within each promising region. These committees are working with project partners to consider regional factors and concerns as well as to elaborate scenarios of CCUS deployment in their respective regions to ensure early local participation. In the 3 most promising regions for the deployment of CCUS, Life Cycle Assessment (LCA), Multiregional Input Output (MRIO) analysis and Techno-Economic Assessment (TEA) designs will provide decision-support for the sustainable development of CCUS. Sound insights and a comprehensive diagnosis of the potential local business models associated with the different CCUS options will be provided for each region, as well as estimates for the sensitivity of the business model on storage capacity and injectivity data.

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Critical Materials for Climate Technologies in the EU. An overview of five renowned studies

2023-01 , Barkhausen, Robin , Schmidt, Patrick Alexander , Gervais, Estelle , Heumann, Johannes , Hofmann, Alexander

Against the backdrop of the climate crisis, countries worldwide agreed in the Paris agreement to keep global warming below 2°C compared to the pre-industrial era, ideally below 1.5°C. The EU set out the goal to reach carbon neutrality by 2050 - a goal for which the energy sector will play a central role, as the production and use of energy is responsible for more than 75% of greenhouse gas emissions. To transition to low carbon energy production, photovoltaic and wind turbines, coupled with energy conversion technologies such as electrolysers, fuel cells, and batteries, are believed to be key solutions. But these technologies require substantial amounts of scarce raw materials with EU import dependency and environmental and social problems connected to extraction and refining. The vulnerability of the EU energy sector became apparent in 2022 at the example of its dependency on Russian oil and gas. The supply chain for clean energy technologies could be equally vulnerable and jeopardise the achievement of EU climate targets. A plethora of studies dealing with resource scarcity has been performed. These studies, however, differ in their results regarding the most critical materials and often only provide vague recommendations on how to increase the resilience of the production and supply chains. Hence, it is of interest to synthesize the findings of major studies from renowned institutions, identify commonalities as well as differences, filter out areas with need for immediate action and create an overview of critical materials in climate technologies.

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Ist Wasserstoff treibhausgasneutral?

2022 , Riemer, Matia , Wachsmuth, Jakob

Wasserstoff ist kein berichtspflichtiges Klimagase des Pariser Klimaschutzabkommen und der Klimarahmenkonventionen. Gleichwohl verursacht Wasserstoff in der Atmosphäre eine indirekte Treibhauswirkung. In welcher Größenordnung, hängt einer Vielzahl von Parametern ab: Menge an Wasserstoff, Leckagen und diffuse Emissionen entlang der Wertschöpfungsketten sowie Emissionsraten der Wasserstoffnutzung. Viele der Einflussparameter sind heute noch nicht eindeutig quantifizierbar. Die Kurzanalyse gibt einen ersten Eindruck und Einordnung zu den möglichen künftigen Emissionen einer verstärkten Wasserstoffwirtschaft.

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Methodikpapier zur ex-ante Abschätzung der Energie- und THG-Minderungswirkung von energie- und klimaschutzpolitischen Maßnahmen

2022 , Schlomann, Barbara , Brunzema, Iska , Kemmler, Andreas , Bürger, Veit , Mendelevitch, Roman

Vor dem Hintergrund zahlreicher Berichtspflichten auf nationaler und EU-Ebene zur Erreichung energie- und klimapolitischer Ziele und zur Wirkung der für die Zielerreichung eingeleiteten Maßnahmen kommt deren Monitoring und Evaluation eine immer größere Bedeutung zu. Sowohl auf europäischer Ebene als auch in Deutschland haben sich die Anforderungen an eine Berichterstattung zu eingeleiteten Maßnahmen zur Erreichung EU-weiter und nationaler Energie- und Klimaziele in den letzten Jahren nochmals erhöht. In der EU-Verordnung über das Governance-System für die Energieunion und für den Klimaschutz (EU) werden in mehreren Anhängen Informationen zu energie- und klimapolitischen Maßnahmen eingefordert. Am detailliertesten sind die Anforderungen an die Mitteilung von Maßnahmen und Methoden zur Durchführung von Artikel 7 der Energieeffizienzrichtlinie (EnEff-RL 2012/27/EU, RL (EU) 2018/2002, und Anhang III). Auch das Bundes-Klimaschutzgesetz (KSG) von Dezember 2019 sieht an mehreren Stellen Berichtspflichten vor, die auch die Bewertung von Maßnahmen beinhalten. Dies betrifft insbesondere §8 (Sofortprogramm bei Überschreitung der Jahresemissionsmengen), §9 (Klimaschutzprogramme) sowie §10 (Berichterstattung).

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Using the Revenues from Carbon Pricing - Insights into the Acceptance and Perceptions of Affected Groups

2022-04-11 , Dütschke, Elisabeth , Preuß, Sabine , Brunzema, Iska , Piria, Raffaele

Carbon pricing is a policy instrument that is very popular with researchers and many policy makers as well. This paper presents an empirical study carried out in Germany directly before the new national carbon pricing schemes were implemented for the non-ETS sector. The study focuses on the perceptions of different revenue use options by population groups particularly affected by the impact of carbon pricing: single parents with commutes, social welfare recipients, long-distance commuters as well as pensioners with large homes. The empirical research consisted of twelve focus groups with 83 participants, including a short questionnaire. The findings show a good level of acceptance for carbon pricing in view of the need to mitigate climate change and the widespread expectation that the mitigation impact results from the use of revenues rather than from the carbon pricing instrument itself. The preferred options for revenue use are public investments in sustainable transport and climate protection. There was less support for reducing electricity prices or a “climate dividend”. Overall, the topics discussed were often perceived as complex and misunderstandings were prevalent despite the explanations given. Conclusions are drawn concerning the design and communication of carbon pricing schemes.

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Kurzeinschätzung von Ammoniak als Energieträger und Transportmedium für Wasserstoff

2022 , Riemer, Matia , Wachsmuth, Jakob , Isik, Volkan , Köppel, Wolfgang

Für den Import von Wasserstoff über große Transportdistanzen stellt Ammoniak eine Option dar. In der Studie wird ein Überblick gegeben, welche Vorteile dies gegenüber dem Wasserstofftransport bietet und welche Herausforderungen sich bei der energetischen Nutzung von Ammoniak ergeben. Gleichzeitig werden mögliche Umweltwirkungen bei Leckagen in der Wertschöpfungskette sowie bei seiner Verbrennung in Motoren Ammoniak benannt.

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Real-world usage of plug-in hybrid vehicles in Europe

2022 , Plötz, Patrick , Link, Steffen , Ringelschwendner, Hermann , Keller, Marc , Moll, Cornelius , Bieker, Georg , Dornoff, Jan , Mock, Peter

The potential of plug-in hybrid electric vehicles (PHEVs) to reduce fuel consumption and global greenhouse gas emissions depends on how much they are effectively driven on electricity. Earlier studies on the real-world usage of PHEVs certified under the New European Driving Cycle (NEDC) have shown that those vehicle models are driven much less on electricity than the type-approval procedure assumes. This study presents an analysis of the average real-world fuel consumption and electric driving share of about 9,000 private and company car PHEVs in Europe, with an emphasis on Worldwide Harmonized Light Vehicles Test Procedure (WLTP) type-approved vehicle models. The analysis finds: The real-world fuel consumption of PHEVs in Europe is on average three to five times higher than WLTP type-approval values. The average real-world fuel consumption of PHEVs in Europe is 4.0-4.4 L/100 km for private vehicles and 7.6-8.4 L/100 km for company cars compared to an average of 1.6-1.7 L/100 km in WLTP type approval. These values correspond to tailpipe emissions of 90-105 g CO2/km for private vehicles and 175-195 g CO2/km for company cars compared to only 37-39 g CO2/km in WLTP type approval. The deviation between real-world and type-approval fuel consumption is growing. For PHEVs in general, the real-world fuel consumption has been growing by a few percent on average since 2012 when normalized for changing vehicle properties such as equivalent all-electric ranges or mass. This long-term growth corresponds to an average increase of 0.1-0.2 L/100 km with every build year. The deviation from type-approval values is higher for WLTP certified cars than for NEDC vehicles as newer WLTP certified cars show slightly higher average real-world fuel consumption. The average real-world electric driving share is about 45%-49% for private cars and about 11%-15% for company cars. In contrast, the official WLTP type-approval procedure assumes the share of driving in the mostly, but not fully, electric charge-depleting mode at around 70%–85%. The low electric driving share is one of the main reasons for the high deviation between type approval and real-world fuel consumption. Based on the large-scale empirical evidence, the study presents how the WLTP type-approval assumption on the share of driving in charge-depleting mode (Utility Factor) can be adjusted to better reflect average real-world usage of PHEVs.

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