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| 001 | 886008 | ||
| 005 | 20240711101521.0 | ||
| 024 | 7 | _ | |a 10.1016/j.rser.2020.110086 |2 doi |
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| 037 | _ | _ | |a FZJ-2020-04229 |
| 082 | _ | _ | |a 620 |
| 100 | 1 | _ | |a Colbertaldo, P. |0 P:(DE-HGF)0 |b 0 |e Corresponding author |
| 245 | _ | _ | |a Clean mobility infrastructure and sector integration in long-term energy scenarios: The case of Italy |
| 260 | _ | _ | |a Amsterdam [u.a.] |c 2020 |b Elsevier Science |
| 336 | 7 | _ | |a article |2 DRIVER |
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| 336 | 7 | _ | |a Journal Article |b journal |m journal |0 PUB:(DE-HGF)16 |s 1604331242_30287 |2 PUB:(DE-HGF) |
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| 520 | _ | _ | |a As main contributors to greenhouse gas emissions, power and transportation are crucial sectors for energy system decarbonization. Their interaction is expected to increase significantly: plug-in electric vehicles add a new electric load, increasing grid demand and potentially requiring substantial grid upgrade; hydrogen production for fuel cell electric vehicles or for clean fuels synthesis could exploit the projected massive power overgeneration by intermittent and seasonally-dependent renewable sources via Power-to-Hydrogen.This work investigates the infrastructural needs involved with a broad diffusion of clean mobility, adopting a sector integration perspective at the national scale. The analysis combines a multi-node energy system balance simulation and a techno-economic assessment of the infrastructure to deliver energy vectors for mobility. The article explores the long-term case of Italy, considering a massive increase of renewable power generation capacity and investigating different mobility scenarios, where low-emission vehicles account for 50% of the stock. First, the model solves the energy balances, integrating the consumption related to mobility energy vectors and taking into account power grid constraints. Then, an optimal infrastructure is identified, composed of both a hydrogen delivery network and a widespread installation of charging points.Results show that the infrastructural requirements bring about investment costs in the range of 43–63 G€. Lower specific costs are associated with the exclusive presence of FCEVs, whereas the full reliance on BEVs leads to the most significant costs. Scenarios that combine FCEVs and BEVs lie in between, suggesting that the overall power + mobility system benefits from the presence of both drivetrain options. |
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| 700 | 1 | _ | |a Campanari, S. |0 P:(DE-HGF)0 |b 5 |
| 773 | _ | _ | |a 10.1016/j.rser.2020.110086 |g Vol. 133, p. 110086 - |0 PERI:(DE-600)2019940-5 |p 110086 - |t Renewable & sustainable energy reviews |v 133 |y 2020 |x 1364-0321 |
| 856 | 4 | _ | |u https://juser.fz-juelich.de/record/886008/files/1-s2.0-S1364032120303774-main.pdf |y Restricted |
| 856 | 4 | _ | |y Published on 2020-09-07. Available in OpenAccess from 2022-09-07. |u https://juser.fz-juelich.de/record/886008/files/Colbertaldo_etal_CleanMobilityInfrastructureItaly_RevisedManuscript.pdf |
| 856 | 4 | _ | |y Published on 2020-09-07. Available in OpenAccess from 2022-09-07. |x pdfa |u https://juser.fz-juelich.de/record/886008/files/Colbertaldo_etal_CleanMobilityInfrastructureItaly_RevisedManuscript.pdf?subformat=pdfa |
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