News: Transporthttp://www.chalmers.se/sv/nyheterNews related to Chalmers University of TechnologyFri, 26 Oct 2018 15:10:57 +0200http://www.chalmers.se/sv/nyheterhttps://www.chalmers.se/en/departments/CLS/news/Pages/Report-on-Aviation-Climate-Impact-Most-Downloaded-Publication.aspxhttps://www.chalmers.se/en/departments/CLS/news/Pages/Report-on-Aviation-Climate-Impact-Most-Downloaded-Publication.aspxReport on aviation climate impact most downloaded publication<p><b>​With more than 400 unique downloads, the report ”Klimatpåverkan från svenska befolkningens internationella flygresor” (&quot;Climate Impact of the Swedish Population&#39;s International air Travelling&quot;) from 2016 was the most downloaded publication from research.chalmers.se in the last year.&quot;It feels meaningful and great that our research is being requested by many people,&quot; says Jörgen Larsson, assistant professor at the Department of Space, Earth and Environment and one of the authors of the report.​</b></p>​<span lang="EN" style="background-color:initial">The climate impact of commercial aviation has been a major environmental issue for several years, but historically there have been no reliable measurements of the actual impact of our international air travelling. </span><span title="De metoder som har använts för att mäta den påverkan som svenskarna gör med sina flygresor har utgått från hur mycket bränsle som tankas i Sverige." style="background-color:initial">The methods used to measure the environmental impact of Swedes’ air travels have been based on how much fuel that is being fueled in Sweden. </span><span title="Om en person till exempel ska resa från Landvetter till USA och mellanlandar i Amsterdam, så mäts i så fall bara utsläppen mellan Sverige och Nederländerna.&#13;&#10;" style="background-color:initial">For example, if a person is to travel from Gothenburg to the US with a stop in Amsterdam, only the emissions between Sweden and the Netherlands will be measured.</span><div><span lang="EN" style="background-color:initial"><br />&quot;What me and my colleagues at Chalmers and KTH did was to develop a method that measures the entire emission to the final destination,&quot; says Jörgen Larsson. </span><span title="På det sättet får vi fram hela bilden av svenskarnas utsläpp." style="background-color:initial">&quot;That way we get the whole picture of Swedes' emissions. </span><span title="Metoden visar att den svenska befolkningens flygande orsakar lika stora växthusgasutsläpp som biltrafiken i Sverige.&#13;&#10;" style="background-color:initial">The method shows that the Swedish population's travelling by air causes the same greenhouse gas emissions as car traffic in Sweden.&quot;</span><div><h3 class="chalmersElement-H3"><span lang="EN">Accusations of unscientific research </span></h3> <p class="MsoNormal"><span lang="EN">But pointing out a big industry like commercial aviation as a major polluter isn't somehing that will be done in silence. </span><span title="Branschorganet Svenskt flyg gick i taket, och anklagade Jörgen Larsson och hans kollegor för att bedriva ovetenskaplig forskning.">The Swedish aviation sector accused Jörgen Larsson and his colleagues of conducting unscientific research. </span><span title="Det gick så pass långt att rektorerna på Chalmers och KTH skrev en gemensam debattartikel där de manade till hyfs i debatten om flyget och klimatet, och på ett möte våren 2018 träffade forskarna representanter från Svenskt flyg för att rensa luften.">It went to the point where the presidents at Chalmers and KTH wrote a joint debate article where they called for better manners in the debate about the aviation industry and it’s environmental effects. At a meeting in spring 2018, the researchers met representatives from the industry to clear the air. </span><span title="I dag har forskarna inlett ett samarbete med Swedavia, som äger och driver bland annat Arlanda och Landvetter, och de har fått tillgång till stora mängder data som de kan använda i den fortsatta forskningen.&#13;&#10;">Today, the researchers have initiated cooperation with Swedavia which owns and operates Arlanda and Landvetter, among other airports, and has gained access to large amounts of data that they can use in the ongoing research.</span></p> <p class="MsoNormal"><span lang="EN" style="background-color:initial">Not only the aviation sector has paid attention to the report. </span><span title="Fortfarande drygt två år efter att den publicerades blir Jörgen Larsson kontaktad ett antal gånger i månaden av både privatpersoner och organisationer som vill prata om rapporten eller intervjua honom.&#13;&#10;" style="background-color:initial">Still more than two years after it was published, Jörgen Larsson is contacted several times a month by individuals and organizations who want to talk about the report or interview him.</span></p> <p class="MsoNormal"><span lang="EN" style="background-color:initial">&quot;In those situations it's important to be careful with what one says. </span><span title="I vissa intervjuer vill de gärna att man ska säga ”sluta att flyga”, men det kan även vara andra organisationer med helt andra ingångar som hör av sig." style="background-color:initial">In some interviews they would like me to say &quot;stop flying&quot;, but there are also other organizations with different agendas. </span><span title="Som forskare har man status och auktoritet, och det gäller att inte bli utnyttjad av någon sida i debatten.&#13;&#10;" style="background-color:initial">As a researcher, you have status and authority, and one have to be careful so that one doesn’t get used by any side in the debate.”</span></p> <p class="MsoNormal"><span lang="EN" style="background-color:initial">Jö</span><span lang="EN" style="background-color:initial">rgen Larsson and his colleague's ambition is to broaden the perspectives. </span><span title="Den debatt som har förts om styrmedel för flyget har ofta rört passagerarskatten, och Jörgen Larsson menar att det är vettigt att även diskutera andra kompletterande styrmedel." style="background-color:initial">The debate about the control of the aviation industry has often been centered on passenger taxes, and Jörgen Larsson thinks that we also need to discuss other additional instruments. </span><span title="Han tycker att det är slående vilken brist på handlingsberedskap det finns, både vad det gäller internationella och nationella styrmedel.&#13;&#10;" style="background-color:initial">He thinks there is a striking lack of action preparedness, both in terms of international and national instruments.</span></p> <h3 class="chalmersElement-H3"><span lang="EN">&quot;A sharp increase in emissions&quot;</span></h3> <p class="MsoNormal"><span lang="EN">&quot;The aviation area is a sector with a sharp increase in emissions. </span><span title="Ändå är styrmedlen supersvaga i jämförelse med vad som behövs, och även insatser som skulle minska utsläppen bara lite grann möts med jätteprotester.">Nevertheless, the controls are super weak in comparison to what is needed, and even efforts that would reduce emissions just a little bit are met with protests. </span><span title="Många vill minska klimatpåverkningarna, men när det närmar sig deras egen dörr så blir det motstånd.">A lot of people want to reduce our impact on the climate, but when it gets to close to their reality they become resistant. For me personally, it feels meaningful to conduct this research. </span><span title="Om det finns en vilja att prioritera frågan i framtiden, så är det viktigt att kunskapen finns hos oss forskare.&#13;&#10;">If there is a will to prioritize this issue in the future, it is important that researchers have the knowledge.”</span></p> <p class="MsoNormal"><span lang="EN" style="background-color:initial">Kristina Graner is a librarian at the Department of Communication and Learning in Science, and works with Open Access publishing. </span><span title="Hon är inte förvånad att just Jörgens Larssons rapport har fått osedvanligt höga nedladdningssiffror det senaste året.&#13;&#10;" style="background-color:initial">She is not surprised that Jörgens Larsson's report has been downloaded that many times in the past year.</span></p> <p class="MsoNormal"><span lang="EN" style="background-color:initial">&quot;Last year, there was a publication about textiles' life-cycle analysis that was the most downloaded, and it was also very accurate in time,&quot; she says. </span><span title="En slutsats som man kan dra är att det krävs nog att det är något som lite fler människor kan förstå och relatera till, och det var mer så med den här publikationen än vad det är med många andra publikationer som ges ut på Chalmers." style="background-color:initial">“One conclusion that one can make is that the publication needs to have something that people can understand and relate to, and that was more the case with this publication than with many other publications published at Chalmers. </span><span title="Samtidigt är den här rapporten skriven på svenska, vilket gör att den bara är tillgänglig för en begränsad publik.&#13;&#10;" style="background-color:initial">But one also needs to remember that this report is written in Swedish, thus making it available to a limited audience only.”</span></p> <p class="MsoNormal"><span title="Samtidigt är den här rapporten skriven på svenska, vilket gör att den bara är tillgänglig för en begränsad publik.&#13;&#10;"></span></p> <p class="MsoNormal"><span class="shorttext"><b><span lang="EN"><br /></span></b></span></p> <p class="MsoNormal"></p> <h5 class="chalmersElement-H5"><span><span lang="EN">Publications with the most unique downloads from</span></span><span lang="EN"> </span>research.chalmers.se 2016-2018</h5> <div> <span lang="EN-US">2018 </span><a href="https://research.chalmers.se/publication/240574">”Klimatpåverkan från svenska befolkningens internationella flygresor&quot;</a></div> <div><span lang="EN-US"> 2017 </span><a href="https://research.chalmers.se/publication/246361"><span lang="EN-US">”</span><span lang="EN-US" style="font-size:10.5pt;line-height:107%;background-image:initial;background-position:initial;background-size:initial;background-repeat:initial;background-attachment:initial;background-origin:initial;background-clip:initial">Advancing life cycle assessment of textile products to include textile chemicals. Inventory data and toxicity impact assessment</span><span lang="EN-US">”</span></a></div> <div><span lang="EN-US"> 2016 </span><a href="https://research.chalmers.se/publication/201129">&quot;Game intelligence in team sports&quot;​</a><span lang="EN-US"></span></div> <p></p> </div></div>Thu, 25 Oct 2018 10:00:00 +0200https://www.chalmers.se/en/areas-of-advance/energy/news/Pages/We-must-take-action-instead-of-arguing-how-costly-it-might-be.aspxhttps://www.chalmers.se/en/areas-of-advance/energy/news/Pages/We-must-take-action-instead-of-arguing-how-costly-it-might-be.aspxWe must take action instead of arguing how costly it might be<p><b>More than 90 authors from 40 countries have contributed to the UN Intergovernmental Panel on Climate Change, IPCC´s, newest report on global warming. Over 6,000 scientific references are cited, and a total of 42,000 comments from inspecting experts and governments are included in the report. One of the cited scientists is Sonia Yeh, Professor of energy and transport systems at Chalmers.​</b></p>​<span style="background-color:initial">In </span><span style="background-color:initial">2014, Sonia Yeh co-founded and co-led the International Transportation Energy Modeling (<a href="https://transportenergy.org/">ITEM</a>) </span><span style="font-family:&quot;open sans&quot;;font-size:10.5pt;background-color:initial">comparison project in collaboration with four internationally prominent transportation modeling groups (University of California, Davis, Pacific Northwest National Laboratory, International Institute for Applied Systems Analysis (IIASA) and MIT Joint Program on the Science &amp; Policy of Global Change). <br /></span><p class="MsoNormal" style="margin-bottom:0.0001pt;line-height:normal"><span lang="EN-US" style="font-size:10.5pt;font-family:&quot;open sans&quot;">&quot;The members of ITEM include universities and research organizations, national government agencies, international government organizations (IGOs), non-government organizations (NGOs), energy firms, and consultancies. “It’s an exciting group to work with,” says Sonia Yeh.</span></p> <p class="MsoNormal" style="margin-bottom:0.0001pt;line-height:normal"><span lang="EN-US" style="font-size:10.5pt;font-family:&quot;open sans&quot;"> </span></p> <p class="MsoNormal" style="margin-bottom:0.0001pt;line-height:normal"><span lang="EN-US" style="font-size:10.5pt;font-family:&quot;open sans&quot;">Sonia continues: ”Our paper, &quot;<a href="https://www.sciencedirect.com/science/article/pii/S1361920916301651">Detailed assessment of global transport-energy models'structures and projections​</a>​&quot;, was cited in the IPCC report because it summarizes important work from a team of prominent transport modeling groups with researchers from around the world. They are particularly important since they develop global transportation scenarios and projections that inform and influence public opinions, industry response and policy formulation in transport planning, energy supply, and services.”</span></p> <p class="MsoNormal" style="margin-bottom:0.0001pt;line-height:normal"><span lang="EN-US" style="font-size:10.5pt;font-family:&quot;open sans&quot;"> </span></p> <p class="MsoNormal" style="margin-bottom:0.0001pt;line-height:normal"><span lang="EN-US" style="font-size:10.5pt;font-family:&quot;open sans&quot;">IPCCs Special Report on Global Warming will be a key scientific input into the Katowice Climate Change Conference in Poland in December 2018, when the world's countries are meeting to go through the Paris Agreement.</span></p> <div><br /></div> <div><strong>What is your article about?</strong></div> <div><span style="background-color:initial">“In the paper, we compare the projections of transportation demand, fuel use, technology, and emissions by mode, for example aviation, rail, shipping, cars, trucks, given various “business-as-usual” and “low-carbon pathway” scenarios. We try to be “descriptive” rather than “prescriptive” and the models consider demand changes, technological changes, and changes in emissions. These aspects are extremely important, because it helps us reflect on what are likely to happen, and how to get to very low-carbon futures. Just as important, we also identify important research gaps to better understand where the uncertainties are and provide guidance for future research and policy discussions. </span><br /></div> <div></div> <div><br /></div> <div>”We are really proud of Sonia Yeh. When science contributes to policy making, it´s an important part the utilization of Chalmers research,” says, Maria Grahn, Director of Energy Area of Advance</div> <div><br /></div> <div><strong>The conclusion of the IPCC report</strong></div> <div>The IPCC report finds that limiting global warming to 1.5°C would require &quot;rapid and far-reaching&quot; transitions in land, energy, industry, buildings, transport, and cities. Global net human-caused emissions of carbon dioxide (CO2) would need to fall by about 45 percent from 2010 levels by 2030, reaching 'net zero' around 2050. This means that any remaining emissions would need to be balanced by removing CO2 from the air.</div> <div> </div> <div>Sonia Yeh thinks our best hope to achieve the 1.5 degree goal is to better understand the trends for demand growth, behavior changes, technological change, and to identify policy tools to help us get to where we want to go, either through carbon tax, cap-and-trade, market-based policy instruments, or technology standards. </div> <div><br /></div> <div>”But we must take action instead of arguing how costly it might be because taking no action is extremely expensive too! We have already seen, in the past few years, the damages likely caused by climate change.”</div> <div><br /></div> <div><strong>When do you think fossil-free transports will get a real breakthrough?</strong></div> <div>”I think we are already experiencing lots of breakthroughs: electrification of cars, trucks, shipping or even aviation; new mobility services such as car/bike/ride/scooter sharing; and autonomous cars. The so-called three revolutions in the transport space. These are exciting times and scary times. Exciting because these technology advancements may prove to significantly reduce transport emissions and further improve the quality of lives.<br />The times are scary because, if unchecked, the emissions could also drastically increase if consumers take advantages of the convenience of new services and technologies without understanding the bad consequences of increased fuel usage. Therefore, researchers and policymakers are watching these growths very closely. We are both optimistic and cautious at the same time and will continue to work with all stakeholders to improve our understanding and help to provide better policy solutions,&quot; says Sonia Yeh. <br /><br /></div> <div>By: Ann-Christine Nordin, Photo: U.S. Embassy Vienna.<br /><br /><strong>Releated:<br /><a href="/en/staff/Pages/sonia-yeh.aspx"><img class="ms-asset-icon ms-rtePosition-4" src="/_layouts/images/ichtm.gif" alt="" />Sonia Yeh, Chalmers</a></strong></div> <a href="https://chalmersprofessional.se/en/news/she-creates-common-base-energy-issues-california"><img class="ms-asset-icon ms-rtePosition-4" src="/_layouts/images/icgen.gif" alt="" /></a><a href="https://chalmersprofessional.se/en/news/she-creates-common-base-energy-issues-california"><div style="display:inline !important">She creates a common base for energy issues with California</div></a><br /><div><a href="http://www.ipcc.ch/report/sr15/"><img class="ms-asset-icon ms-rtePosition-4" src="/_layouts/images/icgen.gif" alt="" />IPCC Special Report</a><br /><a href="https://unfccc.int/katowice"><img class="ms-asset-icon ms-rtePosition-4" src="/_layouts/images/icgen.gif" alt="" />Katowice Climate Change Conference – December 2018​</a><br /></div> <div><br /></div> <strong></strong>Sun, 21 Oct 2018 00:30:00 +0200https://www.chalmers.se/en/departments/chem/news/Pages/Carbon-dioxide-capture-technology-exists,-but-no-one-dares-take-the-first-step.aspxhttps://www.chalmers.se/en/departments/chem/news/Pages/Carbon-dioxide-capture-technology-exists,-but-no-one-dares-take-the-first-step.aspxCarbon dioxide capture: technology exists, but no one dares take the first step<p><b>​It is possible to stop at 1.5 degrees warming of the planet, the IPCC claims in a new report, but few believe it will happen. In order to succeed, carbon dioxide capture has to scale up. Chalmers has the technology, but who dares take the first step to commercialize?</b></p>​<span style="background-color:initial">In the UN climate panel, the IPCC report describes how we not only need to reduce the rate of emissions but, in the long run, also reduce the amount of carbon dioxide in our atmosphere. This means that we need to capture carbon dioxide. Chalmers conducts research in the field and has reached far. One of the researchers in the field is Henrik Leion, Associate Professor at Chalmers Department of Chemistry and Chemical Engineering.</span><div><br /></div> <div>&quot;We must start catching all carbon dioxide, regardless of fuel. Right now we are working with biofuels. The fossil fuels already work well to capture. The technology for this is available. What prevents us is primarily economy and legislations.<img src="/SiteCollectionImages/Institutioner/KB/Generell/Nyheter/Koldioxidinfångning/Henrik%20Leionweb.png" class="chalmersPosition-FloatRight" alt="Photo of Henrik Leion" style="margin:5px" /><br /><br /></div> <div>The technique Henrik Leion researches and develops is based on oxygen-bearing solids that replace combustion of oxygen as a gas. His research is part of several projects around a technology called CLC, which stands for chemical looping combustion. In most cases, the heat is generated in power plants through combustion in air. This forms carbon dioxide mixed with another type of gas, depending on technology, and gases are difficult to separate from each other. In order to get as clean a stream of carbon dioxide as possible, CLC uses a solid material where oxygen is included as an oxide, for example ordinary rust. Instead, water and carbon dioxide are created, which are easier to distinguish from each other. When the oxygen on the oxygen carrier is consumed, it is exposed to air and the material is then reoxidized and reusable.</div> <div><br /></div> <div>Research at Chalmers within CLC is conducted jointly by several research groups across institutional boundaries. Henrik Leion looks at how oxygen carrier and fuel can be optimized.</div> <div>As the situation is now, it is not enough to capture only carbon dioxide from fossil sources. Also carbon dioxide from bio combustion must be collected in order to achieve negative net emissions.</div> <div><br /></div> <div>&quot;We will need to capture carbon dioxide to a very large extent. Emissions must begin to sink within just a few years, and if we do not do that now, it means that around 2050, we will have to catch more carbon dioxide than we release to compensate for what we did not do 30 years earlier, he says. <img src="/SiteCollectionImages/Institutioner/KB/Generell/Nyheter/Koldioxidinfångning/Järnoxidweb.png" class="chalmersPosition-FloatRight" alt="Iron oxide being poured into a bowl" style="margin:5px" /><br /><br /></div> <div><span style="background-color:initial">CLC is primarily a technology that can work at stationary facilities. Capture involves heavy loads. Not only does the oxygen carrier consist of some kind of metal. The carbon dioxide collected weighs about three times more than the fuel, which in itself would mean increased emissions for a vehicle due to the weight.</span><br /></div> <div><br /></div> <div><strong>Economy and legislation impede</strong></div> <div>Thus, CLC could be of great use if it was used at commercial level. But yet nobody dares to take the financial risk to invest in the technology. So far, it has been tested in the Chalmers test facility of 12 megawatts with successful results. But a major effort is required for technology to come through, believes Henrik Leion.</div> <div><br /></div> <div>“Someone must dare to test the technology in a 50 megawatt facility. This will probably mean losing money initially, but the technology needs this to be further developed, he believes.”</div> <div><br /></div> <div>In addition, it must be cheaper to use the technology. The price must be able to compete with carbon credits. Today, a carbon credit, ie the right to release a ton of carbon dioxide, costs about 20 euros. CLC is slightly more expensive, but could, with a bigger initiative, become cheaper. If it is cheaper to collect carbon dioxide than to release it into the atmosphere, chances are that the industry will invest in the technology. In addition, CLC requires that large parts of the combustion system is rebuilt. Another problem is the storage.</div> <div><br /></div> <div>&quot;There is no logistics and legislation to deposit carbon dioxide. It takes about 10,000 years for the gas to be converted into limestone. Carbon dioxide is not very dangerous, it is not comparable to nuclear waste, but we talk about huge amounts here, says Henrik Leion.</div> <div><br /></div> <div>A legislative problem is the question of liability. Who will be responsible for the storage for 10,000 years? It has also proved difficult to find places where governments and populations accept storage. Another way to store the greenhouse gas is to pump it into drained oil sources at sea. It is expensive and lacks logistics, but it may be necessary.</div> <div><br /></div> <div><strong>Must be put into use</strong></div> <div>Any type of capture technique must be taken into use. Without capture techniques, climate targets will not be reached. What is needed, Henrik says, is that a major energy company dares to test the technology at the commercial level. That company must be ready to lose money. Somewhere, money will probably be lost, but it may be something we have to accept to avoid a significantly higher temperature rise. Without capture, we do not have a chance to stop the temperature rise at 2 degrees, Henrik says who soon will be off for parental leave.</div> <div><br /></div> <div>&quot;To be honest, it is frankly not morally easy for me to take a break from the research in this situation. My way of handling my climate depression is to work”, he says. </div> <div><br /></div> <div>Text and photo: Mats Tiborn</div> <div><br /></div>Fri, 19 Oct 2018 00:00:00 +0200https://www.chalmers.se/en/departments/ims/news/Pages/carbon-fibre-can-store-energy.aspxhttps://www.chalmers.se/en/departments/ims/news/Pages/carbon-fibre-can-store-energy.aspxCarbon fibre can store energy in the body of a vehicle<p><b>A study led by Chalmers University of Technology, Sweden, has shown that carbon fibres can work as battery electrodes, storing energy directly. This opens up new opportunities for structural batteries, where the carbon fibre becomes part of the energy system. The use of this type of multifunctional material can contribute to a significant weight-reduction in the aircraft and vehicles of the future – a key challenge for electrification.</b></p><p>Passenger aircraft need to be much lighter than they are today in order to be powered by electricity. A reduction in weight is also very important for vehicles in order to extend the driving distance per battery charge.</p> <p>Leif Asp, Professor of Material and Computational Mechanics at Chalmers University of Technology, conducts research into the ability of carbon fibres to perform more tasks than simply to act as a reinforcing material. They can store energy, for example.</p> <p>“A car body would then be not simply a load-bearing element, but also act as a battery,” he says. “It will also be possible to use the carbon fibre for other purposes such as harvesting kinetic energy, for sensors or for conductors of both energy and data. If all these functions were part of a car or aircraft body, this could reduce the weight by up to 50 percent.” </p> <p>Asp headed up a multidisciplinary group of researchers who recently published a study on how the microstructure of carbon fibres affects their electrochemical properties – that is, their ability to operate as electrodes in a lithium-ion battery. So far this has been an unexplored research field.</p> <p><img alt="Leif Asp carbon fibre" src="/SiteCollectionImages/Institutioner/IMS/MoB/Leif%20Asp%20kolfiber%20webb.jpg" style="margin:10px 5px" /><br /><em>Leif Asp with a bobbin of carbon fibre yarn. The electrodes in a structural lithium ion battery consist of carbon fibre yarn arranged in a grid in a polymer (see illustration). Every length of yarn consists of 24,000 individual carbon fibres.</em> <br /><br /></p> <p>The researchers studied the microstructure of different types of commercially available carbon fibres. They discovered that carbon fibres with small and poorly oriented crystals have good electrochemical properties but a lower stiffness in relative terms. If you compare this with carbon fibres that have large, highly oriented crystals, they have greater stiffness, but the electrochemical properties are too low for use in structural batteries.</p> <p><br /><img class="chalmersPosition-FloatLeft" src="/SiteCollectionImages/Institutioner/IMS/MoB/Kolfiberrulle_webb.jpg" width="298" height="447" alt="" style="margin:5px 10px" />We now know how multifunctional carbon fibres should be manufactured to attain a high energy storage capacity, while also ensuring sufficient stiffness,” Asp says. “A slight reduction in stiffness is not a problem for many applications such as cars. The market is currently dominated by expensive carbon fibre composites whose stiffness is tailored to aircraft use. There is therefore some potential here for carbon fibre manufacturers to extend their utilisation.”</p> <p>In the study the types of carbon fibre with good electrochemical properties had a slightly higher stiffness than steel, whereas the types whose electrochemical properties were poor are just over twice as rigid as steel.</p> <p>The researchers are collaborating with both the automotive and aviation industries. Leif Asp explains that for the aviation industry, it may be necessary to increase the thickness of carbon fibre composites, to compensate for the reduced stiffness of structural batteries. This would, in turn, also increase their energy storage capacity.</p> <p><br /> </p> <p><br />“The key is to optimise vehicles at system level – based on the weight, strength, stiffness and electrochemical properties. That is something of a new way of thinking for the automotive sector, which is more used to optimising individual components. Structural batteries may perhaps not become as efficient as traditional batteries, but since they have a structural load-bearing capability, very large gains can be made at system level.”</p> <p></p> <div> </div> <div>He continues, “In addition, the lower energy density of structural batteries would make them safer than standard batteries, especially as they would also not contain any volatile substances.”</div> <div><br /> </div> <div> </div> <h3 class="chalmersElement-H3">Read the article </h3> <p></p> <p></p> <div><a href="http://iopscience.iop.org/article/10.1088/2399-7532/aab707/meta">Graphitic microstructure and performance of carbon fibre Li-ion structural battery electrodes</a> in the journal Multifunctional Materials.</div> <div> </div> <h3 class="chalmersElement-H3">For more information, contact:</h3> <div>Leif Asp, Professor of Material and Computational Mechanics, Chalmers, +46 31 772 15, <a href="mailto:%20leif.asp@chalmers.se">leif.asp@chalmers.se<br /></a></div> <div><br /> </div> <div><em>Text: Johanna Wilde &amp; Marcus Folino</em></div> <div><em>Photo: Johan Bodell</em><br /></div> <p></p>Thu, 18 Oct 2018 07:00:00 +0200https://www.chalmers.se/en/departments/e2/news/Pages/Building-a-safer-driverless-future.aspxhttps://www.chalmers.se/en/departments/e2/news/Pages/Building-a-safer-driverless-future.aspxBuilding a safer driverless future<p><b>​The future of transport lies in autonomous vehicles and connected infrastructure, but how do we ensure the safety for all road users? At AstaZero, the full-scale test environment for future road safety just outside Borås in western Sweden, a multi-disciplinary innovation team has joined forces to find the answers to this.</b></p>​<span style="background-color:initial">At the <a href="http://www.astazero.com/" target="_blank">AstaZero</a> test track, a mock-up of a city junction has been used to simulate a real-world traffic environment with both autonomous and manually-driven vehicles negotiating with each other and adjusting their speeds in a cross intersection.</span><div><br /></div> <div>The team – made up of innovators and researchers from Ericsson, Chalmers University of Technology, the University of Naples “Federico II” and AstaZero – have used 5G cellular network technology and distributed cloud to exchange safety-critical data between both autonomous and manually-driven vehicles and the road infrastructure.</div> <div><img src="/SiteCollectionImages/Institutioner/E2/Nyheter/På%20väg%20mot%20en%20säkrare%20förarlös%20framtid/Paolo_Falcone_350px.jpg" class="chalmersPosition-FloatRight" alt="" style="margin:5px;width:200px;height:289px" /><br />“Collisions are avoided by arranging the vehicles within a virtual platoon and enforcing inter-vehicle distances such that both side and rear-end collisions are avoided”, says Paolo Falcone, Associate Professor in the Mechatronics research group at Chalmers.</div> <div><br /></div> <div>“Our task has been to develop algorithms for controlling the vehicles”, continues Paolo Falcone, who during the project has supervised a doctoral student and a master´s student from the University of Naples “Federico II”. “These algorithms have then been implemented on the vehicles by help of ReVeRe, Ericsson and AstaZero.”</div> <div><br /></div> <div>Most modern vehicles already have the cellular network technology required to transmit information like position and speed data, but restrictions of traditional radio networks prevent this data from being used in safety-critical applications like avoiding collision.</div> <div><br /></div> <div>By bringing the network much closer to the point of use and leveraging the low-latency power of edge computing, vehicles can communicate this data with each other rapidly and reliably, positioning themselves to avoid collision on the approach to a common intersection. This is opening the possibilities of a much smoother driverless transport network, as well as it is an excellent proof point for using the network in new ways. Not just to communicate, but to help us make better decisions and improve safety.</div> <div><br /></div> <div><br /></div> <div><div><strong>More about the research</strong></div> <div>The project was conducted from March to June 2018. The researchers had <a href="https://www.youtube.com/watch?v=nYSXvnaNRK4&amp;feature=youtu.be" target="_blank">experience from a similar project</a>, but did everything from scratch since different control algorithms, communication technology and vehicle platforms were used.</div> <div><br /></div> <div><br /></div> <div><a href="https://www.ericsson.com/en/cases/2018/asta-zero" target="_blank"><img class="ms-asset-icon ms-rtePosition-4" src="/_layouts/images/icgen.gif" alt="" />Read more about ”Building a safer driverless future at AstaZero” on ericsson.com</a></div> <div><br /></div> <div><br /></div> <div><strong>For information, contact</strong></div> <div><a href="/en/Staff/Pages/paolo-falcone.aspx">Paolo Falcone</a>, Associate Professor in the Mechatronics research group at the department of Electrical engineering at Chalmers </div> <div><br /></div></div>Thu, 11 Oct 2018 09:00:00 +0200https://www.chalmers.se/en/areas-of-advance/Transport/news/Pages/When-the-car-met-the-city.aspxhttps://www.chalmers.se/en/areas-of-advance/Transport/news/Pages/When-the-car-met-the-city.aspxWhen the car met the city – what can we learn from the clash?<p><b>​The move to a car-friendly society meant violent encounters between the car and the city in the 1950s. What can city planners today learn from the experience?</b></p><div>​<img src="/SiteCollectionImages/Areas%20of%20Advance/Transport/_bilder-utan-fast-format/PerLundin_250px.jpg" alt="Audio description: Portratit of Per Lundin" class="chalmersPosition-FloatRight" style="margin:5px" />The 1950s saw an almost fivefold increase number of cars in Sweden. Congestion and road accidents reached previously unimagined heights through the growth of mass motoring in this and the following decade.</div> <div> </div> <div>“This was largely due to the emergence of a group of planning experts that saw the ‘car society’ as the solution to these problems”, explains Per Lundin, Professor of History of Technology at Chalmers. </div> <div> </div> <h4 class="chalmersElement-H4">The experts’ dream set the tone</h4> <div>By fully adapting society to the car it would be possible to eliminate congestion and road accidents. This ideal, which originated in the United States, became the goal and the dream of the planning experts.</div> <div> </div> <div>“By choosing to see the traffic problems as based only on planning, the new rules, guidelines and standards could quickly be integrated with the planning instruments of administrative bodies locally, regionally and nationally”, says Per Lundin. “Thus, they set the tone for the extensive urban renewal of the following decades.”</div> <div> </div> <h4 class="chalmersElement-H4">See the present transition in the light of the past</h4> <div>Transportation is now going through a change similar to that of the 1950s, with the demand for renewable fuels and the possibilities of autonomous vehicles pushing the limits. Once more, we have to re-define why and how we move people and goods and ask whether transportation is a solution, or a goal in itself.</div> <div> </div> <div>So, what can today’s city planners learn from the historical move to the car-friendly city? Is it possible to illuminate the present and open new perspectives for the future by drawing lessons from the past? Per Lundin will provide some possible answers and invite to further discussion at an upcoming seminar.</div> <div> </div> <div>“During the last major transition, many were shocked at the demolitions that took place in many cities, for example in Annedal in Gothenburg”, says Per Lundin. “Now we have the opportunity to stop and think before we act”, he concludes.</div> <div> </div> <div><em>Text: Emilia Lundgren</em></div> <div> </div> <div>Per Lundin speaks on “The Historical Move to the Car-friendly City: How Did It Happen and What Lessons Can Be Learned” at a lunch seminar arranged by Chalmers Transport Area of Advance, 25 October at 12 AM.</div> <div> </div> <div><a href="/en/areas-of-advance/Transport/calendar/Pages/The-historical-move-to-the-car-friendly-city.aspx">READ MORE AND REGISTER FOR THE SEMINAR &gt;&gt;</a><br /></div> <div> </div>Wed, 10 Oct 2018 00:00:00 +0200https://www.chalmers.se/en/departments/tme/news/Pages/3D-printing-can-reduce-environmental-impacts-of-trucks.aspxhttps://www.chalmers.se/en/departments/tme/news/Pages/3D-printing-can-reduce-environmental-impacts-of-trucks.aspx3D-printing can reduce environmental impacts of trucks<p><b>3D-printed truck engines have the potential to reduce the total environmental impact of trucks. That is the conclusion of Daniel Böckin at Chalmers, who shows how companies can make their products and services more resource efficient.</b></p><div><div>Daniel Böckin is a Ph.D. student at Chalmers Division of Environmental Systems Analysis, Department of Technology Management and Economics. He has studied how the environmental and resource impacts of solutions attempting to improve resource efficiency depend on the characteristics of the product or system under scrutiny, as well as when and why different trade-offs can occur.</div> <div> </div> <div>Recently, he presented his licentiate thesis ”Learning from assessments of resource efficiency measures and their impact on resource use and the environment - Based on a case of additive manufacturing and a review of assessment studies”.</div> <div> </div> <div><strong>Tell us about your research!</strong></div> <div>Circular solutions are often assumed to be better for the environment, but this is not always the case. We wanted to understand what makes a measure more or less resource efficient. We did this by compiling and analyzing environmental assessments from the literature, focusing on different product types and measures. This taught us a lot about how the environmental and resource outcomes depend on the product type, such as complex or consumable products.</div> <div>Additionally, I had a specific focus on active products (for example products that require energy or material during operation), and on 3D-printing, therefore I carried out a life cycle assessment of a 3D-printed truck engine.</div> <div> </div> <div><strong>Why is this important?</strong></div> <div>If we want to achieve the UN Sustainable Development goals we must reduce the emissions and resource use associated with the linear take-make-waste economy. Circular Economy is an attempt to change things, but it is important to understand when environmental improvements can be achieved and not since this is not a guarantee and depends on every unique context.</div> <div><div> </div> <h3 class="chalmersElement-H3" style="text-align:center">“I was actually surprised that 3D-printing turned out to have the potential to reduce environmental impacts. The technology has only recently been spreading, and because of its energy intensity, I expected the results to be worse”.</h3> <p></p> <div style="text-align:center"><strong>Daniel Böckin, Chalmers</strong></div> <p></p> <p><br /></p></div> <div><strong>What are your most important research findings? </strong></div> <div>One of the most important conclusions from our research was a comprehensive description of how different resource efficiency measures depend on different product characteristics, and when there can occur trade-offs that need to be considered. Regarding my LCA study of 3D-printed truck engines, the results show that in the future, 3D-printing has the potential to reduce the total environmental impact of trucks and other products. However, it is important to make sure to use clean electricity and environmentally friendly materials in production.</div> <div> </div> <div><strong>Were you surprised by the results?</strong></div> <div>I was actually surprised that 3D-printing turned out to have the potential to reduce environmental impacts. The technology has only recently been spreading, and because of its energy intensity, I expected the results to be worse.</div> <div> </div> <div><strong>What new perspectives do you bring forward in your research? </strong></div> <div>A study like ours has not been done before; analyzing a large number of environmental assessments together, covering many types of products and measures. My LCA study on 3D-printing is unique since it quantifies the environmental effects of metal 3D-printing for the full life cycle of engines while considering technological development.</div> <div> </div> <div><strong>What do you h</strong><strong>ope for your research to lead to? </strong></div> <div>I hope the results can lead to concrete recommendations, for example for how companies can make their products and services more resource efficient. Since we worked closely with several large and small companies during our research, there is a chance for our conclusions to actually be usable, both within and outside the companies we have collaborated with.</div> <div> </div> <div><strong>What will be the next step in your research? </strong></div> <div>To look into business models for resource efficiency. I want to investigate how changes in business models can affect environmental and resource impacts, which hopefully will help companies to make sustainable decisions regarding how they run their business.</div> <div> </div> <h4 class="chalmersElement-H4"><span><span></span><span></span><span></span><span></span><span></span>FACTS, RESEARCH, AND MORE INFORMATION</span></h4> <p><a href="/en/staff/Pages/daniel-bockin.aspx" target="_blank">Read more about Daniel Böckin &gt;&gt;</a><br /><br />Read the licentiate thesis of Daniel Böckin: <a href="https://research.chalmers.se/en/publication/504483" target="_blank">”Learning from assessments of resource efficiency measures and their impact on resource use and the environment - Based on a case of additive manufacturing and a review of assessment studies”.<br /></a><br /></p></div> <div> </div> <div> </div> <div> </div> <span></span><span></span><span></span><span></span><span></span><span></span><span></span><span></span><span></span>Wed, 26 Sep 2018 09:00:00 +0200https://www.chalmers.se/en/departments/see/news/Pages/Crude-oil-carbon-footprint.aspxhttps://www.chalmers.se/en/departments/see/news/Pages/Crude-oil-carbon-footprint.aspxNew study reveals real size of crude oil’s carbon footprint<p><b>​Emissions from crude oil extraction are a significant part of the total emissions of fossil fuels. A new comprehensive study recently published in Science also shows that emissions are far higher than the industry&#39;s own estimates.&quot;Knowledge of greenhouse gases emissions associated with the extraction of crude oil makes us more aware of the full lifecycle climate impacts of using oil and it will also be helpful when it comes to evaluating which measures would be most cost effective to reduce emissions,&quot; says Sonia Yeh, Professor of energy and transport systems at Chalmers.​</b></p>​<span style="background-color:initial">The extraction, transport and refining of crude oil account for between 15 and 40 percent of total greenhouse gas emissions from transport fuels such as gasoline and diesel. Different crude oils can have very different physical properties that require more energy to extract and refine than others. But the major difference in the climate impacts of different oil extract is actually how much methane, a powerful greenhouse gas, being released or burned in large quantities at extraction, activities known as flaring, venting, and fugitive emissions. </span><div><br /></div> <div><img src="/SiteCollectionImages/Institutioner/SEE/Profilbilder/Sonia_Yeh_170.jpg" class="chalmersPosition-FloatRight" alt="" style="margin:5px" />– Although fossil free sources for energy are on the rise for the electricity sector, our demands for crude oil still continue to rise and it is unlikely to peak anytime soon. So reducing transport emissions or at least preventing oil extraction to become more and more carbon intensive is crucial, says Sonia Yeh, at the Department of Space, Earth and Environment at Chalmers.</div> <div><br /></div> <div>In the recently published study <a href="http://science.sciencemag.org/content/361/6405/851.summary">“Global carbon intensity of crude oil production&quot; (<em>Masnadi et al, Science</em>)</a> the total petroleum well-to-refinery emissions is estimated to be 1,7 Gt CO2 eq, which is 42 per cent higher than the estimations made by the industry and constitute 5 percent of global total emissions. In comparison, total global emissions from aviation is roughly 2.7 percent.  </div> <div><br /></div> <div>The study, which sums up 10 years of research from a global research network, also highlights several ways to reduce these emissions. On the one hand, it suggests leaving the densest and most energy-consuming oil in the ground and focusing on other less carbon intensive sources. On the other hand, it is about reducing the flaring, venting and fugitive emissions of methane.  </div> <div><br /></div> <div>The study shows that if the amount of methane released into the atmosphere is reduced to the same levels that have been achieved in Norway, there is a potential to reduce 40% of total emissions from oil production. But both changes require political leadership and economic and policy instruments, according to Sonia.</div> <div><br /></div> <div><img src="/SiteCollectionImages/Institutioner/SEE/Nyheter/flaring-200px.jpg" class="chalmersPosition-FloatRight" alt="" style="margin:5px" />– Don’t forget that methane is a product that can be captured and used, but in many countries it is considered not worthwhile or uneconomical to capture and put methane into pipelines. But if it would cost significantly more to let it out in the atmosphere the industry might reconsider. Unfortunately, the Trump administration is instead considering making it even easier to release methane into the air, which would be a step in the wrong direction”. (Read more in the New York Times article: <a href="https://www.nytimes.com/2018/09/10/climate/methane-emissions-epa.html">Trump Administration Wants to Make It Easier to Release Methane Into Air​</a>​). </div> <div><br /></div> <div>Sonia thinks that research can be even better at measuring and characterizing sources of emissions, and if society want to address these emissions, then politicians must create new rules and guidelines, and monitor how they are managed. Oil companies can also be much better at following up on these things themselves to show their environmental commitments and leaderships.</div> <div><br /></div> <div>– This important analysis gives both our politicians and the oil companies greater access to information to fully measure and compare the effects of oil emissions. if you don’t measure it you can’t control it.</div> <div><br /></div> <div><em>Text: Christian Löwhagen. </em></div> <h5 class="chalmersElement-H5">Read more: </h5> <div>The full article in Science Magazine: <a href="http://science.sciencemag.org/content/361/6405/851.summary">“Global carbon intensity of crude oil production&quot; (<em>Masnadi et al, Science</em>)</a> <em><br /></em></div> <div><a href="https://news.stanford.edu/2018/08/30/measuring-crude-oils-carbon-footprint/">Press release from Stanford University: Measuring Crude Oils Carbon Footprint​</a>. <br /></div>Wed, 26 Sep 2018 00:00:00 +0200https://www.chalmers.se/en/centres/lead/news/Pages/Northern-LEAD-forskare-i-nationellt-godstransportrad.aspxhttps://www.chalmers.se/en/centres/lead/news/Pages/Northern-LEAD-forskare-i-nationellt-godstransportrad.aspxNorthern LEAD-forskare i nationellt godstransportråd<p><b>​Regeringen har beslutat att inrätta ett nationellt godstransportråd. I rådet sitter flera personer med koppling till Northern LEAD, som nu ska stötta regeringen i arbetet med att genomföra godstransportstrategin.</b></p><div>​Uppgiften för det nya nationella godstransportrådet är att bidra till arbetet för effektiva, kapacitetsstarka och hållbara godstransporter, och att ge stöd i genomförandet av godstransportstrategin. </div> <div> </div> <div>Bland ledamöterna finns Northern LEAD-forskaren <a href="/sv/personal/Sidor/per-olof-arnas.aspx">Per-Olof Arnäs</a>, universitetslektor vid Chalmers. </div> <div>– Det är naturligtvis hedrande att bli utsedd till detta viktiga uppdrag. Själva arbetet har ännu inte börjat, men i godstransportstrategin som togs fram tidigare i år syns flera viktiga områden där godstransportrådet kommer att kunna lämna input, säger han.</div> <div> </div> <div>Även Linda Borgenstam, VD på Schenker Consulting och en av ledamöterna i Northern LEAD:s styrgrupp sitter i rådet, liksom Svensk Sjöfarts VD Rikard Engström, som har undervisat och disputerat vid Handelshögskolan i Göteborg. </div> <div> </div> <div><span>Infrastrukturminister Tomas Eneroth<span style="display:inline-block"></span></span> betonar rådets betydelse.</div> <div>– Om Sverige ska klara konkurrenskraften och klimatutmaningen behöver transportsektorn utvecklas och då måste alla berörda parter agera gemensamt för att hitta lösningar. Med godsstrategin som utgångspunkt blir det nationella rådet ett viktigt verktyg för genomförandet, säger Tomas Eneroth i ett pressmeddelande.</div> <div> </div> <div><strong>Text: Ulrika Ernström</strong></div> <div> </div> <h4 class="chalmersElement-H4">FAKTA: Samtliga ledamöter i regeringens godstransportråd:</h4> <div><strong></strong></div> <div><br />Arnäs, Per-Olof, Universitetslektor, Chalmers</div> <div> </div> <div>Arvidsson, Ylva, Chef flygfrakt, Swedavia</div> <div> </div> <div>Axelsson, Svante, Nationell samordnare, Fossilfritt Sverige</div> <div> </div> <div>Boholm, Karolina, Transportdirektör Skogsindustrierna, Styrelseledamot i Näringslivets transportråd</div> <div> </div> <div>Bondemark, Per, Vice VD, SSAB</div> <div> </div> <div>Borgenstam, Linda, VD, Schenker Consulting</div> <div> </div> <div>Dahl, Mattias, VD, Transportföretagen</div> <div> </div> <div>Engström, Richard, VD, Svensk Sjöfart</div> <div> </div> <div>Glasare, Gunilla, Chef Avdelningen för tillväxt och samhällsbyggnad, SKL</div> <div> </div> <div>Gegö, Richard, VD, Sveriges Åkeriföretag</div> <div> </div> <div>Kjellgren, Karolina, Head of Oceania Trade, Wallenius Wilhelmsen Logistics AB</div> <div> </div> <div>Lindqvist, Jenny, Head of Intelligent Transport Systems, Ericsson</div> <div> </div> <div>Nilsson, Marie, Förbundsordförande, IF Metall</div> <div> </div> <div>Nilsson, Ulrika, VD, Piteå Hamn</div> <div> </div> <div>Sundling, Jan, Styrelseordförande, Green Cargo</div> <div> </div> <div>Svanström, Therese, Kanslichef, Unionen</div> <div> </div> <div>Westerberg, Björn, VD, Tågoperatörerna</div> <div> </div> <div>Läs mer om<a href="https://www.regeringen.se/pressmeddelanden/2018/08/nationellt-godstranportrad-inrattas/"> regeringens godstransportråd</a></div> <div>Läs <a href="https://www.regeringen.se/informationsmaterial/2018/06/effektiva-kapacitetsstarka-och-hallbara-godstransporter--en-nationell-godstransportstrategi/">godstransportstrategin</a></div> <div> </div> <div> </div>Thu, 20 Sep 2018 00:00:00 +0200https://www.chalmers.se/en/areas-of-advance/Transport/news/Pages/Electric-freight-transport-grows-despite-extreme-competition.aspxhttps://www.chalmers.se/en/areas-of-advance/Transport/news/Pages/Electric-freight-transport-grows-despite-extreme-competition.aspxElectric freight transport grows despite extreme competition<p><b>​The topics ranged from electric aircraft to city planning at Chalmers Initiative Seminar on electromobility, 13 September. We had a few words with speakers Laetitia Dablanc and Tom Nørbech about the development of electric freight transport in France and Norway.</b></p><div>​Norway is well known for its large share of electric passenger cars. Over the last few years, the country has also taken the lead in electric ferries. In 2022 the country will have between 70 and 80 hybrid or battery electric ferries, according to Tom Nørbech, senior advisor at the Norwegian Public Roads Administration.</div> <div> </div> <div>However, the development for freight vehicles does not look as positive. The market share for this type of vehicles is only two percent, while the corresponding figure for electric passenger cars is 25 percent. How can this be?</div> <div> </div> <h4 class="chalmersElement-H4">Slow but steady increase</h4> <div>“One reason is that until now only the smallest freight vehicles have come into mass production, so the comparison is not totally fair”, explains Tom Nørbech. </div> <div>The high sale of electric vehicles in Norway can to a large part be explained by tax exemptions that apply to conventional private vehicles. Such a tax exemption would have little effect on commercial vehicles where taxes are already low, according to Tom Nørbech. Still, the number of freight vehicles is growing in Norway, but at a slower pace than passenger cars.</div> <div> </div> <div>“The smallest freight vehicles have increased from 4.5 percent of sales in their vehicle segment in 2013 to 10.5 percent in 2017”, he says.</div> <div> </div> <h4 class="chalmersElement-H4">An extremely competitive market</h4> <div>“Freight operators have been reluctant to switch to electric”, comments Laetitia Dablanc. She is professor at University Paris-East, French Institute of Science and Technology for Transport, Development and Networks, and visiting professor at the University of Gothenburg.</div> <div> </div> <div>“Freight businesses are afraid of the changes involved if they switch to electric, training staff and implementing charging stations for example”, she says, and points out that the urban freight industry is extremely competitive, with low margins, and mostly short-term concerns. </div> <div> </div> <h4 class="chalmersElement-H4">Better batteries push the development forward</h4> <div><img src="/SiteCollectionImages/Areas%20of%20Advance/Transport/_bilder-utan-fast-format/LaetitiaDablanc_300x205.jpg" alt="Audio description: Laetitia Dablanc" class="chalmersPosition-FloatLeft" style="margin:5px" />At the seminar, Laetitia Dablanc presented the results of a recent study of the challenges for electromobility in urban freight, using France as a case study. The study was made by PhD candidate P. Camilleri and will be published later this year.</div> <div> </div> <div>“Our scenarios show that, when taking the main current operating constraints faced by urban freight companies in France into account, the realistic market share for electromobility for this market is about 13 percent by 2032”, she says. “It is both very little, compared to politicians’ declared objectives in many cities, and not so bad, when thinking about the complexity of the freight delivery business today.” </div> <div> </div> <div>According to Laetitia Dablanc, we can expect a slow but steady uptake of electric freight vehicles in Europe in general. A continuous progress in battery range in combination with an increased variety of e-vans and government incentives such as subsidies, tax or traffic advantages is pushing the development forward in most European countries. Large companies such as UPS or DHL also increasingly require from their urban contractors to enhance the share of environmentally-friendly operations.</div> <div><br /></div> <div><em>Text and photo: Emilia Lundgren and Ann-Christine Nordin</em><br /></div> <div> </div> <div><strong>FURTHER READING</strong></div> <div><a href="/en/areas-of-advance/Transport/news/Pages/Electric-vehicles-a-game-changer-for-cities-and-transport.aspx"><img class="ms-asset-icon ms-rtePosition-4" src="/_layouts/images/ichtm.gif" alt="" />Electric vehicles a game changer for cities and transport</a></div> <div><a href="/en/areas-of-advance/Transport/calendar/Initiative-seminar-2018/Pages/default.aspx"><img class="ms-asset-icon ms-rtePosition-4" src="/_layouts/images/ichtm.gif" alt="" />Presentations from the Initiative Seminar <span>“<span style="display:inline-block"></span></span>Electromobility - Back to the future<span>“<span style="display:inline-block"></span></span></a></div> <div><br /></div> <div>The study results from P. Camilleri will be made public after 26 October 2018, and will then be available from <a href="mailto:laetitia.dablanc@ifsttar.fr">laetitia.dablanc@ifsttar.fr</a> </div> <div><em><br /></em></div> <div><em>Previous publication:</em> Camilleri, P., Dablanc, L. (2017) An assessment of present and future competitiveness of electric commercial vans, Journal of Earth Sciences and Geotechnical Engineering. Vol 7(1), p. 337-364.</div>Tue, 18 Sep 2018 00:00:00 +0200https://www.chalmers.se/en/areas-of-advance/Transport/news/Pages/CEVT-and-Chalmers-become-strategic-partners.aspxhttps://www.chalmers.se/en/areas-of-advance/Transport/news/Pages/CEVT-and-Chalmers-become-strategic-partners.aspxCEVT and Chalmers become strategic partners<p><b>​Chalmers University of Technology and vehicle developer CEVT have signed a ten-year strategic partnership agreement. The goal is to ensure long-term supply of well-educated engineers as well as efficient research.</b></p>​On September 7, Chalmers President Stefan Bengtsson and CEVT CEO Mats Fägerhag met at Lindholmen, Gothenburg,  to sign the agreement.<br /><br />“The collaboration between CEVT and Chalmers is an investment for the future. I see it as a very important strategic step in strengthening Chalmers, CEVT and the business community in western Sweden, since knowledge, competence building and research and development are the keys to success,” says Mats Fägerhag.<br /><br /><img src="/SiteCollectionImages/Areas%20of%20Advance/Transport/_bilder-utan-fast-format/CEVT_Avtal_189807_06_350x305px.jpg" alt="Audio description: Decorative image" class="chalmersPosition-FloatRight" style="margin:5px" />CEVT and Chalmers aim to jointly develop and strengthen education, research and innovation in a number of priority areas. These include self-driving cars, sustainable mobility, artificial intelligence and cyber security. The vehicle developer plans to have up to four industry doctoral students per year linked to Chalmers and the proportion of Chalmers students who do their degree projects at CEVT will also increase.<br /><br />“For us as a university, the agreement is particularly valuable in areas such as self-driving electric vehicles and artificial intelligence. It is all about defining relevant research questions and ensuring opportunities for our students - both during and after their studies,” says Stefan Bengtsson.<br /><br />Chalmers now has official partnership agreements with fourteen different companies.<br /><br />“The agreement with CEVT represents an interesting broadening of our partner agreements. We are developing in collaboration with a fast-growing player in the automotive industry, which strengthens both Chalmers and the west Swedish automotive industry, as I see it,” says Stefan Bengtsson.<br /><br /><div>The collaboration will ultimately be governed by an annual management conference where representatives of Chalmers and CEVT will meet to evaluate and define relevant areas of collaboration. At Chalmers, the commitment will be coordinated by the Transport Area of Advance.</div> <div><br /></div> <div><em>Text: Emilia Lundgren</em></div> <div><em>Photo: Johan Bodell</em><br /></div> <br /><strong>FACTS</strong><br />The vehicle developer CEVT (China Euro Vehicle Technology) is owned by Zhejiang Geely Holding Group, which also owns Lynk &amp; Co, Volvo Cars, Polestar and Lotus, among others. The company has about 2 000 employees and has offices in Gothenburg and Trollhättan. Read more: <a href="https://www.cevt.se/">https://www.cevt.se/</a><br /> <br /><a href="https://research.chalmers.se/organisation/?tab=projects&amp;query=cevt"><img class="ms-asset-icon ms-rtePosition-4" src="/_layouts/images/icgen.gif" alt="" />Ongoing collaboration between Chalmers and CEVT</a><br /><br />Fri, 07 Sep 2018 00:00:00 +0200https://www.chalmers.se/en/areas-of-advance/Transport/news/Pages/Volvo-and-Chalmers-organize-a-conference-on-future-transport.aspxhttps://www.chalmers.se/en/areas-of-advance/Transport/news/Pages/Volvo-and-Chalmers-organize-a-conference-on-future-transport.aspxVolvo and Chalmers organize a conference on future transport<p><b>​Chalmers is hosting this year and will take place on September 11-13. Future transport is the theme, what happens more?</b></p>​<br /><strong>Who are gathered?</strong><br />It is the Volvo Group's academic partners, where Chalmers is one of five selected universities. The others are Penn State University in the United States, INSA Lyon in France and Mälardalen and Skövde universities in Sweden. Together with the representatives from AB Volvo, we become about 50 participants in total.<br /><br />Can you tell us about the 3-days programme?<br />The aim is to develop common research ideas on the theme of &quot;conversion to future transport&quot;. The focus is on new fuels, autonomous transport and digitalized production. One session is about developing ideas for new industrial student projects. In addition to workshops, there will also be study visits to AstaZero and the Volvo Bus Experience Center. On the third day we will meet with Chalmers initiative seminar on electric mobility.<br /><br /><strong>What does such cooperation mean for Chalmers?</strong><br />Chalmers has a strong tradition of cooperating with industry. In analyses that measure research collaboration with industry, such as CWTS Leiden's ranking, Chalmers is recurring among the top ten in the world. This conference is another concrete proof of how we connect researchers and students with industry needs to meet societal challenges. The projects include, for example, sustainable transport systems and road safety.<br /><br /><strong>What do you hope it will give the participants?</strong><br />We hope that the conference will strengthen the already good cooperation between the Volvo Group and their academic partners as well as inspire new research projects and student collaborations that can contribute to sustainable transport in the future.<br /><br /><strong>Chalmers has been collaborating on student projects with Penn State University for many years. Can you tell us more about it?</strong><br /><div>The projects are collaborative at BSc level between Chalmers, the Volvo Group and Penn State University. Volvo contributes to project proposals with questions they want help with, after which student groups consisting of three students from each college and a supervisor at each university will collaborate via Skype during spring term to handle the issues and propose solutions. Towards the end of the semester, students write a joint project report. The Volvo Group has so far contributed with funding so that the two previous student groups were able to visit each other and listen to project presentations at the end of spring. It is much appreciated.</div> <div><br /></div> <div><em>Text: Nina Silow</em></div> <div><em>Photo: Carina Schultz</em><br /></div>Sun, 02 Sep 2018 09:00:00 +0200https://www.chalmers.se/en/areas-of-advance/Transport/news/Pages/Self-driving-bus-back-at-Chalmers.aspxhttps://www.chalmers.se/en/areas-of-advance/Transport/news/Pages/Self-driving-bus-back-at-Chalmers.aspxThe self-driving bus is back<p><b>​Once more, the public is welcome to try a driverless bus ride, when the self-driving mini bus returns to Chalmers. As before, the trip is free.</b></p>This spring, the self-driving minibus attracted many to Chalmers to take a ride on the self-driving bus. Just in time for the harsh autumn weather, the bus is back on campus Johanneberg for a second test period.<br /><br />Starting 3 September, the bus runs the route Chalmersplatsen - Johanneberg Science Park - Chalmers Library, on weekdays from 8 AM to 4 PM. The trip is free. The test period is scheduled for 21 September and may be extended further.<br /><br />For real time information about possible downtime, see <a href="http://www.xn--sjlvkrandegbg-cfb7y.nu/">www.självkörandegbg.nu</a><br /><br /><strong>FURTHER READING</strong><br /><a href="/en/areas-of-advance/Transport/news/Pages/First-self-driving-bus-in-operation-at-Chalmers.aspx">First self-driving bus in operation at Chalmers</a>Fri, 31 Aug 2018 09:00:00 +0200https://www.chalmers.se/en/areas-of-advance/Transport/news/Pages/Electric-vehicles-a-game-changer-for-cities-and-transport.aspxhttps://www.chalmers.se/en/areas-of-advance/Transport/news/Pages/Electric-vehicles-a-game-changer-for-cities-and-transport.aspxElectric vehicles a game changer for cities and transport<p><b>​The rapid development of electric vehicles affects all types of traffic, but also brings new challenges. How do we design our cities with even more types of vehicles in motion? Electric aircraft, when will it become reality? At the initiative seminar “Electromobility – Back to the Future”, on 13 September, these questions will be raised.</b></p><div>​Electric vehicles are nothing new. They have been around for more than a hundred years. Back then however, the battery technology was immature, with short range and big batteries.</div> <div> </div> <div>“At first, electric vehicles were overtaken by cheaper vehicles with combustion engines. Today, we see that very efficient batteries are emerging. The climate question also accelerates the development. There is a will among politicians, industry and the public, which probably will lead to the replacement of conventional combustion engine vehicles in the long term”, says Sinisa Krajnovic, leader of Transport Area of Advance at Chalmers.</div> <div> </div> <div>By looking into the rear view mirror at electric vehicles’ century long history, the Transport and Energy Areas of Advance want to highlight the fact that understanding and knowledge now has caught up with technology – along with environmental problems such as greenhouse gas emissions and environmental impact from for e.g. battery production.</div> <div><br /></div> <div> </div> <h4 class="chalmersElement-H4">From electric aircraft to urban planning</h4> <div> “The seminar is a great opportunity for knowledge sharing, mingling and networking for all participants. For my part, I look forward to the many different presentations”, says Maria Grahn, leader of Energy Area of Advance.</div> <div> </div> <div>The day offers several interesting sessions, including visions for the future such as electric aircraft, technology development and security aspects, strategic decision making and urban planning for electromobility. We will also learn more about what to expect from the national test lab for electromobility (SEEL) and why Norway has the highest number of electric cars per capita.</div> <div> </div> <h4 class="chalmersElement-H4">Prospects good for the 2030 goals</h4> <div>In media, the debate on climate issues has been high since the heat wave this summer, linking to aircraft and other highly energy consuming types of transportation. What, then, is required for Sweden to reach the target and have a fossil-independent fleet by 2030. </div> <div> </div> <div>“The combination of the two policy instruments introduced this year, Reduction Obligation and Bonus Malus, provides very good conditions for success”, says Maria Grahn.</div> <div><br /></div> <div>Reduction obligation means that fuel sold in Sweden must contain a certain amount of fuel from renewable sources to reduce fossil carbon dioxide emissions. Bonus Malus gives incentives for car buyers to choose a more energy-efficient car.</div> <div> </div> <div>“Most researchers agree that electrification of vehicles is not enough”, says Sinisa Krajnovic. “You have to combine several different propulsion technologies. But above all, we need to change our behaviour.”</div> <div> </div> <h4 class="chalmersElement-H4">An overall picture of electromobility</h4> <div>“Electromobility – Back to the Future” is aimed primarily at research and development professionals in academia and industry, as well as authorities, municipalities, regions, business organizations and special interest groups. </div> <div> </div> <div>“We welcome everyone, but the programme is planned for those who want to grasp the overall picture of electromobility,” says Maria Grahn.</div> <div><br /></div> <div> </div> <div><em>Text: Ann-Christine Nordin, Emilia Lundgren</em></div> <em> </em><div><em>Photo: Emilia Lundgren</em></div> <div> </div> <div>The initiative seminar “Electromobility – Back to the Future” will be held 13 September in RunAn, Chalmersplatsen 1, Gothenburg. Sign up at the latest 3 September.</div> <div> </div> <div><a href="/en/areas-of-advance/Transport/calendar/Initiative-seminar-2018/Pages/default.aspx"><img class="ms-asset-icon ms-rtePosition-4" src="/_layouts/images/ichtm.gif" alt="" />Programme and registration</a><br /></div> <div> </div> <div><strong>FURTHER READING</strong></div> <div><a href="/en/news/Pages/Sweden-invests-1-billion-SEK-in-testbed-for-electromobility.aspx"><img class="ms-asset-icon ms-rtePosition-4" src="/_layouts/images/ichtm.gif" alt="" />Sweden invests 1 billion SEK in testbed for electromobility<br /></a></div> <div><a href="/en/areas-of-advance/Transport/news/Pages/Electric-freight-transport-grows-despite-extreme-competition.aspx"><img class="ms-asset-icon ms-rtePosition-4" src="/_layouts/images/ichtm.gif" alt="" />Electric freight transport grows despite extreme competition</a><br /></div>Thu, 30 Aug 2018 00:00:00 +0200https://www.chalmers.se/en/departments/chem/news/Pages/The-world's-first-research-conference-on-battery-recycling.aspxhttps://www.chalmers.se/en/departments/chem/news/Pages/The-world's-first-research-conference-on-battery-recycling.aspxThe world&#39;s first battery recycling research conference<p><b>​Our vehicles are moving towards an increasingly electrified future, but without functioning battery recycling technology, development will stop and electric cars&#39; batteries are still very difficult to recycle industrially. Now researchers and industry gather at Chalmers to attend the world&#39;s first research conference with the main focus on battery recycling.</b></p>​<span style="background-color:initial">Research on recycling of lithium batteries from, among other things, electric cars and portable electronics has grown as we approach a fossil-free and electrified society. Metals and minerals that are necessary for the batteries will sooner or later end. Cobalt, for example, which is one of the most common substances in the batteries, is now expected to reach its production peak around 2025. Cobalt is also considered by many to be a so-called conflict mineral where human rights are often violated in connection with mining in the form of child labour and slavery.</span><div><br /><span style="background-color:initial"></span><div>&quot;This is a very critical issue where it is crucial that we find a solution soon. Sustainable cobalt supply and recovery is crucial to the electric car's existence, &quot;says Assistant Professor <a href="/sv/personal/Sidor/marpetr.aspx">Martina Petranikova</a>, organiser of the conference.</div> <div><br /></div> <div>However, there are more areas in the battery life cycle that hold them back in terms of durability. Among other things, electric cars, when consumed, still have so much energy that recycling can be dangerous. In addition, electric vehicle batteries may vary so much between manufacturers that it is difficult for the recycler to know what the battery contains. At the same time, it is a competitive advantage for the companies to develop new assemblies on the batteries and thus the producers have to talk to the recyclers in order to find a right design</div> <div><br /></div> <div>&quot;The industry is very interested in finding the right recycling technology. Among other things, they are obliged to take care of the waste from their products, such as used batteries. With different combinations of batteries, they are very difficult to recycle industrially. Today we can recover most of a battery, but it takes time and is costly. With the conference, we want to meet and solve these problems, &quot;said Martina Petranikova.</div> <div>In order to find a sustainable solution, the entire battery life cycle must be coordinated from production and development to collection and recycling, as well as legislation. Therefore, Chalmers researchers in industrial recycling gather researchers, experts, manufacturers, users and recyclers under the same roof to share their knowledge, their expectations, technical and financial realities, and also their dreams to take the initiative for a circular economy of batteries .</div> <div><br /></div> <div>The Circular Economy of Batteries Production and Recycling, CEB, will be held at Lindholmen Conference Center 24-26 September 2018.</div> <div><br /></div> <div><a href="http://www.ceb2018.org/">Read more at the conference page.</a></div> </div>Tue, 28 Aug 2018 00:00:00 +0200