Soil salinity and erosion

Preface.  Civilizations fail when their soils are ruined or eroded.  One way conquerors made sure that those they enslaved during wars was to salt their land and burn their homes so they had nowhere to escape to. Erosion is an even larger nation killer, since not all soils are prone to salinity.  These issues are also discussed in my post “Peak Soil”.

Alice Friedemann   www.energyskeptic.com  author of “Life After Fossil Fuels: A Reality Check on Alternative Energy”, 2021, Springer; “When Trucks Stop Running: Energy and the Future of Transportation”, 2015, Springer and “Crunch! Whole Grain Artisan Chips and Crackers”. Podcasts: Derrick Jensen, Practical Prepping, KunstlerCast 253, KunstlerCast278, Peak Prosperity , XX2 report ]

Farm Journal Editors (2020) Conservation Practices Reduce ‘Rings Of Death’. Agweb.com

Farming requires a high tolerance for dancing with nature. That’s especially true for North Dakota producers where 15% of cropland has reduced productivity due to soil salinity and sodicity issues. This makes soil layers dense, slow down soil water movement, limit root penetration and, ultimately, hurts yield.

Why Salt Shows Up. Salts and sodium generally make their way into soil from parent material (what soil is formed from) and groundwater discharge.  When a soil has too much sodium and overall salt content, the soil’s clay particles repel each other and the ground becomes so hard it is difficult for plant roots to penetrate, and this lowers crop production. They’re hard to drive on when wet and very hard when dry.  The solution? Gypsum, which improves soil structure, pore space and water infiltration.  In this case it will come from a nonrenewable byproduct of coal-fired plants

Jonathan Watts. September 12, 2017. Third of Earth’s soil is acutely degraded due to agriculture. Fertile soil is being lost at rate of 24bn tonnes a year through intensive farming as demand for food increases, says UN-backed study. The Guardian.

The alarming decline, which is forecast to continue as demand for food and productive land increases, will add to the risks of conflicts such as those seen in Sudan and Chad.

“As the ready supply of healthy and productive land dries up and the population grows, competition is intensifying for land within countries and globally,” said Monique Barbut, executive secretary of the UN Convention to Combat Desertification (UNCCD) at the launch of the Global Land Outlook.

The Global Land Outlook is billed as the most comprehensive study of its type, mapping the interlinked impacts of urbanisation, climate change, erosion and forest loss. But the biggest factor is the expansion of industrial farming.

Heavy tilling, multiple harvests and abundant use of agrochemicals have increased yields at the expense of long-term sustainability. In the past 20 years, agricultural production has increased 3-fold and the amount of irrigated land has doubled.  Over time this diminishes fertility and can ultimately lead to desertification.

Decreasing productivity can be observed on 20% of the world’s cropland, 16% of forest land, 19% of grassland, and 27% of range land.

Industrial agriculture is good at feeding populations but it is not sustainable. It’s an extractive industry [of topsoil which takes 500 years to be geologically replenished].

Worst affected is sub-Saharan Africa, but poor land management in Europe also accounts for an estimated 970m tonnes of soil loss from erosion each year with impacts not just on food production but biodiversity, carbon loss and disaster resilience.

George Monbiot. March 25, 2015. We’re treating soil like dirt. It’s a fatal mistake, as our lives depend on it. War, pestilence, even climate change, are trifles by comparison. Destroy the soil and we all starve. The Guardian.

Landowners around the world are now engaged in an orgy of soil destruction so intense that, according to the UN’s Food and Agriculture Organisation, the world on average has just 60 more years of growing crops. Even in Britain, which is spared the tropical downpours that so quickly strip exposed soil from the land, Farmers Weekly reports, we have “only 100 harvests left”.

To keep up with global food demand, the UN estimates, 6m hectares (14.8m acres) of new farmland will be needed every year. Instead, 12m hectares a year are lost through soil degradation. We wreck it, then move on, trashing rainforests and other precious habitats as we go.

The techniques that were supposed to feed the world threaten us with starvation. A paper just published in the journal Anthropocene analyses the undisturbed sediments in an 11th-century French lake. It reveals that the intensification of farming over the past century has increased the rate of soil erosion 60-fold.

Another paper, by researchers in the UK, shows that soil in allotments – the small patches in towns and cities that people cultivate by hand – contains a third more organic carbon than agricultural soil and 25% more nitrogen. This is one of the reasons why allotment holders produce between four and 11 times more food per hectare than do farmers.

Milman, O. December 2, 2015. Earth has lost a third of arable land in past 40 years, scientists say. The Guardian.

The world has lost a third of its arable land due to erosion or pollution in the past 40 years, with potentially disastrous consequences as global demand for food soars. Nearly 33% of the world’s adequate or high-quality food-producing land has been lost at a rate that far outstrips the pace of natural processes to replace diminished soil.

The continual plowing of fields, combined with heavy use of fertilizers, has degraded soils across the world, the research found, with erosion occurring at a pace of up to 100 times greater than the rate of soil formation. It takes around 500 years for just 1 inch (2.5 cm) of topsoil to be created amid unimpeded ecological changes.

The University of Sheffield’s Grantham Centre for Sustainable Futures, which undertook the study by analyzing various pieces of research published over the past decade, said the loss was “catastrophic” and the trend close to being irretrievable without major changes to agricultural practices. “You think of the dust bowl of the 1930s in North America and then you realize we are moving towards that situation if we don’t do something,” said Duncan Cameron, professor of plant and soil biology at the University of Sheffield.

“We are increasing the rate of loss and we are reducing soils to their bare mineral components,” he said. “We are creating soils that aren’t fit for anything except for holding a plant up. The soils are silting up river systems – if you look at the huge brown stain in the ocean where the Amazon deposits soil, you realize how much we are accelerating that process.

The erosion of soil has largely occurred due to the loss of structure by continual disturbance for crop planting and harvesting. If soil is repeatedly turned over, it is exposed to oxygen and its carbon is released into the atmosphere, causing it to fail to bind as effectively. This loss of integrity impacts soil’s ability to store water, which neutralizes its role as a buffer to floods and a fruitful base for plants. Degraded soils are also vulnerable to being washed away by weather events fueled by global warming. Deforestation, which removes trees that help knit landscapes together, is also detrimental to soil health.

The steep decline in soil has occurred at a time when the world’s demand for food is rapidly increasing. It’s estimated the world will need to grow 50% more food by 2050 to feed an anticipated population of 9 billion people.  [Yet already, much of the world’s land is already being used to grow food]…Around 30% of the world’s ice-free surfaces are used to keep chicken, cattle, pigs and other livestock, rather than to grow crops.

Read a summary of the paper here as well: Grantham Centre briefing note: December 2015 A sustainable model for intensive agriculture

Posted in Peak Topsoil, Scientists Warnings to Humanity, Soil | Tagged , , , , | 2 Comments

The Nitrogen Bomb: fossil-fueled fertilizers keep billions of us alive

Preface. There are two articles below that explain why natural gas fertilizers are keeping at least 4 billion of us alive today.  If you’re interested in this topic, here are a few more to read:

  • Erisman JW, Sutton MA, Galloway J, et al (2008) How a century of ammonia synthesis changed the world. Nature Geoscience.
  • Smil V (2004) Enriching the Earth: Fritz Haber, Carl Bosch, and the transformation of world food production. MIT Press.
  • Stewart WM, Dibb DW, Johnston AE, et al (2005) The contribution of commercial fertilizer nutrients to food production. Agronomy Journal 97: 1-6

We really ought to be transitioning to organic agriculture and composting to restore soil to it’s former health, which in turn protects plants from diseases, higher production, water retention, and more.  Since pesticides are also fossil fuel based (oil), and we’re running out of new ones just like we are antibiotics, there’s all the more reason to go organic before we’re forced to. It can take years for industrial farms to be restored to good soil ecosystem health.

Alice Friedemann    www.energyskeptic.com   author of 2021 Life After Fossil Fuels: A Reality Check on Alternative Energy best price here; 2015 When Trucks Stop Running: Energy and the Future of Transportation”, Barriers to Making Algal Biofuels, & “Crunch! Whole Grain Artisan Chips and Crackers”. Podcasts: Crazy Town, Collapse Chronicles, Resistance Radio, Derrick Jensen, Practical Prepping, KunstlerCast 253, KunstlerCast278, Peak Prosperity, XX2 report

***

Fisher D (2011) The Nitrogen Bomb. By learning to draw fertilizer from a clear blue sky, chemists have fed the multitudes.  Discover magazine.

They’ve also unleashed a fury as threatening as atomic energy.

In 1898, Sir William Crookes called on science to save Europe from impending starvation. The world’s supply of wheat was produced mainly by the United States and Russia, Sir Crookes noted in his presidential address to the British Association for the Advancement of Science. As those countries’ populations grew, their own demands would outpace any increase in production. What then would happen to Europe? “It is the chemist who must come to the rescue of the threatened communities,” Crookes cried. “It is through the laboratory that starvation may ultimately be turned into plenty.”

The crux of the matter was a lack of nitrogen. By the 1840s agricultural production had declined in England, and famine would have ensued if not for the discovery that the limiting factor in food production was the amount of nitrogen in the soil. Adding nitrogen in the form of nitrate fertilizer raised food production enough to ward off disaster. But now, at the end of the century, the multiplying population was putting a new strain on agriculture. The obvious solution was to use more fertilizers. But most of the world’s nitrate deposits were in Chile, and they were insufficient. Where would the additional nitrogen come from?

That question, and Crookes’s scientific call to arms, would trigger a chain reaction as far-reaching as the ones unleashed at Los Alamos four decades later. Historians often describe the discovery of nuclear power as a kind of threshold in human history— a fire wall through which our culture has passed and cannot return. But a crossing every bit as fateful occurred with research on nitrogen. Like the scientists of the Manhattan Project, those who took up Crookes’s challenge were tinkering with life’s basic elements for social rather than scientific reasons. And like the men who created the atomic bomb, they set in motion forces beyond their control, forces that have since shaped everything from politics to culture to the environment.

Today nitrogen-based fertilizers help feed billions of people, but they are also poisoning ecosystems, destroying fisheries, and sickening and killing children throughout the world. In ensuring our supply of food, they are wreaking havoc on our water and air.

Nitrogen is essential to the chemistry of life and, sometimes, its destruction. It winds its way through all living things in the form of amino acids— which are chains or rings of carbon atoms attached to clusters of nitrogen and hydrogen atoms— and it is the primary element of both nitroglycerin and trinitrotoluene, or TNT.

Nitrogen-based fertilizer is now so common, and the chemistry of explosives so well known, that any serious fanatic can make a bomb. The Alfred P. Murrah Federal Building in Oklahoma City was blown up in 1995 with nitrate fertilizer sold in a feed store, combined with fuel oil and a blasting cap.

Nearly 80% of the world’s atmosphere is made up of nitrogen— enough to feed human populations until the end of time. But atmospheric nitrogen is made up of extremely stable N2 molecules that are reluctant to react with other molecules. Bacteria convert some atmospheric nitrogen first into ammonia (NH3), then into nitrites (NO2- ) and nitrates (NO3- ), but not nearly enough for modern agriculture. What was needed by the end of the 19th century was a way of imitating these microbes— of “fixing” atmospheric nitrogen into a chemically active form.

A few years before William Crookes gave his speech, lime and coke were successfully heated in an electric furnace to produce calcium carbide, which then reacted with atmospheric nitrogen. Crookes himself had shown that an electric arc can “put the air on fire,” as he described it, oxidizing the nitrogen into nitrates. But the electricity needed for either process was prohibitively expensive. Crookes suggested the use of hydroelectric power, but only Norway had sufficient hydroelectric power, and although the Norwegians constructed a nitrogen-fixation plant, it furnished barely enough nitrogen for domestic use. The rest of Europe still faced the specter of hunger. Into this disquieting scene stepped Fritz Haber.

Haber was a young German physical chemist who renounced his Judaism to enhance his career: Academic opportunities in Germany, as in most other European countries, were limited for Jews at that time. Haber’s first academic appointment after receiving his Ph.D. was as a porter, or janitor, in the chemistry department at the University of Karlsruhe. But he soon talked his way into a lectureship, and in 1898 he was appointed professor extraordinarius and was ready to begin thinking about the problem of nitrogen.

Haber began by considering the possibility of converting atmospheric nitrogen to ammonia directly by reacting it with hydrogen. Previous experimenters had found that the reaction would take place only at high temperatures— roughly 1,000 degrees Celsius— at which ammonia was known to break down instantly. But Haber’s own experiments confirmed that he could transform only about 0.0048 percent of the nitrogen into ammonia in this way. Moreover, a comprehensive investigation of thermodynamic theory confirmed what he had long suspected: that ammonia could be produced in large quantities only under high pressure— higher than was then attainable, but not impossibly high. The problem now became one of finding the right balance between pressure and temperature to get the best results, and of finding a catalyst that might allow the pressures to be brought just slightly back down into the realm of commercial possibility.

After a long search Haber found the element uranium to be just such a catalyst, and with a few further technical refinements he was able to produce nearly half a liter of ammonia an hour. Best of all, the process required little energy, and this obscure metal, having no other commercial use, was cheap.

The company Badische Anilin-& Soda-Fabrik (BASF) sent the chemist Alwin Mittasch and the engineer Carl Bosch to Haber’s laboratory for a demonstration. And, of course, everything went wrong. Haber begged them to stay while he fiddled with the apparatus. Time went by, and Bosch left. Then, just as Mittasch was preparing to leave, the ammonia began to drip out of the tubing. Mittasch stood and stared, and then sat down again, deeply impressed. By the time he left, the ammonia was flowing freely.

It took another three years for the company’s engineers, led by Bosch, to scale up the experiment to commercial levels, but by 1912 the Haber-Bosch process was a viable means of producing fertilizer. Haber and Bosch would later receive Nobel prizes for their efforts, the threat of famine was averted, and the world lived happily ever after. Well, not quite.

Kaiser Wilhelm II’s Germany in the early 1900s was the most powerful state in Europe, with the strongest army, the greatest industrial capacity, and a patriotic fervor to match. The Germans wanted their “rightful place” in the world order, yet their country could not grow except at the expense of someone else’s borders. Nor could Germany fulfill her ambitions through colonization— most of the undeveloped world had already been claimed.

With no room to grow, or even stretch, the kaiser’s fancy turned to thoughts of war. Three inhibitions, however, held him back. The first was the problem of nitrogen for fertilizer, since in these first years of the century Haber had not yet begun his work. Germany was the world’s largest importer of Chilean nitrates, and without a constant infusion of fertilizer, its poor, sandy soils got worse every year. The second problem was again lack of nitrogen, this time for explosives. The third problem was Britain’s Royal Navy, which ruled the seas. If Germany were to start a war, the Royal Navy would cut off its supply of nitrates from Chile, and the population would slowly starve while the armed forces ran out of explosive shells and bombs.

How wonderful for the kaiser, then, was Fritz Haber’s invention of industrial nitrogen fixation. In one stroke Germany would be able to produce all the fertilizer and explosives it needed— provided the war didn’t last too long. In 1913 the first nitrogen-fixing plant began operations at Oppau. A year later, Austria’s heir to the throne, Archduke Franz Ferdinand, was assassinated in Sarajevo. Germany soon pushed Austria to declare war and loosed its own troops both east and west.

World War I ended four years later with the establishment of Soviet Russia and the collapse of Germany, leading directly to the rise of Nazism with all its horrors and to World War II. None of this could have come about without the discovery of commercial nitrogen fixation. In trying to save Europe, Fritz Haber came close to destroying it.

And in trying to feed humankind, we may yet starve it. Civilization’s bloodiest century, sent on a rampage by nitrogen’s emancipation, has passed into history. But the paradox of nitrogen remains. First it was all around us and we couldn’t use it. Now we know how to use it, and it’s suffocating us.

The planet’s 7.7 billion humans (and counting) rely more than ever on fertilizer to augment the natural nitrogen in soils.

In fact, we now produce more fixed nitrogen, via a somewhat modified Haber-Bosch process, than the soil’s natural microbial processes do. Farmers tend to apply more fertilizer rather than take a chance on less, so more nitrogen accumulates than the soil can absorb or break down. Nitrates from automobile exhaust and other fossil-fuel combustion add appreciably to this overload. The excess either gets washed off by rainfall or irrigation or else leaches from the soil into groundwater. An estimated 20 percent of the nitrogen that humans contribute to watersheds eventually ends up in lakes, rivers, oceans, and public reservoirs, opening a virtual Pandora’s box of problems.

Algae, like all living organisms, are limited by their food supply, and nitrogen is their staff of life. So when excess nitrogen is washed off into warm, sunlit waters, an algal bacchanalia ensues. Some species form what is known as a “red tide” for its lurid color, producing chemical toxins that kill fish and devastate commercial fisheries. When people eat shellfish tainted by a red tide, they can suffer everything from skin irritation to liver damage, paralysis, and even death. As Yeats put it, “the blood-dimmed tide is loosed.”

Algal blooms, even when nontoxic, block out sunlight and cut off photosynthesis for the plants living below. Then they die off and sink, depleting the water’s supply of oxygen through their decomposition and killing clams, crabs, and other bottom dwellers. In the Baltic Sea, nitrogen levels increased by a factor of four during the 20th century, causing massive increases in springtime algal blooms. Some ecologists believe this was the main cause of the collapse of the Baltic cod fishery in the early 1990s.

Every spring, the same process now creates a gigantic and growing “dead zone” one to 20 yards down in the Gulf of Mexico. The Mississippi and Atchafalaya rivers, which drain 41% of the continental United States, wash excess nitrates and phosphates from the farmlands of 31 states, as well as from factories, into the Gulf. The runoff has created a hypoxic, or deoxygenated, area along the coast of Louisiana toward Texas that has in some years grown as large as New Jersey. This area supports a rich fishery, and dire consequences similar to those in the Baltic Sea can be expected if nothing is done. So Haber’s gift of nitrogen was not entirely a boon in the area of food: It increased food production on land, but now it threatens our supply of food from the sea.

Four years ago the Environmental Protection Agency formed a task force of experts to address the dead-zone problem. Their final plan of action, submitted in January, calls for increased research, monitoring, education, and more planning. Above all, the plan proposes incentives for farmers to use less fertilizer. But the addiction will be hard to break. Unlike nuclear energy, nitrogen fertilizer is absolutely necessary to the survival of modern civilization. “No Nitrates!” and “Fertilizer Freeze Forever!” are not viable slogans. At the end of the 19th century there were around 1.5 billion people in the world, and they were already beginning to exhaust the food supply. Today, as the population soon surges past 8 billion, there is no way humanity could feed itself without nitrogen fertilizers. As Stanford University ecologist Peter Vitousek told us recently, “We can’t make food without mobilizing a lot of nitrogen, and we can’t mobilize a lot of nitrogen without spreading some around.”

Algal blooms are just one of the many disastrous side effects of runaway nitrogen. In Florida, for example, nitrogen (and phosphorus) runoff from dairies and farms has sabotaged the native inhabitants of the Everglades, which evolved in a low-nutrient environment. The influx of nutrient-loving algae has largely replaced the gray-green periphytic algae that once floated over much of the Everglades. The new hordes of blue-green algae deplete the oxygen and are a less favorable food supply. So exotic plants such as cattails, melaleuca, and Australian pine have invaded the Everglades. Just as shopping-mall and subdivision developers have paved over most habitable land to the east and south, these opportunists have covered the native marshes and wet prairies where birds once fed. Beneath the surface, the faster-accumulating remains of the new algae have almost completely obliterated the dissolved oxygen in the water. Few fish can survive.

Nitrogen also contaminates drinking water, making it especially dangerous for infants. It interferes with the necessary transformation of methemoglobin into hemoglobin, thus decreasing the blood’s ability to carry oxygen and causing methemoglobinemia, or blue baby syndrome. The EPA has named nitrates, along with bacteria, as the only contaminants that pose an immediate threat to health whenever base levels are exceeded, and increasingly they are being exceeded. According to a 1995 report by the U.S. Geological Survey, 9% of tested wells have nitrate concentrations exceeding the EPA limit; previous studies showed that only 2.4% of the wells were dangerous.

Mass-produced Nitrogen made modern warfare possible. What other explosions lie ahead?

Beefing up agriculture not only contaminates our water, it corrupts the air. As fertilizers build up in the soil, bacteria convert more and more of it into nitrous oxide (N2O). Nitrous oxide is best known as “laughing gas,” a common dental anesthetic, but it is also a powerful greenhouse gas, hundreds of times more effective than carbon dioxide, and a threat to the ozone layer. Like a Rube Goldberg contraption designed to create and foster life on Earth, our ecosphere can apparently withstand little tinkering. Bend one little pole the wrong way, and the whole interlocking mechanism goes out of whack.

Scientists around the world are working to reverse the effects of eutrophication, as the introduction of excessive nutrients is called. But while fuel-cell car engines and other advances loom in the near future, and chlorofluorocarbons have largely been replaced with safer chemicals, there is no such substitute for nitrogen. “An enormous number of people in the underdeveloped world still need to be better fed,” says Duke University biogeochemist William Schlesinger, “particularly in India and Africa. When they come online agriculturally, sometime in the next 50 years, at least twice as much nitrogen will be deployed on land each year.”

Improving the management of fertilizer is one good way to decrease runoff. If we can better understand exactly when crops need to absorb nitrogen, farmers can learn to apply fertilizer sparingly, at just the right time. “When application and uptake are coupled,” says Schlesinger, “it minimizes the amount of runoff.” In some watersheds like the Chesapeake Bay, farmers have reduced their nutrient runoff voluntarily. In other areas, farmers haven’t had a choice: When the Soviet Union and its economy collapsed, fertilizer was suddenly hard to come by near the Black Sea. As a result, the hypoxic zone in the Black Sea shrank appreciably.

Another, less drastic strategy for reducing the use of nitrogen is called “intercropping” and goes back to Roman times. By alternating rows of standard crops with rows of nitrogen-fixing crops, such as soybeans or alfalfa, farmers can let nature do their fertilizing for them. Intercropping could be a godsend to the developing world, where fertilizer is hard to come by. The difficulty is devising new plowing schemes, and farmers, like everyone else, are reluctant to abandon tried-and-true methods. But even successful farmers in the United States might be convinced. Aside from protecting the global environment— a somewhat intangible goal— intercropping could save them money on fertilizer. And farming areas are often most affected by groundwater contaminated by nitrates.

Other researchers are developing natural processes to clean up our mess. Just as some bacteria can draw nitrogen from the atmosphere and expel it as nitrates, others can consume nitrates and expel nitrogen molecules back into the air. Denitrifying bacteria are too scarce to clean up all nitrogen pollution, but they could be used much more extensively. For example, some farmers in Iowa and near the Chesapeake Bay drain their fields through adjacent wetlands, where denitrifying bacteria are common, so that excess nitrogen is consumed before it reaches streams, rivers, and bays.

Biologists willing to brave a slippery slope might want to go further, adding denitrifying bacteria to soil or water contaminated with nitrates. In the last few years several bacterial strains that might be useful have been identified. Why not genetically modify them to do exactly what we want? To anyone familiar with the ravages of invasive species worldwide, the danger is obvious.

Genetically modified microbes would have to be spread over large areas, making them hard to monitor. And in developing countries, where the need is greatest, there are few experts to do the monitoring.

The specter of genetically engineered bacteria spreading beyond the targeted regions, and mutating into new strains, brings to mind a picture of biogeochemists in the 22nd century looking back on the halcyon days when people still had the luxury of worrying about nitrogen. Fritz Haber couldn’t have imagined that he was altering Earth’s environmental balance when he thought to heat up uranium, hydrogen, and air at high pressure. If we’re not careful, our attempts to rectify that balance will only trigger another, even more destructive chain reaction.

Haber’s uranium was Oppenheimer’s uranium in more ways than one.

Vaclav Smil. 2013. Making the Modern World: Materials and Dematerialization.  Wiley.

Synthesis of ammonia remains the leading user of hydrogen, followed by refinery needs

Post-1950 expansion was rapid, with global ammonia synthesis rising from less than 6 Mt in 1950, to about 120 Mt in 1989, 164 Mt in 2011 (USGS, 2013).

Two-thirds (65–57%) of all synthesized NH3 has been recently used as fertilizer, with the total global usage more than tripling since 1970, from 33 to about 106 Mt N in 2010. Because ammonia is a gas under ambient pressure, it can be applied to crops only by using special equipment (hollow steel knives), a practice that has been limited to North America. The compound has been traditionally converted into a variety of fertilizers (nitrate, sulfate) but urea (containing 45% N) has emerged as the leading choice, especially in rice-growing Asia, now the world’s largest consumer of nitrogenous fertilizers; ammonium nitrate (35% N) comes second.

Compared to traditional harvests, the best national yields of these three most important grain crops have risen to about 10 t/ha for US corn (from 2 t/ha before World War II), 8–10 t/ha for European wheat (from about 2 t/ha during the 1930s), and 6 t/ha for East Asian rice (from around 2 t/ha).

High-yielding US corn now receives, on average, about 160 kg N/ha, European winter wheat more than 200 kg N/ha, and China’s rice gets 260 kg N/ha, which means that in double-cropping regions annual applications are about 500 kg N/ha. According to my calculations, in the year 2000 about 40% of nitrogen present in the world’s food proteins came from fertilizers that originated from the Haber–Bosch synthesis of ammonia (Smil, 2001).

Another great article about this is Vaclav Smil’s 1997 Global Population and the Nitrogen Cycle Feeding humankind now demands so much nitrogen-based fertilizer that the distribution of nitrogen on the earth has been changed in dramatic, and sometimes dangerous, ways (Scientific American)..

Posted in Farming & Ranching, Life After Fossil Fuels, Natural Gas, Overpopulation, Peak Food | Tagged , , , , | 4 Comments

Can democracy survive peak oil?

Preface.  This is a book review of Howard Bucknell’s Energy and the National Defense.  University of Kentucky Press.

Bucknell was amazingly prescient as you’ll see in this review, especially about why democracy might not survive the energy crisis. Heck, it already is becoming authoritarian. I did not expect that until after an energy crisis, but then again the right-wing has been working on undoing the New Deal since it was enacted under FDR (see post “How corporations used evangelists to gain wealth, power, and undo the New Deal” and https://energyskeptic.com/category/fastcrash/politics/ which has the history of how they gained more power).

Authoritarianism is a problem because the most fair, compassionate, and just way to deal with the coming energy crisis is rationing. Sta Cox explains why we must ration and myriad ways to do so in his outstanding book “Any Way you Slice it“. But libertarian capitalism with its “every man for himself” and unfair distribution of wealth philosophy, is antithetical to rationing. Authoritarianism would go the opposite direction since most autocratic rulers are keen for power to loot the wealth of the nation into their own bank accounts. Sounds cynical, but read Vogl’s “The Enablers: How the West Supports Kleptocrats and Corruption – Endangering Our Democracy” that documents this in great detail.

Bucknell was once the director of the energy and national security project at Ohio State University. He graduated in 1944 from the U.S. Naval Academy and commanded a number of ships, including nuclear-powered submarines.  He has a doctorate in political science from the University of Georgia.

This book is also about the energy crises of the 1970s.  At the time, President Carter, Kissinger, Bucknell, and others thought this was the start of energy descent. It’s interesting to see what actions were taken, how energy was dealt with politically, the institutions created to solve the energy crisis, and the issues, failures, and problems encountered when trying to take action in what turned out to be the “dress rehearsal”.

Bucknell’s wrote this book partly to warn military planners that lightning raids on oil fields in the Middle East would be a bad idea, and to get two main efforts started: liquefied synthetic fuels to solve the transportation problem, and energy conservation.

Today, 40 years later, we know there isn’t a synthetic fuel that can be made to replace diesel fuel for transportation, nor is electrification, hydrogen and so on a possibility (When Trucks Stop Running: Energy and the Future of Transportation) and the same is true for manufacturing, which uses over half of fossil fuels (Life After Fossil Fuels: A Reality Check on Alternative Energy).

Some other books on the evolution of authoritarianism in the USA: the first religious settlers, Pat Robertson, FOX news, our dying Democracy, “Conservatives without Conscience“, and the invention of Christian America by corporate America.  And many more in categories Politics and Religion.

Alice Friedemann  www.energyskeptic.com  Author of Life After Fossil Fuels: A Reality Check on Alternative Energy; When Trucks Stop Running: Energy and the Future of Transportation”, Barriers to Making Algal Biofuels, & “Crunch! Whole Grain Artisan Chips and Crackers”.  Women in ecology  Podcasts: WGBH, Jore, Planet: Critical, Crazy Town, Collapse Chronicles, Derrick Jensen, Practical Prepping, Kunstler 253 &278, Peak Prosperity,  Index of best energyskeptic posts

***

Howard Bucknell III (1981) Energy and the National Defense.  University of Kentucky Press.

Energy and Democracy

Bucknell says that just as democracy in Greece was founded on slave labor,  democracy here was founded on cheap and plentiful energy.  Energy decline will be the “most serious and far-reaching challenge faced by our nation since the Civil War”.

Democracy requires a large and strong middle class, but an energy decline will shrink the middle class and make it more likely the United States will not be stopped from undertaking military adventures.

In times of emergency, the actions we take change our form of government. Bucknell wondered what an energy crisis that lasted for a decade or more would do to our government.

In 1975 Henry Kissinger said there was no issue more basic to the future than the energy challenge. Energy drove our economy and sustained modern civilization. Without energy, nations risked rivalry and economic depression. For Kissinger, the 1973 embargo meant we no longer had control over our economy or our progress, and our well-being was hostage to decisions made by others.

Bucknell doubts a democracy can make the decisions needed to survive before being overwhelmed by the coming energy crisis, because the public’s understanding of the energy situation is so far removed from reality.  When given uncertain and contradictory information, the public believes what they want to believe.  And politicians rarely attempt to educate the public factually.

How the transition is made is important as well – if prices are used to change energy consumption, there are issues of economic and social inequality.  If oil exporters set prices, we risk economic instability, which is likely to lead to social and political instability, which then leads to “demagogues and terrorism”.

The only way dictatorship can be avoided and democracy survive, is to start early and begin moving forward.  The faster the transition is made, the less social disorder there’ll be, and time may be shorter than we think.

Bucknell concludes his book with a call to all of us as citizens to intelligently work hard together during the dangers of the next decades.  It would be a shame if the epitaph of the great American experiment in democracy were “Canceled due to a lack of energy”.

Bucknell also wasn’t sure that our social, political, and economic structures could make it through the transition without being changed in terrible ways.  He felt it was impossible to take the required draconian measures in the very short time left without crushing democracy, and the results weren’t certain and might even be plain wrong [like Republicans treating covid-19 like a bioweapon because they thought more Democrats would die].  Within this “paradox lies the potential for chaos at home and disaster abroad”.

Energy Crisis as Seen in the 70s

Back in the 70s, the public was convinced oil companies were ripping off the public and engaged in conspiracies. Bucknell is exasperated that neither the public nor the energy task force Nixon commissioned in 1969 grasped that there was a finite amount of oil, gas, and coal to fuel civilization.  This fact has “yet to be, perhaps cannot be, accepted by the American people”.

The first energy crisis struck America in 1973, but in 1976, none of the presidential candidates discussed the issue, because the public did not believe there was an energy crisis.

Carter decided to give the public the painful news in 1977, building interest up in his speech by releasing a CIA report which portrayed oil reserves running out.  The four percent of the public that was concerned about energy grew to half the population by the time Carter spoke.

Carter was the first president to announce that the very foundation of our mechanized and industrialized mobile society was in danger due to declining energy.  His April 18, 1977 speech began with:

“Tonight I want to have an unpleasant talk with you about a problem unprecedented in our history. With the exception of preventing war, this is the greatest challenge our country will face during our lifetimes. The energy crisis has not yet overwhelmed us, but it will if we do not act quickly.

It is a problem we will not solve in the next few years, and it is likely to get progressively worse through the rest of this century.

We must not be selfish or timid if we hope to have a decent world for our children and grandchildren.

We simply must balance our demand for energy with our rapidly shrinking resources. By acting now, we can control our future instead of letting the future control us”.

William Simon, secretary of the treasury under President Ford, attacked Carters speech by saying that increased demand in the market place has always brought in more supply.

The Wall Street Journal published Gold’s theory and concluded that there might be enough oil for “20 million years at our present rate of fuel consumption”.

Bucknell concludes that economists ignore the fact that oil and gas are finite – they think that all you have to do is dig a hole and pour money into it when you want more.

He doesn’t believe the market can be counted on to solve the energy situation.  Indeed, he sees the unseen hand of the market as being able to “assume terrifying proportions to the individual as it moves in its awesome and uncaring way across a society.  Bankruptcies, breadlines, lost wars, and overthrown governments are often strewn in its wake”.

At the time Bucknell wrote, inflation was high due to energy prices.  He saw the decreasing soundness of the dollar as a danger to the international monetary system and inflation of the dollar possibly bringing on another Great Depression.

Making the Energy Transition

Bucknell summarizes past energy transitions and noted that it took 40 to 50 years of social, economic, and political adaptations to switch from wood to coal and coal to oil to natural gas (though we use all of them still, not really a “transition”, just larger shares of the energy pie). The 1973 and 1979 oil shocks alerted everyone the time had come to switch to other sources of energy, in a time frame much less than past energy transitions.

He felt it was hard for our government to prepare for the transition because planners had no idea what the likely reserves were, since private companies and foreign governments weren’t required to report verifiable data.

He explained why switching to new energy bases couldn’t be done easily, quickly, or cheaply, the need for multiple alternatives, and the economic and political problems in making a transition.

The economic barriers are formidable. Previous energy transitions were market driven.  But the new transition must be directed by the government due to the limited time and domestic oil supplies as well as the need for military protection during our vulnerability during the transition.

To make the switch in time, the federal government would need to direct and fund the research and initial capital investment.  The source and amounts of these funds is bound to become a major political issue.  Even with both private capital and public funds it’s not likely the nation could develop alternative energy resources in time to prevent social trauma. If imported oil was cut during the transition, the social disorder would become even worse.

He wasn’t sure how we could even find the capital to switch our energy base, since so much money was required, and the defense department would be competing for these funds.

Bucknell criticized the energy studies of the 1970’s for being overly optimistic since they ignored the fact you can’t substitute one energy source for another.  For instance, nuclear power can’t substitute for oil in transportation. These studies also ignored the “legal, ideological, technological, economic, and political difficulties” energy decisions move through.

He depicted one of the political barriers by asking the reader to imagine a politician announcing we’re “going electric”.  From now on, everything would be nuclear power driven.  Everyone would be up in arms, from the guy who just bought a car to the industrial, agricultural, transportation, and military sectors — all heavily invested in fossil fuel infrastructure. He’d be thrown out of office.

Another interesting aspect of Bucknell’s book were charts of how large a piece of the energy pie the military has always taken, will continue to take, and how enormous their slice would be if we entered a major war. He worried that during the transition, our weaknesses could lead to economic or military confrontations that would threaten our national security.

Most energy studies assumed there would be a growing dependence on imported oil and minimized the need to produce synthetic fuels. Bucknell felt that was a tragedy, since that would lead to continued voracious consumption of oil, shortening the time of our oil-based civilization and the time needed to make a transition.

Decreasing energy and higher prices would result in massive unemployment and depression, “even though a transition to a service economy is being made”.

He believed that if we wanted to preserve our society, our main preoccupation needed to focus on developing a number of energy sources, especially in transportation fuels.

It’s obvious that the social and economic future of industrial nations depends on energy at affordable prices.  The survival of our civilization “depends a great deal on what actions the United States takes, does not take, or even can take”.

War and Terrorism

Bucknell saw foreign policy as critical to how long a democracy could last, and thought our policies on oil were inept – we treated oil like any other mineral. Yet minerals and raw materials were useless without energy. That made us vulnerable, because we were importing half our oil from abroad, which put us in the position of having to go to war if there were energy shortages.

He also didn’t think that people understood how critical oil was to fighting a war, and has a chart on page 140 showing what percent of the nations energy the military consumed to fight several wars in the past.  He points out that the amount needed would deprive civilians as much as the Arab oil embargo did, which led to half a million people being unemployed.  At the time he wrote, the military was the largest consumer of energy in the United States, using 2% of the total energy budget (and we weren’t at war with anyone).

In energy wars of the future, there would be “no choices between guns and butter”.  There’d be a premium on using already existing machinery, since the energy to produce new weaponry would be energy-limited.

In 1973, Congressman Lee Hamilton asked the Congressional Research Service to study seizing foreign oil fields by force.  The study concluded that such an attack would be successful only if all of the following were accomplished: seize oil installations intact, secure them for years, restore the damaged assets quickly, be able to operate oil fields without the assistance of local staff, and be able to guarantee safe passage of supplies and petroleum.

Bucknell wrote that at that time, it appeared the administration was planning to field a military force of 100,000 men in the Middle East to guarantee political stability. The planners envisioned a “lightning raid on the oil fields followed by forceful adjudication to restore oil flow to the United States on favorable terms. That this is a naïve oversimplification is one of the messages of this book. Raids on oil fields cannot be counted upon to result in productive capacity.”

He believed that if we intended to have energy wars, we’d need a strong navy and nuclear arms, but that starting an energy war would be terribly dangerous, and that the “deprivations to be visited upon our population are beyond living experience in this country”.

Because of all of the above, Bucknell said that military planners tended to think in terms of short rather than long wars. But since we weren’t able to predict the length of the Korean and Viet Nam wars, he wonders why military planners think they can control the length of an energy war.

He believed that war was a foolish and dangerous risk, plus there was the reaction of the Soviet Union to consider. But if we didn’t rein in our rate of consumption of oil and develop alternatives meanwhile, we were likely to enter a war which our country and armed forces were ill-prepared for.

He pointed out that environmentalists who opposed energy developments at home (i.e. coal to liquids, shale oil, etc), had to consider the consequences – it was more likely there’d be energy wars abroad, requiring much higher defense expenditures, which would take money away from making an energy base transition.

There was also the chance we’d be attacked and need to defend ourselves.  The military runs on petroleum (except for nuclear ships), and we needed to figure out alternatives now, because we wouldn’t be able to invent them while fighting a war. New resources must be developed in times of peace – “the granaries of a nation are not filled during the years of famine”.

Bucknell predicted the alliances formed after World War II might not survive competition over energy resources and our declining ability to provide protection to our allies.

Within our own country, we’ve very vulnerable to terrorist attacks due to the centralization of power plants and electrical distribution, yet this wasn’t being considered in defense planning.

Externally, our supertankers were vulnerable to sabotage or missile attacks, oil loading ports might be attacked, and there was a large lifeline of oil tankers around the globe to be defended.

Intense competition for oil would also build up among the different regions of the United States, leading to potential problems.  There are regional disparities in energy supply and demand that have received little attention from Washington planners.  “Yet it is of crucial sociopolitical and economic import. Left unattended, it could throw our Republic back to the pre-Constitutional days of rampant interstate economic (and worse) warfare where “have” states defended their products and “have-not” states sought military redress”.

Bucknell on Solutions

Bucknell believed there was no one solution to replacing fossil fuels, and that synthetic fuels were critical to solve the transportation problem.  He also thought conservation very important, since it could mean the difference between having to wage war, and winning if attacked. The National Research Council Committee on Nuclear and Alternative Energy Systems reached similar conclusions in 1980, urging the development of synthetic liquid fuels, with an even higher priority on conservation of energy.

Bucknell believed that coal to oil was the best solution, but wasn’t sure how feasible it was [it is not feasible: see “Why liquefied coal and gas can’t replace oil“]. The ERDA “Coalcon” project, which attempted to convert coal to oil in an environmentally clean way, was terminated in 1977 [as have other projects since then].  He speculated it was shut down due to bad management or an inability to cleanly process high-sulfur coal.  He noted that scale-up factors and costs from a quarter-scale demonstration model to a full-sized plant are seldom linear.

Since liquid coal was unlikely within ten years, he foresaw that coal would be burned instead to generate electricity [true, that’s where 93% of U.S. coal goes], and create huge environmental problems.  Since the atmosphere at some point would become lethal, he said new liquid coal plants must be required to remove sulfur and other pollutants.

He was not hopeful about economic and political barriers being overcome to construct coal liquefaction plants. There was no chance the oil companies would build them, since they were driven by short-term profit-making goals.  Only the government could possibly build these plants, but when the Synthetic Fuel Corporation was proposed by President Carter, it was opposed by environmentalists as well as conservatives, who didn’t think the government should be involved in industrial production.

Other attractive fuels that could be liquefied, like heavy oils and tar sands, were more economic than coal liquefaction, but had the drawback of mainly being found outside the United States.

Bucknell knew that natural gas wouldn’t solve our problems, because production had peaked in 1973 [fracked gas and oil extended Business As Usual from 2005 to 2021, but are now in decline], and stated there were only 25 years of uranium reserves unless we built breeder reactors.

Nor could Saudi Arabia pump much more oil.  He quotes Clifton C. Garvin, Jr., chairman of the Exxon Corporation, as saying that the maximum sustainable pumping rate for Saudi Arabia was about 10 to 12 Mbpd [if you pump more, it will leave more oil in the ground that can’t be recovered].

Bucknell pointed out some of the limitations to solutions being proposed — city gas didn’t have enough heat content to support many industrial processes, and we needed more railroads to carry coal. He noted that the Department of Agriculture was in charge of alcohol production, which he said was already “a decision of questionable merit”.

Several quite adversarial debates in the typical “winner-take-all” fashion were preventing action from being taken.  Each side insisted their solution was the only approach.  For example, there was the “high-tech, hard science” group insisting centrally distributed electricity from large nuclear and solar plants was the only way to go, while the “low-tech” group countered with conservation and local wind and solar.

Then there were those who claimed we were finally about to get our comeuppance for using finite resources so wastefully.  They saw the energy crisis as a blessing, and sided with the environmentalists who argued against endless growth.  They believed pollution and other environmental harm needed to be factored into the cost of energy.

And how could you move forward when so many of the debates were about whether the energy crisis was real or not, politicians were blaming the opposite political party, and many were blaming the oil companies?

Agriculture and Energy

Bucknell throws out several statistics to show that while we’ve doubled food production in the three decades after 1940, we more than tripled the energy used in the same time period, which is not the direction we should be going in and is of basic importance in national policy considerations.

Lack of energy will eventually force us back to using human rather than machine labor. When Bucknell’s book was published, there were 4 million Americans employed on farms that consumed enormous amounts of energy. Just the nitrogen fertilizer alone consumed 68 million barrels of oil every year. Bucknell states that If the farm economy is de-mechanized, you’d need at least 31 million farm workers and 61 million horses.

The population of the United States has grown by at least 25% since Bucknell published his book. To de-mechanize now, we’d need 39 million farm workers and 76 million horses.  In 2002, we had 3.6 million horses and mules in America. The horsepower represented by farm tractors alone (i.e. not grain and bean harvesters, etc), equals 400 million horses.   Horse gestation takes 11 months, the foals are weaned at 4-8 months, and most fillies don’t bear foals until they’re 3-4 years old.  Given how much land horses themselves require to be fed –2 to 28 acres, depending on the quality of forage — the land to feed horses as well as people means there’s an upper limit to how many horses can replace human muscle power.

Bucknell wonders whether our population will accept a large-scale substitution of manual labor for energy use.  He wonders if food production will drop and food prices soar.

Conclusion

We don’t seem to have moved forward much at all since the 70s.  The same debates about which energy alternatives to pursue, or whether there even is an energy crisis are still happening.  And how can the public participate in energy debates when less than 5% of Americans are scientifically literate? The theory of evolution is rejected by 51% of Americans, 34% believe in UFO’s and ghosts, 29% in astrology, and students score near the bottom in math and science internationally.

Although it’s often said that those who don’t know history are doomed to repeat it, I’m not sure that knowing how we failed in the past will prevent failure now, and I’m sure Bucknell would agree.  He doesn’t think that a democracy can cope with huge economic, technological, social, and political problems in a short time frame.

Appendix A   President Carter’s National Energy Plan  

Main Principles:

1)       The energy problem can be effectively addressed only by a government that accepts responsibility for dealing with it comprehensively and by a public that understands the seriousness and is ready to make necessary sacrifices.

2)       Healthy economic growth must continue.

3)       National policies for the protection of the environment must be maintained.

4)       The Unite States must reduce its vulnerability to potentially devastating supply interruptions.

5)       The program must be fair.  The United States must solve its energy problems in a manner that is equitable to all regions, sectors, and income groups.

6)       The growth of energy demand must be restrained through conservation and improved energy efficiency.

7)       Energy prices should generally reflect the true replacement cost of energy.

8)       Both energy producers and energy consumers are entitled to reasonable certainty about government policy.

9)       Resources in plentiful supply must be used more widely and the nation must begin the process of moderating its use of those in short supply.

10)   The use of nonconventional sources of energy—such as solar, wind, biomass, geothermal—must be vigorously expanded.

Carter’s proposed solutions:

1)       Annual limits would be placed on oil imports.  After some discussion this evolved to a figure of 8.2 mbpd for 1979 with the prospect of a cut to 4 to5 mbpd by 1990.

2)       A new cabinet-level energy mobilization board would be established with far-reaching powers to ensure that procedural, legislative, or regulatory actions spurred by environmentalists no longer cause extended delays in the creation or expansion of plants, ports, refineries, pipelines, and so forth

3)       A government-chartered energy security corporation would develop a synthetic fuel industry producing at least 2.5 mbpd of oil substitutes from shale, coal, and biomass.  88 billion dollars was earmarked for this task.

4)       A standby system for rationing gasoline would be prepared.

5)       Each state would be given a target for the reduction of fuel use, including gasoline use, within its borders.  Failure of a state to act would result in federal action.

6)       The ninety-four nuclear power plants now being built or planned would be completed.  Additional nuclear policies would be announced after completion of the Three Mile Island investigation.

7)       Owners of homes and commercial buildings would receive interest subsidies of $2 billion for extra insulation and conversion of oil heating to natural gas.

8)       Utilities would be required to cut their use of oil by half over the next ten years.  Conversion would be partially financed by grants and loan guarantees.

9)       Bus and rail systems would receive $10 billion for improvement, while $6.5 billion would be expended to upgrade the gasoline efficiency of automobiles.

10)   Low-income groups would receive $2.4 billion each year to offset higher energy prices.

11)   The installation of solar energy systems in homes and businesses would be subsidized by loans and tax credits.  A solar bank would be formed.

12)   About $142 billion in federal funds was involved in the Carter Plan over the next decade.  It was envisioned that most of this money would come from an energy security trust fund financed by a tax of about 50 percent on the windfall profits earned by U.S. oil companies as price controls are phased out.  An additional $5 billion would be raised through the sale to the public of bonds in the energy security corporation dedicated to the development of synthetic fuels.

Posted in Advice, Energy Books, Military, Politics, Rationing | Tagged , , , , , , , | 1 Comment

Index of best energyskeptic posts

This is an attempt to boil down 1500+ energyskeptic posts into the 200 of the best ones.

Alice Friedemann  www.energyskeptic.com Women in ecology  author of 2021 Life After Fossil Fuels: A Reality Check on Alternative Energy best price here; 2015 When Trucks Stop Running: Energy and the Future of Transportation”, Barriers to Making Algal Biofuels, & “Crunch! Whole Grain Artisan Chips and Crackers”.  Podcasts: Crazy Town, Collapse Chronicles, Derrick Jensen, Practical Prepping, KunstlerCast 253, KunstlerCast278, Peak Prosperity

Book Lists – buy books in hard copy to Preserve Knowledge

Introduction

Peak oil. We’re not running out, half is left

But since petroleum is the master resource that makes all other goods possible, including coal and natural gas, and our economy depends on endless growth, you’d want to start preparing for oil decline at least 10-20 years ahead of time (Summary of 2005 Department of Energy Peak Oil Production study).

If peak oil did happen in 2008  (IEA 2018 World Energy Outlook: Peak oil is here, oil crunch by 2023), or 2018 (EIA 2021 International Energy Statistics. Petroleum and other liquids. Data Options), then we have limited time left to start relocalizing, shifting our economy back to a steady-state and agriculture, rationing, and reducing consumption. Building wind, solar, nuclear and so on is pointless: transportation and manufacturing can’t be electrified or run on any other non-fossil energy resource as I explain in my books Life After Fossil Fuels: A Reality Check on Alternative Energy and When Trucks Stop Running: Energy and the Future of Transportation

Limits to Growth

Overpopulation & Overshoot

When Trucks Stop running: Why diesel fuel can’t be replaced

Manufacturing uses over half of fossil fuels: see Chapter 9 Life After Fossil Fuels

Though not as thorough or up-to-date, this article will give you an idea of why manufacturing will be hard, perhaps impossible, to electrify or substitute anything for fossil fuels. Roberts, D. 2019. This climate problem is bigger than cars and much harder to solve. Low-carbon options for heavy industry like steel and cement are scarce and expensive. Vox

Biofuels

Wind Power   55 Reasons why wind power cannot replace fossil fuels

Solar Power  Why solar power can’t replace fossil fuels

Can Geothermal power replace declining fossil fuels?

HYDROPOWER

Nuclear Power

FUSION

Coal

Natural Gas

  • Peak Natural Gas
  • 2021-8-30: The Nitrogen Bomb: fossil-fueled fertilizers keep billions of us alive

Climate Change

Renewables are NOT renewable: they need fossil fuels every step of their life cycle

The Electric Grid

Energy storage

Mining & limits to minerals

Microchips are as important as oil and the electric grid

Collapse

Extinction

Agriculture

Politics  

Politics matters. If authoritarian leaders like Trump and other extremists are in power as oil declines, food and energy will go to the wealthy rather than be rationed. Given how Republicans can be credited with some percent of the 650,000 covid-19 deaths (Aug 2021) by discouraging vaccinations and wearing masks, and recommending ineffective horse tranquilizer ivermectin and hydroxychloroquine, it is scary to think about the myriad ways they might increase mortality as energy declines, especially in a nuclear war.

Religion

Pandemics

Transportation: EV, cars, airplanes, rail

 

Posted in An Index of Best Energyskeptic Posts | Tagged , , , , , , , , , , , , , , , | 2 Comments

Energy abundance depends entirely on the RATE of energy flow

Preface. Below are excerpts from two articles on why the FLOW RATE of oil is what matters for our fossil-fueled civilization. It’s like how, when filling up a bathtub, you want to turn the faucet on as high as it will go so you can get in and the water will still be warm. Likewise, since oil first gushed out of the ground over a hundred years ago, the flow kept increasing until world oil production reached a plateau in 2005. Once oil begins to decline, the bathtub will take longer and longer to fill up as the size of the tap shrinks.

Although we are clearly near peak oil production given the plateau we have been on since 2005, there is still a lot left — half at least, so we are not running out.  But our economic system depends on endless growth, of creditors being paid back by debtors. This has worked for 200 years thanks to coal, oil, and natural gas producing increasing every year and growing the economy (production and GDP are almost perfectly correlated). So as the oil flow rate declines, the economy will shrink, and someday, oil will be scarce as it drips rather than gushes.

Alice Friedemann  www.energyskeptic.com  Author of Life After Fossil Fuels: A Reality Check on Alternative Energy; When Trucks Stop Running: Energy and the Future of Transportation”, Barriers to Making Algal Biofuels, & “Crunch! Whole Grain Artisan Chips and Crackers”.  Women in ecology  Podcasts: WGBH, Financial Sense, Jore, Planet: Critical, Crazy Town, Collapse Chronicles, Derrick Jensen, Practical Prepping, Kunstler 253 &278, Peak Prosperity,  Index of best energyskeptic posts

***

Andrews S, Udall R (2008) Peak oil: “It’s the flows, stupid!” ASPO-USA.

“In the public mind, peak oil means ‘running out.’”

Verbal shots from legendary political consultant James Carville land with the shock of a hand grenade. If the always-blunt and ever-controversial Carville were to grasp our oil dilemma and begin a peak oil education campaign, his war-room slogan would probably paraphrase his winning axiom from the 1992 Clinton campaign, using “It’s the Flows, Stupid!”

Peak oil is about peak flow. It’s that simple, despite all those lame statements (some from people who ought to know better) that “we aren’t running out.” That’s right, we aren’t, but who said we were!

“Running out” is a framing technique used with some success to belittle the legitimate peak oil concern. The “running out” epithet has been uttered often by Daniel Yergin, president of Cambridge Energy Research Associates. If you haven’t heard Yergin on CNBC saying, “this is the fourth or fifth time we were supposed to have run out of oil,” it could be because he’s up to “sixth time” by now.

Peak oil describes the maximum flow rate of oil from a well, an off-shore platform, a field, a basin, or a geographic area—state, nation, continent, and eventually the world.  Peak doesn’t mean the end or the bottom or the dregs.  In most areas of human life, peak is a high point, a cause for celebration.

When the USA hit its peak in October 1970, the record went unnoticed. Today, more than 50 nations have peaked, including Mexico and, it now appears, Russia. During the next few years the world will hit peak oil; it could be a sharp summit preluding a steep fall or perhaps a gentle bump on a long plateau.

Petroleum engineers know very well what peak oil means. Indeed, in larger projects they spend billions designing enormously complex systems to meet expected peak production. Consider Thunderhorse, BP’s offshore platform in the deepwater Gulf of Mexico. If memory serves, when it begins operation later this year the platform will process 250,000 barrels of crude oil per day.

The American Petroleum Institute published a 56-page paper entitled “Are We Running Out of Oil?” in December 1995. The executive summary concludes with this red herring: “There is a very real danger that attempts by government to address the non-problem of resource exhaustion will distract from or even aggravate the real challenge of removing remaining institutional barriers to supply growth.” Peak oil does not mean “resource exhaustion,” though M. King Hubbert’s curve does show production declining to zero many decades into the future.

Why does the obfuscation of peak oil deniers matter? The coming end of the “supply growth” world will require an enormous paradigm shift: there will be a little less oil to divvy up among more people. We will need to conserve with a vengeance, and substitute ingenuity, intelligence, and efficiency where we can. Treating this immiment event as a non-problem could end up being enormously painful.

The math determining present and future flow rates is simple:

  • 85 percent of the world’s oil is produced by the 21 largest producers.
  • Production declines dominate the story in six of those large producers: the USA, Indonesia, the U.K., Norway, Mexico and Venezuela.
  • Flat or volatile production rules in five more: Russia, Iraq, Iran, Nigeria and Algeria.
  • Production is increasing in the rest. But China is nearing peak. Saudi Arabia, Kuwait, Qatar and the United Arab Emirates are not planning much more expansion. Canada and Libya can continue growing, within limits. Of this crowd, only Brazil, Kazakhstan and Angola are likely to grow production sufficiently to make a difference past 2010.

Some factors act like dragging anchors on these flow rates:

  • Geologic limits. We drilled the easy pickings first. Most new barrels—from offshore Brazil to the Bakken play in North Dakota and Montana—are smaller or harder to drill than the older giant fields they’re trying to replace.
  • Non-OPEC production is flat, “mature” and underperforming, with few prospects for change.
  • The world’s oil system lacks the skilled labor, equipment, and rigs to help us increase production off the recent three-year plateau. Delays from major projects like Thunderhorse are the norm.
  • OPEC’s reserves are increasingly off-limits, and prevailing petronationalism won’t quickly reverse. To quote an industry player, “yesterday’s Big Oil is today’s small oil.”
  • While investments to expand production are optional, depletion is mandatory and relentless. In a horse race with technology, eventually depletion will win the day.
  • Rising domestic demand by major oil producers Russia, Iran, Venezuela and Mexico drives down their exports. Expect peak exports to hit before peak oil.
  • Unconventional oil is more expensive and slow, with a small energy balance and a large environmental footprint. Unconventional oil will likely be a herd of turtles rather than the cavalry on which many are pinning their hopes.

Because they don’t understand peak oil, many reporters keep getting the story wrong. Because they don’t understand peak oil, some in the U.S. Congress and Senate now threaten to sue OPEC. Because they don’t understand peak oil, business journals keep whining that producer nations don’t practice rational economics.

And indeed they don’t. Lacking refinery capacity, Iran exports crude, imports finished gasoline, subsidizes it at 40 cents/gallon, and then rations its sale to curb consumption. Seems crazy, but Iran isn’t the only nation where cheap energy is the opiate of the people.

Summer sales tax holiday on U.S. gasoline, anyone? After all, we aren’t “running out.”

Steve Andrews and Randy Udall are two of the co-founders of ASPO-USA.

Kobb C (2013) The only true metric of energy abundance: The rate of flow. Resource Insights.

Energy abundance depends entirely on the RATE of energy flow.

Why is the rate of flow the key metric? Because in order to function the global economy depends entirely on continuous, high-quality energy inputs. We cannot shut down the world’s electric generating plants for six months or even three months without crashing world society into a state of irretrievable chaos and decline. We cannot shut down the world’s shipping fleet for even a few weeks without doing irreparable harm. Modern global society has become like a shark. It either keeps barreling forward or it dies.

If the rate of flow for oil declined by half in the next 20 years, we wouldn’t be running out of oil at all. We’d still be pumping about the same amount as we were in 1967, a year of exceptional economic vitality. But, we’d feel the crunch because there are twice as many people on the planet now as there were then. And, the per capita consumption of oil has risen considerably since that year.

New unconventional sources of hydrocarbons are more difficult and costly to extract than conventional ones, since they have very steep declines in their rate of production–so steep that in the tight oil fields of Texas and North Dakota drillers must replace about 40 percent of their production PER YEAR just to maintain current output. The decline rates for shale gas are no more encouraging: 79 to 95 percent after three years according to a comprehensive survey of 65,000 oil and gas wells in 31 shale plays. Shale natural gas and tight oil drillers face a task similar to climbing up a down escalator. Each must replace enormous fractions of their current production frequently just to keep production flat. A path to persistently rising global production of oil and gas far into the future cannot be built on production from such fields.

Some 60 percent of current production flows come from aging giant fields representing just 1 percent of the world’s fields, and as a group they are in decline.

But there’s more. The affordability of hydrocarbons will also matter greatly. Gail Tverberg has outlined in detail on her blog Our Finite World how the high price of hydrocarbons tends to suppress economic activity which then leads to a downturn that then causes oil and natural gas prices to fall due to falling demand. That fall in prices makes unconventional sources of oil and natural gas uncompetitive leading to a slowdown in their production even as production from conventional sources continues to decline. As prices rise with economic recovery, we begin the same cycle again. This suggests that there is a limit to how much of the modern economy’s financial and physical resources can be devoted to extracting energy without causing an economic contraction–something that the shark-like nature of the modern financial economy cannot withstand without the kind of severe repercussions we saw in 2008.

Despite our best efforts, we have only just been able to keep oil supplies from declining in the last seven years. Despite (possibly exaggerated) claims that we have more oil reserves than ever, we need to remember that the rate of flow, that is, our daily consumption, has grown by a factor of eight from 1950 to the present. And, half of all the oil ever consumed has been consumed since 1985. The available reserves may be large, but they are being consumed at such a colossal rate that supposedly record reserves have been unable to lift that rate appreciably above a plateau that started in 2005.

Posted in Flow Rate, How Much Left, Peak Oil | Tagged , , , | Comments Off on Energy abundance depends entirely on the RATE of energy flow

Diesel is finite. Trucks are the bedrock of civilization. So where are the battery electric trucks?

Last updated: 2023-1-21

Preface. Heavy-duty diesel-engine trucks (agricultural, mining, logging, construction, garbage, cement, 18-wheelers, and more) are essential for doing the actual work of our fossil-fueled civilization. Without them, no goods would be delivered, no food grown, nothing manufactured, no garbage picked up, no minerals mined, no concrete hauled, no metals smelted, and more. If trucks stopped running, gas stations, grocery stores, factories, pharmacies, and manufacturers would shut down within a week and civilization would end (Friedemann 2016).

To understand why diesel engines are so amazingly powerful and why gasoline engines can’t substitute, watch this youtube video: Diesel vs EV vs Hydrogen vs LPG/CNG vs Biodiesel – Can We Ever Ditch Big Diesels?

Since world oil production peaked in 2018, replacing diesel trucks (and locomotives and ships) has become urgent. Yet there are no alternatives since biomass doesn’t scale up, and hydrogen is an energy sink. Nor can trucks run on batteries — they’re too heavy (see Friedemann 2021 Life After Fossil Fuels: A Reality Check on Alternative Energy).  Battery development has also hit the brick-walls of the limited possible elements in the periodic table as well as the laws of physics and thermodynamics. There’s no reason to think a better battery will ever be invented, they’ve been around over 200 years and despite millions of “breakthroughs” are far from being able to move trucks for reasons explained in the post here.

Trucks that matter can haul 30 tons of goods and weigh 40 times more than an average car.  Batteries scaled up from cars for trucks are far too heavy.  For example, a truck capable of going 621 miles hauling 59,525 pounds, the maximum allowable cargo weight, would need a battery weighing 55,116 pounds, and carry 4,400 pounds of cargo (den Boer et al. 2013) that would take 12 hours or more to recharge.

Or as Ryan Carlyle, oil company engineer puts it: “As far as heavy trucking is concerned, there is no replacement for hydrocarbon fuels. The physics of power/weight ratios, and existence of legal road weight limits, means you simply can’t build an “electric semi” and expect it to haul anything comparable to what diesel trucks haul today. This is not an area where Tesla can build a 30% better battery pack and suddenly it’s feasible. The necessary energy density numbers are more like 50 times less than they need to be. The truck will use over half its payload capacity just carrying its own batteries. There are chemical limits to what batteries can do. Electrochemical galvanic cells physically cannot store enough energy — ever — to approach today’s large diesel engines (Carlyle 2014).

Microsoft founder Bill Gates agrees: ” The problem is that batteries are big and heavy. The more weight you’re trying to move, the more batteries you need to power the vehicle. But the more batteries you use, the more weight you add—and the more power you need. Even with big breakthroughs in battery technology, electric vehicles will probably never be a practical solution for things like 18-wheelers, cargo ships, and passenger jets. Electricity works when you need to cover short distances, but we need a different solution for heavy, long-haul vehicles (Gates 2020).”

FAST CHARGING can damage and shorten battery life. Fast charging trucks is essential. Truckers can not sit around for 12 unpaid hours honing life skills and learning to crochet while waiting for the battery to recharge. But fast charging trucks may never be possible. Scientists at U.C. Riverside recently fast charged batteries similar to Tesla batteries using existing highway fast charging technology. They found that batteries cracked, leaked, lost storage capacity, and suffered internal chemical and mechanical damage, reducing their lifespan. The high heat generated is also a danger that could lead to fire or explosion in the 7104 lithium-ion batteries in a Tesla Model S or the 4416 in a Tesla Model 3 (Quimby 2020).

Oxford professors estimated that the power needed to charge just one truck’s battery using fast charging in 30 minutes would use, over the course of a year, as much power as 4,000 households. Such fast charging is not possible yet and would put the electric grid under enormous stress (Harris 2017).

EV trucks in the news:

2022 Nikola has come out with a new class 8 electric truck, the Tre Bev. Most of these trucks will be bought in California and New York, where there are HVIP incentives of up to $150,000 for drayage clean air programs and $120,000 for non-drayage operations. Nikola expects to produce one a day 2022. Specs: 350 miles with 753 kWh battery pack. This is not a long-haul truck. It is a gigantic delivery truck clearly, since Nikola says it is designed for returning to base, frequent stops, short haul, multiple delivery locations, lighter payloads, average speed 25-45 mph, multiple delivery locations, and at 82,000 GCWR, too heavy to adapt to farm tractors and harvesters. Setting up charging has many steps and expenses, and requires many chargers and acres if the fleet has more than a few trucks, since it takes 1 or 2 chargers to charge 2 to 4 trucks a day. Charging can take up to 3.5 hours. Their cost is unknown, Forbes reported that Nikola said hundreds of thousands of dollars but wouldn’t be more specific than that. Nikola estimated their battery will cost $70 per kWh, so the 753 kWh battery alone would cost $52,710  and last 120,000 to 300,000 miles. And weigh 18,000 pounds, severely cutting into the amount of goods that could be carried (Sripad 2017).

Neely T (2022) Barriers Exist to Rural EV Adoption Witnesses Tell House Ag Committee Rural America Not Ready for Electric Vehicles. Progressive farmer. https://www.dtnpf.com/agriculture/web/ag/news/business-inputs/article/2022/01/12/witnesses-tell-house-ag-committee

[ my comment: the most important sector of transportation that needs to be electrified to cope with energy decline are agricultural diesel vehicles (i.e. tractors and harvesters) to continue to provide food. Doesn’t look like it will happen].

Witnesses told the House Agriculture Committee on Wednesday that rural America in particular faces a number of barriers to overcome (Mark Mills, senior fellow at the Manhattan Institute, Geoff cooper, president and CEO of the Renewable fuels Association):

  • There are more than 267 million light-duty vehicles in the U.S. and just 2.3 million are battery electric or plug-in hybrid EVs, so even with increased electric vehicle sales in the years ahead, it would take decades to turn over the fleet
  • EVs still can’t meet the overall practical performance requirements, especially in rural areas, especially the length of time it takes to recharge EV batteries.  Instead of 5 minutes to fill a pickup truck’s tank, a standard level-two charger takes about 10 hours. So-called superchargers can drop that to 40 minutes, but that’s still 8 times longer. To match that means installing at least 10-fold more electric pumps superchargers than exist as gas pumps and superchargers cost twice as much as a gasoline pump — a 20-fold higher infrastructure cost.
  • Superchargers operate at 10-fold higher power levels than standard chargers requiring the rural logistical distribution infrastructure to be upgraded radically, an infrastructure that’s already far more expensive per household than in urban areas. Add in the hidden costs in rural areas where there are 50% more frequent power outages than urban areas.
  • Travel in rural outages is easily overcome with $100 of gasoline. But it would cost over $30,000 to buy a home-based battery storage system with enough backup power for just half of the pickup truck’s battery
  • Mass adoption of EVs would dramatically stress global supply chains and lead to higher battery prices in the coming years. Studies have shown that demand would increase from 400% to over 4,000% for the various critical minerals that are needed to build all the hardware on average.
  • Compared to a gasoline vehicle, an EV entails at least a 1,000% increase in the overall tonnage of materials that are extracted from the earth to deliver the same lifetime miles, a growth in demand for materials far greater right now than the rate at which the world’s miners are able to expand supply.
  • It will be difficult to electrify medium and heavy-duty vehicles.

For $5.1 million dollars, paid for by the state of California’s cap and trade program, the Port of Oakland received 10 Class 8 drayage Peterbilt Model 579EVs, ten electric charging stations, and a new electrical substation and power lines which took two years to complete.  In addition, in California they are eligible for a $150,000 Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP) voucher. The Peterbilt 597EVs have a range of 150 miles on their 396 kWh battery, and with a DC fast-charger can be recharged in 3 to 4 hours (Adler 2021).  For comparison, 10 diesel drayage trucks would cost about $1.2 million dollars with a range of over 1,000 miles.

Volvo has an electric class 8 truck that can go 150 miles with a $185,000 rebate from the NYC Department of Transportation’s Clean Trucks Program (O’Donnell 2021).

Alice Friedemann  www.energyskeptic.com  Author of Life After Fossil Fuels: A Reality Check on Alternative Energy; When Trucks Stop Running: Energy and the Future of Transportation”, Barriers to Making Algal Biofuels, & “Crunch! Whole Grain Artisan Chips and Crackers”.  Women in ecology  Podcasts: WGBH, Jore, Planet: Critical, Crazy Town, Collapse Chronicles, Derrick Jensen, Practical Prepping, Kunstler 253 &278, Peak Prosperity,  Index of best energyskeptic posts

***

There are not any commercially available heavy-duty Battery Electric Vehicles (BEVs) outside the transit bus segment at this time. It is not expected that BEVs can penetrate into the long-haul trucking vocation in the next several decades, where significant high speed steady-state operations dominate the vehicles duty cycle, without significant advances in battery energy density and BEV recharging technologies. (ARB 2015).

There are however, demonstration projects with class 8 electric trucks.  The first, NFI, has two trucks running between Chino and the Ports of Los Angeles/San Pedro 135 miles round-trip using two of the five heavy-duty charging stations in Southern California. Only one round-trip can be made, there isn’t enough juice left in the battery to go again. The second, Penske is averaging 150 miles per shift on dedicated routes to a California quick-service restaurant chain with two battery-powered trucks in a relay system to make the most of the available electric charge.  And other demonstration projects are planned (Adler 2019).

Nikola claimed to have a working Nikola One truck and portrayed it as fully functional with a video called “Nikola One Electric Semi Truck in Motion.  But investment firm Hindenburg Research published a bombshell report claiming that the Nikola One wasn’t close to being fully functional. Even more incredible, Hindenburg reported that the truck in the “Nikola One in motion” video wasn’t moving under its own power. Rather, Nikola had towed the truck to the top of a shallow hill and let it roll down. The company allegedly tilted the camera to make it look like the truck was traveling under its own power on a level roadway, and has admitted that it didn’t have a working hydrogen fuel cell or motors to drive the wheels, the two key components (Lee 2020).

And the latest Nikola scandle from August 1, 2021: Nikola electric-truck prototypes were powered by hidden wall sockets, towed into position and rolled down hills. The prototypes didn’t function and were Frankenstein monsters cobbled together from parts from other vehicles. Nikola also overstated the number of pre-orders the company had received. Federal prosecutors have charged the founder of the Nikola Corp. (NKLA) with lying to investors about the supposed technological breakthroughs the company had achieved in order to drive up its stock price. Prosecutors said in the initial period following Nikola starting to trade publicly, the value of Milton’s shares shot up by $7 billion. After it emerged the company was under investigation, shares tanked causing many retail investors to lose tens and even hundreds of thousands of dollars, prosecutors said. In some cases, some investors lost substantial portions of their retirement savings, they said. Nikola founder Milton was taken into custody and later released on a $100 million bond.

Electric trucks do exist, mostly medium-duty hybrid that stop and start a lot to recharge the battery.  This limits their application to delivery and garbage trucks and buses.  These trucks are heavily subsidized at state and federal levels since on average they cost three times as much as a diesel truck equivalent (Table 1).

But even these stop-and-start a lot to recharge the battery trucks may not be economically feasible. Nikola Motor Company’s plans to mass produce 5,000 garbage trucks for Republic Services, one of the nation’s largest waste management service providers, were canceled, the latest in a string of bad news for the electric truck and hydrogen cell maker (Alcorn 2020).

The most vital truck is a farm tractor to plant and harvest food. A battery-driven tractor would have to be very small or the weight would compact the soil and reduce crop productivity for many decades. The first one I saw appear in the search engine was the 7030 series John Deere battery pack tractor in December 2016, and it was pretty small.  But they never did make it, and it isn’t even mentioned anywhere on their website.

The latest tractor, not in production but promised in 2021, is the $50,000 Monarch Electric Tractor with peak power of 70 HP for a few seconds, otherwise 40 HP (Smith 2020). The farmers comments were interesting:

  • Most farmers I know frequently have to drive their tractors long distances, sometimes miles, just to get to the field of the day. And there’s no power out there…. Talk about range anxiety!
  • 40hp class tractors do not usually till fields. Where I am now, for these applications we see a 75hp class tractor at the very least, usually 90hp and up on larger farms
  • Take it from someone who is actually a farmer. This will never take over the heavy tractor work as there are constant interactions due to irregularities in the ground which require the operator to adjust the tractor or the attached implement to the terrain, ie. rocks, roots, animal burrows. drainage etc. Farming is extremely brutal on equipment and it must be durable enough and simple enough to fix so that we don’t miss very small time windows on each step of the process. Farming has ridiculously small margins so the economic proposition of service life vs. amortized and operating costs over that life must make sense no one wants to pay $4 for one onion.
  • I bought my MF 133 for $1200 USD and it works just fine for being 50 years old. Would I like 4WD? Yeah. Would I like an electric? Sure! Do I see this thing running very long in -10º with a snow-blower hanging off of the PTO? Color me skeptical.
  • As far as the “goal of 20-plus years of continuous service life” — uh huh. Considering my issues and my friend’s issues with getting EVs repaired, I’ll believe it when I see it.
  • I know a few farmers (corn, beans and hogs or cattle) and they dont really have a use for a 40-70hp tractor. This is likely to end up at grape vineyards or hobby farmers who use a tractor intensely for a few days or weeks of the year.
  • The grid is thin in the country, if battery tractors existed, could they all charge up at once in the narrow planting and harvesting seasons?

Tractors  do a lot of heavy work over rough ground, and today only internal combustion engines can provide efficient mobile and portable heavy-duty power (DTF 2003).

The Port of Los Angeles thought about using heavy-duty all-electric drayage trucks to improve air quality. Drayage trucks drive at least 200 miles a day back and forth between the port and inland warehouses. But it remained a thought experiment because electric drayage trucks cost too much, $307,890.  The 350 kWh battery alone is $110,880 dollars.  That’s three times as much as an equivalent diesel truck $104,360, and 100 times more than a used $3,000 drayage truck. And cost wasn’t the only problem (Calstart 2013a):

  • The range is too short because of the battery weight and size.  Drayage trucks need to go at least 200 miles a day, but at best an electric truck could go 100 miles before having to be recharged, which would take too long, and require expensive infrastructure to charge each truck several times a day.
  • The batteries/battery pack cost too much.
  • Overcoming the long time to recharge by using fast-charging may shorten battery life which would result in the unacceptable expense of a new battery pack before the lifetime of the truck ended
  • Although electricity is available almost everywhere, the quantities required for a fleet of Battery Electric Vehicle (BEV) drayage trucks are very high and could require significant infrastructure. Multiple costly high-power and/or fast-charging stations would be required
  • Roadway power infrastructure is complicated and expensive, and may be appropriate only in certain areas or applications. The impact on the grid and whether enough power could be supplied is unknown for the roughly 10,000 drayage trucks in the I-710 region
  • Large battery pack life-cycle and maintenance costs are unknown
  • Swapping stations are impractical and would require “industry standardization and ‘ruggedization’ of battery packs, as well as standardized software and communication protocols for batteries and system integration, plus many locations, and the storage space and operating space for multiple large trucks and hundreds of large battery packs.
cost of electric vs diesel trucks 2016Table 1. Electric trucks coust 3 times more than diesel equivalents (ICEV) on average. Source: 2016 New York State Electric Vehicle – Voucher Incentive Fund Vehicle Eligibility List. https://truck-vip.ny.gov/NYSEV-VIF-vehicle-list.php

Other costs

  • Battery cost is a major component in the overall cost, ranging from $500 to $700 per kilowatt-hour (kWh) range. This is substantially more than the cost for a conventional diesel powerplant. In their 2013 I-710 commercialization study, CALSTART estimated the cost of a 350 kWh battery system at over $200,000 in 2012.
  • A BEV 240 kW fast charger can cost can cost $1,500,000 (with $300,000 in additional costs). It can charge 5 heavy duty trucks (ICF 2016) per charger: $350,000 EVSE 450kW+ $150,000 to $200,000 installation costs per EVSE (Calstart 2015), or $350,000 for a specialized Proterra fast charger able to accommodate up to eight Proterra transit buses (ARB 2015)
  • Additional costs to upgrade the distribution system if the rated capacity of the installed electric equipment is exceeded. A fleet with 20 E-Trucks in Southern California had to upgrade a transformer on the customer side of the meter. The transformer cost $470,000. 100 medium-duty E-Trucks charging at the same time would demand 1.5 MW of power on the grid and 50 E-Buses would demand 3.0 MW. This is in the same order of magnitude as the peak power demand of the Transamerica Pyramid building, the tallest skyscraper in San Francisco, CA (Calstart 2015)
  • Unlike electric cars, which can charge at night when rates are lowest (11 pm to 8 am for $0.05), e-trucks and buses need to run during the day at the highest peak hours (12 noon to 6 p.m. $0.20) and mid-peak charges (8 a.m. to noon and 6 pm to 11 pm ($0.10), doubling to quadrupling the price paid for electricity (Calstart 2015).
  • Earning money from V2G is not likely to be adopted by commercial fleets because they have rigid operating schedules while the grid varies constantly and unpredictably. If the grid tapped into e-truck batteries, it might reduce their range or delay availability (Calstart 2015)

Electric trucks are also not commercial yet because they have too many performance issues, such as poor performance in cold weather, swift acceleration, driving up steep hills, too short a range and battery life, they take too long to recharge, declining miles per day as the battery degrades, all of which make planning routes difficult and inefficient.

It is also much harder to develop batteries for trucks than cars because trucks are expected to last 15 years (versus 10 for cars) or go for 1 million miles.  Trucks also have to endure more extreme conditions of temperature, vibrations, and corrosive agents than autos (NRC 2015), and it is hard to make battery packs durable enough for this rougher ride, longer miles, and longevity.

Calstart interviewed many businesses about their reluctance to buy hybrid or all electric trucks, and found their greatest concerns were the purchase cost, lack of confidence in the technology, lack of industry and truck manufacturer support, lack of infrastructure, and the heavy weight (Calstart 2012).

Elon Musk recently tweeted that Tesla will build a semi-truck with absolutely no details, promising to tweet again half a year from now with more information. Why should I believe an Elon Musk tweet any more than a Trump tweet?  Especially since nearly all of the electric truck companies I studied for “When Trucks Stop Running” are out of business now, despite huge federal and state subsidies. Given that Tesla is nearly $5 billion in debt, he’s clearly angling to get drayage truck subsidies from the Ports of Los Angeles and San Pedro and more money from investors.  None of the electric trucks I studied or that are on the market now were long-haul or off-road tractors, harvesters, construction, logging, or other class 8 heavy-duty trucks (except garbage trucks).  They were all much smaller class 4-6 delivery trucks or buses, because they stop and start enough to use hybrid batteries, a far more commercially likely possibility than long-haul trucks, that can go for hundreds of miles before stopping, and be up to 80,000 pounds (and even more weight off-road).  This wired.com article points out other issues as well with electric trucks as well.

But if the devil is in the details, then read more below in my summary and excerpts of a paper about electric trucks.  Catenary trucks, which use overhead wires, will be covered in another post.  Both electric and catenary trucks are covered at greater length in When Trucks Stop Running: Energy and the Future of Transportation”, 2015, Springer

Abbreviations:

  • BEV Battery Electric Vehicle
  • PEV Plug-in Battery Electric Vehicle
  • HEV Hybrid Electric Vehicle
  • ICEV Internal Combustion Engine Vehicle (usually diesel, also gasoline engines)

What follows is a summary and then details of the following paper:

Pelletier, S., et al. September 2014. Battery Electric Vehicles for Goods Distribution: A Survey of Vehicle Technology, Market Penetration, Incentives and Practices. CIRRELT. 51 pages.

SUMMARY

Financial

While commercial BEVs’ energy costs can be nearly four times cheaper than ICEV equivalents, the downside is that their purchase costs are around three times higher.

A study of drayage trucks on the I-710 corridor found that $3,000 old used trucks were used to take containers from Los Angeles ports to inland facilities that paid $100 per container delivered.   “Costs for a full BEV truck are not expected to go below $250,000 even past the 2025 time frame of this report. … The same is true for fuel cells” (Calstart 2013b).

Furthermore, the cost of the equipment necessary for charging the battery can be several thousand dollars. The high cost of level 3 Electric Vehicle Supply Equipment (EVSE) is still a significant barrier to a wider adoption of fast charging. Level 2 charging equipment costs approximately $1,000 per station and installation costs approximately $2,500 to $6,000 for one unit or $18,520 for 10 units. Level 3 fast charging is not used much yet because more research needs to be done on whether this shortens battery life.

PEV and HEV vehicles typically have significant autonomy and payload limitations and involve much larger initial investments in comparison to internal combustion engine vehicles (ICEV). The battery pack is the most expensive component in PEVs and significantly augments their purchase cost compared to similar ICEV trucks.

Competing with compressed natural gas (CNG) and existing diesel (ICEV) trucks will be hard — significant improvements in ICEV efficiencies are likely in the future from the 21st Century truck partnership and other efforts to improve diesel engines.  BEVs will also have to compete with other fuel alternatives such as CNG, in which case their business case can be even harder to make.

Battery Issues

Can’t carry enough cargo: Battery size and weight reduce maximum payloads for electric vans and trucks compared to equivalent diesel trucks.  Even HEVs suffer from the extra weight of two power-trains reducing payload capacity.

Short range. Technical disadvantages include a relatively low achievable range. Typical ranges for freight BEVs vary from 100 to 150 kilometers (62-93 miles) on a single charge.

The miles a truck can travel declines over time.  In Germany and the Netherlands, the limited operating range of electric trucks caused less flexibility in planning trips and restricted ad-hoc tour planning, resulting in less efficient operations. Also, the range declined over time through battery aging, when carrying heavy loads, and in winter from heating, lights and ventilation. Furthermore, the range listed by EV manufacturers is based on measurements according to the New European Drive Cycle which, compared to real life energy consumption in urban last mile delivery, do not give a reliable indication of the expected range. The reliability of the EVs was dependent on the model; certain prototypes and conversions were judged as reliable, while others were reported as insufficient (Taefi 2014).

Short battery life. At the moment, lithium ion batteries last for four years; however, practical experience has shown that the average period of use is only two years.

Range is also shortened by: extreme temperatures, high driving speeds, rapid acceleration, carrying heavy loads and driving up slopes.   The efficiency and driving range varies substantially based on driving conditions and driving habits. Extreme outside temperatures tend to reduce range because more energy must be used to heat or cool the cabin. Cold batteries do not provide as much power as warm batteries do. The use of electrical equipment, such as windshield wipers and seat heaters, can reduce range. High driving speeds reduce range because more energy is required to overcome increased air resistance. Rapid acceleration reduces range compared with smooth acceleration. Hauling heavy loads or driving up significant inclines also reduces range (U.S. Department of Energy 2012b).

Long time to charge battery: It takes a long time to charge the batteries because of their low energy density.  Recharging time may take up to 4 to 8 hours, and even with quick-charging equipment, recharging a battery to 80% takes up to 30 minutes.

Charging issues:  The most common way of charging was to slow charge the vehicles over night at company premises. The in-house charging infrastructure had to be fixed several times when it was overloaded by the high capacity need of the e-trucks in Germany. Other charging related issues found were that the implementation of a smart grid and load management for large electrical fleets is not yet clarified; solutions to ensure charging in case of power outage are necessary; and charging plugs were too damageable, so only specially trained staff could handle the plug, which caused problems with replacement drivers and training issues.  The limited number of charging spots outside the cities and lack of battery swapping for larger vehicles was also an issue (Taefi 2014).

Batteries have low energy density — too low. Batteries are a critical factor in the widespread adoption of electric vehicles but have a much lower energy density than gasoline, partly caused by the large amount of metals used in their production.

Battery life too short: Lithium-ion batteries in current freight BEVs typically provide 1,000 to 2,000 deep cycle life, which should last around six years.

Some manufacturers are working on a 4,000 to 5,000 deep cycle life within 5 years, but there are often tradeoffs to be made between different lithium based battery chemistries. For example, lithium-titanate batteries already reach 5,000 full discharge cycles, but have lower energy densities than other lithium-ion technologies. Calendar life, on the other hand, is a measure of natural degradation with time and was in the 7-10 years range as of 2010 with a projected range of 13-15 years by 2020. Typical battery warranty lengths for electric trucks have been reported as being in the three to five year range.

Battery degradation. Battery health can be influenced by the way they are charged and discharged. For example, frequent overcharging (i.e., charging the battery close to maximum capacity) can affect the battery’s lifespan, just as can keeping the battery at high states of charge for lengthy periods. As expressed through deep cycle life, battery deterioration can also occur if it is frequently discharged to very deep levels . This generally implies that only 80% of the marketed battery capacity is actually usable. Using high power levels to quickly charge batteries could also have negative impacts on battery life, especially if used in the beginning and end of the charging cycle. The uncertainty regarding the effect of extreme operational temperatures on lithium batteries is another issue that should be further considered. All these potential deteriorating factors can speed up the reduction of maximum available battery capacity and shorten vehicle range and battery life.

Lithium-ion batteries.  At the moment, lithium ion batteries last for four years; however, practical experience has shown that the average period of use is only two years (AustriaTech 2014).

The Demands on the Electric Grid

Power Requirements to recharge batteries are high.  A battery electric truck with a 120 kWh battery would require a charging power level of 15 kW to be able to charge in 8 hours, and the same vehicle with a battery pack of 200 kWh would require a power level of 400 kW to be able to be charged in 15-30 minutes.

The impact of the high power demand from the electricity grid. This could limit the amount of vehicles in a depot which could simultaneously be charged with high power levels, potentially requiring further investments for transformer upgrades.

The stations would also need to recharge a very large amount of batteries at the same time, which could impact the electric grid.

Out of Business

Better Place was considered a fron-trunner in the battery swapping industry but it recently filed for bankruptcy (Fiske (2013)).

Some models have recently been discontinued due to manufacturers’ financial difficulties or restructuring plans; these include Azure Dynamics’ Transit Connect Electric in 2012, Navistar’s eStar in 2013, and Modec’s Box Van in 2011.

Commercial Vehicles are dependent on government subsidies

To see the New York State All-Electric NYSEV-VIF incentives, click here.

To see the California Hybrid Truck and Bus Voucher Incentive Project (HVIP) incentives, click here.

Many U.S. companies which operate battery electric trucks also have received funding from the American Recovery and Reinvestment Act.  

Plug-in electric trucks and vans (class 2 to 8 vehicles) have generally only penetrated niche applications, while remaining dependent on government incentives. They attribute this to key industry players going out of business, the conservative nature of fleet operators when it comes to new technologies, renewed interest in natural gas, and the important cost premium of these vehicles.

Sales of HEV & BEV trucks are very low

The global stock of class 2 to 8 HEVs, PHEVs and BEVs was around 20,000 at the end of 2013, versus 15 million diesel and gasoline (ICEV) trucks sold in 2013.

The vast majority of expected sales are not fully electric plug-ins, but are Hybrid Electric Vehicles (HEVs) which do not require plug-in recharging (but which are only suitable for applications that require a great deal of stopping and starting, i.e. garbage trucks, delivery vans).

One of project FREVUE’s reports identifies other factors explaining the limited use of electric freight vehicles in city logistics, namely doubts regarding technology readiness, high purchase costs, limited amount of models on the market, and rapid technology improvements themselves can be a market barrier since fleet operators fear that an electric freight vehicle purchased today could quickly lose all residual value. The uncertainties surrounding the vehicles’ residual value also limit leasing companies’ interest in electric freight vehicles.

The bottom line is that a wider adoption of Battery Electric Vehicles can only be achieved if these prove to be cost-effective.

———————————–

[ Here are more details. ]

The worst possible use of an e-truck is daily mileage less than 40 km, never needs to return to the base, has little chance of charging while on operations, needs to be charged in 20 minutes or less, carry a full load equal to a diesel truck, carries the full load all day, goes the same speed much of the day, travels on freeways, hilly terrain, and charges at peak load. The best possible use of EV is 60+ km/day, returns to the base to recharge 3 to 6 times a day for 30 minutes a day, carries half a load, has very high variations in speeds traveled in flat urban areas and only charges off-peak (AustriaTech 2014b).

Cost Competitiveness of Battery Electric Vans and Trucks

While commercial BEVs’ energy costs can be nearly four times cheaper than diesel equivalents, the downside is that their purchase costs are approximately three times higher (Feng and Figliozzi 2013).

Furthermore, the cost of the equipment necessary for charging the vehicle’s battery, which can reach several thousands of dollars, should be considered. Maintenance costs should also be significantly less than for ICEVs (Taefi et al. (2014)) and this advantage should increase as the vehicles get older (Electrification Coalition (2010)). Because of these different cost structures between ICEVs and BEVs, the only way to appropriately compare the cost competitiveness of battery electric vans and trucks for goods distribution is to study their whole life costs (McMorrin et al. 2012), according to which all costs incurred over the vehicle’s life are actualized to a net present value. Whole life costs are also referred to as the vehicle’s total cost of ownership (TCO). The following are brief descriptions of the cost structure and TCO of battery electric freight vehicles compared to their conventional counterparts.

Cost Structure: High Fixed Costs and Low Variable Costs Purchase costs for medium duty battery electric trucks offered by AMP Trucks, Inc., Boulder Electric Vehicles, Electric Vehicle International, and Smith Electric Vehicles range from $130,000 to $185,000 US, while equivalent ICE trucks go within the $55,000 to $70,000 range (New York State Energy Research and Development Authority (2014)). One way to decrease the cost premium of these larger BEVs is to be able to right-size the costly battery according to the application (Electrification Coalition 2013). However, while this measure could significantly improve the vehicles’ business case and allow for additional payload capacity, the smaller battery would require more frequent deep discharges, which could cause accelerated battery deterioration (Pitkanen and Van Amburg 2012). Another option for reducing upfront costs while also addressing fleet operators’ concerns about battery life is to lease the battery for a monthly fee based on energy consumed or distance traveled (McMorrin et al. 2012).

However, uncertainties regarding battery residual value limit many fleets’ interest in battery leasing (Pitkanen and Van Amburg (2012)), most likely because these uncertainties will be integrated into the leasing fee. Furthermore, battery leasing currently only seems available for a few battery electric vans but not for trucks, for whom it could significantly help the business case based on whole life costs (Valenta (2013)). Purchase costs for battery electric vans vary largely depending on GVWs and the availability of battery leasing. Large manufacturer products with battery leasing go for about $25,000 for GVWs close to 2,100 kg. Examples of these include Renault for its Kangoo Z.E. vans and Nissan for its e-NV200 van, with monthly battery leasing fees starting at approximately $100 per month and varying according to monthly mileage and contract lengths (Renault (2014c), Nissan (2014d)). Typical purchase costs with battery ownership range from approximately $25,000 for lighter battery electric vans (GVW starting at 1100 kg) with limited battery capacities, to about $100,000 for larger battery electric vans (GVW up to 3,500 kg) with higher battery capacities. Conventional cargo vans with GVWs close to 4,500 kg cost between $30,000 and $40,000, GVWs close to 3,500 kg are within the $25,000-$30,000 price range, and GVWs around 2,500 kg are closer to $20,000 (Nissan (2014a)).

Valuable sources for vehicle prices include Source London (2013) and New York State Energy Research and Development Authority (2014), referred to as SL (2013) and NYSEV-VIF (2014) in the tables. Some models’ prices are simply not available, most likely because, as Lee et al. (2013, p.8025) point out, “commercial vehicle prices can vary depending upon negotiation between fleet operators and truck manufacturers, and truck volumes to be purchased”. This could also imply that the prices listed here could vary depending on specific purchasing contexts. Ranges for these class 3 to 6 trucks are from 115 to 200 km (71-124 miles) depending on battery size, vehicle weight

  • $133,000 AMP vehicles 100 kWh battery, 6350-8845 kg GVW
  • $130-150,000 Boulder 500-series 72 kWh battery, 4765-5215 kg GVW, payload 1405 kg,
  • $150,000 Navistar eStar 80 kWh battery 5490 kg GVW, payload 1860 kg
  • $185,000 EVI walk-in van 99 kWh battery, 7255-10435 GVW
  • $150,000 Smith Electric “Newton” 80 kWh, $181,000 with a 120 kWh battery

Den Boer et al. (2013) state that approximately 1,000 battery electric distribution trucks were operated around the world as of July 2013. CALSTART’s report on the demand assessment of electric truck fleets (Parish and Pitkanen 2012) claims that industry experts have estimated there were less than 500 battery electric trucks in use in North America as of 2012, with most sales made in US states like California and New York, which offered incentives for these vehicles. Also, approximately 4,500 hybrid electric trucks were sold in North America as of 2012. The large majority of hybrid and battery electric trucks sold were in medium duty and vocational applications rather than long-haul class 8 applications. Stocks of freight electric vehicles (vans and trucks) as of January 1st 2012 in Europe included 70 in Belgium, 106 in Denmark, 338 in Germany, 1,566 in France, 217 in the Netherlands, 103 in Norway, 38 in Austria, 13 in Portugal, 459 in Spain, and over 2000 in London (TU Delft et al. 2013). However, most of the electric vans in the UK are old low performance vans with lead-acid batteries, with only a few hundred modern electric vans with lithium-ion batteries sold in 2012 (Cluzel et al. 2013).

As previously noted, the advantage in the cost structure of BEVs comes from their lower variable costs (i.e., energy and maintenance costs) (McMorrin et al. 2012).

However, electricity rates incurred depend on geographical location, average consumption levels, and time of use (Hydro-Quebec (2014)). Charging during off-peak hours can allow for reduced electricity rates and seasonal price variations may also occur. It is therefore necessary to evaluate the potential of lower energy costs of commercial BEVs according to one’s specific context.

Gallo and Tomi´ c (2013) provide an overview of the performance of delivery BEVs (class 4-5) operated by a large parcel delivery fleet in Los Angeles. The findings showed that in comparison to similar diesel vehicles, the electric trucks were up to four times more energy efficient, offering up to 80% lower annual fuel costs. The report estimated maintenance savings ranging from $0.02 to $0.10 per mile, finding these savings “will vary widely depending on driving conditions, vehicle usage, driver behavior, vehicle model and regenerative braking usage”(p.53). Other findings included the need for drivers to be trained to adapt their techniques to electric trucks, that a minimum utilization of 50 miles per day is necessary to recuperate purchase costs in a reasonable time span, and that incentives are still necessary at this stage to make the vehicles a viable alternative. Additionally, some repairs needed to be provided by the vehicle manufacturers because of the limited experience of fleet mechanics with electric trucks. TU Delft et al. (2013) also reported several companies having experienced a lack of available resources for quickly solving technical issues with freight BEVs. This is important to consider because in order to profit from lower variable costs, companies must have access to reliable maintenance services and spare parts.

Figliozzi (2013) compared whole life costs of battery electric delivery trucks to a conventional diesel truck serving less-than-truckload delivery routes. The BEVs are the Navistar eStar (priced at $150,000) and Smith Newton (priced at $150,000), while the diesel reference is an Isuzu N-series (priced at $50,000). Different urban delivery scenarios were designed based on typical US cities values and different routing constraints. Thus, 243 different route instances were simulated by varying values for the number of customers, the service area, the depot-service area distance, the customer service time, and the customer demand weight. Different battery replacement and cost scenarios were also studied. The planning horizon was set to ten years, with the residual value of the vehicles set at 20% of their purchase price. In spite of the fact that the electric trucks had a higher TCO in 210 out of the 243 route instances, a combination of the following factors would allow them to be a viable alternative: high daily distances, low speeds and congestion, frequent customer stops during which an ICEV would idle, other factors amplifying the BEVs’ superior efficiency, financial incentives or technological breakthroughs to reduce purchase costs, and a planning horizon above ten years. With a battery replacement after 150,000 miles at a forecasted cost of $600/kWh, the diesel truck always had a lower TCO.

The need for a battery replacement significantly decreases thee business case for BEV Trucks

Battery electric freight vehicles currently fit much more into city distribution than long haul applications because of the battery’s energy density limitations (den Boer et al. 2013). Typical daily miles traveled by urban delivery trucks are often lower than the range already achieved by electric commercial vehicles (Feng and Figliozzi 2013). With limited payloads, this makes them more viable for last mile deliveries in urban areas involving frequent stop-and-go movements, limited route lengths, as well as low travel speeds (Nesterova et al. 2013), AustriaTech 2014b), Taefi et al. 2014)). With forecasted reductions in battery costs and evolution of diesel prices are compared to electricity prices, as time goes by, BEV distribution trucks should become more competitive with equivalent ICEVs based on their own economic proposition (den Boer et al. 2013). However, commercial BEVs will also have to compete with other fuel alternatives such as compressed natural gas, in which case their business case can be even harder to make (Valenta 2013). Furthermore, significant improvements in ICEV efficiencies are expected in upcoming years (Mosquet et al. (2011)). Nevertheless, for now, the appropriateness of using delivery BEVs ultimately depends on the context of their intended use, but the high purchase cost has been extensively pointed out as a huge cost effectiveness barrier, and the need for incentives at this stage of the market seems like a recurring requirement for a viable business case.

Financial Incentives

The goal of financial incentives is to reduce the upfront costs of electric vehicles and charging equipment (IEA and EVI (2013)). One form is purchase subsidies granted upon buying the vehicle (Mock and Yang (2014)). An example of this is the California Hybrid Truck and Bus Voucher Incentive Project (HVIP) which provides up to $35,000 towards hybrid truck purchases and up to $50,000 towards battery electric truck purchases to be used in California (Parish and Pitkanen (2012)). Eligible vehicles can be found in CEPAARB (2014). Another similar program is the New York Truck Voucher Incentive Program, which offers up to $60,000 for electric truck purchases to be used New York (New York State Energy Research and Development Authority (2014)).

Companies are also eligible to receive similar purchase subsidies for participating in demonstration or performance evaluation projects (US DOE (2013b)).

Overviews of tax exemptions related to electric vehicles can be found in IEA and EVI (2013), Mock and Yang (2014), ACEA (2014), and US DOE (2012a).

Companies Experimenting with BEVs In North America, large companies using battery electric delivery vehicles include FedEx, General Electric, Coca-Cola, UPS, Frito-Lay, Staples, Enterprise, Hertz and others (Electrification Coalition (2013b)). Frito-Lay alone has been operating 176 battery electric delivery trucks in North America since 2010 (US DOE (2014b)). Fedex also operates over 100 electric delivery trucks (Woody (2012)). Many U.S. companies which operate battery electric trucks have received funding from the American Recovery and Reinvestment Act to cover a portion of the vehicles’ purchase costs (US DOE (2013b)).

BEVs in city logistics have often been used for parcel delivery, deliveries to stores, waste collection and home supermarket deliveries. A few notable private initiatives identified in the report include Deret’s 50 electric vans for last mile deliveries to city centers in France, UPS’s 12 Modec vehicles for parcel and post delivery in the UK and Germany, Tesco’s 15 Modec vehicles for on-line shopping deliveries in London, Sainsbury’s use of 19 electric vans for supermarket

Drivers expressed concerns regarding the reduction in payloads.

Delivered products include parcel, courier, textiles, fast food, bakery, hygienic articles and household articles.

Negative factors experienced included the required investments (vehicles and EVSE), reduced payloads, limited range, the effect of cold temperatures on range, imprecise marketed vehicle ranges, the lack of resources to fix technical problems, incompatibility of vehicles’ connectors with public charging infrastructure, and the need to train drivers to better adapt to the vehicles. All in all, the case studies indicated that the vehicles were found to be most adequate for last mile and night deliveries.

Electric Tricycles carrying up to 440 pounds (200 kg)

Electric tricycle

Urban consolidation centers (UCC) are logistic facilities multiple organizations use, close to the area they serve. UCCs using BEVs for last mile deliveries also often use smaller vehicles ideal for tight urban areas, which can lead to increases in vehicle kilometers per ton delivered (Allen et al. (2012)). These smaller vehicles are typically electric tricycles, which have payloads of up to 200 kg (AustriaTech 2014b) and low driving speeds. These tricycles can find parking locations more easily than larger vehicles, can often use bicycle lanes for faster access to customers in congested and pedestrian areas, and from a cost point of view are more affected by driver costs than purchase costs and utilization rates (Tipagornwong and Figliozzi 2014). Allen et al. (2007) present an example of the use of electric tricycles by a UCC. La Petite Reine used a consolidation center in the center of Paris for last mile deliveries of food products, flowers, parcels, and equipment/parts with electric tricycles with a maximum payload of 100 kg (220 pounds). The initial trial in 2003 was deemed a success, with monthly trips growing from 796 to 14,631 and the number of tricycles from seven to 19 in the first 24 months. Operations are now permanent and La Petite Reine operates three locations in Paris with over 70 collaborators, 80 tricycles, 15 electric light duty vehicles and 1 million deliveries per year (La Petite Reine 2013).

Nesterova et al. (2013) present two other cases of two phased deliveries in Paris integrating to some extent electric bikes and tricycles. The first is Chronopost International, which offers express delivery of parcels and uses two underground areas in Paris for sorting last mile deliveries. The parcels are first transported from their facility at the border of Paris to their underground areas, where they are sorted per route and distributed to customers by electric bikes and vans in inner Paris. The second is Distripolis, a delivery concept tested by road transport operator GEODIS. A depot in Bercy receives shipments from three organizations and delivers the packages under 200 kg to multiple UCCs in the city center of Paris (heavier packages are directly delivered to the receiver). From here, electric trucks and tricycles are used for the last mile deliveries of the light packages. Distripolis operated 10 light duty electric vehicles (Electron Electric truck, GVW 3.5 tons) and one electric tricycle in 2012, and aims at having 56 tricycles and 75 electric vehicles by 2015.

BESTFACT (2013) provides another case of two-phased deliveries with electric vehicles. Gnewt Cargo operates a transhipment facility for the last mile deliveries of an office supplies company in London (Office Depot). They use an 18 tons vehicle to transport parcels from the office supplies company warehouse in the suburbs of London to the transhipment center in the city, where the parcels are transferred onto electric vans and tricycles for final delivery to customers. Initially a trial in 2009, the company has permanently implanted this system because it involved no increases in operational costs, and it plans to implement similar delivery systems in other cities (Browne et al. (2011)).

Other Interesting Distribution Concepts for BEVs

An interesting experiment regarding last mile deliveries with BEVs can be found in the context of project STRAIGHTSOL, during which TNT Express integrated a mobile depot into their operations in Brussels with electric vehicles during the summer of 2013 (Nathanail et al. 2013), Anderson and Eidhammer 2013), Verlinde et al. 2014). A large trailer equipped as a mobile depot with typical depot facilities was loaded with parcels at TNT’s depot near the airport in the morning. Next it was towed by a truck to a dedicated parking spot in the city center, where last mile deliveries as well as pick-ups were made with electric tricycles by a Brussels courier company, which then returned to the mobile depot with the collected parcels. At the end of the day, the mobile depot was towed back to TNT’s depot, from where the collected parcels were shipped. Challenges included gaining exclusive access to the parking location for the mobile depot, significant increases in operating costs, and decreases in the punctuality of the deliveries and pickups (Johansen et al. 2014), Verlinde et al. 2014).

They could find a niche application in short haul port drayage operations (CALSTART 2013b). One example of this practice is found at the Port of Los Angeles, where 25 heavy duty battery electric drayage trucks manufactured by Balqon were tested for operational suitability. In exchange for the purchase of the trucks, Balqon agreed to locate its factory in L.A. and pay the port a royalty for future sales (EVI et al. (2012)). The Port of L.A. also tested similar heavy duty battery electric trucks from Transpower and U.S Hybrid, as well as a fuel cell heavy duty truck (Port of L.A. 2014).

Incentives still play a critical role in the business case of these vehicles, but the long-term unsustainability of certain financial incentives and recent trends suggest their imminent phasing out (Bernhart et al. 2014) will require that these vehicles be cost competitive independent of such incentives. One could argue that these vehicles are not ready for this challenge, in view of current cost dynamics, recent financial setbacks of key industry players, often resulting in discontinued vehicle models (Schmouker 2012), Shankleman 2011), Truckinginfo 2013), Everly 2014), Torregrossa 2014)).

The market take-up of electric vehicles in urban freight transport is very slow, because costs are high compared to conventional vehicles and companies are still uncertain about the maturity of the technology and about the availability of charging infrastructure.

The worst possible use of an e-truck is daily mileage less than 40 km, never needs to return to the base, has little chance of charging while on operations, needs to be charged in 20 minutes or less, carry a full load equal to a diesel truck, carries the full load all day, goes the same speed much of the day, travels on freeways, hilly terrain, and charges at peak load. The best possible use of EV is 60+ km/day, returns to the base to recharge 3 to 6 times a day for 30 minutes a day, carries half a load, has very high variations in speeds traveled in flat urban areas and only charges off-peak.

Financially at least 50% public subsidies pay for it

At present, lithium ion batteries are most often used in electric freight vehicles with a current battery lifetime of 1000 to 2000 cycles (approximately 6 years). Also, the kilometer range declines over time, which may reduce peak power capacity and energy density. For these reasons electric vehicles are currently most suitable for daily urban distribution activities as the battery energy density is too low for regular long haul applications. At the moment, lithium ion batteries last for four years; however, practical experience has shown that the average period of use is only two years. Improvements in battery powered trucks are expected within five years in terms of the cost and durability of batteries.

Related Articles

References

  • Abdallah, T. 2013. The plug-in hybrid electric vehicle routing problem with time windows. Master’s thesis, University of Waterloo, Waterloo, Ontario, Canada. URL https://uwspace. uwaterloo.ca/bitstream/handle/10012/7582/Abdallah_Tarek.pdf?sequence=1
  • 2014. Overview of purchase and tax incentives for electric vehicles in the EU. URL http: //www.acea.be/uploads/publications/Electric_vehicles_overview__2014.pdf
  • 2011. Fleet fast charging station, 250 kW DC. URL http://evsolutions.avinc. com/uploads/products/5_AV_EV250-FS_061110_fleet_dc.pdf
  • Adler A (2019) NFI, Penske reach electric-driving milestones with Freightliner test trucks. freightwaves.com
  • Adler A (2021) Port of Oakland tests drayage with Class 8 Peterbilt electric trucks. Freight Waves.
  • Aixam Mega. 2014a. e-Worker basic version. URL http://www.mega-vehicles.co.uk/ ressources/modeles/E-Worker-basic-version.pdf. Last accessed 9/5/2014. Aixam Mega. 2014b. Mega e-Worker brochure. URL http://www.megavan.org/ MEGAEWORKERBROCHURE.pdf
  • Alcorn C (2020) Nikola and Republic Services scrap their electric garbage truck. CNN Business.
  • Allen, J., M. Browne, A. Woodburn, J. Leonardi. 2012. The role of urban consolidation centres in sustainable freight transport. Transport Reviews 32(4) 473–490.
  • Allen, J., G. Thorne, M. Browne. 2007. BESTUFS good practice guide on urban freight transport. BESTUFS consortium. URL http://www.bestufs.net/download/BESTUFS_II/good_ practice/English_BESTUFS_Guide.pdf
  • Allied Electric. 2014a. Peugeot eBipper electric vans. URL http://www.alliedelectric.co.uk/ electric-vans/peugeot-ebipper .
  • Allied Electric. 2014b. Peugeot eBoxer electric vans. URL http://www.alliedelectric.co.uk/ electric-vans/peugeot-eboxer
  • Allied Electric. 2014c. Peugeot eExpert electric vans. URL http://www.alliedelectric.co.uk/ electric-vans/peugeot-eexpert
  • Allied Electric. 2014d. Peugeot ePartner electric vans. URL http://www.alliedelectric.co.uk/ electric-vans/peugeot-epartner
  • AMP Electric Vehicles. 2014. Commercial Chassis. URL http://ampelectricvehicles.com/ourchassis/commercial-chassis. Last accessed 19/5/2014.
  • Anderson, J., O. Eidhammer. 2013. Project SRAIGHTSOL deliverable D4.2: Monitoring of demonstration achievements – second period. URL https://docs.google.com/file/d/ 0ByCtQR4yIfYDckJoWU5DZGxycHM/edit?pli=1.
  • ARB. October 2015. TECHNOLOGY ASSESSMENT: MEDIUM- AND HEAVY- DUTY BATTERY ELECTRIC TRUCKS AND BUSES. Air Resources Board, California Environmental protection agency.
  • AustriaTech 2014a. Annex: Electric fleets in urban logistics – Overview of current low emission vehicles. Published as part of the ENCLOSE project. URL http://www.austriatech.at/files/ get/9e26eb124ad90ffa93067085721d4942/austriatech_electricfleets_annex.pdf. Last accessed 22/5/2014.
  • AustriaTech 2014b. Efficiency in small Electric fleets in and medium-sized urban logistics: historic towns. ENCLOSE project, funded by Intelligent Energy Improving urban freight Published as part of the Europe (IEE), Vienna, Austria. URL http://www.austriatech.at/files/get/834747f18fdcc9538376c9314a4d7652/austriatech_electricfleets_broschuere.pdf
  • Azure Dynamics. 2011. Transit Connect Electric specifications and ordering guide. pdf
  • Balgon 2013a. Mule M100 brochure. URL http://www.balqon.com/wp-content/uploads/2013/ 09/m100_brochure_2013.pdf
  • Balgon 2013b. MX30 electric drayage tractor brochure. URL http://www.balqon.com/wpcontent/uploads/2013/08/71_MX30D.pdf
  • Balgon 2014a. Mule M100 electric truck. URL http://www.balqon.com/electric-vehicles/ mule-m100/
  • Balgon 2014b. MX30 class 8 electric tractor. URL http://www.balqon.com/electric-vehicles/ nautilus-xe30
  • Balgon 2014c. Nautilus XRE20. URL http://www.balqon.com/electric-vehicles/nautilusxe20
  • Balgon 2014d. XRE20 product specifications. URL http://www.balqon.com/xre-20-productspecifications/
  • Berman, B., J. Gartner. 2013. Report executive summary: Selecting electric vehicles for fleets. Navigant Research. URL http://www.navigantresearch.com/wp-assets/uploads/2013/ 02/RB-SEVF-13-Executive-Summary.pdf
  • Bernhart, W., et al. 2014. E-mobility index for Q1/2014. Roland Berger Strategy Consultants. URL http://www.rolandberger.com/media/ pdf/Roland_Berger_E_mobility_index_2014_20140301.pdf
  • 2013. Deliverable 2.2: Best practice handbook 1 (version 1.1). URL http: //www.bestfact.net/wp-content/uploads/2014/01/BESTFACT_BPH.pdf
  • Birmingham Post. 2011. Modec electric van know-how sold to US firm Navistar. URL http://www.birminghampost.co.uk/business/manufacturing/modec-electric-vanknow-how-sold-3921741
  • Botsford, C., et al. 2009. Fast charging vs. slow charging: pros and cons for the new age of electric vehicles. Paper presented at the EVS24 International Battery, Hybrid and Fuel Cell Electric Vehicle Symposium. Stavanger. http://www.cars21.com/assets/link/EVS24-3960315%20Botsford.pdf
  • Boulder Electric Vehicle. 2013a. 1000-series master brochure. URL http://www.boulderev.com/ docs/1000%20Master%20Brochure.pdf.
  • Boulder Electric Vehicle. 2013b. 500-series master brochure. URL http://www.boulderev.com/ docs/500%20Master%20Brochure.pdf.
  • Boulder Electric Vehicle. 2013c. Why Electric? URL http://www.boulderev.com/goelectric. php
  • Browne, M., J. Allen, J. Leonardi. 2011. Evaluating the use of an urban consolidation centre and electric vehicles in central london. IATSS research 35(1) 1–6.
  • Bruglieri, M., et al. 2014. The vehicle relocation problem for the one-way electric vehicle sharing: An application to the Milan case. Procedia-Social & Behavioral Sciences 11 18–27
  • Bunkley, N. 2010. Ford starts to ship an electric delivery van. The New York Times URL http:// www.nytimes.com/2010/12/08/business/08electric.html?_r=0. Last accessed 19/5/2014.
  • California Environmental Protection Agency’s Air Resources Board (CEPAARB). 2014. HVIP eligible vehicles – zero-emission. http://www.arb.ca.gov/msprog/aqip/hvip/042414_ vehicle_eligibility_zev.pdf
  • Calstart.  2012. Demand Assessment of First-Mover Hybrid and Electric Truck Fleets 2012 – 2016. Calstart.org
  • Calstart 2013a. I-710 Project zero-emission truck commercialization study final report. Pasadena, California. URL http://www.calstart.org/Libraries/I-710_Project/I-710_ Project_Zero-Emission_Truck_Commercialization_Study_Final_Report.sflb.ashx. Last accessed 20/5/2014.
  • Calstart 2013b. Technologies, challenges and opportunities: I-710 Zero-emission freight corridor vehicle systems (Revised Version Final V1). URL http://www.calstart.org/ Libraries/I-710_Project/Technologies_Challenges_and_Opportunities_I-710_ZeroEmission_Freight_Corridor_Vehicle_Systems.sflb.ash
  • Carlyle, R. 2014. What commercially viable alternate power sources for semi-trucks / tractor-trailers are likely to become available in the next decade? Quora.
  • Chan, C.C. 2007. The state of the art of electric, hybrid, and fuel cell vehicles. Proceedings of the IEEE 95(4) 704–718.
  • Chawla, N., S. Tosunoglu. 2012. State of the art in inductive charging for electronic appliances and its future in transportation. Paper presented at the 2012 Florida Conference on Recent Advances in Robotics. Boca Raton, Florida. http://www.eng.fiu.edu/mme/Robotics/elib/FCRAR2012-InductiveCharging.pdf
  • Calstart. September 2015. Electric Truck & Bus Grid Integration Opportunities, Challenges & Recommendations. CALSTART, Inc.
  • Chen, T.D., K.M. Kockelman, M. Khan. 2013. The electric vehicle charging station location problem: a parking-based assignment method for seattle. Proceedings of the 92nd Annual Meeting of the Transportation Research Board in Washington DC . URL http://www.caee. utexas.edu/prof/kockelman/public_html/TRB13EVparking.pdf
  • Citroen. 2014. Citro¨en Berlingo Electric. URL http://www.citroen.fr/vehicules/lesvehicules-utilitaires-citroen/citroen-berlingo/citroen-berlingo-electric. html#sticky
  • Cluzel, C., B. Lane, E. Standen. 2013. Pathways to high penetration of electric ve hicles. Element Energy and Ecolane, commissioned by The Committee on Climate Change. URL http://www.theccc.org.uk/wp-content/uploads/2013/12/CCC-EVpathways_FINAL-REPORT_17-12-13-Final.pdf
  • CNBC (2022) Electric vehicle start-up Nikola has begun production of its first battery-electric semitruck
  • Comarth. 2014. T-truck. URL http://www.comarth.com/en/t-truck.aspx
  • Crist, P. 2012. Electric vehicles revisited: cussion Paper No. 2012-03, International Costs, subsidies and prospects. DisTransport Forum at the OECD. Paris. URL http://www.oecd-ilibrary.org/docserver/download/5k8zvv7h9lq7.pdf?expires= 1407278294&id=id&accname=guest&checksum=5AC58E3FC5201411F1A7446C5EAE9F7B.
  • Davis, B.A., M.A. Figliozzi. 2013. A methodology to evaluate the competitiveness of electric delivery trucks. Transportation Research Part E: Logistics and Transportation Review 49(1) 8–23.
  • de Santiago, J., et al. 2012. Electrical motor drivelines in commercial all-electric vehicles: A review. IEEE Transactions on Vehicular Technology 61(2) 475–484.
  • Delucchi, M.A., T.E. Lipman. 2001. An analysis of the retail and lifecycle cost of battery-powered electric vehicles. Transportation Research Part D: Transport and Environment 6(6) 371–404.
  • den Boer, E., S. Aarnink, F. Kleiner, J. Pagenkopf. 2013. Zero emission trucks: An overview of state-of-the-art technologies and their potential. CE Delft and DLR, commissioned by the International Council on Clean Transportation (ICCT). URL http://www.cedelft.eu/publicatie/zero_emission_trucks/1399
  • Dharmakeerthi, C.H., N. Mithulananthan, T.K. Saha. 2014. Impact of electric vehicle fast charging on power system voltage stability. International Journal of Electrical Power & Energy Systems 57 241–249.
  • DHL. 2014. Deutsche Post DHL fleet of alternative vehicles continues to grow. http://www.dhl.com/en/press/releases/releases_2014/group/dp_dhl_fleet_of_ alternative_vehicles_continues_to_grow.html#.U5dISPl5MlI
  • Dolan, M. 2010. Ford works with manufacturer for new electric van. The Wall Street Journal URL http://blogs.wsj.com/drivers-seat/2010/09/24/ford-switches-role-withnew-electric-van/?blog_id=146&post_id=3782
  • Dong, J., C. Liu, Z. Lin. 2014. Charging infrastructure planning for promoting battery electric vehicles: An activity-based approach using multiday travel data. Transportation Research Part C: Emerging Technologies 38 44–55.
  • DTF. June 2003. Diesel-Powered Machines and Equipment: Essential Uses, Economic Importance and Environmental Performance. Diesel Technology Forum.
  • Duleep, G., H. van Essen, B. Kampman, M M. Gr¨unig. 2011. Impacts of electric vehicles – Deliverable 2: Assessment of electric vehicle and battery technology.
  • CE Delft, ICF International and Ecologic, commissioned by the European Commission. http://www.cedelft.eu/?go= downloadPub&id=1153&file=4058_D2defreportHvE_1314726004.pdf
  • Eberle, U., R. von Helmolt. 2010. Sustainable transportation based on electric vehicle concepts: a brief overview. Energy & Environmental Science 3(6) 689–699.
  • Ehrler, V., P. Hebes. 2012. Electromobility for city logistics – the solution to urban transport collapse? An analysis beyond theory. Procedia-Social and Behavioral Sciences 48 786–795.
  • Electric Power Research Institute (EPRI). 2013. Total cost of ownership model for current plug-in electric vehicles. Tech. rep., Palo Alto, California. URL http://www.epri.com/abstracts/ Pages/ProductAbstract.aspx?ProductId=000000003002001728
  • Electric Vehicles Initiative (EVI), Rocky Mountain Institute (RMI), IEA’s Implementing Agreement for Cooperation on Hybrid and Electric Vehicle Technologies and Programmes (IA-HEV). 2012. EV city casebook: A look at the global electric vehicle movement. http:// iea.org/publications/freepublications/publication/EVCityCasebook.pdf
  • Electric Vehicles International. 2013a. EVI Medium Duty Truck Specification Sheet. URL http:// evi-usa.com/LinkClick.aspx?fileticket=SyZhwUVqNJs%3d&tabid=83
  • Electric Vehicles International. 2013b. EVI Walk-in Van Specification Sheet. URL http:// evi-usa.com/LinkClick.aspx?fileticket=Er2c6QQx-Mo%3d&tabid=62
  • Electrification Coalition. 2010. Fleet electrification roadmap.
  • URL http://www. electrificationcoalition.org/sites/default/files/EC-Fleet-Roadmap-screen.pdf
  • Electrification Coalition. 2013a. EV case study: The city of Houston forward thinking on electrification. URL http://www.electrificationcoalition.org/sites/default/files/Houston_ Case_Study_Final_113013.pdf
  • Electrification Coalition. 2013b. State of the plug-in electric vehicle market. Written in consultation with PricewaterhouseCoopers. nothing of interest, mainly autos
  • Element Energy. 2012. State of the art – commercial electric vehicles in western urban Europe. Commissioned by the Cross River Partnership (CRP) within the URBACT II programme. URL http://urbact.eu/fileadmin/Projects/EVUE/documents_media/OP_State_of_the_ Art_report_May_20121.pdf
  • Emadi, A., K. Rajashekara, S.S. Williamson, S.M. Lukic. 2005. Topological overview of hybrid electric and fuel cell vehicular power system architectures and configurations. IEEE Transactions on Vehicular Technology 54(3) 763–770. EMOSS. 2014. e-truck—full electric truck. URL http://www.emoss.biz/electric-truck. Last accessed 11/5/2014.
  • Etezadi-Amoli, M., K. Choma, J. Stefani. 2010. Rapid-charge electric-vehicle stations. IEEE Transactions on Power Delivery 25(3) 1883–1887. European Commission. 2013. Green public procurement (GPP) in practice: Framework agreement for zero-emission vehicles. URL http://ec.europa.eu/environment/gpp/pdf/news_alert/ Issue30_Case_Study65_Oslo_zero_emission_vehicles.pdf. Last accessed 6/6/2014.
  • Everly, S. 2014. Electric truck maker Smith Electric attracts $42 million investment, plans to reopen Kansas City plant. The Kansas City Star URL http://www.kansascity.com/ news/business/article356097/Electric-truck-maker-Smith-Electric-attracts42-million-investment-plans-to-reopen-Kansas-City-plant.html
  • EV-INFO. 2014a. URL http://www.ev-info.com/. Last accessed 15/5/2014. EV-INFO. 2014b. List of electric vehicle battery manufacturers. URL http://www.ev-info.com/ electric-vehicle-battery-manufacturer
  • EV-world. 2013. Citroen Introduces 2013 Berlingo Electric Work Van. URL http://evworld. com/news.cfm?newsid=29975. Last accessed 22/8/2014.
  • Feng, W., M. Figliozzi. 2013. An economic and technological analysis of the key factors affecting the competitiveness of electric commercial vehicles: A case study from the USA market. Transportation Research Part C: Emerging Technologies 26 135–145.
  • Finlay, J.G. 2012. Strategic options for Azure Dynamics in hybrid and battery electric vehicle markets. Master’s thesis, Simon Fraser University. URL http://summit.sfu.ca/system/files/ iritems1/13099/MOT%2520MBA%25202012%2520James%2520Gordon%2520Finlay.pdf
  • Fiske, G. 2013. Better Place files for bankruptcy. The Times of Israel URL http://www. timesofisrael.com/better-place-files-for-bankruptcy/. Last accessed 28/5/2014.
  • Fleet News. 2010. New evidence shows electric vans could last over ten years. URL http://www.fleetnews.co.uk/news/2010/12/1/new-evidence-shows-electric-vanscouldlast-more-than-10-years/38353/
  • Frade, I., A. Ribeiro, G. Gonalves, A.P. Antunes. 2011. Optimal location of charging stations for electric vehicles in a neighborhood in Lisbon, Portugal. Transportation Research Record: Journal of the Transportation Research Board 2252 91–98.
  • Friedemann A (2016) When Trucks Stop Running: Energy and the Future of Transportation. Springer
  • Gallo, J-B., J. Tomi´c. 2013. tion. California Hybrid, Battery electric parcel delivery truck testing and demonstration. Efficient and Advanced Truck Research Center (CalHEAT). URL http://www.calstart.org/Libraries/CalHEAT_2013_Documents_Presentations/ Battery_Electric_Parcel_Delivery_Truck_Testing_and_Demonstration.sflb.ashx
  • Gates B (2020) How do we move around in a zero-carbon world? gatesnotes.com
  • 2014. The Electron. URL http://www.geodis.com/en/view-868-article.html; jsessionid=-T+zlU8bsRm30gkVlo7loQ__
  • Gonzalez, J., R. Alvaro, C. Gamallo, M. Fuentes, J. Fraile-Ardanuy. 2014. Determining electric vehicle charging point locations considering drivers’ daily activities. Procedia Computer Science 32 647–654.
  • Green Waco. 2008. Jolly-2000 Electric Vehicle. http://www.greenwaco.be/infra/pdf/ jolly2000-fr.pdf
  • Haghbin, S., et al. 2010. Integrated chargers for EV’s and PHEV’s: Examples and new solutions.
  • Harris B (2017) Tesla’s electric truck ‘needs the energy of 4,000 homes to recharge’, say researchers. World Economic Forum. https://www.weforum.org/agenda/2017/12/tesla-s-electric-truckneeds-the-energy-of-4-000-homes-to-recharge-say-researchers/
  • IEEE 2010 XIX International Conference on Electrical Machines (ICEM). IEEE, Rome, 1–6.
  • Hannisdahl, O.H., et al. 2013. EV revolution in Norway – explanations and lessons the EVS27 International Battery, Hybrid and Fuel Cell Electric Vehicle The future is electric! the learned. Paper presented at Symposium. Barcelona. URL http://www.gronnbil.no/getfile.php/FILER/Norway%20-%20lessons%20learned%20from%20a%20global%20EV%20success%20story%20-%20Final.pdf
  • Hatton, C.E., et al. 2009. Charging stations for urban settings the design of a product platform for electric vehicle infrastructure in Dutch cities. Paper presented at the EVS24 International Battery, Hybrid and Fuel Cell Electric Vehicle Symposium. Stavanger. http://www.e-mobile.ch/pdf/2010/EVS-24-1230095.pdf
  • Hazeldine, T., et al. 2009. Market outlook to 2022 for battery electric vehicles and plug-in hybrid electric vehicles. AEA Group, commissionned by the Committee on Climate Change, Oxfordshire, England. URL http://www.ricardo-aea.com/cms/assets/Uploads/Papers-and-Reports/SustainableTransport/AEA-Market-outlook-to-2022-for-battery-electric-vehicles-and-plugin-hybrid-electric-vehicles-1.pdf
  • He, F., D. Wu, Y. Yin, Y. Guan. 2013. Optimal deployment of public charging stations for plug-in hybrid electric vehicles. Transportation Research Part B: Methodological 47 87–101.
  • Hensley, R., J. Newman, M. Rogers. 2012. Battery technology charges ahead. McKinsey & Company. URL http://www.mckinsey.com/insights/energy_resources_materials/battery_ technology_charges_ahead
  • Hess, A., F. Malandrino, M.B. Reinhardt, C. Casetti, K.A. Hummel, J.M. Barcel-Ordinas. 2012. Optimal deployment of charging stations for electric vehicular networks. Proceedings of the first workshop on Urban networking, Association for Computing Machinery. New York, NY, 1–6.
  • Howell, D. 2011. Energy storage R&D. U.S. Department of Energy, Office of Energy Efficiency and Renewable Energy, presented at the 2011 U.S. DOE Vehicle Technologies Program Annual Merit Review and Peer Evaluation Meeting. URL http://www1.eere.energy.gov/vehiclesandfuels/pdfs/merit_review_2011/ electrochemical_storage/es000_howell_2011_o.pdf
  • Hydro-Qu´ebec. 2014. Comparison of electricity prices in major North American cities. URL http://www.hydroquebec.com/publications/en/comparison_prices/pdf/ comp_2014_en.pdf
  • Idaho National Laboratory. 2014. DC fast charging effects on battery life and evse efficiency and security testing. Presentation given at the 2014 U.S Department of Energy Hydrogen and Fuel Cells Program and Vehicle Technologies Office Annual Merit Review and Peer Evaluation Meeting. URL http://energy.gov/sites/prod/files/2014/07/f18/vss131_francfort_ 2014_o.pdf
  • I’Moving. 2014a. I’Moving Ecomile: small size for large transport. URL http://www.i-moving. it/en/product/ecomile.html. Last accessed 28/6/2014. I’Moving. 2014b. I’Moving Jolly 2000: large cargo space for city logistics. URL http://www.imoving.it/en/product/jolly-2000.html
  • I’Moving. 2014c. I’Moving Smile: piccolo, leggero, affidabile. URL http://www.i-moving.it/en/ product/smile.html. Last accessed 28/6/2014. International Energy Agency (IEA). 2011. Technology roadmap – electric and plug-in hybrid electric vehicles. URL http://www.iea.org/publications/freepublications/publication/EV_ PHEV_Roadmap.pdf
  • International Energy Agency (IEA), Electric Vehicles Initiative (EVI). 2013. Global EV outlook – Understanding the electric vehicle landscape to 2020. URL http://www.iea.org/ publications/globalevoutlook_2013.pdf
  • International Energy Agency’s Implementing Agreement for co-operation on Hybrid and Electric Vehicle Technologies and Programmes (IA-HEV). 2013. Hybrid and electric vehicles The electric drive gains traction. IA-HEV 2012 Annual Report. URL
  • http://www.ieahev. org/assets/1/7/IA-HEV_Annual_Report_May_2013_3MB.pdf
  • Jerram, L., J. Gartner. 2013. Report executive summary – Hybrid electric, plug-in hybrid, and battery electric light duty, medium duty, and heavy duty trucks and vans: Global market analysis and forecasts. Navigant Research. URL http://www.navigantresearch.com/wpassets/uploads/2013/12/HTKS-13-Executive-Summary.pdf
  • Ji, S., C.R. et al. 2012. Electric vehicles in China: emissions and health impacts. Environmental science & technology 46(4) 2018–2024. http://personal.ce.umn.edu/~marshall/Marshall_34.pdf
  • Jia, L., et al. 2012. Optimal siting and sizing of electric vehicle charging stations. 2012 IEEE International Electric Vehicle Conference (IEVC). IEEE, 1–6.
  • Johansen, B.G., et al. 2014. Project STRAIGHTSOL deliverable D5.1: Demonstration assessments. URL https://docs.google.com/file/d/0ByCtQR4yIfYDLVk2MUZkMW1pdzQ/ edit?pli=1
  • Kempton, W., J. Tomi´c. 2005. Vehicle-to-grid power implementation: From stabilizing the grid to supporting large-scale renewable energy. Journal of Power Sources 144(1) 280–294.
  • Khaligh, A., Z. Li. 2010. Battery, ultracapacitor, fuel cell, and hybrid energy storage systems for electric, hybrid electric, fuel cell, and plug-in hybrid electric vehicles: State of the art. IEEE Transactions on Vehicular Technology 59(6) 2806–2814.
  • La Petite Reine. 2013. Chiffres cl´es. URL http://www.lapetitereine.com/fr/ENT_reperes_ chiffres.php?id_niv1=2. Last accessed 12/6/2014.
  • Larminie, J., J. Lowry. 2003. Electric Vehicle Technology Explained. Wiley, Chichester. URL http://ev-bg.com/wordpress1/wp-content/uploads/2011/08/electric-vehicletechnology-explained-2003-j-larminie.pdf
  • Lee, D.Y., V.M. Thomas, M.A. Brown. 2013. Electric urban delivery trucks: Energy use, greenhouse gas emissions, and cost-effectiveness. Environmental science & technology 47(14) 8022–8030.
  • Lee H, Lovellette G (2011) Will electric cars transform the us vehicle market? An analysis of the key determinants. Discussion paper #2011-08, Energy Technology Innovation Policy Discussion Paper Series, Belfer Center for Science and International Affairs, Harvard Kennedy School. URL http://mail.theeestory.com/files/Lee_Lovellette_Electric_Vehicles_ DP_2011_web.pdf
  • Lee TB (2020) Nikola admits prototype was rolling downhill in promotional video. Arstechnica.com
  • Lipman, T.E., M.A. Delucchi. 2006. A retail and lifecycle cost analysis of hybrid electric vehicles. Transportation Research Part D: Transport and Environment 11(2) 115–132.
  • Lukic, S.M., J. Cao, R.C. Bansal, F. Rodriguez, A. Emadi. 2008. Energy storage systems for automotive applications. IEEE Transactions on Industrial Electronics 55(6) 2258–2267.
  • MacLean, H.L., L.B. Lave. 2003. Evaluating automobile fuel/propulsion system technologies. Progress in Energy and Combustion Science 29(1) 1–69.
  • Mak, H.Y., et al. 2013. Infrastructure planning for electric vehicles with battery swapping. Management Science 59(7) 1557–1575.
  • May, J.W., M. Mattila. 2013. Plugging In: A Stakeholder Investment Guide for Public ElectricVehicle Charging Infrastructure Rocky Mountain Institute. URL http://www.rmi.org/ Content/Files/Plugging%20In%20-%20A%20Stakeholder%20Investment%20Guide.pdf
  • McMorrin, F., R. Anderson, I. Featherstone, C. Watson. 2012. Plugged-in fleets: A guide to deploying electric vehicles in fleets. The Climate Group, Cenex, and Energy Saving Trust. URL http://www.theclimategroup.org/_assets/files/EV_report_final_hi-res.pdf.
  • MDS Transmodal Limited. 2012. DG move – European Commission: Study on urban freight transport. In association with Centro di ricerca per il Trasporto e la Logistica (CTL). URLURL 04-urban-freight-transport.pdf
  • Mercedes-Benz. 2012. Vito-e-cell brochure. URL http://www.mercedes-benz.fr/content/ media_library/france/vans/pdf_files/brochure_vito_ecell.object-SingleMEDIA.download.tmp/Brochure_Vito_ECELL_2012.pdf.
  • Millner, A. 2010. Modeling lithium ion battery degradation in electric vehicles. 2010 IEEE Conference on Innovative Technologies for an Efficient and Reliable Electricity Supply (CITRES). IEEE, 349–356.
  • Mitsubishi Motors. 2011. Mitsubishi Motors to launch new MINICAB-MiEV commercial electric vehicle in Japan. URL http://www.mitsubishi-motors.com/publish/pressrelease_en/ products/2011/news/detail0817.html.
  • Mock, P., Z. Yang. 2014. Driving electrification: A tive policy for electric vehicles. The International global comparison of fiscal incenCouncil on Clean Transportation (ICCT). URL http://www.theicct.org/sites/default/files/publications/ICCT_EVfiscal-incentives_20140506.pdf
  • 2010. Modec box van data. http://www.liberty-ecars.com/downloads/MDS80002-005-Boxvan-Data-Spec.pdf
  • Mosquet, X., M. Devineni, T. Mezger, H. Zablit, A. Dinger, G. Sticher, M. Gerrits, M. Russo. 2011. Powering autos to 2020 – The era of the electric car? The Boston Consulting Group. URL http://www.bcg.com/documents/file80920.pdf
  • Motiv Power Systems. 2014a. All-electric refuse truck documentation. URL http: //www.motivps.com/wp-content/uploads/2014/06/Motiv_AllElectricRefuseTruck_ 1sheet_06112014.pdf
  • Motiv Power Systems. 2014b. Electrified E450 documentation. URL http://motivps.com/wpcontent/uploads/2014/06/Commercial-TruckShuttleBus_1sheet_022414.pdf
  • Naberezhnykh, D., et al. 2012a. CLFQP EV CP freight strategy study – Annex A and B. Prepared for Central London FQP by Transport & Travel Research Ltd. URL http://www.triangle.eu.com/check-file-access/?file= 2012/06/CLFQP_EVCP_strategy_Annexes_draft-v1.0.doc
  • Naberezhnykh, D., et al. 2012b. Electric vehicle charging points for freight vehicles in central London (Version – Draft 0.7). Prepared for Central London FQP by Transport & Travel Research Ltd, in partnership with TRL and Zero Carbon Futures. URL http://www.centrallondonfqp.org/app/download/12240926/ CLFQP_EVCP_strategy+report_Final+v1+0.pdf.
  • Nathanail, E., M. Gogas, K. Papoutsis. 2013. Project STRAIGHTSOL deliverable D2.1 – Urban freight and urban-interurban interfaces: Best practices, implications and future needs. URL https://docs.google.com/file/d/0B7oEyNF3009lYVluNVN1RjJDWjA/edit?pli=1. Last accessed 14/6/2014.
  • Neandross, E., P. Couch, T. Grimes. 2012. Zero-emission catenary hybrid truck market study. Gladstein, Neandross & Associates. URL http://www.transpowerusa.com/wordpress/wpcontent/uploads/2012/06/ZETECH_Market_Study_FINAL_2012_03_08.pdf
  • Nesterova, N., H. Quak, S. Balm, I. Roche-Cerasi, T. Tretvik. 2013. Project FREVUE deliverable D1.3: State of the art of the electric freight vehicles implementation in city logistics. TNO and SINTEF. European Commission Seventh framework programme. URL http://frevue.eu/wp-content/uploads/2014/05/FREVUE-D1-3-Stateof-the-art-city-logistics-and-EV-final-.pdf
  • New York State Energy Research and Development Authority. 2014. New York truck voucher incentive program – NYSEV-VIF all-electric vehicle eligibility list. [ vehicle cost versus conventional cost and the incentive ] https://truck-vip.ny.gov/NYSEV-VIF-vehicle-list.php
  • Nie, Y.M., M. Ghamami. 2013. A corridor-centric approach to planning electric vehicle charging infrastructure. Transportation Research Part B: Methodological 57 172–190.
  • 2014a. Competitive comparison. URL http://www.nissancommercialvehicles.com/ compare-competitors?next=vlp.features.nvcargo.compare.nv2500.button
  • 2014b. e-NV200 brochure. URL http://www.nissan.co.uk/content/dam/services/gb/ brochure/e-NV200_van_Brochure.pdf
  • 2014c. Nissan e-NT400. URL http://nissannews.com/fr-CA/nissan/canada/releases/ nissan-e-nv200-zero-emission-van-in-final-development-phase/photos/nissan-ent400. Last accessed 21/5/2014.
  • 2014d. Nissan e-NV200 prices and specs. URL http://www.nissan.co.uk/ GB/en/vehicle/electric-vehicles/e-nv200/prices-and-equipment/prices-andspecifications.html
  • NRC. 2014. Reducing the Fuel Consumption and Greenhouse Gas Emissions of Medium- and Heavy-Duty Vehicles, Phase Two: First Report. National Research Council, National Academies Press. 117 pages
  • O’Donnell G (2021) Electric trucks with ‘zero tailpipe emissions’ are delivering beer in NYC. Yahoo Finance.
  • Offer, G.J., et al. 2010. Comparative analysis of battery electric, hydrogen fuel cell and hybrid vehicles in a future sustainable road transport system. Energy Policy 38(1) 24–29.
  • Parish, R., W. Pitkanen. 2012. Demand assessment of first-mover hybrid and electric truck fleets. CALSTART. URL http://www.calstart.org/Libraries/Publications/Demand_ Assessment_of_First-Mover_Hybrid_and_Electric_Truck_Fleets.sflb.ashx. Last accessed 8/6/2014.
  • 2014. Peugeot new Partner: Prices, equipment and technical specifications. URL http://business.peugeot.co.uk/Resources/Content/PDFs/peugeotpartner-prices-and-specifications.pdf
  • Pitkanen, W., B. Van Amburg. 2012. ness case for e-trucks: Findings Best fleet uses, key challenges and the early busiand recommendations of the e-truck task force. CALSART. URL http://www.calstart.org/Libraries/E-Truck_Task_Force_ Documents/Best_Fleet_Uses_Key_Challenges_and_the_Early_Business_Case_for_ETrucks_Findings_and_Recommendations_of_the_E-Truck_Task_Force.sflb.ashx
  • Plug In America. 2014. Plug-in vehicle tracker. URL http://www.pluginamerica.org/vehicles
  • Pollet, B.G., I. Staffell, J.L. Shang. 2012. Current status of hybrid, battery and fuel cell electric vehicles: From electrochemistry to market prospects. Electrochimica Acta 84 235–249.
  • Port of Los Angeles. 2014. Zero emission technologies. http://www.portoflosangeles.org/ environment/zero.asp
  • Power Vehicle Innovation (PVI). 2014. Les chanes l, xl et xxl. URL http://www.pvi.fr/leschaines-l-xl-et-xxl,041.html
  • Prud’homme, R., M. Koning. 2012. Electric vehicles: A tentative economic and environmental evaluation. Transport Policy 23 60–69. Renault. 2014a. Kangoo express & Z.E. brochure. http://www.renault.fr/e-brochure/ VU_ZE_F61/pdf/fullPDF.pdf
  • 2014b. Kangoo Z.E. http://www.renault.fr/gamme-renault/vehiculeselectriques/kangoo-ze/kangoo-ze
  • 2014c. Renault Kangoo van Z.E. http://www.renault.co.uk/cars/electricvehicles/kangoo/kangoo-van-ze/price.jsp. Last accessed 16/5/2014
  • Quimby T (2020) Debate over DC fast charging points to feet needs, expectations. https://www. ccjdigital.com/dc-fast-charging-points-feets/
  • Renault Trucks. 2011a. Le plus gros camion ´electrique du monde en exp´erimentation chez Carrefour. URL http://corporate.renault-trucks.com/fr/les-communiques/le-plusgros-camion-electrique-du-monde-en-experimentation-chez-carrefour.html.
  • Renault Trucks. 2011b. Renault Maxity Electrique – L’utilitaire au sens propre. URL http://www. renault-trucks.fr/media/document/leaflet_maxity_electrique-fr.pdf
  • Schmouker, O. 2012. Azure Dynamics en panne. Les Affaires URL http://www.lesaffaires. com/secteurs-d-activite/general/azure-dynamics-en-panne/542659
  • Schultz, J. 2010. Better Place opens battery-swap station in Tokyo for 90-day taxi trial. The New York Times URL http://wheels.blogs.nytimes.com/2010/04/29/better-place-opensbattery-swap-station-in-tokyo-for-90-day-taxi-trial
  • Shankleman, J. 2011. Could Modec crash kill off UK’s commercial electric vehicle market? The Guardian URL http://www.theguardian.com/environment/2011/mar/08/modec-crashcommercial-electric-vehicle.
  • Shulock, C., et al. 2011. Vehicle task 1 report: Technology status. The International electrification policy study – Council on Clean Transportation (ICCT). URL http://www.theicct.org/sites/default/files/publications/ICCT_ VEPstudy_Mar2011_no1.pdf. Last accessed 4/6/2014.
  • Sierzchula, W., S. Bakker, K. Maat, B. van Wee. 2012. The competitive environment of electric vehicles: An analysis of prototype and production models. Environmental Innovation and Societal Transitions 2 49–65.
  • Smith Electric Vehicles. 2011a. Smith Edison spec sheet. URL http://www.smithelectric. com/wp-content/themes/barebones/pdfs/SmithEdisonSpecSheet_OUS_2011.pdf
  • Smith Electric Vehicles. 2011b. Smith Newton outside of U.S spec sheet. URL http://www. smithelectric.com/wp-content/themes/barebones/pdfs/SmithNewtonSpecSheet_OUS_ 2011.pdf
  • Smith Electric Vehicles. 2011c. Smith Newton United States spec sheet. http://www.smithelectric.com/wp-content/themes/barebones/pdfs/SmithNewtonUS_ SpecSheet_2011.pdf
  • Smith Electric Vehicles. 2013. Smith Vehicles – models and configurations. http:// smithelectric.com/smith-vehicles/models-and-configurations
  • Smith SC (2020) The $50K Electric Monarch Tractor Can Plow a Field Without You and Run for 10 Hours. Thedrive.com
  • Source London. 2013. Electric vehicle models. URL https://www.sourcelondon.net/ sites/default/files/Source%20electric%20vehicles%20March%202014.pdf
  • Sripad, S.; Viswanathan, V. 2017. Performance metrics required of next-generation batteries to make a practical electric semi truck. ACS Energy Letters 2: 1669-1673.
  • Stewart, A. 2012. Ultra low emission vans study (final report). Element Energy, commissioned by the UK government’s Department for Transport (DfT). URL https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/ 4550/ultra-low-emission-vans-study.pdf
  • Sweda, T.M., et al. 2014. Optimal recharging policies for electric vehicles. Working paper No.14-01, Department of Industrial Engineering and Management Sciences, Northwestern University. URL http://www.iems.northwestern.edu/docs/WP_14-01.pdf
  • Taefi, T., et al. 2014. Comparative analysis of European examples of freight electric vehicles schemes. A systematic case study approach with examples from Denmark, Germany, the Netherlands, Sweden and the UK. 4th International Conference on Dynamics in Logistics (LDIC 2014). Bremen, Germany. http://nrl.northumbria. ac.uk/15185/1/Bremen_final_paperShoter.pdf
  • Taefi, T.T., et al. 2013. A framework to enhance the productivity of electric commercial vehicles of in urban freight transport. HamHelmut Schmidt University Hamburg. http://www2.mmu.ac.uk/media/mmuacuk/content/documents/carpe/2013-conference/papers/creative-engineering/Tessa%20T.%20Taefi.pdf
  • Nine EV parcel, courier, and others in Germany interviewed said that the high price land lower volume of goods than an ICEV made them unprofitable without subsidies
  • Tanguy, K.C., C. Gagn´e, M. Dubois. 2011. ´Etat de l’art en mati`ere de v´ehicules ´electriques et sur la technologie v2g. Rapport technique RT-LVSN-2011-01, Universit´e Laval, Qu´ebec, Canada. URL http://vision.gel.ulaval.ca/~cgagne/pubs/V2G-RT-LVSN-2011-01.pdf. Last ac cessed 5/5/2014.
  • Taniguchi, E., S. Kawakatsu, H. Tsuji. 2000. New co-operative system using electric vans for urban freight transport. Sixth International Conference on Urban Transport and the Environment for the 21st Century. 201–210.
  • Thiel, C., A. Perujo, A. Mercier. 2010. Cost and CO2 aspects of future vehicle options in Europe under new energy policy scenarios. Energy Policy 38(11) 7142–7151.
  • Tipagornwong, C., M. Figliozzi. 2014. An analysis of the competitiveness of freight tricycle delivery services in urban areas. Paper presented at the 93rd Annual Meeting of the Transportation Research Board. http://web.cecs.pdx.edu/~maf/Journals/2014_An_Analysis_of_ the_Competitiveness_of_Freight_Tricycle_Delivery_Services_in_Urban_Areas.pdf
  • Tomi´c, J., W. Kempton. 2007. Using fleets of electric-drive vehicles for grid support. Journal of Power Sources 168(2) 459–468.
  • 2012. 2011 Mitsubishi MINICAB MiEV van. URL http://www.topspeed.com/trucks/ truck-reviews/mitsubishi/2011-mitsubishi-minicab-miev-van-ar131865.html#main
  • Torregrossa, M. 2014. Mia Electric plac´e en liquidation judiciaire. http://www.avem.fr/ actualite-mia-electric-place-en-liquidation-judiciaire-4837.html
  • Touati-Moungla, N., V. Jost. 2012. Combinatorial optimization for electric vehicles management. Journal of Energy and Power Engineering 6(5) 738–743.
  • 2014. Port trucks. URL http://www.transpowerusa.com/wordpress/cleantransportation/zero-emissions-transportation-solutions/electric-trucks/ electric-port-trucks/. Last accessed 11/5/2014.
  • 2013. Navistar sells RV business, drops Estar van as part of its turnaround plan. URL http://www.truckinginfo.com/channel/fuel-smarts/news/story/2013/05/ navistar-sells-recreational-vehicle-business.aspx
  • TU Delft, HAW Hamburg, Lindholmen Science Park, ZERO, FDT. 2013. Comparative analysis of European examples of schemes for freight electric vehicles – Compilation report. E-Mobility NSR, Aalborg, Denmark. http://e-mobility-nsr.eu/fileadmin/user_upload/ downloads/info-pool/E-Mobility_-_Final_report_7.3.pdf
  • Tuttle, D.P., K.M. Kockelman. 2012. Electrified vehicle technology trends, infrastructure implications, and cost comparisons. Journal of the Transportation Research Forum 51(1) 35–51. URL http://journals.oregondigital.org/trforum/article/view/2806/2411
  • UK Government Office for Low Emission Vehicles (UK OLEV). 2014. Plug-in van grant vehicles list and eligibility guidance. URL https://www.gov.uk/government/publications/plugin-van-grant/plug-in-van-grant-vehicles-list-and-eligibility-guidance. Last accessed 5/6/2014.
  • U.S. Department of Energy. 2010. The recovery act: Transforming America’s transportation sector – Batteries and electric vehicles. URL http://www.whitehouse.gov/files/documents/Battery-and-Electric-Vehicle-Report-FINAL.pdf
  • U.S. Department of Energy. 2012a. All laws and incentives sorted by type. Office of Energy Efficiency and Renewable Energy, Alternative Fuels Data Center. URL http://www.afdc. energy.gov/laws/matrix/incentive
  • U.S. Department of Energy. 2012b. Plug-in electric vehicle handbook for fleet managers. Office of Energy Efficiency and Renewable Energy, National Renewable Energy Laboratory (NREL). http://www.afdc.energy.gov/pdfs/pev_handbook.pdf
  • U.S. Department of Energy. 2013a. Clean cities guide to alternative fuel and advanced medium- and heavy-duty vehicles. Office of Energy Efficiency and Renewable Energy, National Renewable Energy Laboratory (NREL). URL http://www.afdc.energy.gov/uploads/publication/ medium_heavy_duty_guide.pdf
  • U.S. Department of Energy. 2013b. Vehicle technologies program – Smith Newton vehicle performance evaluation. URL http://www.nrel.gov/docs/fy13osti/58108.pdf. Last accessed 13/6/2014.
  • U.S. Department of Energy. 2014a. Availability of hybrid and plug-in electric vehicles. Office of Energy Efficiency and Renewable Energy, Alternative Fuels Data Center. URL http://www. afdc.energy.gov/vehicles/electric_availability.html
  • U.S. Department of Energy. 2014b. National clean fleets partner: Frito-lay. Office of Energy Efficiency and Renewable Energy. URL http://www1.eere.energy.gov/cleancities/fritolay.html. Last accessed 28/5/2014.
  • U.S. Department of Energy. 2014c. Vehicle weight classes & categories. Office of Energy Efficiency and Renewable Energy, Alternative Fuels Data Center. URL http://www.afdc.energy.gov/ data/10380. Last accessed 12/7/2014.
  • Valenta, M. 2013. Business case of electric vehicles for truck fleets. Ph.D. thesis, Argosy University, Denver, Colorado
  • van Duin, J.H.R., H. Quak, J. Muuzuri. 2010. New challenges for urban consolidation centres: A case study in the Hague. Procedia-Social and Behavioral Sciences 2(3) 6177–6188.
  • van Duin, J.H.R., L.A. Tavasszy, H.J. Quak. 2013. Towards e(lectric)-urban freight: first promising steps in the electric vehicle revolution. European Transport / Trasporti Europei 54(9) 1– 19. URL http://www.openstarts.units.it/dspace/bitstream/10077/8875/1/ET_2013_ 54_9%20van%20Duin%20et%20al..pdf
  • van Rooijen, T., H. Quak. 2010. Local impacts of a new urban consolidation centre – The case of Binnenstadservice.nl. Procedia-Social and Behavioral Sciences 2(3) 5967–5979.
  • Verlinde, S., C. Macharis, L. Milan, B. Kin. 2014. Does a mobile depot make urban deliveries faster, more sustainable and more economically viable: results of a pilot test in brussels. International Scientific Conference on Mobility and Transport, mobil.TUM 2014 . URL http://www.mobiltum.vt.bgu.tum.de/fileadmin/w00bqi/www/Session_Poster/Verlinde_et_al.pdf
  • Vermie, A., M. Blokpoel. 2009. Rotterdam, city of electric transport. EVS24 International Battery, Hybrid and Fuel Cell Electric Vehicle Symposium. World Electric Vehicle Journal Vol.3, Stavanger. URL https://www.google.ca/url?sa=t&rct=j&q=&esrc= s&source=web&cd=1&cad=rja&uact=8&ved=0CB4QFjAA&url=http%3A%2F%2Fwww.evs24. org%2Fwevajournal%2Fphp%2Fdownload.php%3Ff%3Dvol3%2FWEVJ3-3930308.pdf&ei=t_ZU7iNFIWnyASpioKoBw&usg=AFQjCNGh5DRigcrqUtogJqgnrRLVr49B1Q&bvm=bv.72185853, d.aWw
  • Vermie, T. 2002. ELCIDIS – electric vehicle city distribution final report. European Commission. URL http://www.elcidis.org/elcidisfinal.pdf. Last accessed 28/5/2014.
  • Wang, H., Q. Huang, C. Zhang, A. Xia. 2010. A novel approach for the layout of electric vehicle charging station. IEEE 2010 International Conference on Apperceiving Computing and Intelligence Analysis (ICACIA). IEEE, Chengdu, China, 64–70.
  • Woody, T. 2012. Fedex delivers on green goals with electric trucks. Forbes URL http://www.forbes.com/sites/toddwoody/2012/05/23/fedex-delivers-on-greengoals-with-electric-trucks
  • Wu, H.H., A. Gilchrist, K. Sealy, P. Israelsen, J. Muhs. 2011. A review on inductive charging for electric vehicles. 2011 IEEE International Electric Machines Drives Conference (IEMDC). IEEE, 143–147.
  • Xu, H., S. Miao, C. Zhang, D. Shi. 2013. Optimal placement of charging infrastructures for largescale integration of pure electric vehicles into grid. International Journal of Electrical Power & Energy Systems 53 159–165.
  • Yılmaz, M., P.T. Krein. 2013. Review of battery charger topologies, charging power levels, and infrastructure for plug-in electric and hybrid vehicles. IEEE Transactions on Power Electronics 28(5) 2151–2169.
  • 2014. Specs. URL http://zerotruck.com/our-fleet/. Last accessed 16/5/2014.
  • Zhang, S.S. 2006. The effect of the charging protocol on the cycle life of a li-ion battery. Journal of Power Sources 161(2) 1385–1391.
Posted in Batteries, Electric & Hydrogen trucks impossible, Trucks: Electric | Tagged , , , , , , , , , | 11 Comments

Book review: The Bottlenecks of the 21st Century

Preface. Nate Hagens and DJ White’s book is the kind of book I’d like to write someday. Like them, I’d publish only in paper to preserve knowledge because the electric grid will come down some day since it can’t outlast fossil fuels, as I explain in my books “When Trucks stop running” and “Life After Fossil fuels”. One reason is that wind and solar are intermittent, so if the grid comes down even for an hour or less then computer chips can’t be built. Making computer chips requires thousands of steps over several weeks — any power outage and they all have to be tossed out. Microchips are the pinnacle of technical achievement and therefore likely to be the first to go away during the coming decline (as you can see in the The Fragility of Microprocessors section of the Preservation of Knowledge).  Yet so many books, magazines, and journals are found only online that can only be read with electrical devices that depend on microchips. Poof! All that knowledge will be gone when the grid goes down.

White & Hagens book was written for college students at the University of Minnesota. I’ve seen many iterations as Nate perfected his teachings over several years.  You couldn’t find a better book to give to anyone who is energy blind, but especially younger people since this book might change what career they choose. The authors recommend young people follow their passion, but I think there are some pretty obvious careers and skills to pursue as we return to a world powered by muscle and wood as fossil fuels decline and the electric grid winks out. And they should pursue their passion in a place that’s under carrying capacity, as Hall & Day advise in “America’s Most Sustainable Cities and Regions: Surviving the 21st Century Megatrends”.

Much of their book is about human psychology, which is critical to understanding how the coming Great Simplification may play out.  What follows are some excerpts that I’ve cut or paraphrased.

Alice Friedemann   www.energyskeptic.com  author of “Life After Fossil Fuels: A Reality Check on Alternative Energy, 2021, Springer; “When Trucks Stop Running: Energy and the Future of Transportation”, 2015, Springer, Barriers to Making Algal Biofuels, and “Crunch! Whole Grain Artisan Chips and Crackers”. Podcasts: Collapse Chronicles, Derrick Jensen, Practical Prepping, Peak Prosperity , XX2 report

***

White DJ, Hagens NJ (2019) The Bottlenecks of the 21st Century. Essays on the Systems Synthesis of the Human Predicament.

The way things have been the last several hundred years is not the way they have been for the bulk of the human past, nor will be for the bulk of human future. You exist in a near-stroboscopic blip of time in which humanity is churning through millions of years of resources in a one-time pulse. This has ramifications both wonderful and terrible, and we should probably make ourselves aware of them if we are to make self-awareness actually good for anything.

The information to be covered is existentially challenging, but the human condition has always faced existential challenges of one sort or another which required living humans to rise to them. But there’s a psychological adjustment to make that has to do with the tapestry of expectations and beliefs about the future we’ve soaked up from the cultural narratives we exist within. 

The long-term story of complex life is steered as much b catastrophe as by stability with ~99.9% of all species ever to live now extinct (or speciated).

Mankind’s cleverness at opening new niches finally tapped the dead remains of fossil plants from earlier eras. This grew human biomass by an order of magnitude and granted a bolus of temporary energy wealth, which humans created the industrial society run the energy of these long dead organisms. This enabled us to take anything we wanted, which is now leading to mass extinctions. 

Why does something feel bad or good to us at all? It’s because the ancestors who “felt good” about doing things which happened to enhance their relative fitness at that time survived to pass on these tendencies and the behavioral rewards inherent in their particular brain structure. Sex feels great.  Eating high-energy-content food feels great. Being a high-status tribal member feels great. Hating outgroups feels great. And killing large prey (and outgroup members during wartime) feels great. To some of us that is such an uncomfortable thing to hear it feels incorrect.  Our ability to recognize the way our own brains function is limited because our conscious minds can access only the output results of the more-powerful brain regions which influence us, and not the processes they use to arrive at those results.

The mindless evolution of life across the ages has created a world of incredible wonder and diversity. Our current economics consider this to have zero value, but in our mind se (most of us) realize otherwise. Swimming over a coral reef, walking in a rainforest with its sounds, hiking a desert, we are surrounded by other species that have survived until now. 

Then on page 99 my favorite part of the book – how candy and oil are similar.  I used to trick-or-treat for three nights: beggars night, Halloween, and clean-up, so I loved this metaphor.  Author DJ White sets it up by explaining that he was the oldest of four siblings and found more candy than the others by getting up first, and hiding his easter basket with candy from the other siblings baskets in the basement.  Now a metaphor of candy and economics and oil:

You can only eat what you find.  My dog understands this, but the fact that hardly any large new oilfields are being discovered hasn’t filtered into the common wisdom. The filled Easter baskets have long since been emptied, but most Americans think the USA is now a net oil exporter. Not even close.

You can only eat it once. Once you eat it, it’s gone. The sophistication of this parable has leapfrogged neoclassical economics, which believes that demand creates energy and that resources will always be found if the price is right. I literally seethed with demand during the lean months, but it didn’t make any candy appear. I had no money, so it didn’t matter that the stores had candy.

Concentrations of energy are finite and unevenly distributed, and mostly found already. What is our oil doing underneath all those foreigners? There is such a thing as “abiotic oil”, but nobody has ever found enough to make it useful. DJ used to look for more candy in the yard after he ran out of the good stuff a week later, and compares his hunt to why oil companies are no longer actively looking for new oilfields. They know that what’s left is the equivalent of ant-covered jellybean remnants and rained-on marshmallow peeps.

The most aggressive competitors get to eat the most candy. The resources of weaker nations don’t do them much good and can cause stronger nations to take an unhealthy interest in them.

The quality of an energy source can vary. While it’s all called “candy”, there is a lot of difference between fresh Cadbury eggs and stale hairy jellybeans.

The biggest energy deposits get found and eaten first, so new discoveries get smaller and smaller.  The big concentrations (the Easter Baskets) are where everyone goes first. Today there are no more super-giant oilfields on earth. We’ve already drilled the good places, now we’re doing the equivalent of sticking our hands into suspicious holes in the backyard.

Sometimes an energy source is so marginal that it’s barely worth using, taking more energy than it’s worth and making a disgusting mess.  Once the holiday candy ran out, DJ bummed moldy Jell-O into candy, the equivalent of tar sands. We’ve always know they were there but haven’t been hard-up enough to actually eat them.

Energy and wacky ideas travel together. At any given time children believe that easter candy comes from giant pink rabbits. This is a fair parallel to the general state of energy knowledge in the USA, where we not only have a right to our own opinions, but to our own facts. So we say “drill baby drill” as though the process of drilling creates oil reservoirs, and when oil prices go up assume it’s a conspiracy. We think about energy in the same magical terms young kids think about candy, while being similarly uncertain as to its origin and prospects.

No kid saves his good candy. It’s not human nature to save stuff for the future, even though we know that it’s a long long time until the next sugar holiday, but we don’t care. Candy!

Nobody worries about diabetes until after they have it.  We believe what we want to believe.

And a few more excerpts:

There’s no reason to think that we humans aren’t fit enough to look at reality honestly. We became who we are by facing some daunting realities. We are kick-ass primates who until recently have dealt with some very hairy, scary realities. Plagues. Famines. Mile-high ice sheets and blizzards. Horrible parasitic diseases. Sabre-toothed tigers, dire wolves, cave bears. We kicked their asses into oblivion and made houses out of mastodon bones. So at what point in evolution did we become aristocratic weenie debate societies, …unwilling to take risks or endure hardship?

The big shock is not reality itself, but in abruptly finding out – after much of your life—that you’ve been told incorrect, incomplete, and wildly overoptimistic stories about the world by those around you who never questioned that what “feels good to believe” might not be true.  We think that if kids were taught the realities of energy, evolution, and ecology from a young age, they’d adjust to it, though more than a bit annoyed with the situation they’re being handed. 

Cleverness to find energy only works when there is energy around to be found, and a practical way to put it to work. An astronaut stranded on the moon will die even with an IQ of 300, because cleverness isn’t magic. If Einstein had been born in 1800 AD, he would not have discovered relativity. At that point human knowledge hadn’t advanced far enough. And Darwin wouldn’t have discovered evolution by natural selection if Britain hadn’t expanded greatly harnessing coal and able to finance scientific voyages.

The problem is that people forget energy is a fundamental driver of all life and technology.

Posted in Energy Books, Expert Advice, Nate Hagens | Tagged | 2 Comments

We’re Running out of Antibiotics

Preface.  A collection of articles I’ve run across about potential antibiotic shortages some day.  By no means definitive, and maybe the Scientists Will Come Up With Something.

Alice Friedemann   www.energyskeptic.com  author of  “Life After Fossil Fuels: A Reality Check on Alternative Energy”, 2021, Springer; “When Trucks Stop Running: Energy and the Future of Transportation”, 2015, Springer; Barriers to Making Algal Biofuels, and “Crunch! Whole Grain Artisan Chips and Crackers”. Podcasts: Collapse Chronicles, Derrick Jensen, Practical Prepping, KunstlerCast 253, KunstlerCast278, Peak Prosperity , XX2 report

***

Gibson R (2019) Exploring the Growing U.S. Reliance on China’s Biotech and Pharmaceutical Products

The U.S. Has Lost Virtually All of Its Industrial Base to Make Generic Antibiotics. The nation’s health security is in jeopardy. The U.S. can no longer make penicillin. The last U.S. penicillin fermentation plant closed in 2004. Industry data reveal that Chinese companies formed a cartel, colluded to sell product on the global market at below market price, and drove all U.S. European, and Indian producers out of business. Once they gained dominant global market share, prices increased.  The U.S. can no longer make generic antibiotics. Because the U.S. has allowed the industrial base to wither, the U.S. cannot produce generic antibiotics for children’s ear infections, strep throat, pneumonia, urinary tract infections, sexually-transmitted diseases, Lyme disease, superbugs and other infections that are threats to human life. We cannot make the generic antibiotics for anthrax exposure. After the anthrax attacks on Capitol Hill and elsewhere in 2001, the U.S. government turned to a European company to buy 20 million doses of the recommended treatment for anthrax exposure, doxycycline. That company had to buy the chemical starting material from China. What if China were the anthrax attacker?

More daunting topics from this document:

  • Beyond Antibiotics, the U.S. Industrial Base for Generic Drug Manufacturing Is on the Brink of Collapse. Generic Drugs are 90 Percent of the Medicines Americans Take (antibiotics, anti-depressants, birth control pills, chemotherapy for cancer treatment for children and adults, medicine for Alzheimer’s, HIV/AIDS, diabetes, Parkinson’s, and epilepsy, to name a few).
  • If China Shut the Door on Exports of Medicines and Their Key Ingredients and Raw Materials, U.S. Hospitals and Military Hospitals and Clinics Would Cease to Function Within Months, if Not Days
  • As the U.S. Rapidly Loses Control Over the Production and Supply of Vital Medicines, It Loses Control Over the Price of Medicines Consumers and Hospitals Pay
  • Risks of Contaminated and Potentially Lethal Medicines Are Increasing
  • Medicines Can Be Used as a Strategic and Tactical Weapon Against the United States
  • Medicines should be treated as a strategic asset similar to oil and other energy supplies and agricultural commodities such as wheat and corn. The United States would cease to function within days if supplies of energy and food commodities were disrupted. The same is true of medicines

Borland S (2014) Doling out too many antibiotics ‘will make even scratches deadly’: WHO warns that crisis could be worse than Aids

  • Spread of deadly superbugs that evade antibiotics is happening globally
  • It’s now a major threat to public health, the World Health Organization (WHO) says
  • It could mean minor injuries and common infections become fatal
  • Deaths from cuts and grazes, diarrhea and flu will soon be common as antibiotics lose their power to fight minor infections, experts have warned.
  • The World Health Organisation says the problem has been caused by antibiotics being so widely prescribed that bacteria have begun to evolve and develop resistance.
  • It claims the crisis is worse than the Aids epidemic – which has caused 25 million deaths worldwide – and threatens to turn the clock back on modern medicine.
  • The WHO warns that the public should ‘anticipate many more deaths’ as it may become routine for children to develop lethal infections from minor grazes, while hospital operations become deadly as patients are at risk of developing infections that were previously treatable.
  • Doctors are increasingly finding that antibiotics no longer work against urinary and skin infections, tuberculosis and gonorrhoea.

The WHO is urging the public to take simple precautions, such as washing hands to prevent bacteria from spreading in the first place.

Dr Keiji Fukuda, the WHO’s assistant director for health security, said: ‘Without urgent, coordinated action, the world is headed for a post-antibiotic era, in which common infections and minor injuries which have been treatable for decades can once again kill.  Effective antibiotics have been one of the pillars allowing us to live longer, live healthier, and benefit from modern medicine. Unless we take significant actions to improve efforts to prevent infections, and also change how we produce, prescribe and use antibiotics, the world will lose more and more of these global public health goods and the implications will be devastating.  We should anticipate to see many more deaths. We are going to see people who have untreatable infections.’

SUPERBUGS: THE GUIDE TO BUGS RENDERING ANTIBIOTICS OBSOLETE

MRSA – Patients infected with MRSA (methicillin-resistant Staphylococcus aureus) are 64 per cent more likely to die than those with a non-resistant form of S. aureus.
People infected by resistant superbugs are also likely to stay longer in hospital and may need intensive care, pushing up costs.

C. difficile – This bacteria produces spores that are resistant to high temperatures and are very difficult to eliminate. It is spread through contaminated food and objects and can cause blood poisoning and tears in the large intestine.

E. coli – this now accounts for one in three cases of bacterial infections in the blood in the UK and a new strain is resistant to most antibiotics. It is highly contagious and could cause more than 3,000 deaths a year.

Acinetobacter Baumannii – a common bacteria which is resistant to most antibiotics and which can easily infect patients in a hospital. It can cause meningitis and is fatal in about 80 per cent of patients.

CRKP – this is a bacterium that is associated with extremely difficult to treat blood infections and meningitis. It is resistant to nearly all antibiotics and is fatal in 50 per cent of cases.

Multi-drug resistant tuberculosis is estimated to kill 150,000 people globally each year.

NDM-1 – a bacteria detected in India of which some strains are resistant to all antibiotics.

In the largest study of its kind, the WHO looked at data from 114 countries on seven major types of bacteria. Experts are particularly concerned about bacteria responsible for pneumonia, urinary tract infections, skin infections, diarrhoea and gonorrhoea.

They are also worried that antiviral medicines are becoming increasingly less effective against flu.

Dr Danilo Lo Fo Wong, a senior adviser at the WHO, said: ‘A child falling off their bike and developing a fatal infection would be a freak occurrence in the UK, but that is where we are heading.’

British experts likened the problem to the Aids epidemic of the 1980s. Professor Laura Piddock, who specialises in microbiology at the University of Birmingham, said: ‘The world needs to respond as it did to the Aids crisis.

‘We still need a better understanding of all aspects of resistance as well as new discovery, research and development of new antibiotics.’

The first antibiotic, penicillin, was developed by Sir Alexander Fleming in 1929. But their use has soared since the 1960s, and in 1998 the Government issued guidelines to doctors urging them to curb prescriptions. Nonetheless, surveys suggest they are still prescribed for 80 per cent of coughs, colds and sore throats.

The Atlantic: We’re Running out of Antibiotics

Nicole Allan. Feb 19, 2014. The Atlantic

It’s difficult to imagine a world without antibiotics. They cure diseases that killed our forebears in droves, and enable any number of medical procedures and treatments that we now take for granted.

When We Lose Antibiotics, Here’s Everything Else We’ll Lose Too

By Maryn McKenna,   2013.   Wired.com

If we really lost antibiotics to advancing drug resistance — and trust me, we’re not far off — here’s what we would lose. Not just the ability to treat infectious disease; that’s obvious.

But also: The ability to treat cancer, and to transplant organs, because doing those successfully relies on suppressing the immune system and willingly making ourselves vulnerable to infection. Any treatment that relies on a permanent port into the bloodstream — for instance, kidney dialysis. Any major open-cavity surgery, on the heart, the lungs, the abdomen. Any surgery on a part of the body that already harbors a population of bacteria: the guts, the bladder, the genitals. Implantable devices: new hips, new knees, new heart valves. Cosmetic plastic surgery. Liposuction. Tattoos.

We’d lose the ability to treat people after traumatic accidents, as major as crashing your car and as minor as your kid falling out of a tree. We’d lose the safety of modern childbirth: Before the antibiotic era, 5 women died out of every 1,000 who gave birth. One out of every nine skin infections killed. Three out of every 10 people who got pneumonia died from it.

And we’d lose, as well, a good portion of our cheap modern food supply. Most of the meat we eat in the industrialized world is raised with the routine use of antibiotics, to fatten livestock and protect them from the conditions in which the animals are raised. Without the drugs that keep livestock healthy in concentrated agriculture, we’d lose the ability to raise them that way. Either animals would sicken, or farmers would have to change their raising practices, spending more money when their margins are thin. Either way, meat — and fish and seafood, also raised with abundant antibiotics in the fish farms of Asia — would become much more expensive.

And it wouldn’t be just meat. Antibiotics are used in plant agriculture as well, especially on fruit. Right now, a drug-resistant version of the bacterial disease fire blight is attacking American apple crops. There’s currently one drug left to fight it. And when major crops are lost, the local farm economy goes too.

Posted in Antibiotics | Tagged , | 2 Comments

Aging nuclear power plants should be shut down

Preface. Below are my notes from the Greenpeace 146-page “Lifetime extension of ageing nuclear power plants”.  Even if you don’t understand all the terms, read on anyhow, since it certainly conveys why nuclear plants grow more dangerous with age.  Imagine how fast you’d die after being fried by radiation and heat. So do metal and cement.  They too will eventually crack, corrode, and break. 

Reading this makes me want to shut nuclear power plants down as soon as possible. They are clearly not a “solution” to replace fossil energy, especially because their nuclear wastes will poison the earth for hundreds of thousands of years. Both of my books explain why there are no alternatives to fossil fuels for transportation, manufacturing high heat, natural gas fertilizers, half a million products made out of fossil fuels, and the electric grid itself, which requires natural gas as the backup for intermittent energy when it’s not up, and to balance it when it is. 

Physical ageing. A comprehensive range of physical ageing mechanisms is described in the IAEA safety guide on ageing management:  Degradation of mechanical components can be caused by radiation embrittlement (affecting the RPV beltline region), general corrosion, stress corrosion cracking, weld-related cracking, and mechanical wear and fretting (affecting rotating components). Electrical and instrumentation and control components can be affected by insulation embrittlement and degradation (cables, motor windings, transformers), partial discharges (transformers, inductors, medium and high voltage equipment), oxidation, appearance of monocrystals and metallic diffusion.

Civil structures, especially concrete elements, can suffer damage due to aggressive chemical attacks and corrosion of the embedded steel, cracks and distortion due to increased stress levels from settling, and loss of material due to freeze–thaw processes. Pre-stressed containment tendons can lose their pre-stress due to relaxation, shrinkage, creep and elevated temperature.

Ageing of electrical installations.  In the field of instrumentation and control equipment, cables are among the components of most concern in terms of ageing. During the operational lifetime of reactors, the plastics of the cable insulation are exposed to environmental influences that cause deterioration. Oxidation is the dominant ageing mechanism of polymer cable coating, leading to embrittlement of the material, which increases the potential for cracking. Cracked cables can cause short circuits followed by electrical failures or even cable fires. Ageing cables therefore have the potential for serious common-cause failures of instrumentation and control equipment, especially under accident conditions.

Ageing effects on the reactor pressure vessel. The RPV and its internals are the most stressed components in a nuclear power plant. During operation the RPV has to withstand: • neutron radiation that causes increasing embrittlement of the steel and weld seams; • material fatigue due to frequent load cycles resulting from changing operational conditions; • mechanical and thermal stresses from operating conditions, including fast reactor shutdowns (scrams) and other events throughout the operational lifetime; and • different corrosion mechanisms caused by adverse conditions such as chemical impacts or vibrations.

Embrittlement under neutron radiation is of special importance for old reactors. At the time of their construction, knowledge of neutron-induced embrittlement was limited, so sometimes unsuitable materials were used.

Ageing of reactor pressure vessel head penetrations and primary circuit components. Leaks in the primary circuit components of PWRs due to ageing mechanisms such as stress corrosion cracking can lead to accidents involving loss of primary coolant. For systems and components in the primary circuit, especially high-quality standards are required to prevent loss of coolant and consequent loss of function. 

EIA (2020) International Energy Statistics. Petroleum and other liquids. Data Options. U.S. Energy Information Administration. Select crude oil including lease condensate to see data past 2017.

Aging nuclear plants in the news:

Pécout A (2022) French energy supplier EDF shows concern over corrosion problems at its nuclear plants. Cracked pipes were detected in the safety injection systems of several reactors. As inspections continued, only 30 reactors out of 56 were operating by the end of Wednesday, April 20. Le Monde.  The phenomenon of corrosion has been a cause for concern in the industry for several months now, as it causes cracks in reactor pipes, especially in their safety injection system. That is the important backup system of nuclear stations, which is designed to cool the primary circuit by injecting borated water into it in the event of an accident. Inspections have already detected cracks in five reactors, between the second half of 2021 and the beginning of 2022, and at least four more could be affected, which means the issue might affect all of France’s nuclear power plants, although further evaluation is needed.

Alice Friedemann   www.energyskeptic.com  author of  “Life After Fossil Fuels: A Reality Check on Alternative Energy”, 2021, Springer; “When Trucks Stop Running: Energy and the Future of Transportation”, 2015, Springer; Barriers to Making Algal Biofuels, and “Crunch! Whole Grain Artisan Chips and Crackers”. Podcasts: Collapse Chronicles, Derrick Jensen, Practical Prepping, KunstlerCast 253, KunstlerCast278, Peak Prosperity , XX2 report

Greenpeace. 2014.  Lifetime extension of ageing nuclear power plants: Entering a new era of risk. Greenpeace Switzerland.

Summary of major risk arguments

Important aspects of risk with respect to ageing reactors are: • physical ageing; • conceptual and technological ageing; • ageing of staff and atrophy of knowledge; As of 2014, the average age of European reactors has risen to 29 years. As the number of new-build reactors in the EU has been very limited since the 1990s, European nuclear power plant operators have followed two strategic routes, lifetime extension and power uprating. These two strategies have serious implications for the safety of nuclear power plants, especially with respect to the following aspects:

1) Physical ageing of components in nuclear power plants leads to degradation of material properties. The effects of ageing mechanisms such as crack propagation, corrosion and embrittlement have to be countered by continuous monitoring and timely replacement of components. Nevertheless, an increasing level of material degradation cannot be completely avoided and is accepted to a certain degree, therefore lowering the original safety margins. Particularly under accident conditions that cannot be precisely predicted, an abrupt failure of already weakened components cannot be fully excluded.

2) Power uprating imposes significant additional stresses on nuclear power plant components due to an increase in flow rates, temperatures and pressures. Ageing mechanisms can be exacerbated by these additional stresses. Modifications necessitated by power uprating may additionally introduce new potential sources of failure due to adverse interactions between new and old equipment.

3) Reactor lifetime extension and power uprating therefore decrease originally designed safety margins and increase the risk of failures.

4) Serious problems related to ageing effects have already been encountered in nuclear power plants worldwide, even though they have not yet exceeded their design lifetimes. Typical ageing problems are: • embrittlement, cracks or leaks in the RPV or primary circuit components; • damage to RPV internals such as core shrouds; • degradation of older concrete containment and reactor buildings; and • degradation of electrical cables and transformers.

5) The fundamental design of a nuclear power plant is determined at the time of planning and construction. The science and technology of nuclear reactor safety is continually developing. Subsequent adaptation of a plant’s design to new safety requirements is possible only to a limited degree. Thus, during the lifetime of a facility, the gap between the technology employed and state-of-the-art technology is constantly increasing.

6) To enable lifetime extensions of existing plants, operators must implement enhanced ageing management. Nevertheless, general acceptance criteria for the maximum permitted extent of ageing effects are not defined. Besides technical aspects of ageing, ageing management has to consider loss of experienced staff both in the plant’s workforce and in the supply chain, as well as problems of quality assurance under changing external supply conditions.

7) With increasing lifetime, the radioactive inventory stored in a reactor’s spent fuel pool and, where present, dry storage increases. As the risk associated with the spent fuel pools and dry storage was initially perceived as low, design requirements with respect to cooling and physical protection were weak. New risk perceptions after the 9/11 terrorist attacks and the Fukushima disaster necessitate a considerable improvement in the safety of spent fuel storage.

8) The site specific design basis of older nuclear power plants was usually rather weak concerning external hazards such as earthquakes, flooding and extreme weather. Site-specific reassessments of plants usually result in stricter hazard assumptions due to better knowledge and higher standards. However, comprehensive retrofitting is difficult to implement in older power plants, especially in terms of protection against earthquakes or even terrorist acts such as deliberate aircraft impacts. In the case of multiple-unit sites, the possibility of emergency situations occurring simultaneously in different units had been largely overlooked until the Fukushima disaster.

9) Until now, most evacuation plans for nuclear power plants have covered radii of less than 10 km. No harmonization of country-specific regulations in the EU has yet been achieved. The Chernobyl and Fukushima disasters show that external emergency plans for plants need to include larger evacuation areas. 10) The European Stress Test provided valuable insights into the safety level of European nuclear power plants. Nevertheless, important aspects of ageing were not explicitly addressed and evaluated. ENSREG created a list of good practices and recommended possible safety enhancements. But neither the good practices nor the identified safety enhancements are obligatory for EU nuclear power plants.

***

The heyday of nuclear power plant construction was the 1970s and 1980s. While most of the first generation of reactors have been closed down, the following second generation of reactors are largely still operational. By 11 March 2014, the third anniversary of the Fukushima nuclear disaster, the 25 oldest reactors in Europe (excluding Russia) will be over 35 years old.

Almost half of those are older than their original design lifetime. In Europe excluding Russia, 46 out of 151 operational reactors are older than their original design lifetimes or within three years of reaching that date. However, only a few of those reactors will be closed down in the near future – most have had, or are set to have, their lifetimes extended for a further 20 years or more. In the United States, meanwhile, more than two-thirds of the ageing reactor fleet have received extended licenses to take them to 60 years of operation. As a result, we are entering a new era of nuclear risk.

The design lifetime is the period of time during which a facility or component is expected to perform according to the technical specifications to which it was produced. Life-limiting processes include an excessive number of reactor trips and load cycle exhaustion. Physical ageing of systems, structures and components is paralleled by technological and conceptual ageing, because existing reactors allow for only limited retroactive implementation of new technologies and safety concepts. Together with ‘soft’ factors such as outmoded organizational structures and the loss of staff know-how and motivation as employees retire, these factors cause the overall safety level of older reactors to become increasingly inadequate by modern standards.

Ageing of staff and atrophy of knowledge. The building of new nuclear reactors came to an almost complete halt for many years, beginning in the 1980s. The nuclear sector became less important, the need for personnel declined, and career prospects in the industry deteriorated. Young professionals began to be in short supply. However, the safe operation of nuclear power plants relies on experienced employees in the plants themselves and in the supply chain. Irreplaceable and undocumented knowledge can be lost when older personnel leaves. In the near future, first-hand knowledge from the construction phase will no longer be available – a phenomenon that we can already see today. Adverse effects on the safety performance of ageing reactors due to the atrophy of the knowledge base may be expected.

Another aspect of ageing is that in a declining market the number of manufacturers and service providers working exclusively or predominantly in the nuclear field has diminished over time. Specific experience has been lost and cannot be maintained on an equivalent level, especially where the delivery of technology only used in older plants is required. It has become apparent that the extraordinary high quality standards required for nuclear power plants will no longer be met with the same reliability as before. Manufacturers and subcontractors with insufficient experience in the nuclear field have become a significant factor in the decrease of quality and the increase in failures.

Measures to uprate a reactor’s power output can further compromise safety margins, for instance because increased thermal energy production results in an increased output of steam and cooling water, leading to greater stresses on piping and heat exchange systems, so exacerbating ageing mechanisms. Modifications necessitated by power uprating may additionally introduce new potential sources of failure due to adverse interactions between new and old equipment. Thus, both lifetime extension and power uprating decrease a plant’s originally designed safety margins and increase the risk of failures.

Physical ageing issues include those affecting the reactor pressure vessel (including embrittlement, vessel head penetration cracking, and deterioration of internals) and the containment and the reactor building, cable deterioration, and ageing of transformers. Conceptual and technological ageing issues include the inability to withstand a large aircraft impact, along with inadequate earthquake and flooding resistance. Some reactor types, such as the British advanced gas-cooled reactors (AGC) and Russian-designed VVER-440 and RBMK (Chernobyl-type) reactors suffer specific problems.

Spent fuel storage presents a special risk for ageing nuclear power plants due to the build-up of large amounts of spent fuel. Examples of problems include inadequate protection against external hazards and the risks of a long-term loss of cooling (due to poor redundancy and low quality standards in spent fuel pool cooling systems), both issues illustrated by the Fukushima catastrophe. The re-racking of spent fuel elements into more compact storage units to increase the space available for the larger than expected amount of spent fuel is a further source of risk.

Site-specific risks change over time. New insights into earthquake risk require higher protection standards which cannot be fully met by modification of older nuclear power plants. The lack of emergency preparedness evident during the Fukushima disaster forces a reassessment of risks including those of flooding and loss of external infrastructure. Especially when seen in the light of the implications of climate change in terms of extreme weather and sea level rise.

The Fukushima disaster also highlighted the risk of an external event compromising multiple reactors at the same time – a situation hardly any multi-unit site is prepared for. Sources of common-cause failures include shared cooling inlets, pumping stations, pipelines, electricity infrastructure and so on – issues that were not sufficiently addressed in, for instance, the post Fukushima EU Stress Test of nuclear reactors. Perceptions of the most suitable locations for nuclear power plants have also changed over time. Many older plants are located in highly populated areas, obviously making emergency preparedness much more complex than for plants situated far from population areas, and greatly increasing the potential for harm.

The EU Stress Test furthermore did not explicitly cover ageing-related issues. The use of the original design basis to determine the robustness of reactors was particularly unsatisfactory, because design deficiencies and differences between different reactors were not fully taken into account. Because beyond design basis events had not been systematically analyzed before, too little documentation was available and expert judgement played too large a part.

ECONOMICS OF NUCLEAR AGEING Prof. Stephen Thomas – University of Greenwich

If the cost of modifications is relatively low, life-extended nuclear power plants can be highly profitable to their owners because the capital cost of the plant (making up most of the cost of a unit of nuclear-generated electricity) will already have been paid off, leaving only the operations and maintenance cost to be paid. Other advantages to the owner include the fact that the plant is a known quantity.

In the USA, reactor retirements have mostly been due to economic reasons (including the prohibitive cost of repair), though some have been because of design reasons. In Germany most closures have stemmed from political decisions, though a few have been design-related. Elsewhere, reasons have been mainly economic (France) or technical and economic (Canada, Spain, the UK), political (Italy, Sweden) or political and design-related (Japan, largely in the wake of the Fukushima disaster).

National regulators are constantly increasing safety requirements, but for ageing reactors these can never be set at the level of the best available technology. For instance, design lessons from the 1975 Browns Ferry accident were applied to most designs developed after that, but those from the 1979 Three Mile Island accident and the Chernobyl (1986) and Fukushima (2011) disasters can only be taken into limited account.

Three plants (Vermont Yankee, Kewaunee and Crystal River) recently closed before lifetime extension was obtained because of excessive costs in the context of low electricity prices. San Onofre in California closed even before an extension was applied for, because of the cost of repairs.

The increasing risk posed by nuclear ageing should lead to an increase in operators’ insurance premiums. With ageing nuclear reactors, adequate financial security to cover the costs of a potential accident becomes even more a necessity. It is important for society as a whole that objective calculations are made of the damage that a nuclear accident could potentially cause, and on that basis alternative systems of financing the coverage have to be investigated. It is obviously important to accompany this with a mandatory financial security requirement for operators, but the higher resulting costs resulting from such an analysis should not be a reason to limit liability.

LIABILITY OF AGEING NUCLEAR REACTORS Prof. Tom Vanden Borre – University of Leuven; Prof. Michael Faure – University of Maastricht

It is especially important that compulsory insurance protects victims against insolvency of the operator. Conversely, the conventions, even as revised by their relevant protocols, allow for only up to about 1% of the cost of an accident to be compensated for.

Legal channeling of all liability to the operator is problematic. From the viewpoint of victims it would be preferable to be able to address a claim against several persons or corporations, as this would increase their chances of receiving compensation. It would also have a preventive effect since all parties bearing a share of the risk would have an incentive to avoid damage. Countries considering plant lifetime extension should end funding part of the liability coverage with public means, extend liability to suppliers, and introduce unlimited liability for operators, while requiring the latter to have third-party liability insurance coverage or other financial security of a realistic level in terms of the actual scope for damage.

Countries should opt for reactor lifetime extension only if arrangements for the compensation of victims in the event of an accident are substantially improved. A higher level of liability would not only benefit the victims of a nuclear accident but would again have an important preventive effect. Pooling unlimited liability across Europe would encourage operators to monitor one another, since they would be reluctant to allow a bad risk into their system.

POLITICS, PUBLIC PARTICIPATION AND NUCLEAR AGEING Ir. Jan Haverkamp – Greenpeace, Nuclear Transparency Watch

As of January 2014, more than 50% of operational reactors worldwide were over 30 years old. Forty-five reactors have exceeded 40 years, 14 of them located in Europe including Russia. Beznau 1 in Switzerland is the oldest operational reactor in Europe and – together with Tarapur-1 and 2 in India – the oldest in the world at nearly 45 years. None of the reactors that have so far been permanently shut down worldwide has reached 50 years of operation since first grid connection. The British Calder Hall and Chapelcross reactors have come closest, reaching 44 and 47 years respectively. The reactors at both sites were small units with a power capacity of 60 MW each. The average age of shut down reactors worldwide is less than 25 years. From these numbers it is evident that little operational experience exists of nuclear reactors with more than 40 years of commercial operation.

Construction of new reactors

Around 1980, more than 200 reactors were simultaneously under construction. In the 1990s and 2000s this figure dropped to well under 50 reactors. Only recently has there been a modest increase in construction start-ups. Enhanced safety requirements, generally decreasing acceptance of nuclear power in many countries and financial risks have prevented the European nuclear industry from building new reactors.

Most reactors under construction today are located in Asia, and over the past 10 years, new reactors have been connected to the grid in China (10), India (7), Japan (4), South Korea (4), Russia (3), Ukraine (2), Iran (1), Pakistan (1) and Romania (1).

In order to maintain nuclear energy output levels, European governments and operators are following two strategic routes, both of which are seen as less expensive and politically more convenient than building new reactors: • Plant lifetime extension (PLEX) of reactors; and • Plant power uprating (PPU) of reactors. Lifetime extension and power uprating allow electrical generating capacity to be maintained or enhanced with comparatively little effort in terms of financing, planning, licensing and technical implementation, compared to building a new reactor.

The term ‘physical ageing’ encompasses the time-dependent mechanisms that result in degradation of a component’s quality. After three or four decades of operation under high pressure, temperature, radiation and chemical impacts as well as changing load cycles, the risk of ageing becomes more and more significant. Unexpected combinations of various adverse effects such as corrosion, embrittlement, crack progression or drift of electrical parameters may result in the failure of technical equipment, leading to the loss of required safety functions. Life-limiting processes include the exceeding of the designed maximum number of reactor trips and load cycle exhaustion.

In addition to plant lifetime extension, operators of nuclear power plants may wish to enhance the power output of their reactors. The process of increasing the maximum power level at which a commercial reactor may operate is called a plant power uprate (PPU). To increase the power output, the reactor will be refueled with either slightly more enriched uranium fuel or a higher percentage of new fuel.

A power uprate forces the reactor to produce more thermal energy, which results in an increased production of the steam that is used for electricity generation. A higher power level thus produces a greater flow of steam and cooling water through the systems, and components such as pipes, valves, pumps and heat exchangers must therefore be capable of accommodating this higher flow. Moreover, electrical transformers and generators must be able to cope with the more demanding operating conditions that exist at the higher power level.

While more recent nuclear power plants have equipment hatches for the replacement of large parts already included in the reactor building and containment, in older plants it may be necessary to cut a hole through the concrete, rebar, and steel liner of the reactor building and containment in order to exchange large components such as steam generators. The concrete must first be hydro-blasted, sawn, or chipped away by jackhammer from the rebar and the steel liner of the containment, leaving them exposed to the environment. These methods can weaken the containment and the steel liner severely.  

Accordingly it was planned to cut a large hole in the concrete containment, which was strengthened with hundreds of tightened vertical and horizontal steel tendons. But after the tension in some of the tendons was relaxed, unexpected stresses inside the concrete occurred, causing delamination and cracking of the containment. The operator Progress Energy’s repair attempts made the situation worse, and the plant was permanent shut down in February 2013. Another example of the pitfalls of heavy component replacement concerns the steam generator replacement in units 2 and 3 of the San Onofre nuclear power plant in California, which resulted in permanent shutdown of both plants. Severe and unexpected degradation of tubes appeared in the newly installed steam generators after only approximately 1.7 years and 1 year respectively of effective full power operation. The excessive tube wear was caused by a combination of flow-induced vibration and inadequate support structures. The risk of the replacement became obvious in January 2012, when a tube in the unit 3 steam generator

experienced a coolant leak after only 11 months of operation. Steam generator tube ruptures are severe nuclear incidents which result in radioactivity transfer from primary circuit into secondary circuit and can also affect the core cooling due to loss of coolant.

The safety concept of nuclear reactors builds upon a systematic approach comprising technical and organizational measures. The following fundamental safety functions must be ensured for all plant states, whatever the type of reactor:

1) control of reactivity 2) limiting the insertion of reactivity; 3) ensuring safe shutdown and long-term subcriticality; and 4) ensuring subcriticality during handling and storage of irradiated and new fuel assemblies; 5) removal of heat from the core and from the spent fuel pool: 6) sufficient quantity of coolant and heat sinks; 7) ensuring heat transfer from the core to the heat sink; and 8) ensuring heat removal from the fuel pool; 9) confinement of radioactive material: 10) confinement of radioactive material by effective barriers and retention functions; 11) shielding of people and environment against radiation; and 12) control of planned radioactive releases, as well as limitation of accidental radioactive releases.

Replacement of the RPV (like the replacement of the containment) is impossible for economic and practical reasons. Consequently, if ageing mechanisms prevent further safe operation of these components, the reactor will have to be shut down. The risk of loss of RPV integrity increases under accident conditions, as the IAEA explains: If an embrittled RPV were to have a flaw of critical size and certain severe system transients were to occur, the flaw could propagate very rapidly through the vessel, possibly resulting in a through-wall crack and challenging the integrity of the RPV.

The IAEA identifies such severe transients as: Pressurized thermal shocks (PTS), characterized by rapid cooling of the downcomer and internal RPV surface, followed sometimes by repressurization of the RPV (PWR and WWER reactor types) Cold overpressure (high pressure at low temperature) for example at the end of shutdown situations.

So the unidentified degradation of RPVs, such as cracks and flaws, therefore has the potential to escalate an incident into an uncontrollable accident, even though it does not cause problems during normal operation. During power operation the RPV is not accessible for inspections or intervention measures. As a result defects may remain undetected for longer periods of time.

Extensive research programs are being conducted in order to gauge the resistance and stability of RPVs. At present there are conflicting scientific opinions concerning the current significance and further progression of ageing. Huge uncertainties are involved in estimating and predicting the progression of ageing and the long-term behavior of materials, especially under accident conditions.

A special problem arises from cracks in the RPV head penetrations – nozzles through which the control rods pass into the core. These nozzles are exposed to the high temperature and pressure of the RPV, the chemically aggressive primary coolant, and intense radiation combined with changes of load.

Ageing of reactor pressure vessel internals The main function of RPV internals is to keep the nuclear fuel elements in the reactor core in a stable position. Stable reactor core geometry is a prerequisite for reactor shutdown and fuel cooling. Distortion of internals due to cracks, as well as the release of fragments from internals, may affect the function of the control rods and thus prevent safe shutdown, and may also compromise the cooling of fuel elements. Foreign particles or fragments of RPV internal which are released and transported into the primary circuit can damage other important components such as coolant pumps, pipes or vessels which are connected to the RPV.

Another problem affecting power plant electrical installations arises from the external power supply. The European network of transmission grids for electricity has grown beyond European frontiers in recent years, and has changed from a static to a dynamic system behaviour. The increasing dynamic and higher volatility of the electricity network has various causes, of which the input of electricity from variable renewable sources is only one. It also results from increasing electricity transit through countries, changing characteristics of consumer behavior and the impact of changing electricity markets. Moreover, the upgrading and extension of the transmission grid has often been neglected or addressed belatedly. The resultant increasing dynamic and higher volatility produces high overloads, frequency deviations and other instabilities.

As a result the electro-technical design and components of a power plant – especially the unit transformers at the interface with the transmission network, but also the network protection equipment, other transformers, rectifiers, circuit breakers and so on – have to meet high quality standards. Otherwise short circuits or overloads can affect electro-technical components and propagate up to failures of engineering components of the power plant.

The unit transformers, usually two per unit, are often as old as the reactor itself. Replacement of the transformers is usually not envisaged due to the high costs of necessary power outages. Instead, comprehensive test procedures are conducted on ageing transformers. Nevertheless, ageing unit transformers and their protection systems often give rise to incidents resulting in reactor scrams and even compromising mechanical components of the power plant. Older unit transformers can suffer damage due to network instabilities, which can then result in transformer fires. In many cases, the root causes cannot be identified due to the destruction of the transformer. After several incidents in Germany, most German nuclear power plants have had their unit transformers replaced.

The development of science and technology continuously produces new knowledge about possible failure modes, properties of materials, and verification, testing and computational methodologies. This leads to technological ageing of the existing safety concept in nuclear power plants. At the same time, as a result of lessons learnt from operational experiences such as the major accidents at Three Mile Island, Chernobyl and Fukushima Daiichi, power plants have to fulfil new regulatory requirements. Thus earlier safety concepts are themselves becoming obsolete, in a process of so-called conceptual ageing. Very often, new regulatory requirements are applicable only to new nuclear reactors, while for existing plants different criteria are applied. Changes in the safety philosophy can also be introduced by malicious acts. The 9/11 terrorist attacks in the USA showed the need for more robust protection against external hazards. Older nuclear power plants have not been designed to withstand the impact of an aircraft on the reactor building. While an accidental aircraft impact was required to be taken into account in the design of some newer power plants, not one nuclear power plant worldwide has been designed to withstand the intentional impact of a large commercial aircraft like an Airbus 380. Accordingly, it can be questioned whether any existing nuclear power plant would withstand such an attack.

Ageing PWR and BWR design concepts. The fundamental design principles of modern nuclear power plants consist among others of redundancy; conceptual segregation of redundant subsystems, unless this conflicts with safety benefits; physical separation of redundant subsystems; preference for passive over active safety equipment; and a high degree of automation. Reactors such as the two-loop PWRs Beznau 1 and 2, and Doel 1 and 2, have a limited number of safety subsystems. The original basic design of the Beznau reactors has only one emergency feedwater system and two core cooling subsystems (a small degree of redundancy). One common cooling pipe is used instead of the three or four independent subsystems typical of stateof-the-art modern reactors (therefore having no segregation of redundant subsystems). Although a lot of additional installations have been carried out at Beznau to compensate for the design shortcomings, their quality standards would not meet the current high standards for safety systems80. Retrofitting of additional safety systems under conditions of a shortage of space because main structures cannot be changed, can result in higher complexity and in interface problems between existing and retrofitted systems. Similar problems exist in older BWRs of two-loop design.

A lack of robustness of the reactor building to withstand external hazards is a problem common to many older reactors.

Concerning the only operational German BWRs, Gundremmingen B and C, two former members of the German federal nuclear regulator have produced a list of design deficits. According to their analyses:

• the construction of the reactor vessel does not represent the technical state of the art • only two of the required three redundancies of the emergency core cooling system are sufficiently qualified as safety systems; • the determination of the design basis earthquake has not been reviewed for decades, and the peak ground acceleration of the current design basis earthquake (a key parameter) does not fulfil the IAEA’s minimum requirements; • some safety-relevant components and subsystems are not qualified to resist the design basis earthquake; • the basic design of the spent fuel pool and its cooling system is outdated; and • the basic plant design does not take into account the possibility of flooding as a result of a breach of a nearby weir on the Danube.

VVER-440 The Russian VVER-440/V-213 PWR design (Dukovany 1–4, Paks 1-4, Bohunice V2 and Mochovce 1,2) suffers design problems concerning the emergency core cooling and emergency diesel generator systems. At Dukovany, external hazards may cause simultaneous loss of offsite power to all four reactors. In these circumstances, the simultaneous loss of function of the Jihlava River raw water pumping station, the raw water conditioning and the cooling-towers is unavoidable. As a consequence of the loss of cooling and the following overheating of the essential service water, a loss of the emergency diesel generators could also result. In this event only temporary emergency measures would be available for the cooling of the four reactors and their spent fool pools. Furthermore, the two pipes that supply the raw water for all four reactors are not protected against any external hazards. 85 Comparable design deficits affect the other European VVER-440/V-213s. To overcome major shortcomings of the design, both Finnish VVER-440/V-213 reactors are equipped with Western-type containment and control systems. The VVER-440 reactors are designed as twin units, sharing many operating systems and safety systems, for example the emergency feedwater system, the central pumping station for the essential service water system, and the diesel generator station. The sharing of safety systems increases the risk of common-cause failures affecting the safety of both reactors at the same time.

All VVER-440 type reactors with the exception of Loviisa in Finland have only a basic level of containment. External hazards such as earthquakes, chemical explosions or aircraft impacts were not taken into account in the original design of these plants.

Despite the defects of the type, it almost seems as though certain European countries are competing with one another to extend the lifetimes and uprate the power of their VVER-440/V-230 and V-213 reactors, as shown in Table 1.3. Finland and Hungary, in particular, intend lifetime extension up to 50 years and power uprating of 18 and 15 per cent respectively, while the Czech Republic and Slovakia are also planning lifetime extension and uprating.

The RBMK (Reaktor Bolshoy Moshchnosti Kanalniy) design from the former Soviet Union is a graphite-moderated reactor. The reactor’s characteristic positive void coefficient and instability at low power levels caused the April 1986 Chernobyl disaster, when the reactor core exploded due to a power excursion and released high amounts of radioactivity across Eastern and Western Europe, contaminating areas. There was a consensus during the 1992 G7 summit in Munich to close the last two European RBMK reactors outside Russia, located in Lithuania, due to strong concerns about the design. This decision was implemented as part of Lithuania’s EU accession. Ignalina 1 was closed in December 2004 and Ignalina 2 at the end of 2009, leaving Russia as the only country which has operational RBMK reactors. The EU has agreed to pay Lithuania part of the decommissioning costs and some compensation for closure and extended and increased its financial help in November 201389.

Ageing management as explained so far is explicitly aimed at creating the conditions for the extended operation of old reactors. However, regulatory requirements for extended operation of existing plants do take into account the limited capabilities of ageing design features. Which means that they do not correspond to the safety requirements for new reactors. Against this background, regulation is intended to allow a large degree of flexibility in the case of lifetime extension. It is not intended to set strict limits. Consequently, clear and general accepted criteria for a maximum permitted degree of ageing are usually lacking, which is a major shortcoming in dealing with ageing effects.

The likelihood of system or component failure is commonly illustrated by the so-called ‘bathtub curve’ (Figure 1.9). A high incidence of early failures (mainly caused during design, manufacturing and installation) is followed by a significant decrease in failure probability. Later, the probability will increase again due to the increasing influence of ageing effects. The objective of ageing management is to keep the failure rate at a low level. Monitoring programs and resulting measures such as maintenance, repair and precautionary replacement of components have to come into effect before the failure rate begins to increase significantly towards the end of the technical lifetime. Ageing plants are thus approaching the edge of the bathtub curve. Technical modifications and changing modes of operation which result in higher loads, especially power uprating, have the potential to increase failure rates. Consequently, for ageing plants even a modest increase in lifetime may cause a significant increase in failure frequency, leading to a loss of safety-related functions.

It is difficult to produce an accurate estimation of the risk of ageing-related failures for an extended reactor lifetime of over 40 years. A simple bathtub curve will probably not reflect the reality. Experience shows that a simple distribution of observed data must be qualified by the awareness of additional influences as follows: • Non-technical ageing effects are not considered within the failure rate as illustrated by the bathtub curve. In principle, it is not possible to show a clear mathematical distribution of these impacts over time. • Operational experience, which is an essential basis for the prediction of ageing-related failure rates, is in the case of most reactor types available for less than a 40-year lifetime and so does not cover the proposed lifetime extensions. • Underestimated ageing mechanisms or new mechanisms which are constantly being discovered can result in unexpected damage and serious incidents. Additionally, the precautionary replacement of intact components prevents detailed evaluation of potential ageing mechanisms. • Ageing management programs as implemented so far have not proved sufficient to prevent the occurrence of serious ageing effects. Latent failures and damage at an early stage can remain undetected and cannot be observed in the failure rate. • Technical modifications and changing modes of operation result in higher loads. Power uprating in particular may contribute to a more frequent occurrence of ageing-related failures. • With increasing age, uncertainties in the assessment of the present condition and future performance of components may become more and more significant. • As a result of all these factors, the technical limit of a reactor’s lifetime may be exceeded earlier than initially assumed – contrary to the assumptions underlying extended operation.

A basic safety principle is that safety-related equipment must be proven in use. However, the development of technology means that technology originally used in a power plant design will become obsolete. Identical parts for repair and replacement are available only for a limited time. A change of equipment involves inherent risks, because an equivalent proof of satisfactory performance in service is not available.  EXAMPLE: the replacement of hard-wired control devices by digital control technology has triggered controversial discussions about how to guarantee the required reliability of safety-related control functions. Failure mechanisms and procedures for inspection and quality assurance are not transferable from one technology to the other. Susceptibility to faults may increase, and interaction between old and new control technology may cause additional problems.

There is an increasing trend for components to be delivered and installed without adequate quality certification. As a result, retrofitting or refurbishment of equipment carries a risk of introducing new defects into the plant.   EXAMPLE: in the course of a retrofit required for seismic protection, thousands of anchor bolts were wrongly installed in several plants in Germany and had to be replaced. Some manufacturers and suppliers intentionally offer substandard components to increase profitability. Naturally, such components cannot guarantee the required reliability and effectiveness.

EXAMPLES: In Japan between 2003 and 2012, several thousand electrical parts and fittings were delivered with faked certificates. Most of them were at the time of discovery installed in operational nuclear power plants. A significant proportion were used in components with safety-related functions. It has been suggested that around 100 employees of operators and of several suppliers were involved.

Spent fuel storage.  During operation of a nuclear reactor, a large inventory of radioactive fission products and actinides is produced in the reactor core. This radioactive inventory is concentrated in the nuclear fuel. After three to five years in the reactor core, the spent fuel is taken out of the RPV and replaced with new fuel. The spent fuel is then stored in spent fuel pools, to enable continuous cooling and the decay of the radioactive inventory. Spent fuel pools are fundamentally large pools of water. The radioactivity of the spent fuel assemblies inside the pool is shielded by the water above the fuel. A pool cooling system is required to remove residual decay heat from the pool. Spent fuel pools are located either inside the containment within the reactor building (as in many PWRs), inside the reactor building but outside the actual containment (as in BWRs) or even in a separate spent fuel pool building (as in many older PWRs).

After approximately five years, when the heat generation has decreased sufficiently, it is in principle possible to reload the spent fuel elements into dry storage casks, which can then be placed in an interim storage facility. At this stage heat removal from the spent fuel occurs passively via convection – active systems for heat removal are no longer needed.  As a nuclear power plant ages and spent fuel is added to the pool, the radioactive inventory stored there increases, thus increasing the potential level of radioactive contamination in the event of an accident involving the spent fuel pool.

Spent fuel storage policy varies between European countries. The spent fuel from the Spain’s reactors is currently stored in the plants’ own pools. The original storage racks have been progressively replaced with significantly more compact units, so expanding the storage capacity. This so-called re-racking is also practised at other countries’ power plants, for example Bohunice in Slovakia. As a result of this approach, the radioactive inventory stored in the fuel pools is increased beyond the initial design values.

The cessation of reprocessing of spent fuel from Belgian reactors has led to stockpiling at the spent fuel pools at Tihange. The operator, Electrabel GDF Suez, has stated that by 2020 the on-site storage capacity for spent fuel will be full.

Risks of spent fuel storage. A loss of cooling to a spent fuel pool while there is spent fuel in the pool will lead to heating of the pool water and increased evaporation. The rate of heating of the pool water will depend primarily on the heat load in the fuel pool. Most heat will be contributed by the youngest spent fuel elements in the pool. The heat emitted by a fuel element depends on various factors such as the fuel type, the burnup and the time since shutdown of the critical reaction. Thus, the time taken for the pool to heat by a given amount is not directly related to the quantity of spent fuel in the pool  

Given sufficient evaporation of the water in the pool, the spent fuel elements will become uncovered and there is then a risk of them overheating and becoming damaged – in an extreme case a situation similar to a meltdown of the reactor core can develop, associated with the risk of hydrogen production and explosions.

Physical damage to the spent fuel pool could also lead to water being lost, with the spent fuel elements potentially being uncovered rapidly, again leading to fuel damage and a release of radioactivity.

The risks associated with spent fuel storage were initially perceived to be low in comparison to the risks associated with the nuclear reactor core. Reasons for this were the much lower power density of the spent fuel (compared with that of the fuel in the reactor core, and the much lower risk of a critical reaction in the spent fuel pool. Because of the low power density and the large amount of water in a s spent fuel pool, considerable grace time is available in the event of a loss of spent fuel pool cooling, as long as the integrity of the fuel pool remains unchallenged.

This perception of low risk led to weaknesses in the safety of spent fuel pools especially in older power plants, as follows: • Due to the perceived long grace time in the event of a loss of spent fool pool cooling, cooling systems tend to have a poor level of redundancy in comparison with the emergency cooling systems for the reactor core. • As events involving a loss of external electricity were perceived to be likely to be of only short duration, spent fuel cooling systems are often not supported by emergency power supply systems.

• Spent fuel pools and their cooling systems are often not specifically protected against external hazards, especially in the case of older BWRs and VVER-440 reactors. • The fuel pool is sometimes placed outside the containment (BWRs, some older PWRs and VVER-440), thus making release of radioactivity to the environment possible in the event of fuel damage.

Changed perceptions of risk Following the 9/11 terrorist attacks in the USA, a renewed discussion of the safety of spent fuel storage took place. It was acknowledged that spent fuel pools located outside the reactor building in dedicated spent fuel pool buildings have a considerably lower degree of protection against terrorist attacks such as a deliberate aircraft impact. Such attacks could lead to a long-term loss of cooling or the immediate destruction of the pool structure itself, thus resulting in fuel damage and consequent large-scale releases of radioactivity to the environment.

The 2011 Fukushima disaster demonstrated powerfully the risks associated with other external hazards to spent fuel storage. Cooling of the spent fuel pools was lost after the earthquake, when external power to the site was lost. In addition, the essential service water systems were destroyed by the subsequent tsunami. When the hydrogen explosions in Unit 1, Unit 3 and Unit 4 destroyed the upper parts of the reactor buildings, the spent fuel pools were uncovered and came into direct contact with the environment.

Furthermore, the integrity of the reactor buildings was compromised as a consequence of the earthquake and the explosions. It was consequently feared that the buildings could at least partly collapse, in which case the integrity of the spent fuel pools would also be lost and cooling of the fuel would no longer be possible. Moreover, large amounts of debris from the heavily damaged reactor buildings – including the heavy structures of the fuel handling crane – had fallen into the spent fuel pools, with the risk that it had destroyed fuel assemblies

Staff had to attempt to ensure sufficient cooling of both the three reactor cores and the spent fuel pools simultaneously, which complicated matters further. For several days, the necessary cooling of the spent fuel remained a serious emergency challenge. First attempts were conducted with helicopters and water cannon, while later special truck mounted concrete pumps were used. At the end of 2013, nearly three years after the event, the spent fuel pools, especially that of the badly damaged unit 4, pose a severe danger to the site and surrounding environment. Full recovery of the spent fuel from all fuel pools is expected to take around another decade.

In the aftermath of the Fukushima disaster, the safety of spent fuel storage has again been keenly debated in many countries in the EU and worldwide.

For example, the Swiss nuclear regulator ENSI ordered directly after the Fukushima catastrophe in 2011 a design reassessment of spent fuel storage with regard to risks from earthquake, external flooding or a combination of the two. One outcome was that retrofitting of the spent fuel pool cooling system was required at the Mühleberg plant. However, the spent fuel pool itself has not been given improved protection against terrorist attacks such as a deliberate aircraft impact.

Improvements to the safety of spent fuel storage discussed in the EU amount to additional instrumentation to monitor the spent fuel pool temperature and water level, retrofitting of water feed systems to enable refilling the spent fuel pool from external sources in the event of a loss of cooling, and the need for measures to protect against hydrogen explosions in the area of the spent fuel pool.

While these measures are important first steps to enhance the safety of spent fuel storage, other major shortcomings have not yet been addressed. No fundamental improvement of the physical protection of spent fuel pools that are not located inside well-protected reactor buildings has so far been discussed. Neither is the problem of containing possible releases of radioactivity from damaged spent fuel addressed by the improvements mentioned above. While freshly unloaded spent fuel requires several years of cooling in a spent fuel pool, another important step to enhance the safety of spent fuel storage would be the unloading of the older spent fuel from fuel pools into dry cask storage in physically well protected interim storage facilities.

External hazards and siting issues. Several of the lessons of the Fukushima disaster relate to the insufficient consideration of external hazards in the design and siting of the power plant. Furthermore it has become evident that additional problems arise from a severe accident happening in several units on one site at the same time.

Country-specific regulatory requirements may also change considerably due to new operational experience. For example, France is changing its regulatory requirements with respect to the assessment of flooding risks in response to a severe event happening at the Blayais power plant.

Loss of key external infrastructure as a result of a natural disaster is another important factor. Natural disasters with extensive and long-lasting effects were usually not taken into account as an explicit design basis condition. Today, a more robust degree of plant autonomy is required to cope with situations beyond the original design basis. Unfortunately, some measures to cope with emergency situations are based on conventional installations and infrastructure (external non-nuclear power plants, transportation routes, alternative cooling water resources) which are not as well protected as nuclear installations. This also holds true for some of the emergency preparedness measures for severe accidents that have been specifically introduced in response to the lessons learnt from the Three Mile Island and Chernobyl disasters.

Seismic hazards. Older nuclear power plants were often originally designed to resist a lower magnitude of earthquake than has to be taken into account today. Moreover, in the case of some sites with low seismicity, earthquakes were not considered at all in the original design, or only a very low level of resistance was requested. Today, even for sites with low seismicity, a minimum level of earthquake resistance is required. For several European power plants, this requirement remains to be fulfilled. In addition, new scientific findings require that seismic risk levels of existing plants are redetermined in accordance with the latest methods and data. In several cases, a recalculation of the robustness of existing plants to show consistency with the new standards has been accepted instead of the implementation of expensive retrofit s.

Extreme weather conditions and climate change. The development of the risk posed by extreme weather conditions and the associated changes in risk perception are an important example of conceptual ageing.

In general, it is expected that normally occurring extreme weather conditions can be withstood by solidly constructed buildings, especially those designed to withstand extreme external events such as earthquakes, aircraft impacts or chemical explosions.

Scientific research has shown that an increasing intensity and frequency of extreme weather events must be expected. The possibility of nuclear emergencies due to extreme precipitation (including snowfall), sudden icing, storms and tornadoes, heat waves and droughts has therefore to be considered. The effects of these extreme weather conditions, such as flooding, landslides, cooling water inlet or drainage clogging, forest fires or water shortages can directly compromise a power plant and can cause wide-ranging as well as long-lasting impairment of vital infrastructure. External infrastructure such as electricity and feedwater supplies and access roads are most threatened by natural impacts. It has to be assumed that in the event of an extreme weather event the site will become inaccessible. The effectiveness of fire-fighting and other external assistance and the delivery of external auxiliary emergency equipment and support, can thus be substantially affected.

Weak protection against natural hazards is a typical problem of ageing power plants, if the design is not adapted to cope with changing risk levels and new scientific findings. Nevertheless, in the context of the European stress test some operators refused a re-evaluation of external hazards. Conversely, some countries such as the Czech Republic admitted that they had underestimated extreme weather conditions up to now.

As reactors need large amounts of cooling water, they are usually located on lakes or rivers or by the sea. Consequently, the risk of flooding of the site has to be taken into account. New assessments according to the state-of-the-art of science and technology often reveal insufficient flood protection missed by previous assessments. Changes of land use in the surrounding area (land sealing, water management, embankment) may influence the flooding risk. These changes may happen over a much shorter timescale than climatic changes and thus have to be taken into re-assessed on a regular basis. As a rule public flood protection is designed for less significant and more frequent flooding events than nuclear power plants need to be protected against, for example events with return periods of 100 years rather than 10,000 years. Unforeseen combinations of natural hazards including extreme weather (storm and precipitation, sudden icing, land slides) as well as insufficient plant protection (undersized drainage systems, missing sealing, water ingress through underground channels) can exacerbate the consequences of an extreme weather event. Some sites are forced to rely on temporary measures which are not as reliable as permanent flood protection measures, or indeed a location above the level of a design basis flood.

EXAMPLES: in December 2009, as a result of prolonged and heavy rainfall, large quantities of vegetation were washed into the river Rhône. Subsequently, the feedwater intake of the Cruas 4 reactor was blocked, leading to a shutdown of the reactor. After a shutdown, residual heat removal is still required to avoid overheating of the reactor. However, the residual heat removal system was dependent on the functioning of the same cooling water intake. The operator was forced to take emergency action: it took over five and a half hours to unblock the water intake.

In 2011 a flood had a serious impact on the Fort Calhoun power plant in Nebraska, even though it was less serious than the design basis flood. The site was flooded to a depth of 60cm. A rubber barrier installed as a temporary flood protection measure burst. Simultaneously a fire broke out in the control room. The electricity supply and some of the emergency diesel generators failed due to the flooding. The spent fuel pool cooling system was interrupted until the back-up emergency power supply started successfully. The entire site was inaccessible and some installations could not be reached for needed action. Staff had to remain on site for a prolonged period. Additional fuel had to be delivered rapidly and under difficult conditions to enable the emergency diesel generators to operate for a prolonged time.

Possible effects of climate change are insufficiently addressed, for example, in the safety design of older UK power plants such as Wylfa, Hunterston B and Hinkley Point B. Hunterston B and Hinkley Point B may not tolerate wave overtopping of protection dykes in the event of an extreme storm surge exacerbated by climate change. Flooding of installations may result, especially if the drain water discharge is not as effective as assumed in the safety design, for example due to unforeseen clogging. In this event, the power plants would have to rely on provisional measures, such as the use of fire hydrants to ensure cooling water supply at Hinkley Point, or temporary dams to protect against flooding. Climate change is predicted to result in sea level rise and higher intensity and frequency of extreme storm surge events, as well as increased maximum wave heights. Furthermore it must be acknowledged that dams or dykes do not completely guarantee flood protection. Ageing mechanisms reducing their reliability and efficiency are a common problem. In certain cases it has been shown that these installations are of inadequate size due to incorrect design assumptions and failure to adapt to changing standards. The European stress test report on Hinkley Point B summarized the potential impact of sea level rise there.

However, work subsequent to the second periodic safety review indicated a sea level rise due to climate change of approximately 0.88 m at Hinkley Point B over the current century. This indicated that sea level rise will be 9.18 m AOD [above Ordnance Datum] by 2016. This depth is still not adequate to threaten the main Hinkley Point B nuclear island at 10.21m AOD. However the cooling water pumphouse at 8.08m AOD would be flooded with consequential loss of the systems inside. The increased flood levels due to climate change do not change the nuclear safety arguments as the flooding is infrequent and therefore loss of cooling water systems remains tolerable given that the fire hydrant remains available.

Sites with multiple nuclear power plants and twin units Until the Fukushima disaster, it had usually been assumed that it was an advantage to have several reactors at one site, as they could support each other with shared equipment, personnel or emergency power supply in the event of an emergency affecting one reactor. The negative impacts on a site’s other reactors of a severe accident in one reactor were not appropriately taken into account. In practice, safety-related systems which are connected to multiple units or designed for alternating operation may give rise to adverse interactions. In many cases the shared usage of components and systems such as water reservoirs, pipelines and pumps is intended to compensate for an inadequate capacity of subsystems and/or insufficient redundancies. Multiple units are also often meshed by using cooling water inlets and pumping stations jointly. If a system’s function is requested for one unit its availability for the other unit or units may become insufficient. Switching operations and modifications affecting one unit may also result in unexpected effects on the other unit(s). Moreover, external hazards have the potential to cause simultaneous failures of identical components of several reactors on one site.

EXAMPLES: At Fukushima Daiichi, the site’s external power supply was lost as a consequence of the earthquake. The pumping stations of the cooling systems and most of the emergency diesel generators on site were destroyed by the tsunami. The four oldest reactors at Fukushima suffered the greatest destruction. The oldest unit – Fukushima Daiichi 1 – was the first of three units to suffer a core meltdown, leading to a hydrogen explosion that partly destroyed the reactor building. The reactor cores of units 5 and 6, the newest units at the site and located on higher ground, remained undamaged. Fukushima Daiichi units 3 and 4 used a shared chimney as part of the venting system for severe accidents. Hydrogen gas produced by the overheating of fuel in unit 3 – was released during venting operations and spread over piping to the common chimney into the reactor building of unit 4, leading to a severe hydrogen explosion.

It should be emphasized that the European Stress Test specification did not take specific account of issues facing multi-unit plants, and assessment of the risks due to common-cause failures or consequential failures between units was seldom addressed in the Stress Test reports. The operators of multi-unit power plants often describe only a single reactor as a reference for all units and their reports hardly touch on possible interactions between or simultaneous problems of several units.

Considering the impact of the July 2007 Chuetsu earthquake off the coast of Japan’s Niigata Prefecture on the KashiwazakiKariwa multi-unit power plant, as well as the impacts of the March 2011 earthquake and tsunami on the Fukushima-Daiichi site, the IAEA decided in October 2012 to focus on the problem, admitting that it had hitherto been neglected: The number of sites housing multi-unit nuclear power plants (NPPs) and other co-located nuclear installations is increasing. An external event may generate one or more correlated hazards, or a combination of non-corelated hazards arising from different originating events, that can threaten the safety of NPPs and other nuclear installations. The safety assessment of a site with a single-unit NPP for external hazards is challenging enough, but the task becomes even more complex when the safety evaluation of a multi-unit site is to be carried out with respect to multiple hazards… The currently available guidance material for the safety assessment of NPP sites in relation to external events is not comprehensive. The IAEA has not published safety standards in all the areas of this subject.

Development of infrastructure and population. Nuclear power plants are often built near areas of high population density to ensure proximity between power production and consumption, and because they require well-developed road and power supply infrastructure. Moreover, the extension of existing sites has often been given preference since decisions in favor of new sites became more difficult to secure. Of course, the already high population density surrounding sites may increase with time. In the meantime, increasing knowledge about the possible consequences of accidents and radioactive releases shows the need for new assessments of the risks to the public.

The more people are liable to be affected by emergency civil protection measures in the event of a nuclear accident, the more difficult such measures will become to implement. Information provision, monitoring, decontamination, traffic management and medical care, as well as the process of evacuation, will present severe organizational challenges for the civil protection authorities.

Most European countries have evacuation plans covering a radius of less than 10 km around their nuclear power plants. No harmonization of national regulations has yet been achieved. The experiences of Chernobyl and Fukushima, as well as modern computer simulations, show that external emergency plans for nuclear power plants should be extended. Calculations by the ÖkoInstitut show that an area as large as 10,000 km2 could be affected by evacuation and relocation after a severe nuclear power plant accident involving a large and early release of radioactivity. A radius of more than 50 km around the plant may thus be affected.

The more people are liable to be affected by emergency civil protection measures in the event of a nuclear accident, the more difficult such measures will become to implement. Information provision, monitoring, decontamination, traffic management and medical care, as well as the process of evacuation, will present severe organizational challenges for the civil protection authorities. Most European countries have evacuation plans covering a radius of less than 10 km around their nuclear power plants. No harmonization of national regulations has yet been achieved. The experiences of Chernobyl and Fukushima, as well as modern computer simulations, show that external emergency plans for nuclear power plants should be extended.133 Calculations by the ÖkoInstitut show that an area as large as 10,000 km2 could be affected by evacuation and relocation after a severe nuclear power plant accident involving a large and early release of radioactivity. A radius of more than 50 km around the plant may thus be affected.

Table 1.4 gives examples of older reactors close to the larger cities of Europe. Notably, all the main cities in Switzerland are in the neighborhood of ageing nuclear power plants and might be subject to evacuation in the event of a major accident. It should be emphasized that the region of Basel is the seismically most active region in Western Europe besides Italy and Greece (neither of which has any operational nuclear power plants) and also has six of the oldest active reactors in existence. In the area of Fukushima approximately 150,000 people had to leave their homes; while around Chernobyl 116,000 people from the 30km area, and subsequently another 240,000 people, were permanently relocated.

Older reactor Country Affected cities Doel 1–4 Belgium Antwerp Population in the area of the cities 5,000,000 Tihange 1–3 Belgium Liège, Namur 860,000 Dukovany 1–4 Czech Republic Brno 800,000 Mühleberg Switzerland Bern 500,000 Beznau 1–2 Switzerland Zürich, Basel 2,000,000 Leibstadt Switzerland Zürich, Basel 2,000,000 Gösgen Switzerland Zürich, Basel 2,000,000 Fessenheim 1–2 France Mulhouse, Basel, Freiburg 1,500,000 Gravelines 1–6 France Calais, Dunkirk 300,000 Bugey 2–5 France Lyon 1,300,000 Blayais 1–4 France Bordeaux 720,000 Dungeness B 1–2 United Kingdom London 14,000,000 Borssele Netherlands Ghent 600,000 Table 1.4 – European urban populations potentially affected by a major nuclear incident involving an older reactor

Lessons (to be) learnt from Fukushima – the EU Stress Test

Scope of the EU Stress Test The European Stress Test focused on the ability of nuclear power plants to withstand events beyond the original design basis, sometimes referred to as robustness. To this end, severe events were defined whose consequences had to be investigated by the operators and the national regulators.140 In the light of the Fukushima disaster external hazard played a key role in the EU Stress Test, with earthquake, flooding and extreme weather conditions required to be evaluated. Furthermore, as the earthquake and tsunami that caused the Fukushima disaster resulted in the total loss of important safety functions, an investigation of a postulated loss of electrical power and of the ultimate heat sink for the reactor core and the spent fuel pool, independent of the causing initiating event, was to be conducted.

The pre-planned measures to deal with a severe accident at the Fukushima site were not capable of preventing core meltdown and hydrogen explosions. Accordingly, the severe accident management measures in place in EU nuclear power plants, i.e. measures to secure the cooling of core and spent fuel pool and the integrity of the containment, and to restrict radioactive releases, were also to be investigated.

Shortcomings in the scope of the EU Stress Test

the scope of the EU Stress Test did not include other significant events that could lead to a severe accident, consideration of which is necessary for any comprehensive assessment of the safety of nuclear power plants, such as: • loss-of-coolant accidents; • reactivity-initiated events or anticipated transients without scram; • internal events such as fires or internal flooding; and • anthropogenic events, including terrorist acts such as deliberate aircraft impacts.

The specific topic of the ageing of nuclear power plants was also outside the scope of the EU Stress Test. This is of special importance, as several aspects of ageing as discussed in section 3 will have an impact on either the probability of an initiating event or the possible consequences of such an event. For example, the risk of a small break loss-of-coolant accident will be influenced by the quality of chosen materials, the manufacturing processes and frequency and efficacy of in-service inspections. Ageing mechanisms will enhance the risk of failures of piping. Moreover, issues of design ageing, such as absence or insufficient physical separation of redundancies in older reactors, will increase the risk of common cause failures in events such as internal fires or internal flooding, compared with the risk faced by a more modern reactor. Particularly with respect to malevolent events, the design requirements for older plants were much less demanding than those for more recent plants.

Thus, because of the restricted scope of the safety assessment and its failure to cover ageing as an important topic, the EU Stress Test cannot be seen as a comprehensive assessment of the safety of EU nuclear power plants as originally requested by the European Council.

The procedure clearly did not focus on important shortcomings in the original design basis of European nuclear power plants, nor on significant differences in the design bases of plants either within one country or in different countries. While the operator and national regulator had to discuss the conformance of the plant with its design basis, they were not required to consider the design’s compliance with modern standards such as the WENRA Safety Objectives for New Power Plants or even with safety standards for existing nuclear power plants such as the WENRA Reference Levels.

As a result, the design deficiencies of older plants were not fully covered by the results of the EU Stress Test. For example, for a loss of electrical power, important factors such as the physical separation or protection of the emergency power supply system were not analyzed in detail, even though the Fukushima disaster clearly showed that design flaws such as placing all emergency diesel generators and switchyards in the basement of the building without protection against flooding of the site can have a severe impact on the safety of a plant.

with respect to the robustness of the nuclear power plant, possible cliff-edge effects were to be identified. But at the same time, no procedure was defined to assess the robustness of the plant with respect to those possible cliff-edge effects.

The typical schedule for a comprehensive safety assessment such as those that are performed in many countries on a regular, typically ten-year basis, foresees a longer assessment period. Operators prepare their safety assessment documents over several years, and several years more are required by the authorities and their technical support organizations to evaluate the operator’s reports and reach conclusions regarding necessary safety enhancements. Thus it is evident that, especially with respect to beyond design basis events, which have never before been analyzed in detail, only a very limited quantity of validated or even qualified documents was available for the assessment. An important part of the results produced by the Stress Tests thus had to rely on expert judgement. For older plants, the documentation produced during design and construction was not as comprehensive as is required today. Furthermore, first-hand knowledge of people who designed and constructed the plant is often no longer available, as noted in section 3.3. As a result, an in-depth assessment of older plants relying mostly on existing documentation will of necessity be limited in scope. As the number of site visits conducted in the course of the Stress Test was very limited, discrepancies between documentation and the actual status of individual plants could not be realistically assessed. No site visits were conducted for nearly two-thirds of reactors; for example only 3 out of 16 operational reactors in the UK and 12 out of 58 in France were visited. The oldest British reactors, at Wylfa, Hunterston and Hinkley, received no visits from reviewers.

Although a significant number of possible improvements was identified, not a single plant in the EU faced an unplanned shutdown or was permanently shut down as a direct result of the EU Stress Test. While a broad range of safety issues and good practices was identified in the framework of the Stress Test, there is still no unified or harmonized set of minimum requirements at an EU level. The actual level of improvements implemented is decided on a national basis.

important severe accident response measures (such as hardened filtered vents) that had been developed and promoted well before the Fukushima disaster have still not been implemented in all EU nuclear power plants, and there is still no EU-wide mandatory requirement to implement them. Even in those plants where severe accident measures, like hardened filtered vents have been implemented, they are sometimes not fully protected against external events such as earthquakes. While important safety improvements such as the installation of a diverse and fully independent secondary heat sink and an emergency control building, are identified by the Stress Test as good practices, there is no general consensus in favor of such retrofits. Some countries already have an additional layer of safety systems to ensure fundamental safety functions, including auxiliary systems (such as emergency diesel supply) in physically separated and/or specially protected buildings. Some countries such as France are preparing requirements to install a so-called ‘hardened core’ of equipment. Such a hardened core should safeguard all fundamental safety functions including auxiliary systems, even against external hazards of a much higher impact than has been allowed for by design basis assumptions up until now. A hardened core of this kind would be a very valuable retrofit for all EU nuclear power plants. At the same time, it has to be

that the implementation of such a core will take a number of years, even in France where it is already under discussion for a longer time.

While all the above aspects can be dealt with individually, the complex interactions between all of them have the potential fundamentally to undermine the safety level of ageing nuclear power plants.

The economics of nuclear power plant lifetime extension

The nuclear power plants that came on line in the 1970s, and which make up a significant proportion of the world’s nuclear generating stock, are now coming to the end of their expected operating life, typically 30–40 years. The replacement of these reactors with new nuclear capacity is highly problematic, for example in terms of cost, finance and siting, so utilities are increasingly looking to extend the lifetime of their existing nuclear power plants as the easiest way to maintain their nuclear capacity. If the cost of modifications were to prove relatively low, life-extended plants could be highly profitable to their owners because the capital cost (which makes up the majority of the cost of a unit of nuclear electricity) will already have been paid off, leaving only the operating and maintenance (O&M) costs to be paid.

The report looks at lifetime extensions of 10 years or more, as opposed to shorter extensions which are often granted on a more ad hoc basis. It focuses on pressurized water reactors (PWRs) and boiling water reactors (BWRs), which accounted for 271 and 84 respectively of the 435 reactors in operation worldwide in November 2013, and which encompass the majority of reactors being considered for lifetime extension. In a number of countries, only one or two reactors are coming up for retirement and the authorities’ approach to lifetime extension may be tailored to specific conditions at these reactors. The report therefore focuses on the two countries, the USA and France, which, because they have a significant numbers of reactors nearing their original licensed lifetime, might be expected to have developed a more systematic process for authorizing lifetime extension.

The case for lifetime extension

The advantages to nuclear power plant owners of lifetime extension are as follows: • The cost is expected to be much lower than that of new-build nuclear or other electricity generation capacity. • Maintaining capacity on an existing site is much less likely to cause public opposition than new-build, even on an existing site. • Upgrading an existing plant represents a low economic risk because it is expected to be much less likely to lead to cost escalation and time overruns than new-build. • Unexpected technical problems are much less likely with a long-established design than with a new, relatively untested design. • If a plant’s capacity represents a large proportion of the country’s nuclear capacity, extending its lifetime will help maintain nuclear skills, which may be lost if the reactor(s) involved are closed. • It may allow upgrades to be carried out to improve the plant’s profitability, for example raising the output by installing a more efficient turbine generator. • It delays the start of decommissioning and reduces the annual provisions needed to fund this process. Decommissioning is technologically largely unproven, raises issues of waste disposal and is expected to be an expensive, challenging and controversial process.

However, the process of lifetime extension is dependent on convincing national nuclear safety regulatory authorities that the reactor’s design is safe enough to allow it to be re-licensed for a period of time that represents a significant fraction (up to half) of its original expected lifetime. It is clear that none of the designs that are currently reaching the end of their lifetime could be licensed as new-builds, and even if major safety upgrades are made the plants in question will still fall short of the standards expected of a new plant. However, while the quality of these designs falls short of current requirements, the plants are much more a known quality; any major design flaws or construction errors are likely to have emerged after more than 30 years of operation, and the operating workforces are well-established and ought to be competent.

While lifetime extension is clearly an expedient option in many cases, it does raise serious questions. These include the following: • How appropriate is it to re-license facilities that inevitably fall well short of the design standards required for new plants? • How far can regulators be sure that all significant plant deterioration can be identified, especially in parts of the plant that are effectively inaccessible? • How far can regulators be sure that significant construction quality issues, which would be picked up now because of improved quality control technology or more rigorous procedures, do not exist? 2 Concepts of power plant lifetime While regulatory approval is a necessary condition for continued operation, it is far from being a sufficient condition.

There are at least six different concepts of the lifetime of a power plant, in particular, a nuclear power plant, which are relevant. These include: • design lifetime; • accounting lifetime; • economic lifetime; • political lifetime; • physical lifetime; and • regulatory lifetime.

Nuclear economics. Prior to discussing these concepts, it is useful to outline briefly the main determinants of the economics of nuclear power. A detailed discussion of the subject is beyond the scope of this report, but some basic information is useful. The major element in the cost of a unit of nuclear-generated electricity is the fixed cost, mostly comprising the construction cost. This fixed cost is determined by the construction cost itself and the cost of capital. There is no consensus on the construction cost of a nuclear power plant, and there has been a strong upward trend in real construction costs throughout the history of nuclear power. The cost of capital is highly variable and depends entirely on the circumstances of the plant, specifically the perceived risk of the project to its financiers.

The O&M costs represent the main element of the rest of the cost of a unit of nuclear-generated electricity besides the fixed cost. However, only for the USA -there are reliable data on O&M costs in the public domain. This is available because the US economic regulatory system will only allow properly audited costs to be recovered from consumers. Even this source of data is becoming less extensive as more US plants recover their costs from a non-regulated, competitive market and are not required to publish accurate costs. In other countries, there is no incentive for utilities to publish O&M costs. Utilities regard this information as commercially confidential and also have good reason to present their investments in nuclear power in a good light, so data from other countries have to be treated with skepticism.

Design lifetime. The plant’s design lifetime is set by the specifications of the materials used and equipment installed, and how long these are expected to remain serviceable. The design lifetime is not a precise measure of how long a power plant will last, because this will depend on a number of factors, in particular the O&M regime. For example, if any thermal power plant is shut down and started up more often than expected, this will impose thermal stresses likely to shorten the life of the plant. If the plant is not maintained as well as expected, its life will be shortened. In the case of nuclear power plants, there is still limited experience of how long materials will last when exposed to radioactive bombardment. In practice, plants are retired not on the basis of the design lifetime but according to other factors, and design lifetime is not considered further in this chapter.

Accounting lifetime. Any capital asset is given an accounting lifetime when it enters service: this represents the period over which the construction cost is to be recovered. Once the initial capital cost has been recovered, the plant is said to be ‘amortised’, and the output can be profitably sold at marginal cost plus a profit margin. In the case of a nuclear power plant, for which the operating costs are expected to be a relatively low proportion, perhaps 30 per cent, of the overall cost of a unit of electricity, once the initial costs have been recovered the plant may be seen as a cheap source of electricity. However, this is not invariably the case: for example, in 2013 the retirement of five US nuclear power plants was announced because the costs of operating them and keeping them in service were too high for them to be profitable.

In theory, whether a plant is amortised or not should not influence decisions on retirement – the initial costs have to be repaid whether or not the plant is operating. The operating costs should be the sole determinant of whether or not to retire a plant. However, whether or not plants are amortised may influence political decisions about their future. In Germany, the utilities are demanding compensation for the government’s phase-out policy because closing the plants at about year 30 will prevent the utilities earning large profits from their continued operation.3 In Belgium, the government was demanding the payment of windfall taxes on the profits made by the utilities as a condition for allowing their plants to be life-extended.4 Unsurprisingly, the German utilities who filed for compensation for not being allowed to life-extend their plants, claimed that their foregone profits would have been high so as to ensure that their compensation will be high, while the Belgian utilities claimed that the profits of their life-extended plants would be lower than the Belgian electricity regulator’s estimate so as to minimise the windfall taxes payable. However, like design lifetime, accounting lifetime is an ex ante measure and not generally speaking a determinant of decisions on lifetime extension, and is therefore not considered further in this report.

Economic lifetime. Any piece of industrial plant is generally only kept in service as long as it is profitable. Once a piece of industrial plant such as a power plant is no longer profitable and there is little realistic prospect of it becoming profitable again, it will be retired. This is particularly relevant in the case of technologies in which progress is rapid, or when the costs of the existing technology or its potential replacements changes. For it to be economic to replace a piece of plant, the cost of building and operating its intended replacement must be less than the cost of continuing to operate the existing plant. For example, in the past, old coal-fired power plants were often retired because new coal-fired designs were available that were so much more thermally efficient than their predecessors that the cost savings from lower coal consumption would more than pay for the capital cost of the replacement. Changes in environmental regulations, may also help to justify the retirement and replacement of existing capacity. For example, in the 1990s combined cycle gas turbines had such low overall costs, because of low construction costs, low world gas market prices and high thermal efficiencies, that in some cases they were able economically to replace existing coal-fired capacity, helped by the fact that the cost of retrofitting environmental controls to the coal-fired plants was avoided (the environmental performance of the gas-fired plants being intrinsically superior). It should not be overlooked, however, that any unamortised capital costs of a plant that is retired and replaced will have to be met from the revenues of the replacement plant, in addition to its own capital costs.

Political lifetime. Major pieces of industrial plant may also be subject to considerations of political acceptability: if a process or product is no longer politically acceptable, the plant must be retired. This is clearly illustrated by countries with nuclear ‘phase-out’ policies where plants are retired because they no longer command public acceptance, even if the regulator is prepared to continue to license the plant. In some cases, the political forces are external; this was the case for Eastern European and former Soviet Union countries including Bulgaria, Lithuania, Slovakia and Ukraine, on which the West placed pressure to retire designs of nuclear power plant that it categorized as unsafe.

Physical lifetime. Many components in power plants are readily and quite cheaply replaceable, and plants all of whose major components can readily be replaced can be seen as effectively having an indefinite life-time. In practice, the lifetime of such plants will be determined by economic or regulatory factors. A simple analogy is ‘your grandfather’s axe’, which had had three blades and four handles but was still the same axe. However, where there are components that it would clearly not be economically viable to replace – so-called life-limiting components – the plant’s lifetime will be determined by the lifetime of those components. A simple analogy is a bicycle: failure of the frame means bicycle has to be scrapped. The older a plant gets, the lower its value tends to become once repaired, and the more likely it is that the replacement of a given component will turn out to be prohibitively expensive. For nuclear power plants, the most commonly quoted life-limiting component is the reactor vessel. If the integrity of the vessel can no longer be guaranteed, there is a risk of the core being exposed to the environment and the plant has to be retired.

before the accident at the Three Mile Island power plant in Pennsylvania, USA, it was assumed that the simultaneous failure of two independent safety systems was so unlikely as to be effectively impossible. Three Mile Island proved that this was not the case, so additional safety requirements had to be introduced.

There is variation between countries on the duration of the nuclear power plant licences. In the USA, nuclear plants were given a lifetime of 40 years by the Nuclear Regulatory Commission (NRC), at the end of which the licence must be renewed or the plant shut. At the other end of the spectrum, in the UK, once a nuclear plant has been licensed for operation, that licence remains in force only until the next major maintenance shutdown, usually about a year ahead, after which the regulator (the Office of Nuclear Regulation (ONR)6) must approve the restart. In France, nuclear power plants are subject to a 10-yearly review by the Autorité de ) must approve the restart. In France, nuclear power plants are subject to a 10-yearly review by the Autorité de year licence does not give the operator carte blanche to run the plant for 40 years, as it can be withdrawn at any time. For example, in 1987, the NRC found evidence of poor operating practice at the two-unit Peach Bottom site in Pennsylvania.7 As a result the two reactors were closed for more than two years until the NRC was satisfied that the issues had been resolved. Severe reactor head degradation was found at the Davis-Besse power plant in Ohio and the plant was kept off-line for two years until repairs had been carried out to the NRC’s satisfaction.

Experience of nuclear plant lifetimes Some of the nuclear power plants that have so far been retired around the world were early designs that had been shown to have design problems. For example, four out of six of the first generation BWRs were retired around 1980 because their steam generators were causing serious problems. Experience of nuclear technology and of regulatory approval of new designs should mean that serious design errors are less likely now. However, such errors are still possible, particularly in the case of more radical new designs. For example, the N4 design developed by Framatome (predecessor of Areva, the French public-owned nuclear power corporation) for four reactors built in the 1990s in France contained a number of significant design errors that delayed commercial operation and necessitated significant design changes.

In practice, nuclear power plants may be retired for a combination of reasons; in the following tables the reason for retirement listed is the major one.

Nuclear power plant retirements to date have been dominated by the USA, Germany, Eastern Europe and the countries of the former Soviet Union. By comparison, there have been relatively few retirements in the rest of the world.

In the USA, the dominant reason for plant retirement has been economic, particularly in the 1990s and again in 2013 – both times when the natural gas price was low, and nuclear power plants could be economically replaced by gas-fired plants. The NRC had actually given approval in principle for two of the five plants whose retirement was announced in 2013 to continue to operate for a total of 60 years. One study identifies 38 US reactors as being under threat of closure on economic grounds, with 12 under particular threat (see Annex 1). This shows how quickly the outlook for an operating nuclear power plant can alter with changes in fossil fuel prices, the need for significant repairs and the need for significant safety upgrades. The larger the extent that nuclear plants are exposed to unpredictable wholesale electricity markets, the more economically vulnerable they become. The five plants whose retirement was announced in 2013 deserve further discussion as, while the fundamental issue was cost, there were important differences between them that illustrate the issues involved in lifetime extension.

San Onofre 2 and 3 Units 2 and 3 of the San Onofre plant in California were completed in 1983 and 1984 respectively. They were built and are owned by Southern California Edison (SCE). The retirement of the San Onofre units was related to the cost of replacing the steam generators. The plants had been closed in January 2012 after the discovery of tube wear in the steam generators, which had been replaced as recently as 2010 (Unit 2) and 2011 (Unit 3) at a cost of $602m. SCE claimed in November 2012 that it was safe to continue to operate the units at 70 per cent capacity, but by May 2013 it had been unable to convince the NRC of its case and the plant was shut down. SCE is now trying to recover the cost of the apparently inadequate replacement steam generators from the supplier, Mitsubishi and from its insurer, and also wants to pass any unrecovered costs on to consumers. The issue facing SCE is how far it will be able to recover both these costs and the replacement power costs from its consumers. California has a regulated energy market, and as of September 2013 there were doubts as to whether the regulator, the California Public Utilities Commission (CPUC), would allow these costs to be recovered.17 By November 2013, it seemed likely that CPUC would rule that already calculated replacement power costs would have to be refunded to consumers.18 The closure of the plant therefore seems to have been related more to concerns about the safety of the steam generators and the consecutive need to have them replaced, uncertainties about recovery of the repair costs and related future costs than to the cost of gas-fired alternatives.

In Germany, the dominant reason for plant retirements has been the political decision to phase out nuclear power, first taken in 2002 (as a result of which two reactors were retired) and then reconfirmed in 2011 after the Fukushima disaster, whereupon a further eight reactors were retired. The remaining nine reactors will be progressively retired over the period from 2015 to 2022.

Eastern Europe and the former Soviet Union. In Eastern Europe and the former Soviet Union, the dominant reason for plant retirement has been concerns about the safety of some Soviet technologies – especially the RBMK design used at the Chernobyl site, but also the first generation Soviet PWR, the VVER. A condition for entry into the European Union for Bulgaria, Slovakia and Lithuania was that plants using these suspect designs be retired. Russia’s own regulatory process is not open and the reasons for retirement of plants are not publicly disclosed.

The RBMK design uses graphite as a moderator, and if the integrity of the moderator cannot be assumed, safety issues emerge. During the 1990s Russia essentially rebuilt four reactors of the RBMK design at the Leningradskaya site near St. Petersburg, with shutdowns of about two years. The plants were also upgraded to take account of the lessons from the Chernobyl disaster, and after a further 18 month shutdown to repair the graphite, the first unit at the site was returned to service in November 2013. The other three units are now expected to undergo similar repairs. It has not been reported how long these reactors are expected to continue to operate. The six RBMKs built outside Russia, in Lithuania and at Chernobyl, have all been retired. Including the four at Leningradskaya, eleven RBMKs remain in service in Russia but these will not be considered further because the determinants of their lifetime are very different to those of PWRs and BWRs and because there is no reliable information on the standards the Russian authorities require these plants to meet.

In the rest of the world, there has been a mixture of reasons for retirement. The gas-cooled reactors (GCRs) using carbon dioxide as a coolant and graphite as a moderator (installed in the UK, France, Italy, Spain22 and Japan) were very expensive to operate and all except those in the UK have now been retired. In the UK, all reactors of the first-generation Magnox design have been closed except for one, expected to close in 2015; but all seven plants using the second-generation UK design, the Advanced Gas-cooled Reactor (AGR), remained in service in 2013. For graphite moderated reactors, the main life-limiting component is the graphite moderator framework which thins and distorts with exposure to heat and radiation. The GCRs are not considered further in this report because the determinants of their lifetime are different to those for PWRs and BWRs.

In the Canadian-designed Pressurised Heavy Water Reactors (CANDUs), the fuel is contained in a large number of pressure tubes rather than in a single pressure vessel. Up until 1987, it was assumed that these pressure tubes would leak before breaking so that there would be ample warning of a pressure tube rupture, and tube failure was therefore not seen as a serious safety issue. This assumption was then proved false when it was discovered that rupture could occur unpredictably. Since then, once the integrity of these pressure tubes can no longer be assumed (expected to be after 20–25 years), they must be replaced in a major repair. For three reactors, the cost of this was seen as unjustifiable and they were therefore retired. The special issue of the integrity of the pressure tubes means that the decision-making for CANDUs is somewhat different to that for PWRs and BWRs, and accordingly CANDUs are not considered further in this report.

Following a 1987 referendum Italy took the decision to close its nuclear plants, and although there were attempts by Prime Minister Silvio Berlusconi to reverse this decision, it was confirmed by a second referendum in 2011. A phase-out decision taken in 1980 in Sweden under a referendum led to only two out of 12 of the country’s reactors being shut down before the policy was abandoned in 2010. Similarly, a phase-out promise made in 2004 by the Spanish government has led to the closure of only one of the remaining nine units, a very small, old reactor.

The impetus for lifetime extension programmes Until the last decade, nuclear power plants had an expected lifetime of 40 years or less. As the first wave of commercial nuclear power plants did not enter service until the mid-1960s, plant retirements were few and generally driven by either economic factors, design issues or political factors. Table 2.5 shows that for most countries dealing with retirement is still not a major issue. Nearly half (14) of the 31 countries operating nuclear power plants have no reactors aged 35 or older.

Countries with more than 40 per cent of their reactors in service or under construction aged 35 or older, that use PWRs or BWRs and that have three or more reactors aged over 35 (see Table 2.5) include Belgium, Sweden, Switzerland and the USA. The first three of these countries have or have had nuclear phase-out policies, which if carried through would mean that the issue of lifetime extension would have limited relevance.

The USA is by far the most advanced country in terms of its progress towards lifetime extension: the majority of its reactors have been given approval by the NRC to operate for at least 60 years as opposed to the 40-year life for which they were originally licensed. However, this was done before the Fukushima disaster and, as has been demonstrated by the retirements in 2013, the existence of permission to extend a reactor’s lifetime to 60 years is far from a guarantee that it will actually operate for this long.

While France appears to have less need to consider lifetime extension as yet, the scale and speed of the French nuclear power programme from 1977 to 1992 means that the issue is already of importance for planning. Of the 58 reactors in service in 2013, 23 were commissioned in the period 1977–82 (see Table 2.6), representing more than 20GW of capacity. If France was to replace all this capacity with the latest French design, the European Pressurised Water Reactor (EPR), this would require at least 13 new reactors. If we assume that the cost per reactor would be the same as that agreed by the UK government for its Hinkley Point B EPR, €9.5bn24, and the existing reactors were replaced at age 40, the investment needed before 2022 would be in excess of €120bn in present-day terms, a sum that would be difficult for France to finance. To put this figure in perspective, it represents about double the annual turnover of the entire global EDF group.

However, President François Hollande was elected on a promise to reduce the nuclear contribution to France’s electricity from 75 per cent to 50 per cent, and has promised to close the two oldest reactors, at Fessenheim, by the end of 2016. Moreover, the ASN is requiring an expensive range of upgrades to take account of the lessons from the Fukushima disaster, making lifetime extension less attractive. The French case is therefore complex and highly uncertain.

For the purposes of lifetime extension, it is clear that the technologies under consideration are far short of the standards that would be required for a reactor planned today. By definition, all were designed before the Browns Ferry accident of 1975 and can take only limited account of the lessons learnt there, much less the lessons from the Three Mile Island (1979) accident and the Chernobyl (1986) and Fukushima (2011) disasters. The Browns Ferry accident occurred when a fire in a cable tray disabled the control systems for all three reactors on the site and led to the recognition of the need for a much greater degree of independence of the reactors on a multi-unit site. The first reactors designed post-Chernobyl have yet to enter service, while it is clear that the lessons to be learnt from Fukushima are only now beginning to emerge and that it will be decades before they are fully embodied in the available reactor designs.

Many of these design lessons cannot be applied to existing reactors. For example, the Chernobyl disaster led to a requirement in some jurisdictions that ‘core-catchers’ be installed to prevent the core burning down into the environment in the event of a reactor vessel failure. Similarly the 9/11 terrorist attack led to a requirement that reactor containments should be able to stand up to impact from a full size civil aircraft. It is clear that neither of these requirements could be met in existing reactors, and that the BAT standard cannot therefore be met. So the decision to life-extend inevitably means giving what is essentially a new life of perhaps 20 years to a facility that falls far short of current best practice. Regulators must therefore judge how far short of current standards it is acceptable for facilities to fall.

Conclusions.  Very few nuclear reactors have been retired because they have reached the end of their licensed lifetime. Much likelier life-determining factors are: the economics of the plant; the existence of national phase-out policies; serious and unexpected equipment failures; and, for older designs in particular, existence of design issues that makes their continued operation unacceptable in terms of current standards. There seems to be a consensus among regulators that most existing reactors can be safely operated in principle for 60 years, and there are even investigations in the USA into extending lives to 80 years.

However, in the 15 years since lifetime extension began to be adopted, the perception of the risk attached to assuming a significantly longer life has increased. In the USA, the process of obtaining the first lifetime extensions went smoothly, without major plant modifications being required. However, as more problematic plants came up for consideration and safety-related incidents (initially the 9/11 attack) began to play a role in official thinking, the process became more difficult and expensive. It also became clearer, especially after the Fukushima disaster, that in-principle approval for a reactor to operate for 60 years was far from being a guarantee that it actually would complete a 60-year operational life.

The collapse of natural gas prices in the USA also emphasized that there are economic risks to lifetime extension, with two of the four plants retired in the USA in 2013 being closed purely on the grounds that they were expected to become loss-makers.

A longer lifetime gave utilities the opportunity to justify upgrades aimed at improving the economics of a plant, such as power upgrades. However, as the risks and costs of lifetime extension became clearer, the case for this additional discretionary investment was weakened.

Regulators face the difficult task of determining how safe is safe enough. It is clear that the designs of plants now reaching the point where lifetime extension will be considered fall far short of the requirements for a new plant, and that retrofitting to bring them up to today’s new-build standards would be technically and economically infeasible. As a result the required standard for the upgraded technology of a life-extended plant tends to be merely that the risk should be as low as reasonably achievable (ALARA), with the ‘best available technology’ (BAT) standard being unattainable.

There appears to be a significant difference between the requirements of the US regulator NRC, and those of the French regulator ASN, particularly post-Fukushima. The ASN is now requiring an extensive range of upgrades, for example improved seismic resistance and flood protection of back-up power and control rooms. The NRC does not appear to have modified its requirements significantly in the light of Fukushima, and the cost of related modifications appears to be much lower than in France, despite the fact that some US reactors are of comparable type and vintage to Fukushima’s, whereas the French reactors are of a very different design.

Nuclear Liability Of Ageing Nuclear Reactors

The relationship between reactor lifetime extension and nuclear liability is a key issue, which is the particular focus of this chapter. It analyses the possible impact of lifetime extension on nuclear liability and examines to what extent a nuclear operator would be liable for the costs of an incident affecting a life-extended reactor. It addresses the following questions: • Does the current legal framework on nuclear liability address nuclear ageing and lifetime extension of reactors? • Would it be a good idea to have a specific provision addressing nuclear ageing and lifetime extension of reactors? • What is the liability of suppliers of upgrades for life-extended reactors?

According to European Commission figures, the March 2011 Fukushima disaster caused €130bn of damage.

The question now arises whether a nuclear incident in Europe would cause a similar amount of damage. A report by the French Institut de Radioprotection et de Sûreté Nucléaire (IRSN) has indicated that the damage caused by a serious nuclear incident in France would cost between €120bn and €300bn.

The costs of the Fukushima disaster as well as the recent French study demonstrate once again that the amounts provided for under the nuclear liability conventions are absolutely too low. Even assuming that the 2004 Protocols to the Paris and Brussels Supplementary Convention was in force, this would mean that potentially only half of one per cent of the damage could be compensated for (€1.5bn available against damage of €300bn).

A first consequence of the liability subsidy is that nuclear operators may enjoy a preferential situation in the energy market compared with other producers that do not receive such a subsidy. Since operators of nuclear plants do not have to internalize the full social cost of their activity, the price of nuclear energy will be artificially lowered compared with energy from other sources, leading to a distortion of competition and reducing the incentive to build other types of power plant.

A consequence of inadequate victim compensation, is that it would be very hard to ensure equal treatment of victims. There is a significant risk that victims who have filed a claim first will be awarded compensation first, while, victims who are later in filing a claim (for example because effects on health become apparent only sometime after the incident) face the risk of receiving less compensation or no compensation at all, especially when the compensation already awarded exceeds the limited liability amounts. This possibility raises important issues in terms

Insurance of nuclear risk

Reactor ageing and lifetime extension may of course have important consequences for the demand for nuclear insurance and financial security and for the price of the cover provided. To the extent that the probability of a nuclear accident increases with ageing, there are consequences for the premiums charged; to the extent that chance (larger chance of failure) and the magnitude of the potential damage (because of a decreasing functionality of protection barriers) may increases, there may be consequences for the necessary scope of cover. This prospect threatens to exacerbate the tendency whereby debate on reform of nuclear liability (for example towards unlimited operators’ liability) has always been obstructed by the argument that higher levels of liability than currently provided for by the conventions, and certainly unlimited liability, would be uninsurable. As we will argue below, this argument contains serious fallacies. First, policymakers have been too much dependent on one-sided information provided by the nuclear industry as to what amounts would be insurable. More recent estimates, for example by nuclear reinsurers, hold that substantially larger amounts could be covered30; moreover, it is, as the examples of some EU Member States show, not necessary to link the level of nuclear liability to the available level of insurance coverage on the market. Liability could in principle be unlimited (as in Germany), but the required financial cover could be limited to the amount that could be provided by the market. Policymakers need to become much more critical and rather than relying on one-sided information provided by the nuclear lobby, conduct an objective analysis of cover available on the financial and insurance markets, taking into account information from relevant stakeholders such as large reinsurers.

Conclusions Countries that opt for reactor lifetime extension should do so only in the context of substantially improved arrangements for compensation of victims of a nuclear incident – a higher level liability will not only be beneficial for the victims of a nuclear incident but will also have an important preventive effect. There seems to be little doubt about the advantages of some of the principles of the international nuclear liability regimes, especially as far as strict liability and compulsory insurance are concerned. There has, however, been much criticism of legal channeling, limited liability and state funding. Strict liability favours victims because they do not need to prove negligence or a fault on the part of an operator in order to be compensated. Compulsory insurance guarantees that a certain level of compensation will be available even if, for example, an operator goes bankrupt after a nuclear incident.

The other principles of the conventions were created in favor of the nuclear industry: the limitation of liability is the most striking example of this. The amount of limited liability was set not as a function of the potential cost of the damage caused by an incident, but as a function of the capacity of operators to buy financial security for their third-party liability. Limited liability is an effective subsidy to the nuclear industry and should be abolished. Nuclear operators must be subject to unlimited liability just like any other industrial corporations.

Concentration of liability (legal channeling) also clearly favors the wider nuclear industry because suppliers cannot be held liable for damage caused by goods or services they supplied. Closely linked to concentration of liability is the concentration of jurisdiction. The aim of this provision is to guarantee that no judge in a country other than that where the incident occurred will accept jurisdiction and apply legislation denying limited and concentrated liability. Overall, the balance of the conventions is largely to the advantage of the nuclear industry, which is unsurprising given that their principles are based on studies conducted on behalf of the US Atomic Forum the mentioned Preliminary and Harvard studies).

Given the conclusion that a nuclear operator should not be able to benefit from any limitation of liability, there is little advantage in advocating that the liability levels of power plants whose reactors have been granted lifetime extensions should be higher than those of other nuclear power plants. To allow such a difference would be implicitly to favor limited liability for ‘non-extended’ reactors. There is no reason why non-extended reactors should continue to receive such a subsidy.

The question then arises whether given its larger risk, a life-extended nuclear reactor should perhaps be subject to a higher level of compulsory liability insurance. Such a proposal is unconvincing. If European operators were pooled in an US-type system of retrospective premiums, the operators would mutually monitor one another. We can assume that they would not allow a bad risk into their system. If a life-extended reactor represented a higher risk, this would inevitably be reflected in the premium demanded of the operator.

Another severe criticism of the current nuclear compensation system offered by the conventions is that it would potentially compensate only about one per cent of the damage caused by a major nuclear incident. This situation needs to be changed not only in the framework of reactor lifetime extension, but also for all current and newly built nuclear power plants.

Given the clear advantages of the US nuclear liability and insurance system, other countries should envisage the creation of a similar model. It is true that the US system is not perfect either, since for example it also limits operators’ liability. Moreover, the retrospective premium creates a potential insolvency risk, while it is to be feared that the US Government would intervene if damage were to exceed the second tier of coverage. However, the Price-Anderson Act does internalize the costs of a nuclear accident to a much greater extent than the system defined by the nuclear liability conventions.

Politics, public participation and nuclear ageing

This chapter explores the means by which the public can influence decisions on the lifetime extension of nuclear reactors. As already described in earlier chapters, the decision to extend the lifetime of an ageing nuclear reactor is made on the basis of interactions between a range of factors. Nuclear safety is one of these, and at least in terms of nuclear public relations it is given priority. Reality shows, however, that economic or political arguments can play an overriding role.

As Chapter 1 explains, in terms of nuclear safety we are entering a new era of risk. Due to the short-lived nuclear construction boom starting in the 1970s, the number of reactors operating beyond their originally foreseen design lifetime of 30 or 40 years is growing rapidly. And after Fukushima, public concerns around nuclear power are growing as well. These anxieties have already brought a de facto end to the nuclear renaissance previously talked up by the industry, with reactor construction worldwide slowing considerably. However, the industry is also weary of any increase in public concern about old reactors, hiding the reality behind acronyms such as PLEX (plant life-time extension) or the more recently introduced term LTO (long-term operation). Few people know that these terms denote plans to increase the lifetime of what are already outdated nuclear designs by 50 or even 100 per cent. If they knew, many might feel that this was an unacceptable gamble on technology.

Ownership status of the operator. In a number of countries, such as Ukraine, the Czech Republic and Hungary, the nuclear operator is a state-owned company and dividends from the operation of nuclear power plants go to the state budget. This can compromise the government’s objectivity concerning lifetime extension of older reactors, because their continued operation will help to meet budget commitments. Because the respective governments also have a seat on the board of their state-owned utilities, the national nuclear regulator has to withstand coordinated pressure from both sides.

Conversely, privatization can also lead to complications in reactor lifetime decisions. We have already mentioned the example of Borssele in the Netherlands, where after privatization of the state-owned utility, the lifetime restriction to 40 years (the reactor’s design lifetime) was overturned and the reactor’s lifetime prolonged by 20 years under threat of large compensation claims. The Dutch nuclear regulator, de Kerntechnische Dienst, which is part of the Ministry of Economic Affairs, Agriculture and Innovation, is currently under pressure of this political promise for an extended lifetime in its assessment to allow prolonged operation after a PSR.

Political clout of the operator When Angela Merkel became Chancellor of Germany for the second time in 2009, she had to fulfil her election promise to the four nuclear operators, in return for supporting her new party, that she would reassess the nuclear phase-out law adopted in 2002. This reassessment resulted in September 2010 in an average extension of reactor lifetimes of 8 years for older reactors and 14 years for newer reactors. However, this decision was reversed a few months later after the Fukushima disaster.

Other factors. There are in addition other factors, known from previous nuclear decisions, that may influence a decision to grant a lifetime extension to an ageing nuclear reactor. These include energy security arguments (especially where there is little awareness of potential alternatives), legal complexity, lack of access to information (for example where the operator has an information monopoly on crucial data), and undue influence on the operator’s part on the national media (for example as a major advertiser).

The regulator under pressure Among the stakeholders in the decision process around lifetime extension, a country’s nuclear regulator holds a key position. Not only can it order the closure of a nuclear reactor that it deems substandard, it can also demand proposals for upgrades, prescribe upgrades or prescribe changes in management and safety culture. In addition to nuclear safety, its decisions will have implications for the economics of the power plant and its operator, as well as for its organizational culture. Given the powerful position most nuclear operators hold in national life – many of them have a significant share of the national electricity market, in some cases amounting to more than half – the regulator’s decisions are also highly political. Accordingly, proven independence is vital to enable the nuclear regulator to maintain a non-negotiable emphasis on nuclear safety.

Posted in Energy Infrastructure, Nuclear Power Energy | Tagged , , , , | Comments Off on Aging nuclear power plants should be shut down

945 U.S. Superfund sites vulnerable to climate change

Sources: GAO analysis of Environmental Protectoin Agency, Federal Emergency Management Agency, National Oceanic and Atmospheric Administration, and U.S. Forest Service data; GAO-20-73

Preface. The energy crisis is likely to strike soon since global peak oil production was reached in November 2018 (EIA 2020). Let’s use energy to clean up these Superfund sites and nuclear waste, rather than wasting energy on wind turbines and solar panels. Time is running out. Over 945 Superfund sites (of 1,315) may be affected by climate change due to floods, wildfires, storm surge, or sea level rise in the future.

In the late 90s, during President Bill Clinton’s second term, the EPA averaged 87 completed cleanups per year; over the first six years of the George W. Bush administration, the number dipped to 40; Obama’s first year in office saw 20 completed clean ups and in 2014 the number dived to a piddly eight. By the tail-end of the Obama years there were still 1,300-plus sites on the Superfund National Priorities List—the worst of the worst—and some 53 million people living within three miles of one. Under Trump, officials deleted seven sites from the Superfund list in 2017, 22 in 2018 and 27 in 2019—the highest single-year total since 2001.Stagnated projects like Butte, Montana’s noxious Berkeley Pit have been reinvigorated and schedules have been accelerated, like at Indiana’s USS Lead site, a former lead ore refinery, and the West Lake Landfill in Missouri. (Ferry 2020).

EPA places sites into the following six broad categories based on the type of activity at the site that led to the release of hazardous material:

  1. Manufacturing sites include wood preservation and treatment, metal finishing and coating, electronic equipment, and other types of manufacturing facilities.
  2. Mining sites include mining operations for metals or other substances.
  3. “Multiple” sites include sites with operations that fall into more than one of EPA’s categories.
  4. “Other” sites include sites that often have contaminated sediments or groundwater plumes with no identifiable source.
  5. Recycling sites include recycling operations for batteries, chemicals, and oil recovery.
  6. Waste management sites include landfills and other types of waste disposal facilities.

Superfund in the news:

2020 Biden will inherit hundreds of toxic waste Superfund sites, with climate threats looming. The EPA’s program for cleaning up the nation’s hazardous waste dumps has a backlog of sites that lack funding — the largest in 15 years.

Alice Friedemann  www.energyskeptic.com Women in ecology  author of 2021 Life After Fossil Fuels: A Reality Check on Alternative Energy best price here; 2015 When Trucks Stop Running: Energy and the Future of Transportation”, Barriers to Making Algal Biofuels, & “Crunch! Whole Grain Artisan Chips and Crackers”.  Podcasts: Crazy Town, Collapse Chronicles, Derrick Jensen, Practical Prepping, KunstlerCast 253, KunstlerCast278, Peak Prosperity

***

GAO. 2019. SUPERFUND. EPA should take additional actions to manage risks from climate change. United States Government Accountability Office.

Climate change may increase the frequency and intensity of certain natural disasters, which could damage Superfund sites—the nation’s most contaminated hazardous waste sites.

Federal data suggests about 60% of Superfund sites overseen by EPA are in areas that may be impacted by wildfires and different types of flooding—natural hazards that may be exacerbated by climate change.

We found that EPA has taken some actions to manage risks at these sites. However, we recommend it provide direction on integrating climate information into site-level decision making to ensure long-term protection of human health and the environment.

*** Notes from the report:

As of September 2019, there were 1,336 active sites on the list, and 421 sites that EPA had determined need no further cleanup action (deleted sites). About 90 percent of these active and deleted NPL sites are nonfederal sites, where EPA generally carries out or oversees the cleanup conducted by one or more potentially responsible parties (PRP). The other NPL sites—approximately 10 percent—are located at federal facilities, and the federal agencies that administer those facilities are responsible for their cleanup.

in a 2007 report, the National Research Council noted that buried contaminated sediments at Superfund sites may be transported during storms or other high-flow events, becoming a source of future exposure and risk.

SEA LEVEL RISE: We identified 110 nonfederal NPL sites—7 percent—located in areas that would be inundated by a sea level rise of 3 feet, based on our analysis of EPA and NOAA data as of March 2019 and September 2018, respectively. Our analysis shows that if sea level in these areas rose by 1 foot, 97 sites would be inundated. If sea level in these areas rose by 8 feet, 158 sites would be inundated. We also identified 84 nonfederal NPL sites that are located in areas that may already be inundated at high tide

In 2017, Hurricane Harvey dumped an unprecedented amount of rainfall over the greater Houston area, damaging several Superfund sites that contain hazardous substances. At one site on the San Jacinto River in Texas, floodwater eroded part of the structure containing such substances, including dioxins, which are highly toxic and can cause cancer and liver and nerve damage

And much more at https://www.gao.gov/assets/710/702158.pdf

References

EIA (2020) International Energy Statistics. Petroleum and other liquids. Data Options. U.S. Energy Information Administration. Select crude oil including lease condensate to see data past 2017.

Ferry D (2020) The One Incredibly Green Thing Donald Trump Has Done. Politico.

 

Posted in Chemicals, Climate Change, Hazardous Waste | Tagged , | 2 Comments