钢铁产品碳足迹核算及报告 方法学 ——基于国际实践 2024.7 RMI是一家独立的非营利组织,成立于1982年,致力于通过 市场驱动的解决方案来改变全球能源系统,使其与1.5摄氏 度温控的未来保持一致,并为所有人实现一个清洁、繁荣且 零碳的未来。我们在全球最关键的地理区域开展工作,并与 企业、政策制定者、社区和非政府组织合作,确定和推广能 源系统干预措施,到2030年将至少减少50%的温室气体排 放。RMI在科罗拉多州的巴萨尔特和博尔德、纽约市、加利福 尼亚州的奥克兰、华盛顿特区和中国北京均设有办事处。 rmi.org 中汽碳(北京)数字技术中心有限公司(以下简称"中汽碳数 字")隶属于中国汽车技术研究中心有限公司(国务院国资委 直属中央企业),是从事推动绿色金融和碳数字技术等新型 经济要素与产业高质量发展有效融合的专业机构。中汽碳数 字依托中国汽车技术研究中心有限公司在汽车全价值链技术 服务的专业能力及广泛影响力,以汽车生命周期的碳排放数 据作为关键生产要素,依托区块链、物联网等数字技术,以" 碳管理咨询"明确发展方向,以"碳数字技术开发"为手段, 以"环境金融平台"为动力,立足于"产融新视角,碳索新路 ...

推动钢铁-汽车产业链联动降碳: 落基山研究所发布车企用钢碳足迹核算试点案例 案例简介 钢铁行业是我国制造业中碳排放量最大的行业,其碳排放约占全国的 15%,是推进碳达峰、 碳中和目标的重点行业。同时,钢铁产品作为被使用最为广泛的工业原材料之一,其低碳转型对 于下游行业的气候目标实现也至关重要。汽车行业是钢铁行业的重要下游之一,钢铁碳排放占到 了乘用车材料生产阶段碳排放的 33%1。为助力低碳排放钢材采购,推动钢铁-汽车产业链联动降 碳,落基山研究所(RMI)与中汽碳(北京)数字技术中心有限公司(以下简称"中汽碳数字") 自 2023 年 7 月起在中国发起了为期 9 个月的车企用钢碳足迹核算试点。试点项目基于双方合作的 《钢铁产品碳足迹核算和报告方法学——基于国际实践》(以下简称为《方法学》),有 8 家企 业参与。其中,4 家钢企 (宝武、鞍钢、河钢、包钢)作为上游企业同时也是数据传输方(占世 界钢铁供应量 11.98%)2,4 家车企(沃尔沃、蔚来、东风日产等)作为数据接收和使用方,RMI 基于《方法学》开发了钢铁产品碳核算计算工具,中汽碳数字提供数据传输平台,实现钢铁产品 碳核算结果沿供应链的透明和可比 ...

Transforming Delhi's Power Grid A Comprehensive Guide to Enhancing Flexibility Report / July 2024 BSES Rajdhani Power Limited (BRPL) is a joint venture between Reliance Infrastructure Limited (RInfra) and the Government of NCT of Delhi, with a shareholding of 51%:49%. BRPL covers an area of 691 sq km and serves over 30 lakh customers in 22 divisions across South and West Delhi. Since privatisation of Delhi electricity distribution in 2002, BRPL has reduced Aggregate Technical & Commercial (AT&C) losses by m ...

MRMI | --- | --- | --- | --- | |----------------------------------------------------------------|-------|-------|-------| | | | | | | The Nuts and Bolts of | | | | | Performance-Based Regulation: | | | | | Tools to Build a More Affordable, Reliable, and Equitable Grid | | | | | JULY 2024 | | | | | | | | | | | | | | PURPOSE This guide aims to introduce the basics of performance- based regulation (PBR) for electric utilities. It begins by explaining the need for changes to the utility business model and the g ...

Roadmap for Distributed Green Ammonia in Minnesota Report / June 2024 Authors and Acknowledgments Authors Quailan Homann TJ Kirk Anton Krimer Sheran Munasinghe Elina Rodriguez Joaquin Rosas Authors listed alphabetically. All authors are from RMI unless otherwise noted. Contacts TJ Kirk, tkirk@rmi.org Anton Krimer, anton.krimer@rmi.org Copyrights and Citation TJ Kirk, Anton Krimer, Sheran Munasinghe, Elina Rodriguez, Joaquin Rosas, and Quailan Homann, Roadmap for Distributed Green Ammonia in Minnesota, RMI, ...

Investment Rating - The report does not explicitly provide an investment rating for the industry Core Insights - The Rocky Mountain Region (RMR) is positioned to capitalize on the growing demand for sustainable aviation fuel (SAF) due to its significant feedstock availability, existing infrastructure, and legislative support, despite currently lacking active SAF production [9][10] - The SAF Grand Challenge aims for the U.S. to produce 3 billion gallons of SAF annually by 2030, with the RMR targeting 126 million gallons by 2030 and 1.631 billion gallons by 2050, highlighting the need for strategic actions to meet these goals [21][49] - The report identifies various SAF production pathways, including HEFA, ATJ, and FT, with specific feedstocks such as used cooking oil, corn ethanol, municipal solid waste, and forest residues being evaluated for their potential in the RMR [24][25][49] Summary by Sections SAF Supply in the Rocky Mountain Region - The RMR currently has no active SAF producers, but significant bio-based feedstock potential exists, including used cooking oil, corn ethanol, municipal solid waste, and forest residues [24] - The SAF production potential in the RMR is estimated at 197 million gallons in 2030, exceeding the regional SAF Grand Challenge benchmark, but falls short of the 2050 target [49] Jet Fuel Demand in the Rocky Mountain Region - Airports in the RMR rely on conventional fossil-based jet fuels, with a growing demand for jet fuel driven by economic activity and population growth [11][12] - The RMR faces a gap between jet fuel demand and in-region refinery capacity, presenting an opportunity for local SAF production [13] Policy and Infrastructure - The report discusses the importance of federal policies, particularly the Inflation Reduction Act, which provides financial support for SAF production and encourages the use of feedstocks and hydrogen [60][61] - The SAF tax credits under the Inflation Reduction Act incentivize fuels that achieve a life-cycle GHG reduction of at least 50% compared to traditional jet fuel [61][64] Production Pathways - The report evaluates various SAF production pathways, including HEFA, ATJ, and FT, with HEFA being the most commercially mature pathway [32][34] - The PtL pathway, while currently the least mature, has the potential to meet future SAF demand without the constraints of biogenic feedstocks [53][54] Conclusion - The report emphasizes the need for collaboration among stakeholders to develop the SAF industry in the RMR, leveraging existing resources and infrastructure to meet ambitious SAF production targets [10][50]

Coal-to-Clean Success Stories Scalable innovations from promising coal-to-clean transitions around the globe by Shravan Bhat, Lila Holzman, Dhroovaa Khannan, David Lone, Iliad Lubis, Tyeler Matsuo Executive Summary The global power sector's transition from "coal-to clean" will be critical to meeting urgent climate targets but must be managed carefully to ensure the transition supports economic development. For a just coal-to-clean transition, existing coal assets must retire earlier than originally planned. ...

Accelerating Industrial Decarbonization in China: Key Climate Actions for Iron and Steel Companies ...

Investment Rating - The report indicates a significant investment opportunity in utility-enabled distributed energy resources (DERs) in Nigeria, estimating nearly $14 billion across the country over the next decade [16][23][49]. Core Insights - Utility-enabled DERs can address persistent challenges of power availability and reliability in Nigeria, with a market opportunity exceeding 20 GW over the next 10 years [16][21]. - Distribution companies (DisCos) can increase their revenue by an average of over ₦70 billion (~$50 million) annually through new DER assets [16]. - The report emphasizes the need for collaboration among DisCos, developers, and stakeholders to accelerate project deployment and meet strategic goals [24][29]. Summary by Sections Executive Summary - The roadmap outlines the potential for utility-enabled DERs to enhance DisCo profitability, improve infrastructure, and reduce customer costs while addressing supply gaps [17][18]. - It highlights the regulatory support for commercial viability, allowing project developers to charge cost-reflective tariffs [16][18]. Introduction - Nigeria's power sector faces significant challenges, including high ATC&C losses and low metering rates, which hinder DisCos' ability to serve customers effectively [27][35]. - The report identifies the need for DERs as a solution to improve operational efficiency and financial performance for DisCos [28][31]. The Role of Utility-Enabled DERs - Utility-enabled DERs can help DisCos increase access to electricity, reduce system losses, and improve revenue collection [43]. - The report outlines the benefits of DERs for various stakeholders, including increased energy sales for DisCos and reduced energy costs for customers [45][51]. Market Potential - The report estimates a DER market opportunity of 1 GW annually for five DisCos, translating to about 2 GW per year across Nigeria over the next decade [28][30]. - It projects that deploying DER capacity can close the supply gap and presents an investment opportunity of over $8 billion for the five DisCos analyzed [23][24]. Implementation Strategies - The roadmap provides a checklist of priority actions for DisCos to enable DER deployment, emphasizing the importance of forming cross-functional teams and developing DER strategies [26][25]. - It also discusses the need for regulatory compliance and the establishment of a system for customer engagement [26][48].

Investment Rating - The report does not explicitly provide an investment rating for the industry but emphasizes the potential for green methanol and ammonia as promising options for achieving decarbonization goals in shipping [18][44]. Core Insights - The International Maritime Organization (IMO) has set a target for shipping to achieve net-zero emissions by around 2050, with an interim goal of 5-10% uptake of zero or near-zero greenhouse gas emission technologies by 2030 [18][44]. - Green methanol and ammonia are identified as key fuels in the transition to zero-emission shipping, with the report exploring their supply dynamics and the necessary actions for ports to establish bunkering infrastructure by 2030 [18][43]. - The report highlights the importance of affordability, attractiveness, and accessibility for zero-emission fuels to reach a technology tipping point, which is crucial for their widespread adoption [42][44]. Summary by Sections Executive Summary - The report outlines the shift in the shipping industry towards new fuels, particularly green methanol and ammonia, as part of the decarbonization strategy [18]. - It discusses the uncertainties surrounding the availability of these fuels and the need for clarity to encourage investment in zero-emission ships [18][19]. Green Methanol and Ammonia Supply Dynamics - The economics of green methanol and ammonia production and transport suggest extensive trade linking low-cost production regions with key ports [19][53]. - Local production of e-ammonia or methanol is expected to be the most economical option for many ports in the medium to long term [20]. - The report inventories global projects aiming to produce green methanol and ammonia by 2030 and considers supply scenarios for various bunker ports [21]. Port Archetypes and Strategies - The report identifies four port archetypes: Importing Incumbents, Producing Incumbents, Future Exporters, and Bespoke Players, each with distinct opportunities and risks in the transition to green fuel bunkering [31][32]. - Strategies for ports to become first movers in green methanol and ammonia bunkering are discussed, including establishing partnerships and engaging first mover customers [38][40]. Action and Recommendations - The report provides recommendations for ports to seize their green bunkering opportunities, emphasizing the need for collaboration within the bunkering ecosystem [38][40]. - It suggests that ports should consider setting targets for zero-emission fuel sales and explore capital grants for bunkering infrastructure [40].