A Review of the Energy System and Transport Sector in Uzbekistan in View of Future Hydrogen Uptake
Abstract
:1. Introduction
- In order to assess the readiness for green hydrogen production, this study provides an overview of Uzbekistan’s energy transition, highlighting government policies and international collaborations. In particular, the study examines the share of renewable energy in the national energy mix, current projects, and future plans to expand the renewable generation capacity.
- In order to assess the readiness for hydrogen uptake in the final use of transport, the study provides an in-depth analysis of Uzbekistan’s transport final uses and describes its fuel mix. It also examines past initiatives, including policy and technology measures aimed at reducing the sector’s carbon footprint.
- The study provides a comprehensive set of data about the current fleet, segmented for cars, buses, and trucks, which have a high value for implementation in integrated assessment models.
- The transport sector is placed in the context of the broader CA region. This regional perspective helps to identify collaboration opportunities for sustainable mobility solutions and provides quantitative data for further studies aiming to develop scenario narratives and technology implementation roadmaps for the whole region.
2. Methodology
3. Uzbekistan and Its Energy Sources
3.1. Overview of the Country
3.2. Traditional Energy Reserves
3.3. Energy Mix
3.4. Natural Gas: Export Network
3.4.1. Russia
3.4.2. China
3.4.3. Neighboring Countries
4. Towards Energy Transition in Uzbekistan
4.1. Revamps in Electricity Generation
- thirteen projects for the construction/modernization of TPPs, with the intention of increasing capacity to 14.7 GW and reducing natural gas consumption to 12 bcm/y through the use of combined-cycle and gas turbines (CCGTs);
- 72 projects for the construction/modernization of HPPs, to increase capacity to 3.8 GW and achieve electricity production of 13.1 TWh/y;
- construction of solar power plants (SPPs), wind power plants (WPPs), and one nuclear power plant (NPP);
- upgrade of transmission and distribution grids and improvement of tariff policy in the power sector.
4.2. Prospects for Low-Carbon and Renewable Energies
4.3. From the Natural Gas-Based Economy to the Hydrogen-Based Economy
4.3.1. Exploring Hydrogen Production Potential
- Hydrogen from natural gas by Steam Methane Reforming (SMR): It involves the reaction of natural gas with steam at high temperature and pressure to produce hydrogen and CO2. The SMR requires 2.9 kg of natural gas, 1.11 kWh of electricity, and 21.9 L of deionized water per kg of hydrogen [62]. This method releases 12.6 kg CO2eq per kg of hydrogen (“gray” hydrogen). To make the process sustainable, there is the option of carbon capture to prevent the release of GHG into the environment (“blue” hydrogen [63]). The estimated cost of blue hydrogen is in the range of USD 1.5~2 per kg [64].
- Hydrogen from water by electrolysis: It involves splitting water molecules into hydrogen and oxygen in an electrochemical device, the “electrolyzer”, using an electric current. This method (with the PEM electrolyzer) requires 54.6 kWh of electricity and 18 L of deionized water per kg of hydrogen [62]. Hydrogen that is produced without emitting GHG using electricity from RESs is referred to as “green” hydrogen. The estimated cost of green hydrogen is in the range of USD 2.5~4 per kg [64].
4.3.2. Pilot Project for Hydrogen Production
5. Transport Sector: Its Role and Adopted Policies for GHG Reduction
5.1. Road Transport
5.2. Compressed Natural Gas Mobility
5.3. Road Fleet
5.3.1. Uncertainty in the Data of the Vehicle Fleet
5.3.2. Vehicles of Private Ownership (POVs)
5.3.3. Vehicles of Enterprise Ownership (EOVs)
5.3.4. Decarbonization of the Road Fleet
- Promotion of electric vehicles: To encourage the adoption of BEVs and HEVs, customs duty exemptions are granted for their spare parts, and service providers using BEVs/HEVs are exempted from license fees.
- Expansion of infrastructure: Construction of 2500 charging stations by 2024, coupled with tax rebates for charging service providers.
- Research and development: The establishment of dedicated research laboratories to foster the production of BEVs/HEVs.
- (a)
- Hydrogen enrichment pathway: Building on the success of “CNG Mobility”, the adoption of HCNG (Hydrogen-Compressed Natural Gas) technology [16] could serve as an intermediate step towards a hydrogen economy. To assess the feasibility, a dedicated case study tailored to the context of Uzbekistan is required, including the repurposing of existing CNG infrastructure for HCNG.
- (b)
- Pure hydrogen pathway: Investigating the feasibility of hydrogen-powered vehicles [15] is a perspective for sectors that are heavily dependent on oil-based fuels. This approach not only reduces emissions, but also opens up the possibility of using renewable energies for “green” hydrogen production and thus becoming “well-to-wheel” emission-free in the transport sector.
5.4. Railroads
6. Overview of Road and Rail Transport in Central Asia
7. Discussion
7.1. Repurposing the Existing Gas Network for Hydrogen Export
7.2. Location for Hydrogen Hubs
7.3. Hydrogen Enrichment of CNG for Road Transport
7.4. Hydrogen for Heavy-Duty Vehicles
7.5. Hydrogen Trains for Non-Electrified Railroads
7.6. Regional Perspectives
8. Conclusions
Author Contributions
Funding
Data Availability Statement
Conflicts of Interest
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Destination | Pipeline Name | Operation Year | Total Capacity, [bcm/y] | Capacity Used by Uzbekistan, [bcm/y] |
---|---|---|---|---|
Russia | Central Asia-Center | 1969 | 80 | 6 |
Bukhara–Urals | 1963 | 15 | 15 | |
China | Central Asia–China | 2010 | 55 | 10 |
Central Asia–China (Line-D) | under construction | 30 | no data | |
Kazakhstan and Kyrgyzstan | BTBA | 1971 | 12 | 12 |
Kazakhstan | Gazli-Shymkent | 1988 | 4.3 | 4.3 |
Tajikistan | Muzrabot-Dushanbe | 1988 | 0.13 | 0.13 |
Hydrogen Type | Path | Input and Output Resources | Min. | Max. |
---|---|---|---|---|
Blue | SMR with carbon capture | Natural gas, [Mt/y] 1 | 1.35 | 2.68 |
Electricity, [GWh/y] 2 | 0.493 | 0.838 | ||
Deionized water, [Mt/y] 2 | 9.723 | 16.534 | ||
CO2eq for capture, [Mt/y] 3 | 5.6 | 9.5 | ||
Hydrogen, [Mt/y] 2 | 0.465 | 0.924 | ||
LCOH, [USD/kgH2] 1 | 1.5~2 | |||
Green | Electrolysis with renewable electricity | Electricity, [GWh/y] 1 | 1821 | 72,051 |
Deionized water, [Mt/y] 2 | 0.594 | 23.580 | ||
Hydrogen, [Mt/y] 2 | 0.033 | 1.319 | ||
LCOH, [USD/kgH2] 1 | 2.5~3 | |||
Electrolysis with nuclear electricity | Electricity, [GWh/y] 1 | 900 | 1530 | |
Deionized water, [Mt/y] 2 | 0.288 | 0.504 | ||
Hydrogen, [Mt/y] 2 | 0.016 | 0.028 | ||
LCOH, USD/kgH2] 1 | 4 |
Resolution | Objectives to Promote CNG | Objectives to Promote LPG |
---|---|---|
UzVMQ-30 dated 10 February 2007 [77] | Construction of 138 refueling stations | Construction of 952 refueling stations |
Retrofit 69,000 gasoline-powered vehicles | Retrofit 119,000 gasoline-powered vehicles | |
Production of fuel tanks | Production of fuel tanks | |
Pilot production of CNG vehicles | Production of 6612 storage vessels | |
UzVMQ-815 dated 11 October 2017 [78] | Construction of 178 refueling stations | no LPG promotion |
Retrofit 800,467 gasoline-powered vehicles | ||
Increase the annual production of fuel tanks from 41,000 to 200,000 | ||
Increase production of CNG vehicles |
1998 | 2007 | 2018 | 2021 | |
---|---|---|---|---|
Light-duty (POVs) | No data | 988,100 1 | 2,133,507 | 2,767,126 |
Light-duty (EOVs) | No data | 55,542 1 | No data | No data |
Light-duty (Total) | 889,286 | No data | No data | No data |
Heavy-duty (POVs) | No data | 49,387 1 | 139,912 | 188,169 |
Heavy-duty (EOVs) | No data | 88,376 1 | No data | 32,062 2 |
Heavy-duty (Total) | 250,563 | No data | No data | No data |
Total vehicle stock | 1,139,849 | No data | No data | No data |
Vehicle Type | Average Annual Mileage, [km/y] | Average Fuel Consumption, [MJ/km] | POVs Stock in 2018 (Figure 8a) | POVs Stock in 2021 (Figure 8a) | Energy Consumption of POVs in 2018, [Mtoe] | Energy Consumption of POVs in 2021, [Mtoe] |
---|---|---|---|---|---|---|
Cars | 12,000 | 3.1 | 2,133,507 | 2,767,126 | 1.90 2 | 2.46 2 |
Trucks | 25,000 1 | 10.3 | 116,339 | 168,810 | 0.72 2 | 1.04 2 |
Buses | 35,000 1 | 9.9 | 20,328 | 14,229 | 0.17 2 | 0.12 2 |
Others | 8000 | 6.5 | 3245 | 5130 | 0.004 2 | 0.006 2 |
Consumption by POVs: | 2.78 | 3.62 | ||||
Total consumption by road transport (Figure 7): | 4.85 | 5.74 | ||||
Consumption by EOVs: | 2.07 | 2.12 |
Central Asian Countries | Road Vehicle Stock | Energy Consumption | ||||
---|---|---|---|---|---|---|
Cars | Trucks | Buses | Others | CNG, [Mtoe] | Oil-Based Fuels, [Mtoe] | |
Uzbekistan 1 | 2,133,507 | 116,339 | 20,328 | 3245 | 2.09 | 2.52 |
212,000 2 | ||||||
Kazakhstan | 3,851,600 | 440,600 | 90,400 | 10,600 | 0.28 | 5.53 |
Kyrgyzstan 1 | 1,200,000 | 97,000 | 30,000 | no data | 0 | 0.40 |
Tajikistan 1 | 340,000 | 36,000 | 16,000 | 4000 | 0 | 0.41 |
Turkmenistan | no data | 0 | 2.64 |
Central Asian Countries | Diesel Locomotives Stock | Railroads | Energy Consumption | ||
---|---|---|---|---|---|
Total, [km] | Electrified, [km] | Electricity, [ktoe] | Coal and Oil, [ktoe] | ||
Uzbekistan | 188 | 4730 | 2530 | 71 | 94 |
Kazakhstan | 1200 | 16,000 | 4200 | 278 | 12 |
Kyrgyzstan | 53 | 424 | 0 | 0.8 | 1 |
Tajikistan | 42 | 978 | 0 | 0.6 | 0 |
Turkmenistan | 119 | 7600 | no data | 28 | 0 |
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Yakhshilikov, J.; Cavana, M.; Leone, P. A Review of the Energy System and Transport Sector in Uzbekistan in View of Future Hydrogen Uptake. Energies 2024, 17, 3987. https://doi.org/10.3390/en17163987
Yakhshilikov J, Cavana M, Leone P. A Review of the Energy System and Transport Sector in Uzbekistan in View of Future Hydrogen Uptake. Energies. 2024; 17(16):3987. https://doi.org/10.3390/en17163987
Chicago/Turabian StyleYakhshilikov, Jamshid, Marco Cavana, and Pierluigi Leone. 2024. "A Review of the Energy System and Transport Sector in Uzbekistan in View of Future Hydrogen Uptake" Energies 17, no. 16: 3987. https://doi.org/10.3390/en17163987