Electric aviation has gained momentum in the Nordic region in recent years. Given its unique geographical features and strong commitment to climate-neutral transport, the Nordic region represents an ideal testing ground for electric aviation. In five to ten years from now, electric aviation has the potential to become reality, so it is crucial to explore which factors may affect its implementation and how regional development may be impacted.

The “Electric Aviation and the Effects on the Nordic Region” project presents a ten-year future scenario for electric aviation in the Nordic region. In this report, we explore future scenarios for five selected Nordic routes and identify the key driving forces behind that transformative shift, as well as the positive and negative impacts of electric aviation. The scenarios were developed through focus group discussions conducted with key stakeholders from each of the five Nordic countries (Denmark, Finland, Iceland, Norway and Sweden).

The main findings of the study show that electric aviation is generally perceived positively in the various Nordic countries. However, there are also certain contextual differences relating to whether electric aviation is viewed as a pathway to achieving climate targets and removing emissions, stimulating regional development and accessibility of remote areas, or as a new travel option compared to conventional flights.

Even though the general attitude towards electric aviation seems to be positive, scepticism and questions regarding the social acceptance of the new technology emerged, as well as the uncertainty around who will be the investors to kick-off the new technology. Furthermore, the future scenarios suggest that a high level of support from local and national governing bodies is required in order to make electric aviation a viable air transport mode in the Nordic region.

The insights of this report are intended both to inform decision-makers and to provide nuanced observations from each Nordic country and explore future pathways towards a sustainable and more integrated Nordic region in line with the 2030 vision of the Nordic Council of Ministers.

The Nordic countries have set ambitious targets for CO2 reduction from transport. So has the Nordic truck operators, and the transition to zero and low emission solutions has begun. Hydrogen trucks are currently being developed by several OEMs, and at the same time several companies are ready to produce hydrogen and to operate hydrogen stations. Infrastructure and trucks should be deployed in a coordinated way, so that the stations are available before the trucks arrive. National and regional authorities should stimulate the development by providing the necessary incentives. This is especially important in the early phase when costs for trucks and infrastructure is relatively high. In this report we describe the status for hydrogen trucks and stations, as well as elaborates on the possible barriers that can hinder the use of hydrogen in heavy-duty transport. We discuss how Nordic regions and countries can become attractive for the early deployment of trucks, and the necessary incentives to speed up this deployment. The report describes national targets and ambitions for reduction of CO2 emissions in the Nordics, together with the relevance of hydrogen usages in other segments. Finally, we present our vision for the deployment of trucks in the Nordics by 2025 and 2030, together with the necessary cross-border infrastructure.

The availability of hydrogen transport containers is studied by using data from three manufacturers of hydrogen transport containers (Umoe Advanced Composites (UAC), Wystrach, and Hexagon). One container type from UAC is glass fibre based low CAPEX alternative, while the two others are more costly carbon fibre alternatives. The container data has been combined here with the traffic regulations reported in Deliverable 2.3.The main outcome is the maximum amounts of hydrogen that could be transported on Nordic roads using hydrogen transport containers. The focus is on the maximum amounts of hydrogen only; not on the operation efficiency nor overall economics (e.g., accounting for things like number of fillings, or container/compressor/other equipment utilisation rate).The operation time of loading or unloading containers may have significant importance on total cost of ownership (TCO). Therefore, especially for short distance transport this is an important parameter and may favour some configurations. This is also omitted in this study.If hydrogen is transported to the hydrogen refuelling station (HRS), the selected pressure level should be optimised as a part of overall hydrogen supply chain optimisation. It seems that higher pressure levels are preferred in the future, as this will lower cost of compression onsite the HRS as well as improving the HRS reliability.The focus in this study is large scale hydrogen gas transport. Therefore, 40 ft and 45 ft containers are the most interesting container sizes. However, in many cases, also 20 ft containers (including hook load model) may be of interest for lower loading and unloading times, especially for HRS with lower hydrogen dispensing amounts.This outcome can be used for building hydrogen supply chains based on centralised or semi-centralised hydrogen production and transport to single hydrogen refuelling stations or “hydrogen hubs” that can refuel heavy-duty vehicles as well as other transportation equipment (maritime, trains etc).The summary of results for Nordic countries is shown in Table 1. The results are dependent on available container solutions. Especially for new pressure levels (due to new EN 17339 standard) results should be taken as illustrative. 

In the report, analysis on large-scale transport of hydrogen with mobile pipeline (gas container or trailers) from hydrogen production points to consumer locations is described. The detailed analysis has been carried out for Finland and this analysis is applicable for other Nordic countries when national regulations and price levels are taken into account.

The analysis is done focusing on hydrogen transport to large-scale hydrogen refuelling stations (HRS), since when The European Commission published a proposal «Fit for 55» package (July 14, 2021) there was a proposal obligatory network of HRS along TEN-T core network by 2030. However, the results are partly applicable also for large-scale transport of hydrogen to the industry customers.

Regarding HRS, the mobile pipeline for hydrogen is part of the hydrogen supply chain (HSC). An alternative to the mobile pipeline is hydrogen production by local electrolysis. These alternatives are compared for Finland.

The results show that when semi-centralised option for hydrogen production is analysed and the hydrogen is transported to HRS locations within 300 km, the price estimate is just below 6 €/kg of hydrogen. In the case of on-site electrolysis, the price estimate is close to 10 €/kg of hydrogen. These cost levels of hydrogen could be further reduced especially if production and dispensing costs could be reduced.

As shown in “D4.2 Perspectives and potentials for hydrogen & fuel cell buses in the Nordic Region”, implementing a number of common standards and policy approaches would greatly benefit the Nordic countries’ ability to deploy hydrogen and fuel cell busses in the public transport sector. Moreover – a significant element in the deployment of hydrogen and fuel cell busses across the Nordics, is the substantial commercial impact from deploying these technologies, and thereby creating home market for the industrial Nordic players active in this field. This paper illustrates the strong Nordic value chain, and how innovation and deployment of these technologies can prove a commercial strength for the Nordic region.

The transport sector is a major source of greenhouse gases and other pollutants. This study estimates the potential of digitalized mobility solutions, such as Mobility as a Service (MaaS), to reduce emissions and vehicle kilometers travelled in the Nordic countries. Also, to assess the potential future impact of MaaS, modelling is done to project road transport’s energy consumption, CO2 emissions and total costs in the Nordic countries up to 2050. There are still several barriers to the wider adoption of shared mobility services. We present ways to overcome these barriers with incentives and policy instruments to substitute car ownership, and specify what different actors can do to accelerate this change. Finally we present policy recommendations on how to reduce the dependence on car ownership, reduce the vehicle kilometers driven, and stimulate the demand for greener mobility services.

In this report, we examine experiences regarding cross-border transport infrastructure planning. Three different case studies were selected in collaboration with the Swedish Transport Administration; the proposed fixed HH link between Helsingborg and Helsingør; the proposed new Stockholm-Oslo rail connection; and the on-going attempts to improve the multi-modal corridor from Mo i Rana, via Hemavan and Umeå, across the Kvarken Strait to Vaasa. The case studies represent cross-border transport infrastructure planning projects in early phases across the Swedish-Danish border, Swedish-Norwegian border and the Swedish-Finnish border. A common feature is that they are being furthered by local and regional players in the respective areas.

This report is the second and final report in the project titled NORDINFRA – “Nordic transport infrastructure planning – institutional barriers and opportunities for coordination” (Nordisk transport infrastrukturplanering. Institutionella hinder och möjligheter till samordning) (2021-2023). NORDINFRA is a research project led by Nordregio and conducted by researchers from Nordregio and Umeå University, financed by the Swedish Transport Administration (Trafikverket). The aim of the project is to increase knowledge about cross-border transport infrastructure planning in the Nordic Region. The project sets out not only to identify barriers to cross-border transport infrastructure planning, but also to highlight opportunities and propose measures to facilitate cross-border transport infrastructure planning.

Regarding geographical accessibility questions, the five Nordic countries stand out in Europe due to their low population density, geographic variety including fjords, lakes, and mountains but also the prominence of sustainable energy sources. Before this backdrop, electric aviation holds the potential to make the region’s transport sector more sustainable while helping to overcome regional development and accessibility challenges, particularly in rural areas. The introduction of electric airplanes in local transport networks promises the reduction inter alia greenhouse gas emissions and air pollution. 

While several options to achieve zero- or low emission aviation are currently being developed, this report focuses primarily on the electrification of aviation. Yet, electric aircraft still face several technical and economic challenges, including limited range and passenger capacity. Despite these limitations, this  working paper highlights a heightened interest in the introduction of electric aviation, exploring the existing situation, challenges and knowledge in the 5 Nordic countries. 

This report explores which routes in the Nordic Region will be suitable for establishing electric aviation according to two factors: energy demands of airports and regional power adequacy. The report is part of the Nordregio project Electric aviation and the effects on the Nordic Regions and substantially builds on the project’s Accessibility study.

The Nordic countries have ambitious plans to turn electric aviation into a reality in the Nordic countries in the near future. This working paper describes some critical factors which might pose a challenge to the further development and establishment of low and zero emission aviation in the Nordic countries. A special focus will be placed on purely electric aviation solutions.

The publication is based on a literature review comprising first and foremost reports that have been published in recent years in the Nordic countries, resulting from in-depth studies on low and zero emission aviation in the region. It further presents possible policy instruments which could serve the creation of a Nordic policy framework to help address the identified challenges and support the implementation of electric aviation and other solutions in the Nordic countries.