Bringing Biofuels on the Market
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Advanced Biofuel Policies in Select Eu Member States: 2018 Update
© INTERNATIONAL COUNCIL ON CLEAN TRANSPORTATION POLICY UPDATE NOVEMBER 2018 ADVANCED BIOFUEL POLICIES IN SELECT EU MEMBER STATES: 2018 UPDATE This policy update provides details on the latest measures that select European ICCT POLICY UPDATES Union (EU) member states, namely Denmark, Germany, Italy, the Netherlands, SUMMARIZE Sweden, and the United Kingdom, are taking to support advanced alternative fuels. REGULATORY AND OTHER EU POLICY BACKGROUND DEVELOPMENTS In 2018, the European Union (EU) set its climate and energy objectives for 2030. RELATED TO CLEAN They included a greenhouse gas (GHG) reduction of at least 40% and a minimum of a TRANSPORTATION 32% share of renewable energy consumption across all sectors.1 GHG emissions in the WORLDWIDE. European transportation sector have declined by only 3.8% since 2008, compared to an 18% decrease, or more, in all other sectors, indicating that the decarbonization of transportation should be a priority for the future.2 Biofuels are one of the options considered to increase renewable energy and decrease the carbon intensity of the transportation sector. Through the use of directives and national legislation, the EU has incentivized both the adoption of conventional food-based biofuels and advanced biofuels, which are made from non-food feedstocks. Such incentives date to 2009, when the EU Renewable Energy Directive (RED) mandated that by 2020, 10% of energy used in the transportation sector should come from renewable energy sources (RES).3 In 2015, the RED was 1 Jacopo Giuntoli, Final recast Renewable Energy Directive for 2021-2030 in the European Union, (ICCT: Washington, DC, 2018), https://www.theicct.org/publications/final-recast-renewable-energy-directive- 2021-2030-european-union 2 EUROSTAT (Greenhouse gas emissions by source sector (env_air_gge), accessed November 2018), https://ec.europa.eu/eurostat. -
Assessment of Bio- Ethanol and Biogas Initiatives for Transport in Sweden
Assessment of bio- ethanol and biogas initiatives for transport in Sweden Background information for the EU-project PREMIA EU Contract N° TREN/04/FP6EN/S07.31083/503081 May 2005 2 Abstract This report is the result of an assignment on assessment of bio-ethanol and biogas initiatives for transport in Sweden, granted by VTT Processes, Energy and Environment, Engines and Vehicles, Finland to Atrax Energi AB, Sweden. The report of the assignment is intended to append the literature and other information used in the “PREMIA” project The work has been carried out by Björn Rehnlund, Atrax Energi AB, Sweden, with support from Martijn van Walwijk, France. The report describes the development of the production and use of biobio-ethanol and biogas (biomass based methane) as vehicle fuels in Sweden and gives an overview of today’s situation. Besides data and information about numbers of vehicles and filling stations, the report also gives an overview of: • Stakeholders • The legal framework, including standards, specifications, type approval, taxation etc. • Financial support programs. Public acceptance, side effects and the effect off the introduction of bio-ethanol and biogas as vehicle fuels on climate gases are to some extent also discussed in this report. It can be concluded that since the early 1990’s Sweden has had a perhaps slow but steadily increasing use of bio-ethanol and biogas. Today having the EC directive on promotion of bio bio-fuels and other renewable fuels in place the development and introduction of filling stations and vehicles has started to increase rapidly. From 1994 to 2004 the number of filling stations for bio-ethanol grew from 1 to 100 and during the year 2004 until today to 160 stations. -
ACEA – E10 Petrol Fuel: Vehicle Compatibility List
List of ACEA member company petrol vehicles compatible with using ‘E10’ petrol 1. Important notes applicable for the complete list hereunder The European Union Fuel Quality Directive (1) introduced a new market petrol specification from 1st January 2011 that may contain up to 10% ethanol by volume (10 %vol). Such petrol is commonly known as ‘E10’. It is up to the individual country of the European Union and fuel marketers to decide if and when to introduce E10 petrol to the market and so far E10 petrol has only been introduced in Finland, France, Germany and Belgium. For vehicles equipped with a spark-ignition (petrol) engine introduced into the EU market, this list indicates their compatibility (or otherwise) with the use of E10 petrol. 2. Note In countries that offer E10 petrol, before you fill your vehicle with petrol please check that your vehicle is compatible with the use of E10 petrol. If, by mistake, you put E10 petrol into a vehicle that is not declared compatible with the use of E10 petrol, it is recommended that you contact your local vehicle dealer, the vehicle manufacturer or roadside assistance provider who may advise that the fuel tank be drained. If it is necessary to drain the fuel from the tank then you should ensure it is done by a competent organisation and the tank is refilled with the correct grade of petrol for your vehicle. Owners experiencing any issues when using E10 petrol are advised to contact their local vehicle dealer or vehicle manufacturer and to use instead 95RON (or 98RON) petrol that might be identified by ‘E5’ (or have no specific additional marking) in those countries that offer E10 petrol. -
Internal and External Combustion Engine Classifications: Gasoline
Internal and External Combustion Engine Classifications: Gasoline and diesel engine classifications: A gasoline (Petrol) engine or spark ignition (SI) burns gasoline, and the fuel is metered into the intake manifold. Spark plug ignites the fuel. A diesel engine or (compression ignition Cl) bums diesel oil, and the fuel is injected right into the engine combustion chamber. When fuel is injected into the cylinder, it self ignites and bums. Preparation of fuel air mixture (gasoline engine): * High calorific value: (Benzene (Gasoline) 40000 kJ/kg, Diesel 45000 kJ/kg). * Air-fuel ratio: A chemically correct air-fuel ratio is called stoichiometric mixture. It is an ideal ratio of around 14.7:1 (14.7 parts of air to 1 part fuel by weight). Under steady-state engine condition, this ratio of air to fuel would assure that all of the fuel will blend with all of the air and be burned completely. A lean fuel mixture containing a lot of air compared to fuel, will give better fuel economy and fewer exhaust emissions (i.e. 17:1). A rich fuel mixture: with a larger percentage of fuel, improves engine power and cold engine starting (i.e. 8:1). However, it will increase emissions and fuel consumption. * Gasoline density = 737.22 kg/m3, air density (at 20o) = 1.2 kg/m3 The ratio 14.7 : 1 by weight equal to 14.7/1.2 : 1/737.22 = 12.25 : 0.0013564 The ratio is 9,030 : 1 by volume (one liter of gasoline needs 9.03 m3 of air to have complete burning). -
Black Liquor Gasification
Black Liquor Gasification Summary and Conclusions from the IEA Bioenergy ExCo54 Workshop This publication provides Wood and Wastes the record of a workshop organised by IEA Bioenergy. CO2 Pool Black liquor gasification is an interesting option for production of synthesis gas that can subsequently be converted to a variety of motor fuels. The technology can be integrated into modern, Carbon ecocyclic, kraft pulp mill Dioxide Pulp and Paper biorefineries. USA and Sweden lead developments in this field. It is of interest primarily among countries with strong pulp and paper industries and national policies which promote substitution of petrol and diesel by biofuels. IEA Bioenergy IEA BIOENERGY: ExCo:2007:03 INTRODUCTION a large pulp and paper industry. It is thus of great interest to convert the primary energy in the black liquor to an This publication provides a summary and the conclusions energy carrier of high value. from a workshop organised by IEA Bioenergy. It was held in conjunction with the 54th meeting of the Executive Worldwide, the pulp and paper industry currently processes Committee in Ottawa on 6 October 2004. The purpose of the about 170 million tonnes of black liquor (measured as dry workshop was to present the developments of black liquor solids) per year, with a total energy content of about 2EJ, gasification for the production of energy and/or biofuels making black liquor a very significant biomass source (see for transport and discuss the remaining barriers, either Figure 1). In comparison with other potential biomass technical or strategic, that need to be overcome in order sources for chemicals production, black liquor has the to accelerate the successful demonstration of black liquor great advantage that it is already partially processed and gasification technologies and subsequently their penetration exists in a pumpable, liquid form. -
Jamaican Domestic Ethanol Fuel Feasibility and Benefits Analysis
Jamaican Domestic Ethanol Fuel Feasibility and Benefits Analysis Caley Johnson, Anelia Milbrandt, Yimin Zhang, Rob Hardison, and Austen Sharpe National Renewable Energy Laboratory NREL is a national laboratory of the U.S. Department of Energy Technical Report Office of Energy Efficiency & Renewable Energy NREL/TP-5400-76011 Operated by the Alliance for Sustainable Energy, LLC May 2020 This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications. Contract No. DE-AC36-08GO28308 Jamaican Domestic Ethanol Fuel Feasibility and Benefits Analysis Caley Johnson, Anelia Milbrandt, Yimin Zhang, Rob Hardison, and Austen Sharpe National Renewable Energy Laboratory Suggested Citation Johnson, Caley, Anelia Milbrandt, and Yimin Zhang, Rob Hardison, and Austen Sharpe. 2020. Jamaican Domestic Ethanol Fuel Feasibility and Benefits Analysis. Golden, CO: National Renewable Energy Laboratory. NREL/TP-5400-76011. https://www.nrel.gov/docs/fy20osti/76011.pdf NREL is a national laboratory of the U.S. Department of Energy Technical Report Office of Energy Efficiency & Renewable Energy NREL/TP-5400-76011 Operated by the Alliance for Sustainable Energy, LLC May 2020 This report is available at no cost from the National Renewable Energy National Renewable Energy Laboratory Laboratory (NREL) at www.nrel.gov/publications. 15013 Denver West Parkway Contract No. DE-AC36-08GO28308 Golden, CO 80401 303-275-3000 • www.nrel.gov NOTICE This work was authored by the National Renewable Energy Laboratory, operated by Alliance for Sustainable Energy, LLC, for the U.S. Department of Energy (DOE) under Contract No. DE-AC36- 08GO28308. Funding provided by the U.S. Department of State. -
Technical Report: Engine and Emission System Technology
Technical Report: Engine and Emission System Technology Spark Ignition Petrol: Euro 5 & Beyond - Light Duty V ehicles © Copyright 2016 ABMARC Disclaimer By accepting this report from ABMARC you acknowledge and agree to the terms as set out below. This Disclaimer and denial of Liability will continue and shall apply to all dealings of whatsoever nature conducted between ABMARC and yourselves relevant to this report unless specifically varied in writing. ABMARC has no means of knowing how the report’s recommendations and or information provide d to you will be applied and or used and therefore denies any liability for any losses, damages or otherwise as may be suffered by you as a result of your use of same. Reports, recommendations made or information provided to you by ABMARC are based on ext ensive and careful research of information some of which may be provided by yourselves and or third parties to ABMARC. Information is constantly changing and therefore ABMARC accepts no responsibility to you for its continuing accuracy and or reliability. Our Reports are based on the best available information obtainable at the time but due to circumstances and factors out of our control could change significantly very quickly. Care should be taken by you in ensuring that the report is appropriate for your needs and purposes and ABMARC makes no warranty that it is. You acknowledge and agree that this Disclaimer and Denial of Liability extends to all Employees and or Contractors working for ABMARC. You agree that any rights or remedies available to you pursuant to relevant Legislation shall be limited to the Laws of the State of Victoria and to the extent permitted by law shall be limited to such monies as paid by you for the re levant report, recommendations and or information. -
Biofuels in Sweden 1990-2010 Regional and Global Policy Levels for More Than a Quarter of a Century
SEI - Africa Institute of Resource Assessment University of Dar es Salaam P.O. Box 35097, Dar es Salaam Tanzania Tel: +255-(0)766079061 SEI - Asia 15th Floor, Witthyakit Building 254 Chulalongkorn University Chulalongkorn Soi 64 Phyathai Road, Pathumwan Bangkok 10330 Thailand Tel+(66) 22514415 Stockholm Environment Institute, Project Report - 2011 SEI - Oxford Suite 193 266 Banbury Road, Oxford, OX2 7DL UK Tel+44 1865 426316 SEI - Stockholm Kräftriket 2B SE -106 91 Stockholm Sweden Tel+46 8 674 7070 SEI - Tallinn Lai 34, Box 160 EE-10502, Tallinn Estonia Tel+372 6 276 100 SEI - U.S. 11 Curtis Avenue Somerville, MA 02144 USA Tel+1 617 627-3786 SEI - York University of York Heslington York YO10 5DD UK Tel+44 1904 43 2897 The Stockholm Environment Institute Governance of Innovation for Sustainable Transport SEI is an independent, international research institute.It has been engaged in environment and development issues at local, national, Biofuels in Sweden 1990-2010 regional and global policy levels for more than a quarter of a century. SEI supports decision making for sustainable development by Karl M. Hillman bridging science and policy. sei-international.org Governance of Innovation for Sustainable Transport Biofuels in Sweden 1990-2010 Karl M. Hillman* * Institute for Management of Innovation and Technology (IMIT) Contact details: E-mail: [email protected] Phone: +46 26 64 81 05 Mobile: +46 708 22 18 58 Web: www.hig.se University of Gävle Faculty of Engineering and Sustainable Development Department of Building, Energy and Environmental -
Answers from the RENEW Project to the Biofuel
Registration 15.09.2008 Partners of the RENEW project Motivation Registration is necessary and will be Volkswagen AG, Germany, Co-ordinator In the ongoing public discussion biofuels are confirmed by E-mail. Participation is free of Abengoa Bioenergia S.L., Spain often considered a homogeneous group with charge. BKG GmbH & Co. KG, Austria similar properties. However there are Deutsche BP AG, Germany substantial differences between the fuel types. How to register: CERTH, Greece Biomass feedstock can differ in a wide range { via internet at: Chemrec AB, Sweden of properties as well as its availability and www.renew-fuel.com UET Freiberg GmbH, Germany sustainability. Fuel type and quality of fuel { by fax to: +49 4222 947 988-9 STFI-Packforsk, Sweden production as well as the suitability of the (please use this form) CRES, Greece biofuel to be applied in todays and future CUTEC Institut GmbH, Germany engines can vary widely. { by email to: [email protected] Daimler AG, Germany Instytut Paliw i Energii Odnawialnej, Poland Within the RENEW project different production processes for 2nd generation biofuels were National University of Ireland, Ireland investigated and compared. RENEW showed Answers from the RENEW Electricité de France, France Registration Form the potential for biofuel production in Europe project to the biofuel debate EEE Güssing GmbH, Austria and evaluated most suitable technologies and Answers from the RENEW project Lunds Universitet, Sweden costs for the production of synthetic biofuel. to the biofuel debate ESU-services Ltd., Switzerland Forschungszentrum Karlsruhe, Germany The results achieved in the RENEW project Brussels, Belgium AICIA, Spain are of high relevance in the present debate on Institut f. -
A Feasibility Study for the Construction of a Fischer-Tropsch Liquid Fuels Production Plant with Power Co-Production at NSA Crane (Naval Support Activity Crane)
CCTR A report prepared for Crane Technology Incorporated under the sponsorship of the United States Department of Labor A Feasibility Study for the Construction of a Fischer-Tropsch Liquid Fuels Production Plant with Power Co-Production at NSA Crane (Naval Support Activity Crane) May 31, 2007 Marty W. Irwin, Brian H. Bowen Center for Coal Technology Research (CCTR) The Energy Center at Discovery Park, Purdue University West Lafayette, IN 47907-2022 Email: [email protected]. Fax: 765-494-6298 Paul V. Preckel, Zuwei Yu State Utility Forecasting Group (SUFG) The Energy Center at Discovery Park, Purdue University West Lafayette, IN 47907-2022 John Rupp, Fritz H. Hieb, Maria Mastalerz Indiana Geological Survey (IGS) Indiana University Bloomington, IN 47405 The contributions of the following research assistants from the Energy Center at Discovery Park, Purdue University, for helping to develop this report are gratefully acknowledged: Akiner Tuzuner, Sisi Guo, Sika Gbègbèlègbè Dofonsou, and Devendra Canchi. Editorial assistance from Suzanne Black and Barbara Gotham is also gratefully acknowledged. A Feasibility Study for the Construction of a FT Liquid Fuels Production Plant with Power Co-Production at NSA Crane Acknowledgements This feasibility assessment, coordinated through the Center for Coal Technology Research (CCTR, Energy Center at Discovery Park, Purdue University) has been a joint project including experts from the State Utility Forecasting Group (SUFG, Energy Center at Discovery Park, Purdue University), and the Indiana Geological Survey (IGS, Indiana University). The complete list of team members is shown on the cover page. This short six-week feasibility study, forms part of a larger Clean Coal Technology (CCT) project supported by the CCTR, started April 12, 2007. -
A Review: Concept of Diesel Vapor Combustion System
ISSN(Online) : 2319-8753 ISSN (Print) : 2347-6710 International Journal of Innovative Research in Science, Engineering and Technology (An ISO 3297: 2007 Certified Organization) Vol. 5, Issue 4, April 2016 A Review: Concept of Diesel Vapor Combustion System Vijayeshwar.B.V P.G. Student, Department of Mechanical Engineering, Sri Venkateshwara College of Engineering, Bangalore, Karnataka, India ABSTRACT: This paper presents a concept of technique for delivery of heavy fuel oil (diesel fuel) in vapour form (gaseous state) to SI engine manifold and process of combustion of heavy fuel oil mixture (vapour and air) in light weight spark-ignition engines. If the diesel fuel is delivered to SI engine combustion chamber in vapour form (diesel fumes) through a technique of vaporization of diesel fuel and mixing of air-fuel, complete combustion of air-fuel mixture can be achieved, more improved mileage can be obtained with less emissions without compromising with engine performance aspects which is the must required criteria for any automobile. Here the principle used in vaporization of diesel is a hot air vaporization technique, where hot air is supplied at the bottom diesel sub tank/ vaporizing container as a result of which these air bubbles extract the diesel vapours forming diesel fumes from liquid diesel and these diesel vapours when delivered to engine with appropriate mixing with air and when undergoes combustion gives the above expected results. KEYWORDS: diesel fuel vapours, fuel vaporizer, air-fuel mixture, vapour combustion, reduced emission. I. INTRODUCTION The diesel engine (also known as a compression-ignition or CI engine) is an internal combustion engine in which ignition of the fuel that has been injected into the combustion chamber is initiated by the high temperature which a gas achieves when greatly compressed (adiabatic compression). -
Wyoming Greenhouse Gas Inventory and Reference Case Projections 1990-2020
Wyoming Greenhouse Gas Inventory and Reference Case Projections 1990-2020 Center for Climate Strategies Spring 2007 Principal Authors: Alison Bailie, Randy Strait, Steve Roe, Alison Jamison, Holly Lindquist Wyoming GHG Inventory and Reference Case Projection CCS, Spring 2007 Disclaimer The Center for Climate Strategies (CCS) prepared this report for the Wyoming Department of Environmental Quality (WYDEQ) through an effort of the Western Regional Air Partnership (WRAP). This report presents a preliminary draft greenhouse gas (GHG) emissions inventory and forecast from 1990 to 2020 for Wyoming. This report provides an initial comprehensive understanding of Wyoming’s current and possible future GHG emissions. The information presented provides the State with a starting point for revising the initial estimates as improvements to data sources and assumptions are identified. Please contact Mr. Brian Bohlman of the WYDEQ to determine if Wyoming has developed any updates to the information presented in this report. Wyoming Department of ii Center for Climate Strategies Environmental Quality www.climatestrategies.us Wyoming GHG Inventory and Reference Case Projection CCS, Spring 2007 Executive Summary The Center for Climate Strategies (CCS) prepared this report for the Wyoming Department of Environmental Quality (WYDEQ) through an effort of the Western Regional Air Partnership (WRAP). The report contains an inventory and forecast of the State’s greenhouse gas (GHG) emissions from 1990 to 2020 to provide an initial comprehensive understanding of Wyoming’s current and possible future GHG emissions. The information presented provides the State with a starting point for revising the initial estimates as improvements to data sources and assumptions are identified. Wyoming’s anthropogenic GHG emissions and anthropogenic/natural sinks (carbon storage) were estimated for the period from 1990 to 2020.