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Clean Vehicles with Biofuel. a State of the Art Report

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Clean Vehicles with Biofuel. a State of the Art Report se 9807Z1M WDT A State of the Art Report Tommy Mans son KFB-Report 1998:18 KFB Report 1998:18 __ ISBN 91-88868-^94-^ ISSN 1104-2621 Printed by: Ge "D AB C O Ekblad & CO, Vastervik Translated by: Ian M. Beck AB Cover illustration: Viera Larsson, Visual Communication AB Paper: yellow-tonedLinne (text pages), Invercote Albato (cover) Layout: KFB Information DISCLAIMER Portions of this document may be illegible electronic image products. Images are produced from the best available original document. KFB’s biofuel programme has been in progress, in its present form, for some six years. Development work on vehicles and engines has being carried out at universities and in industry under the aegis of the programme, as well as system demonstrations for munici­ palities, publictransport companies and other vehicle users. Overall, the programme has involved a hundred or more scientists and researchers along with numerous individuals at our partners. The hundreds of ethanol- and biofuel-engined vehicles which have been involved in the programme have covered more than ten million kilometres on Sweden’s roads. All in all, this has resulted in the accumulation of an immense range of compe­ tence on the part of the players in the industry. The results of the various activities in the programme suggest that the technology re­ quired for the use of ethanol and biogas as fuels, functions satisfactorily and that bio­ fuels possess considerable potential as a means of improving health and environment. However, much remains to be done when it comes to the further development of engines and vehicles, which is natural since the technology is still at the beginning of a develop­ ment process, when compared with established petrol and diesel engines and vehicles. The purposeof this report is to provide an overall analysis and assessment of the use of biofuel in the Swedish transport sector. The report is based on the information and ex­ periences that have been accumulated within the KFB biofuel programme and which are documented in numerous special reports which have been published separately as part of KFB’s series of reports and releases. The report has been produced within KFB’s biofuel programme by Tommy Mansson. I would like to thank him, as well as Soren Bucksch, who has served as programme ma­ nager for the biofuel programme. I would also like to express my gratitude to Professor Karl-Erik Egebdck, who has devoted a great deal of energy to evaluating and scientific control, and to all project managers, representatives of our co-financiers, local munici­ palities, road haulage companies, the automotive and petroleum industries, government authorities, universities, the Swedish Ethanol Development Foundation, and all the other individuals and organisations who have devoted their time and energy over the past six years to the patient and systematic development and testing of new types of vehicle and fuel. Urban Karlstrom Director-general, KFB of w Clean vehicles with biofuel - a state of the art report Foreword 3 Summary 6 Introduction 9 Sustainable mobility 9 What do we mean by alternative fuels? 10 KFB’s biofuel programme 11 Vehicles, fuels and the environment 17 What are environmental goals? 17 Vehicle exhaust fumes 18 Greenhouse effect 21 A life cycle assessment 22 Conclusions 25 Engine alcohols 27 Fuel characteristics 27 Blendings of alcohols with petrol and diesel 29 Use of alcohols in pure form 29 Ethanol or methanol? 30 Production 30 Potential as a biofuel 32 Financial considerations 33 Conclusions 35 Biogas 37 What is biogas? 37 Production 37 Qualityspecification 39 Filling and distribution 40 Supply 41 Financial considerations 41 Conclusions 43 Other alternative fuels 45 Dimethyl ethers, DME 45 Vegetable oils 48 Conclusions 49 Development of vehicles and engines 51 Development of engines 51 Development of catalysts and other cleaning techniques 55 Techniques for light vehicles 58 Techniques for heavy vehicles j 62 Conclusions ^ 63 7. Demonstrations and fleet trials - experience of operation 65 Ethanol buses 65 Ethanol trucks SVENOL 69 FFV 70 Fuel blends 72 Biogas 73 Conclusions 77 § International experiences 79 Brazil 79 USA 81 France 84 Other parts of the world 84 Stockholm Conference 1997 86 Conclusions 87 9. What potential does biofuel offer for health and the environment 89 Emissions 89 Hazards to health 97 Noise 99 Emission testing methods 99 Conclusions 101 10. A general economic analysis 103 Production, distributions and vehicle costs 103 Assessment of global environmental effects 104 Evaluation of local and regional environmental effects 105 Economic balance 106 Means of control 108 Conclusions 109 11. Strategies for the future m Creating a market for biofuel 111 Strategies for the introduction of biofuel 111 Obstacles to introduction 113 Gaps in knowledge 114 Conclusions 115 References 116 Glossary 120 SUMMARY □ The transport systems we have today are not sustainable in the long term. In order to bring about sustainable deve ­ lopment in the transport sector, new solutions are required which overcome environmental threats as well as satis­ fying the needs which create today ’s mobility. This will demand new technical solutions as well as changes in the attitudes and behaviour of all play­ ers who influence the transport sector. These players include us as con ­ sumers and travellers, as well as buyers and users of vehicles, the automoti­ ve and petroleum indu­ stries, the forestry and farming industries, and all the new industries that a new sus­ re tended to dominate KFB’s bio ­ the industry on how ethanol and tainable transport system could fuel programme. This programme biogas could become the fuels of give rise to. have involved more than one tomorrow. Most progress has hundred buses, a hundred or so been made in connection with et­ □ To bring about sustainable de­ passenger cars, mainly flexible hanol buses, for which techniques velopment it is not enough merely fuel vehicles (known as FFV) and have been specifically developed. to improve the efficiency of exis­ some fifty or more trucks, which In the case of trucks and vans ting transport systems. What is were driven more than ten million operating in urban areas, develop­ needed is to develop fuel systems kilometres on these fuels. A hund­ ments have not advanced so far. which are based on renewable red or so extensive emission tests In principle, however, as there is sources of energy at all stages of have been carried out on some of no great difference between an et­ production and distribution. In these vehicles within the program ­ hanol engine for a city bus and Sweden, ethanol and biogas are me, as have extensive develop ­ one for a truck, the prospects for the alternatives which appear, in ment activities at universities and developing better ethanol-engi­ both the short and the medium-to- in industry. ned trucks are considered to be long term to be the most suitable favourable. In the case of biogas, alternatives to petroleum and die ­ □ The programme has helped to the experiences gained from ope­ sel fuel. These fuels have therefo­ provide more facts for players in rating buses, trucks and passen­ ger cars suggest that this fuel is □ The introduction of flexible the test conditions will also facili­ currently the most environmental­ fuel vehicles, known as FFVs, tate an independent and objective ly friendly. However, further de­ marks the start of the creation of evaluation process. velopment of engines and vehic­ a nationwide distribution network les is required for both ethanol for ethanol. This has enabled the □ The transition from fossil fuels and biogas, if their environmental FFV project to show the way for to biofuels would be a long-term advantages are to be utilised to resolving the chicken-or-the-egg process, and if it is to succeed it is the full, and if the new techniques dilemma. However, in order to essential that it begins now. This are to be placed on a sound finan­ bring about greater use of biofuel means that facilities for the pro ­ cial footing. A central area when it will be necessary for the state duction of biofuel need to be built it comes to ethanol-engined to take active responsibility for at numerous locations around the vehicles is to develop engines stimulating the process of change. country, that funds be invested in which do not require the addition buses, trucks and cars which can of ignition-improvers. □ The key role of the state should use the new fuel, and that these include, for example, a clear and investments are made parallel to □ The admixture of ethanol in definite adjustment in taxes and each other. This requires determi­ petrol and diesel fuel is one way charges on fuels so that at the nation on the part of the state, as of introducing a biofuel into exis­ consumer level fuel prices reflect well as municipalities and the bu­ ting vehicles. KFB’s programme their effects on health and the en­ siness sector, to invest in new has demonstrated that admixtures vironment. As we are concerned technical solutions. Consequently, of 15 per cent ethanol into diesel with substantial, long-term invest ­ an extensive commitment is re­ can, with the aid of an emulsi­ ments by the new players who quired on the part of all players in fying, function as a high quality will be involved in building up a the transport sector. If all these fuel, which displays better envi ­ new market for biofuels, it is es­ conditions are satisfied, this could ronmental characteristics than the sential that the means of control create the model that is needed to best grade of diesel fuel currently adopted by the state are both con­ enable us to set in motion the pro ­ available, without any deteriora ­ sistent and sustainable.
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