Wks 1 4 making biomass derived fuels a sustainable business case for road mobility

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Wks 1 4 making biomass derived fuels a sustainable business case for road mobility

  1. 1. Challenge Bibendum Workshop 1 – 4 Making biomass derived fuels a sustainable business case for road mobility Chairperson: Professor Hans B. (Teddy) Püttgen Directeur, Energy Center Ecole Polytechnique Fédérale de Lausanne Berlin 18 mai 2011
  2. 2. Organization <ul><ul><li>Hans B. (Teddy) Püttgen , Moderator - agitator </li></ul></ul><ul><ul><li>Xaver Drago , Air Liquide, Chair Advisor </li></ul></ul><ul><ul><li>Jean-Christophe Balikdjian , Michelin, Secretary </li></ul></ul><ul><li>08:30 – 12:00 Session </li></ul><ul><li>12:00 – 14:00 Lunch and free time </li></ul><ul><li>14:00 – 17:00 Session </li></ul><ul><li>17:30 Debriefing with organizers </li></ul><ul><li>Outcome : 2 – 4 slides with key issues for to-morrow’s Plenary session </li></ul>
  3. 3. Key issues <ul><ul><li>Types of biomass-derived fuels – methane, hydrogen, liquid fuels, others? </li></ul></ul><ul><ul><li>What quantities could be made available, economically? </li></ul></ul><ul><ul><li>At what time? </li></ul></ul><ul><ul><li>Where? </li></ul></ul><ul><ul><li>What is the CO 2 «performance» – well-to-wheel? </li></ul></ul><ul><ul><li>Road transport use: competition from other potential users such as air and/or sea? </li></ul></ul><ul><ul><li>«Competition» from electric transportation? </li></ul></ul><ul><ul><li>Need for standards </li></ul></ul><ul><ul><li>Economic development issues in emerging economies. </li></ul></ul>
  4. 4. Participants <ul><ul><li>Reinhard Otten , Audi </li></ul></ul><ul><ul><li>Heiko Maas , Ford </li></ul></ul><ul><ul><li>Jonas Strömberg , Scania </li></ul></ul><ul><ul><li>Adilson Liebsch , Amyris </li></ul></ul><ul><ul><li>Alex Nevill , Shell </li></ul></ul><ul><ul><li>Tadeu Cordeiro , Petrobras </li></ul></ul><ul><ul><li>Thomas Wurzel , Air Liquide </li></ul></ul><ul><ul><li>Oliver Ruch , EWE Energy </li></ul></ul><ul><ul><li>Punjanit Leagnavar , UNEP </li></ul></ul><ul><ul><li>Thomas Weber , German ministry of environment </li></ul></ul><ul><ul><li>Soren Christiansen , ITD / IRU </li></ul></ul>
  5. 5. Conclusions - 1 <ul><li>Sustainable biofuels offer advantages for energy security and carbon intensity reduction. </li></ul><ul><li>Biofuels are already commercially available. </li></ul><ul><li>There are some good biofuels, some not so good biofuels and some bad biofuels. Policy should promote the good ones! </li></ul><ul><li>GHG impacts resulting from different biofuels vary considerably. </li></ul><ul><li>ILUC (indirect land use computation) impacts resulting from different biofuel productions vary considerably. Consistent computation methods are needed. Land use impacts can be proactively managed. </li></ul><ul><li>Technology development should be encouraged to create drop-in biofuels from various forms of biomass to avoid infrastructure and vehicle development costs. </li></ul>
  6. 6. Conclusions - 2 <ul><li>Aviation will be an important end-user of G2 fuels – high energy density per unit weight or per unit volume. Heavy road transport is already a large biofuel user and will continue to be dependent on biofuels for decarbonisation. For passenger cars, alternatives exist, such as electrification. </li></ul><ul><li>There is a massive need to harmonize economic incentives and policies as well as regulations across borders. </li></ul><ul><li>Regulatory long term certainty, consistency and alignment is crucial to attract and assure private sector investments. </li></ul><ul><li>There is also a growing need to harmonize sustainability and fuel standards to avoid their proliferation. </li></ul>
  7. 7. Conclusions - 3 <ul><li>Local energy security is important and leads to multi-fuel energy supply systems. </li></ul><ul><li>Biomass production costs ARE important. Proper land use IS important for all utilisations, especially avoidance of competition with food production. The associated energy production efficiency is sometimes NOT a deciding factor. </li></ul><ul><li>There is a need for improved G1 and G2 fuels to increase volumes and to achieve better sustainability, especially carbon, performance and avoid competition with other end uses. </li></ul><ul><li>Competition for resouces occurs at the production level as well as at the end-use level. For instance, uses of biomass for other purposes have a role as dictated by policy and economics. </li></ul><ul><li>Time is an issue. Additional funding is required in conjunction with scaling projects. </li></ul>
  8. 8. Conclusions - 4 <ul><li>As per IEA forecasts, 9% of all transportation needs could be satisfied with biofuels by the year 2030. The proportions vary from sector to sector and from one location to the next. The outcome will be primarily driven by policy. </li></ul>

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