Biofuels Vision 2030

7/29/2019 Biofuels Vision 2030

1/39Final report of the Biofuels Research Advisory CouncilEUR 22066

A vision for 2030 and beyond


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3/392006 EUR 22066

Directorate-General for ResearchSustainable Energy Systems

Biofuelsi n t h e E u r o p e a n U n i o nA vision for 2030 and beyond

Final report of the Biofuels Research Advisory Council


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The European Union is strongly dependent on fossilfuels for its transport needs. In order to reduce this

dependence and to meet our sustainability goals,

we need a clean, secure and affordable supply of

transportation fuels. There, biofuels can provide

a very significant contribution in the short to medium

term, and the Commission takes an active approach

to promote the use of biofuels. For example, the

Commission has recently adopted the Biomass

Action Plan and the EU Strategy for Biofuels, and

gives a high priority to research and development

for biofuels and biofuel technology in the Framework

Programmes for Research.

In an effort to better prioritise, co-ordinate and

implement future research and development of

biofuels, the Commission invited a group of high

level experts representing widely different sectorsof the biofuel chain. The mission of this group was

to develop a foresight report a vision for biofuels

up to 2030 and beyond, which should address all

the issues that are relevant to ensure a breakthrough

of biofuels and increase their deployment in the EU.

The group, called the Biofuels Research Advisory

Council (BIOFRAC), has described a vision for 2030.

It is based on the members past experience, current

practice and future expectations. The vision does not

mean to carve in stone a roadmap, or to elicit the

setting of a target. Rather, it lays out the challenges

ahead and suggests what it would take to meet

them. Within this ambit, the vision report lays the

foundations for a Strategic Research Agenda. It also

recommends the creation of a European Technology

Platform for Biofuels that will elaborate and

implement this research agenda.

The vision report starts from the assumption that

certain objectives can be met more effectively if

pursued in a coordinated manner. This coordinated

effort must fulfil a need that is broadly perceived

by the sector at large biomass producers, fuel

producers, vehicle manufacturers and end users.

It is in this context that the creation of a private-

public partnership should bring about a research

and development agenda that aims at technology

development of value to both European industryand citizens.

I welcome BIOFRACs recommendation to create

a Technology Platform for Biofuels. I hope that its

members will come together around a clear and

unambiguous goal which will make it effective

and will bring high added value to each of them.

I wish the platform a lot of success in embarking

on its mission and in achieving its objectives.

Janez Potonik

Commissioner for Science and Research

Foreword


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Contents

Executive summary 3

1 Introduction 6

2 Actual situation 8

Policy context 8Energy supply and demand 8

Resource availability 11Biomass to biofuels conversion technologies 12

3 Challenges and opportunities for the future 14

Securing future mobility 14Reducing greenhouse gas emissions 15

Increasing biomass supply 16

4 Vision for 2030 and beyond 18

A vision for biofuels 18The technical potential underpinning the vision 18

Considerations for reaching the vision 19

5 Strategic Research Agenda 20

6 Deployment 27

Technology roadmap 27Non-technological aspects 28

7 Recommendations 30

8 References 32


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The EU road transport sector accounts for morethan 30% of the total energy consumption in theCommunity. It is 98% dependent on fossil fuelswith a high share of imports and thus extremelyvulnerable to oil market disturbance. The growingtransport sector is considered to be one of the

main reasons for the EU failing to meet the Kyototargets. It is expected that 90% of the increase ofCO2 emissions between 1990 and 2010 will beattributable to transport.

Europe has defined ambitious targets for thedevelopment of biofuels. The aim is to improveEuropean domestic energy security, improve theoverall CO2 balance and sustain Europeancompetitiveness. The development of innovativebiofuel technologies will help to reach these

objectives.

The current production of liquid biofuels in theEU 25 is about 2 Mtoe, which is less than 1%

of the market. Although there have been markedincreases in production and use in recent years,the market share is at risk of failing the EU policytarget for 2010 of 18 Mtoe used in the transportsector.

The EU has a significant potential for theproduction of biofuels. It is estimated that between4 and 18% of the total agricultural land in the EUwould be needed to produce the amount of biofuelsto reach the level of liquid fossil fuel replacementrequired for the transport sector in the Directive2003/30/EC. Furthermore, biofuels can contributeto the EUs objectives of securing the EU fuelsupply while improving the greenhouse gasbalance and fostering the development of acompetitive European (biofuels and other) industry.

An ambitious and achievable vision for 2030 is thatup to one quarter of the EUs transport fuel needscould be met by clean and CO2-efficient biofuels.A substantial part will be provided by a competitiveEuropean industry, using a wide range of biomass

resources, based on sustainable and innovativetechnologies. Biofuel development will createopportunities for biomass providers, biofuelproducers and the automotive industry. Also, theEuropean technology will be used in 2030 in manycountries exporting biofuels to Europe.

Reaching the vision means considerably increasingdomestic biofuel production, while balancing itwith international biofuel trade. This will not onlyrequire substantial investment in biomass

production, harvesting, distribution andprocessing, but also calls for agreed biofuel andbiofuel-blend standards.

Executive summary

VISION

By 2030, the European Union covers as much

as one quarter of its road transport fuel needs

by clean and CO2-efficient biofuels.

A substantial part is provided by a

competitive European industry. This

significantly decreases the EU fossil fuel

import dependence. Biofuels are produced

using sustainable and innovative

technologies; these create opportunities

for biomass providers, biofuel producers

and the automotive industry.


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2 Actual situation

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Biofuels will mostly be used in gasoline- anddiesel-type internal combustion engines.However it is possible that specialised engineswill be used in certain applications or indedicated fleets. The majority of enginesavailable in 2030 will require liquid fuels,although their molecular composition might haveevolved from todays fuels. It will be beneficial ifthe new fuels are similar to, or at leastcompatible with, todays fuel types andspecifications. Ability to mix fuels fromalternative sources with current, conventionalfuels without jeopardising the standard fuelspecifications, and making use of existinginfrastructure, is a very effective means for theimplementation of these fuels.

Thus, the challenge is to increase substantially theproduction of biofuels that are commercially viable,CO2-efficient and compatible with vehicle engines,by using innovative processes and technologies. Toachieve this, it will be necessary, while supportingthe implementation of currently available biofuels,

to promote the transition towards secondgeneration biofuels, which will be produced froma wider range of feedstock (including wastebiomass), reduce competition for land and food,and which will help to reduce costs of saved CO2.To ensure the reduction of CO2 emissions, a marketmechanism will be required to ensure thatCO2-efficiency of bio-fuels is acknowledgedand rewarded. Mechanisms (e.g. a certificationscheme) could be used to promote the productionand use of more CO2-effective biofuels.

Research and development are paramount inreaching the vision. A phased development isenvisaged based on short-term improvement ofexisting feedstock and technologies, RTD&D(research, technology development anddemonstration) and commercial production of2nd generation biofuels (mainly from lignocellulosicbiomass), RTD&D and implementation of full-scaleintegrated biorefineries, and new energy crops.

For supply of the biomass feedstock, sustainableland strategies must be created that arecompatible with the climatic, environmental andsocio-economic conditions prevailing in eachregion. The production and use of both the primaryand residual forms from agricultural, forestry andindustrial operations should be promoted.Research on improving crop yields and energyinput/output, as well as key quality characteristicsusing advanced technologies, should be takencarefully into account.

The expected growth of the biofuels market and

the development of new transformation pathwaysmake it timely to investigate new integratedrefining schemes. The co-production of fuels, heat& power and co-products in integratedbiorefineries will enhance the overall economy andcompetitiveness of biofuels. The biorefineries willbe characterised by an efficient integration ofvarious steps, from handling and processing ofbiomass, fermentation in bioreactors, chemicalprocessing, to final recovery and purification of theproduct.

UFOP e.V. Alexander M. Omelko


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There is a need for a well-co-ordinated strategy forthe production of biofuels. As an important step,the recent Commission communication An EUStrategy for Biofuels, supplemented by an ImpactAssessment, describes seven policy axes whichwill regroup the measures the Commission willtake to promote the production and use of biofuels.This Vision Report proposes the establishment ofa European Technology Platform for Biofuels thatshould provide and help implement a strategy forbiofuels, particularly in the transport sector. By sodoing, and by making best use of EU knowledgeand scientific excellence, the Technology Platformwill contribute to the establishment and growth ofa world-class, cost competitive European industry.

The purpose of the present document is to addressall relevant issues and provide a vision and outlinestrategy, with emphasis on RTD&D, to increase,markedly, biofuels production and use in the EU.A good co-ordination between major Europeanactors will be essential and would be facilitatedby joint research and innovation programmes and

joint operation of experimental facilities.The Biofuels Technology Platform will provide thescenarios and strategic guidance for decisionmakers to set up the proper policy framework,and to help define and implement the strategicresearch needed to achieve the vision.

Roland Syba


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The EU road transport sector accounts for morethan 30% of the total energy consumption in theCommunity. It is 98% dependent on fossil fuelswith the crude oil feedstock being largely importedand thus extremely vulnerable to oil marketdisturbance. The transport sector is considered tobe one of the main reasons for the EU failing tomeet the Kyoto targets. It is expected that 90% ofthe increase of CO2 emissions between 1990 and2010 will be attributable to transport.

Internal combustion engines will continue to be

the dominant transport technology available in2030, using mostly liquid fuels produced from bothfossil and renewable sources. Biofuels provide thebest option to replace a significant share of thesefossil fuels.

Europe has defined ambitious targets for thedevelopment of biofuels. The aim is to improveEuropean domestic energy security, improve theoverall CO2 balance and sustain Europeancompetitiveness. The development of innovativebiofuel technologies will help to reach theseobjectives.

The EU has a significant potential for theproduction of biofuels. Biofuel use has to increasefrom its present low usage less than 2% ofoverall fuel to a substantial fraction of thetransportation fuel consumption in Europe (in linewith this reports vision of 25% in 2030). It isestimated that between 4 and 18% of the totalagricultural land in the EU would be needed toproduce the amount of biofuels to reach the level

of liquid fossil fuel replacement required for thetransport sector in the Directive 2003/30/EC.

Creating an EU market for biofuels will offer anopportunity for the new Member States that havemore agricultural land per capita and will facilitatethe absorption of the agricultural sector in theCommon Agricultural Policy.

Biofuels production represents a major opportunityfor the European economy. Developing innovativetechnologies can secure new jobs in rural areas,but also within industrial companies. In addition,new job opportunities could also arise fromtechnology export. A study estimates that if the

EU target for renewable energy in the EuropeanUnion is met in 2010, the growth in net employmentin the biofuels sector could be as high as 424 000

jobs with respect to the year 2000 (see Chapter 4).

Innovative technologies are needed to producebiofuels in an energy efficient way, from a widerrange of biomass resources and to reduce costs.The options, which will be developed, need to besustainable in economic, environmental and socialterms, and bring the European industry to aleading position.

This means that apart from purely economicfactors, e.g. investment, operating cost, andproductive capacity, other factors have to be takeninto account such as the greenhouse gas andenergy balances, the potential competition withfood production and the impact of biomassproduction on the environment.

The challenge therefore is to increase substantially

the production of biofuels by using innovative

feedstock, processes and technologies, which areboth competitive and sustainable.

1 Introduction


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Getty/James Hardy


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Policy context

Two of the main energy policy targets of theEU are to increase by 2010 the shareof the Renewable Energy Sources (RES) ingross inland consumption to 12% and theshare of biofuels in the market to 5.75% byenergy content. For the transport sector inparticular, the EU is supporting biofuels withthe objectives of reducing greenhouse gasemissions, sustaining Europeancompetitiveness and diversifying fuel supplysources by developing long-termreplacements for fossil fuels.

Recent assessments have concluded that the2010 targets are unlikely to be achieved, andfurther efforts are needed. In 2003, totalbiomass use for energy purposes was 69 Mtoe.For the biomass sector in particular, toachieve the 2010 RES 12% target, 74 Mtoemore are needed by 2010, with the splitbetween sectors as follows: electricity32 Mtoe, heat 24 Mtoe, and biofuels 18 Mtoe.

Total biomass use for energy would thereforebe 130 Mtoe in 2010. This additional biomassproduction can only be achieved in the shortterm with targeted measures and actions, anda better co-ordination of EU policies.

The Commission has therefore taken anambitious and co-ordinated approach topromote the use of biomass and biofuels.The approach includes a Biomass Action Planand an EU Strategy for Biofuels. In the

Commissions judgement, the measuresin the action plan could lead to an increasein biomass use to about 150 Mtoe in 2010or soon after.

Energy supply and demand

Fuels from crude oil supply about 96% of theworldwide energy demand for transportation.Other forms of energy (coal, natural gas,alcohols, electric energy) only have asignificant role at a local level or for specifictransport applications [1].

The nearly total dependence on fuels fromcrude oil is clearly not ideal. Crude oilreserves are limited and unevenly distributedin the world, with the most important reservesin politically unstable regions. Real oranticipated distortions of crude oil supply havepreviously led to sharp increases in crude oilprices and led to economic uncertainty.Therefore, a diversification of primaryenergies for fuel production will be necessary,especially to energy forms that are eitherlocally available or at least more evenlydistributed than crude oil. All kinds of primaryenergy are being discussed for fuel productionbut, for environmental reasons, renewable

forms of energy are of particular interest.

Global biofuels production

Biofuels production of 33 billion litres in 2004is small compared to 1,200 billion litres ofgasoline produced annually worldwide. Brazilhas been the worlds leader (and primaryuser) of fuel ethanol for more than 25 years,producing slightly less than half the worldstotal in 2004. All fuelling stations in Brazilsell bioethanol or gasohol, a 25% ethanol/75%

gasoline blend (E25). The US is the worldssecond-largest consumer and producer of fuelethanol. The growth of the US market is a

2 Actual situation


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relatively recent trend; ethanol productioncapacity increased from 4 billion litres in 1996to 14 billion litres in 2004. Other countriesproducing and using fuel ethanol includeAustralia, Canada, China, Columbia,Dominican Republic, France, Germany, India,Jamaica, Malawi, Poland, South Africa, Spain,Sweden, Thailand, and Zambia.

Total world production of biodiesel in 2004was more than 2 billion litres, of which morethan 90% was produced in the EU25. Growthhas been most marked in Germany (wherepure biodiesel (B100) enjoys a 100% fuel-taxexemption until August 2006), and the countrynow has over 1 500 fuelling stations sellingB100. Other biodiesel producers and users areFrance and Italy, with lesser amountsproduced and used in Austria, Belgium, CzechRepublic, Denmark, Indonesia, Malaysia, andthe United States.

EU25 energy demand

The EC study EU 25 - Energy and transportoutlook to 2030 (DG TREN, 2003) presents

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data on final energy demand by transportactivity and fuel type. Between 2000 and 2030,energy demand for passenger transport willincrease by 14%, whereas freight transportwill increase by 74%.

Based on this growth, the study predicts astrong increase in the need for middledistillate fuels for transportation, diesel fuelmainly for road transport, and kerosene foraviation. The demand for diesel fuel isforecast to grow by 51% from 2000 to 2030,due to the strongly growing need for freighttransport services and an increasing numberof diesel passenger cars. Gasolineconsumption, on the other hand, is expectedto even shrink in the last decade of the timeperiod. For kerosene, an increase of nearly60% has to be expected. Policies for thedevelopment of biofuels have to take theseanticipated developments in fuel demand intoaccount.

Table 2.1 shows the predicted energy demandfor the three main liquid fuels in the transportsector from 1990 to 2030.

1990 2000 2010 2020 2030

Gasoline 132.1 129.8 142.1 145.4 141.6

Kerosene 29.2 45.1 53.0 63.3 72.0

Diesel oil 103.0 147.7 182.1 207.6 223.6

Total 264.3 322.6 377.2 416.3 437.2Table 2.1: Final energy demand for transport (Mtoe) by fuel type

UFOP e.V.


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EU25 biofuels production

Liquid biofuels production in the EU 25 amountedto 2040 ktoe in 2004 or about 0.7% of the market.Biodiesel from rapeseed predominates with aproduction of around 1720 ktoe in 2004. Ethanol ismainly produced from wheat, and to a lesserextent sugar beet, in Spain, France and Sweden,with a total of around 320 ktoe tonnes in 2004.These two fuels are commonly referred as firstgeneration biofuels.

Biodiesel and ethanol are mainly used blended withdiesel or gasoline, respectively, in low proportions(max 5%). High proportion blends, e.g. ethanol usedfor adapted vehicles (Flexi Fuel), and pure forms arealso available in some countries. Most ethanol isprocessed into ethyl tertiary butyl ether (ETBE) asan additive to gasoline. Other transport fuels aredeveloped at currently low market volumes, e.g.biogas in Sweden or pure vegetable oil in Germany.

Figure 2.1 shows the growth in biofuel productionin the EU since 1993. Notwithstanding the significantgrowth, the 2005 reference value of 2% has not beenachieved. There is substantial variation in MemberStates efforts; if all Member States achieve the targetsthey have set, biofuels will attain a share of 1.4%(Figure 2.2).

Figure 2.1: Biofuel production in the EU since 1993.(2004: EU25). Source: Eurobserver 2005.

Figure 2.2: Biofuel targets for 2005 (EU25). Source: European Commission.

toe

UFOP e.V. UFOP e.V.


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Resource availabilityBiomass resources comprise those based onagriculture or forestry, and other sources derivedfrom agro- and wood industries, waste sourcesfrom construction and demolition, and municipalsolid waste.

Based on a recent briefing of the EuropeanEnvironmental Agency [2],Table 2.2 gives anestimate of biomass potentials in the EU25 from

2010 to 2030. The ranges are based on data from

different studies. The biomass resource potentialtill 2010 is estimated at more than 180 Mtoe.More than half is expected to derive from wasteand residual forms of both agriculture and forestryorigin. The remaining is expected to derive almostequally from wood and energy crops. The figuresfor 2020 and 2030 reach up to 239 and 316 Mtoe,respectively. Note that the figures illustrate onlythe energy content of the primary resource.

Resource type Biomass consumption, Potential, Potential, Potential,2003 (Mtoe) 2010 (Mtoe) 2020 (Mtoe) 2030 (Mtoe)

Wood direct from forest 43 39-45 39-72(increment and

residues)

Organic wastes, wood 67 100 100 102industry residues,

agricultural and foodprocessing residues,

manure

Energy crops 2 43-46 76-94 102-142from agriculture

TOTAL 69 186-189 215-239 243-316

Table 2.2: EU25 biomass for energy production potential (figures illustrate only the energy content of the primary resource).Sources: 2003 data from EUROSTAT; projections for 2010, 2020 and 2030 from European Environmental Agency [2].

Tonis Valing


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2 Actual situation

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Biomass to biofuels conversiontechnologies

A strong knowledge and expertise exists in Europe inthis area, both for biochemical and thermochemicalsystems.

Figure 2.4 summarises the main biomass conversionprocesses. The two pathways presently used in Europeat large scale are (i) ethanol production from sugar

crops or starch (grain crops) and (ii) bio-diesel fromoil-seed crops (rapeseed, sunflower, soy bean andother raw materials) converted into methyl esters(Fatty Acid Methyl Ester or FAME). Today, methanol,derived from fossil fuel, is used for the esterification.A better option in the future would be to use bio-methanol in the FAME production, or the productionof Fatty Acid Ethyl Ester (FAEE) bio-ethanol insteadof methanol.

Ethanol can be incorporated in the gasoline pool,either by direct blending (at present max. 5%, basedon the current gasoline norm EN228) or bytransformation, both without engine modifications.Some ethanol is also used as an 85% blend (E85)in flexible fuel cars, mixed with diesel using astabilising additive (e-diesel) on test fleet level, andas fuel for diesel buses (with ignition improver).The most frequent use of ethanol in Europe at presentis through conversion into ethyl tertiary butyl ether(ETBE) by etherification of ethanol and iso-butene,the latter being a by-product of refinery processes).ETBE, however, may have (like other ether-oxygenates)

some disadvantages, such as potential groundwater contamination. Its use is currently limited bythe availability of isobutene.

Pressed vegetable oil as such has been tested invehicle fleets with mixed results. Conversion of oilof biological origin (plants/animals) by esterificationwith methanol results in a fuel widely acceptedby diesel engine manufacturers. It is used both inpure form (in trucks) and admixed to diesel frommineral oil (at present 5%, based on the currentdiesel norm EN590). Esterification of oils frombiological origin with bioethanol will be discussed

further in order to generate biodiesel independentfrom fossil fuels.

The production of biogas is a third availablepathway. It can be either produced in dedicatedfacilities from organic wastes or recovered frommunicipal solid waste landfills. The recovery ofbiogas is important not only as a resource, but alsofor avoiding the discharge of a greenhouse gas inthe atmosphere. Upgraded biogas compressed at apressure around 200 bar can be used as an engine

fuel, but presently represents a niche market.

Table 2.3 provides an overview of biofuels and thefeedstock and processes used in their production.

2 Actual situation

Figure 2.4: Present biomass transformation processes.

UFOP e.V.


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Biofuel type

Bioethanol

Vegetable oil

Biodiesel

Biodiesel

Biogas

Bio-ETBE

Specific names

Conventional bioethanol

Pure plant oil (PPO)

Biodiesel from energy crops

Rape seed methyl ester (RME),fatty acid methyl/ethyl ester(FAME/FAEE)

Biodiesel from wasteFAME/FAEE

Upgraded biogas

Biomass feedstock

Sugar beet, grains

Oil crops (e.g. rape seed)

Oil crops (e.g. rape seed)

Waste/cooking/fryingoil/animal fat

(Wet) biomass

Bioethanol

Production process

Hydrolysis & fermentation

Cold pressing/extraction

Cold pressing/extraction& transesterification

Transesterification

Digestion

Chemical synthesis

First generation (conventional) biofuels

Biofuel type

Bioethanol

Syntheticbiofuels

Biodiesel

Biogas

Biohydrogen

Specific names

Cellulosic bioethanol

Biomass-to-liquids (BTL):Fischer-Tropsch (FT) dieselSynthetic (bio)dieselBiomethanolHeavier (mixed) alcoholsBiodimethylether (Bio-DME)

Hydro-treated biodiesel

SNG (Synthetic Natural Gas)

Biomass feedstock

Lignocellulosic material


Vegetable oils and animal fat



Production process

Advanced hydrolysis &

fermentationGasification & synthesis

Hydro-treatment

Gasification & synthesis

Gasification & synthesis or

Biological process

Second generation biofuels

Table 2.3: Overview of biofuels and the feedstock and processes used in their production.

Olivier Suckling


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DSecuring future mobility

Before determining the potential role that biofuelsin EU 25 can play by 2030 and to recommendappropriate policies for the development ofbiofuels, it is important to assess the quantity andstructure of future energy demand for transport,and the underlying data for mobility and economicgrowth. Chapter 2 presents data from the baselinescenario of a recent study by DG TREN [3].The main points to note from the study are thefollowing forecasts for the period from 2000 to2030:

For the EU 25, an average annual growth of 0.6%for primary energy (0.9 % for final energy),compared to 2.4 % increase for GDP;

An increase in dependency on energy imports,from 47.1% in 2000 to 67.5% in 2030;

Freight transport growing at an annual averageof 2.1% for the EU 15 and 2.3% for the newmember states. Road traffic will gainsignificantly in terms of market share, mainly atthe expense of rail. In 2030, road traffic willaccount for 77.4% of freight transport services,compared to 69.0% in 2000;

Personal transport growing at an annual averagevalue of 1.5% in the EU 25, distinctly lower thanthe growth in GDP. The strongest increase isforecast for aviation, which will double its share

to 10.8% and will account for 16% of the overallenergy demand of the transport sector in 2030.However, private cars and motorcycles will by far

remain the most important means for personaltransport, with a market share of 75.8% in 2030,compared to 77.7% in 2000;

The largest increase in fuel use for transport inabsolute terms is expected to be for trucks andbuses. After 2010 the fuel demand by trucks is

forecast to even exceed that for passenger carsand motorcycles.

According to the above study, liquid hydrocarbonfuels will dominate the market by 2030, and dieselwill increase its proportion at the expense ofgasoline. As a result there would be a deficit ofproduced diesel compared to demand and anovercapacity of gasoline production in Europe. Thisimbalance is a risk to European supply security,but could also present a substantial opportunity tothe European biodiesel industry. There will also bea need for kerosene, mainly for aviation.

User acceptance of biofuels is paramount. Ideally,users should not notice the difference betweenconventional and biofuels, nor should they berequired to extensively modify their existingvehicles or perform new routines when usingbiofuels (although future vehicles will have toemploy new technology).

Storage, distribution and sales logistics are also

important issues. For the private motorist market(cars), it is a benefit if the biofuels are compatiblewith existing logistics systems. For commercial

3 Challengesand opportunitiesfor the future


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vehicles, particularly truck and bus fleets, separate(dedicated) fuel distribution systems are alreadycommon. For commercial vehicles, overall

economics will largely dictate how the fueldistribution is organised. In any case, existinginfrastructure investments will be in use for theirfull economical life-time, even with new fuelsbeing introduced to the market.

It seems likely that large-scale biofuel penetrationis only possible if the existing engine technologiescan be utilised. Ideally, future biofuels could beused as blends to gasoline, diesel or natural gas,or as neat products. Also alternating between

biofuels, conventional fuels and blends should bepossible.

In the period to 2030 it is expected that theregulated exhaust gas emissions (NOx, CO, HC,particulates) will be further reduced in steps toreach near-zero emissions, with vehicle emissionsstable over the vehicles life. High quality of the fuelis an important enabler to comply with stringentemission regulations. Emission standards (andother vehicle standards) should preferably bebased on global technical regulations withrelatively minor regional adaptations. Fuel quality

must therefore be compatible with this reality on aglobal basis. In parallel, energy consumption /emission of greenhouse gases should be reduced

significantly due to legislation, incentives andincreased cost-effectiveness of the transportationmeans.

Reducing greenhousegas emissions

Reducing greenhouse gases (in particular carbondioxide) in the transport sector is one of the mostimportant drivers to promote biofuels.

In a recent study by JRC/EUCAR/CONCAWE [4],different biofuels were compared in terms of boththe economics (cost of avoided CO2) and thepotential for CO2 emission reduction comparedwith a conventional fuel using crude oil at50 /barrel.

Figure 3.1 shows that, by moving from first generationto second generation biofuels, the fraction ofavoided CO2 can be increased whilst simultaneouslyreducing the cost of the avoided CO2. Note that forindicating the most suitable fuel of the future,

other factors have also to be taken into account.

Figure 3.1: Indicative CO2 reduction potential versus costs for CO2 avoidance (source: WtW study, Eucar/Concawe 2005). Please note that the

volumetric potential of the different fuel options is not taken into consideration. The higher than 100% CO 2 avoidance for biogas resultsfrom the reduction of methane emission through degradation of organic waste and manure in a controlled fermentation process whereCO2 is replacing methane (a much more powerful greenhouse gas).

%C

O2avoidedcomparedtoconventio

nalfuelcase


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2 Actual situation

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The challenge is to increase substantially theproduction of biofuels by using innovative processesand technologies that are both competitive andsustainable. To achieve this, it will be necessary,while supporting the implementation of currentlyavailable biofuels, to promote the transition towardssecond generation biofuels, which will be producedfrom a wider range of feedstock, do not competewith the food chain, and will help to reduce costs ofsaved CO2.

Fuels from biomass, therefore, have a high potential

to reduce greenhouse gas emissions,and hence are an important means to fulfil roadtransport CO2 emissions targets. They can be areliable fuel source, which can gradually reduce thedependence on oil imports, and, if further developed,can constitute part of a strategic reserve.

Notwithstanding the fact that biomass in electricityhas the greatest greenhouse gas benefits andbiomass in heating is cheapest, transport biofuelshave the highest employment intensity and providethe only renewable alternative for existing vehicles.The use of biomass should be promoted in all threesectors. At least up to 2010, there will be no majorcompetition for raw material: biofuels rely mainly onagricultural crops while electricity and heating relymainly on wood and wastes.

Increasing biomass supplyCurrently, agricultural and forestry systems exploitonly part of their production, i.e. primary products,while they leave unexploited significant residual

quantities. The use of both the primary and theresidual resources through integrated andsustainable pathways should be promoted. It will

also be necessary to utilise biomass fractions thatare presently discarded and to make the best use ofthe whole plant. Specific non-food, high-yieldbiomass can be developed but needs to take accountof issues, such as biodiversity and labour conditions.When non-European feedstock is used they need tomeet the same sustainability criteria as in the EU.

The main challenges concerning biomass resourcesare:

Supply the industry with secure raw materialEfficient land use by the use of whole-cropsolutions and by exploiting both fertile andmarginal land.Ensure that both primary production andresidues are evaluated for their energy potential.Sustainability in biomass production- handlingtechniques.

Improve the acceptability of the biomass sector bystrengthening the communication channels amongthe relevant stakeholders, especially the farmingand forestry sectors with the respective fuel andenergy sectors.

Balance domestic biomass production againstinternational biomass trade.

Different sectors food, feed, fibre, chemicals andenergy compete for biomass from agriculture andforestry. Therefore, biomass production for energyhas to be as efficient as possible per unit area inorder to minimise the competition for land.

Planning efforts should focus on choosing the best

available cropping solutions for each region and landtype. The suggested criteria for such an evaluationinclude: high energy and cost efficiency, adequategreenhouse gas savings, soil and water protection.

Corbis


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Genetics can be used to improve the qualitycharacteristics of the crop, e.g. decrease lignincontent so that whole crop use becomes efficient.

It can be noted that there are 3 parallel paths in thebiofuel industry development:

1. The first path is to use food-type feedstock suchas wheat, vegetable oils...

2. The second path is to make biofuels out of theresidues or waste of current agriculture or

forestry and industry. This will increase theavailability but rely on the development of robustdevelopment technologies (see above). The overallavailability is limited by factors such as theconcentration of the residues, or the amount offood-crop production (eg. straw and wheat). Thisoption will develop between 2010 and 2020.

3. The third path is to use energy crops, i.e. biomassthat is grown deliberately for biofuels applications(see below). The potential for energy crops can bemassive (highly productive crop, possiblygenetically modified, with a rational agriculture).This stage requires that bio-diversity and impactstudies are carried out with a long lead time.Studies must start now for full implementation in2020 and beyond.

Energy crops

Dedicated energy feedstock in the form of energycrops represents a promising solution to securityof supply issues for future biofuel production. Like

the other biomass resources, they can beconverted into virtually any energy form. However,their main advantage is that they can be developed

to optimise key characteristics for energyapplications and their sustained production canbetter ensure long term large-scale supplies withuniform characteristics.

Energy crops may also have significantly higheryields per unit of land area than natural strands.These higher yields improve their costeffectiveness over conventional crops andminimise land requirements, associated chemicaluse, and haulage requirements.

Throughout Europe there are certain cases whichexist mainly due to the political and financialsupport provided by member states such asoilseed crops for biodiesel in Germany and France,Short Rotation Coppice for heat in the UK andwillow plantations for heat and electricitygeneration in Sweden.

Taking into account current agricultural systemsas well as the respective legislative and politicalframework in the EU25 and individual memberstates, energy crops are expected to play anincreasingly significant role as future biofuelresources, starting from existing oil, starch andsugar crops for the first generation of biofuels andprogressing to high-yield and moderate-inputlignocellulosic cropping solutions.

Getty/Jason Hawkes


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4 Vision for 2030 and beyond

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A vision for biofuelsUp to one quarter of the EUs transport fuel needscan be met by clean and CO2-efficient biofuels by2030. A substantial part is to be provided by acompetitive European industry with biofueldevelopments based on sustainable and innovativetechnologies creating opportunities for biomassproviders, biofuel producers and the automotiveindustry. International trading of biofuels(components) will increase.

In 2030, biofuels will mostly be used in internalcombustion engines, as these technologies willstill prevail. However it is possible that specialiseddrivetrains, e.g. fuel cells, will be used in certainapplications or in dedicated fleets.

Integrated biorefineries co-producing chemicals,biofuels and other forms of energy will be in fulloperation. The biorefineries will be characterised,at manufacturing scale, by an efficient integrationof handling and processing of biomass,fermentation in bioreactors, chemical processing,and final recovery and purification of the product.Future installations will be much more flexiblethan the present ones, both in terms of feedstockand products. The level of sophistication andcontrol, built up over many years in the chemicalindustry, shall thus have been achieved also inbiorefineries. The development of biofuels requiresa high degree of innovation and investment and isexpected to boost rural economies and contributeto industrial growth.

The technical potentialunderpinning the visionPreliminary results of a study by the EuropeanEnvironmental Agency [4] suggest that there issufficient biomass potential in the EU-25 tosupport ambitious renewable energy targets in anenvironmentally responsible way. According tothis study, domestic raw biomass availability couldrange between 243 and 316 Mtoe in 2030 (seeChapter 2).

Starting from the low estimate, and taking a mean

conversion factor of 40% using current technology,this would yield approximately 97 Mtoe of biofuels.Considering the high estimate, and assuming anoptimised conversion factor of 55% using futuretechnologies, the available raw biomass could yieldup to 174 Mtoe biofuels.

In 2030, domestic EU biomass would thus hold thetechnical potential to cover between 27 and 48 % ofour road transport fuel needs (360 Mtoe, seeChapter 2), if all biomass would be dedicated tobiofuels production. Significant cost reductions inthe production process would be needed totransform the technical potential into economicpotential. Cost reduction of 20-30% seemsplausible using future technology (beyond 2010 [5]).

Taking as a base case that half of the EU biofuelsupply in 2030 could be covered by domesticproduction and the other half by imports, it seemsrealistic to aim at one quarter of the EU roadtransport fuel needs in 2030 being covered bybiofuels.


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Considerations for reachingthe visionThe one quarter of EU road transport fuel needs in2030 mentioned above, and half of that produceddomestically, would mean converting in the orderof 100 million tonnes of biomass into biofuels.

Reaching the vision will therefore requiresubstantial investment in biomass production,harvesting, distribution and processing. Theseinvestments in new technologies would give

European industries the possibility of increasingand accelerating their expertise as compared totheir global competitors, both for first and secondgeneration biofuels. In a similar vein, thedevelopment of biorefineries could improve ruraleconomies and contribute to industrial growth.This could provide positive benefits for Europe inthe medium to long term. Clearly, a favourablepolitical climate, providing the appropriatelegislative and financial framework, is crucialfor instigating this level of investment.

Reaching the vision will obviously bring a cost tosociety. Looking at the near future (2010),a regulated market-based approach thatencourages the development of the EUs domesticbiofuel industry in a balance with imports wouldbring an average cost of 6 billion per year inorder to meet the indicative target of the BiofuelsDirective [6,7,8,9]. Relating this to the gross dieseland gasoline consumption in the EU25 (334 billionlitres in 2002) yields an average increase oftransport fuel cost of 1.2 to 2.5 euro cents per litre

in order to finance the additional biofuel usetargeted for 2010.

Increased use of biofuels will have directandindirectemployment effects. A study by theEuropean Renewable Energy Council [10]estimates that meeting the EU target forrenewable energy for 2010 will result in a growthin net employment in the biofuels sector of 424 000

jobs with respect to the year 2000. An indirecteffect could be the multiplier opportunities whichcould increase the direct effect. On the other hand,

jobs in the biofuel sector might replace other jobs,and the net employment effect could be much less.Impact Assessments [7,9] indicate that the abovementioned indirect effect on net employment couldrange between minus 40 000 to plus 15 000 jobs,depending on how wages and unemploymentpayments evolve with higher energy prices.

The uncertain development of oil prices and of thecost of biofuel production makes it difficult toquantify the cost to society of reaching the visionfor 2030. Preliminary estimates in this VisionReport, based on 2005 market prices, suggest that25% biofuels in road transport in 2030 could costin excess of 31 billion per year, equivalent to anadditional 6.6 euro cent per litre of gasoline and8.2 euro cents per litre of diesel.

In this context, the cost of increased biofuel useto society has to be weighed against the monetaryvalue of the benefits, such as enhanced securityof supply, reduced greenhouse gas emissions,diversification of our energy mix, and job creation

in rural areas. A forward-looking biofuel strategywith a strong focus on research, development andinnovation should be part of a consistent set ofresearch and energy policies which have as theirgoal a cleaner and sustainable energy future.

Dimitri Sherman


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Figure 5.1 gives an overview of different routesfrom primary energies to fuel, with a specialemphasis on the potential of biomass. The figureshows that diversification of primary energy does notnecessarily mean a different kind of fuel than today.In general, fuel can be produced from a variety offeedstock, involves several production steps anduses intermediate products to generate the finishedfuel (and other products). The same routes arepossible for biomass as for fossil resources.Biomass can be liquefied to yield an intermediatebio crude (that can be further transformed in a

petroleum refinery or gasified for syngas), or directlygasified for synthesis gas or SNG. Moreover, FAME,FAEE and other derivatives can be produced directlyfrom oil containing plants, and ethanol from sugar,starch or, after pre-treatment, from cellulose.

Other renewable forms of energy are less flexiblein that the only fuel product will be hydrogenproduced using renewable electricity (althoughsolar thermal energy can be used for thegasification of biomass). For nuclear energy, thesituation is similar.

Hydrogen can be produced from a number ofprimary energy sources, including biomass, andused directly for vehicle propulsion. However,hydrogen requires far-reaching changes intechnology and infrastructure. In particular, energy

effective use of hydrogen requires the introductionof fuel cells instead of internal combustion enginesand, therefore, adds another technology and costchallenge. Hydrogen from renewables for fuel cell-driven vehicles might be a long term option, but its

5 Strategic ResearchAgenda

Crude oilOther

fossilBiomass

Other

renewableNuclear

Refinery

components

Gasoline,

diesel

Syncrude,

biocrudeSynthesis gas Electricity

BTL,

Methanol,

DME

FAME

FAEEBiogas Ethanol Hydrogen

Primary

energy

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product

End

product

Figure 5.1: Process chains for fuel production (see Table 2.1 for explanation of abbreviations).


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introduction will take a long time, needsbreakthroughs in technology and cost and willrequire intermediate steps to enable a gradualgrowth of both fuel and vehicle availability.

Improving existing conversion technologies

Further progress is required to improve the energyand therefore carbon balance of existingtechnologies. This can be achieved by usinginnovative processes for biomass conversion andfractionation of products: thus new developmentsin the areas of catalytic and separation processes(such as membranes, new adsorbents, ionicliquids or supercritical extraction) can lead toimproved energy efficiency and better thermalintegration.

Ethanol production from starch can advance ineconomic and environmental performance byincreasing the yield and improving the quality ofco-products. New enzymes and processes canbring starch ethanol to competitiveness with fossilfuels in the short term.

In the case of FAME, FAEE and other derivatives,new catalytic processes such as those based onheterogeneous catalysis could be used to increasethe yield and economics. The use of alternativesources of fatty acids (alternative oil-seed crops,GM) has to be considered. The quality of by-products is also an important factor. Improving thepurity of glycerol can improve significantly thecompetitiveness of FAME production. The optimaluse of by-products as intermediates for the

production of fine chemicals or pharmaceuticalsshould also be considered. Biological processes(e.g. based on lipase enzymes) for biodieselproduction from vegetable oil (typically rapeseedoil in Europe) could represent a significant advanceover the present-day process of chemicalmodification.

Diesel fuel can also be produced by hydro-treatment of vegetable oil and animal greases.The technology has reached the demonstrationstage and could be implemented soon. It is

promising in being flexible in terms of feedstock,but requires integration with an oil refinery in orderto avoid building a dedicated hydrogen productionunit and to maintain a high level of fuel quality.

For biogas, key issues are maximising biogasproduction during the digestion process and gaspurification (upgrading). It is also an option toprocess the biogas further or to produce syntheticnatural gas (SNG).

The design and operation of existing biofuel plantsis largely based on empirical experience.Therefore, the acquisition of thermodynamic, fluiddynamic and kinetic data is required foroptimisation of existing, and the development of,new processes. Improving the analysis andcharacterisation of biochemical components,process fluids and mixtures are needed. Moreeffective modelling methods for process and plantoptimisation should be developed.

UFOP e.V.


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Production of ethanol and ethanolderivatives from cellulosic biomass

Advanced conversion technologies are needed toproduce ethanol and ethanol derivatives from a widerrange of resources, including lignocellulosic biomass(see Fig. 5.2). A wide range of lignocellulosicbiomass wastes can be considered from agriculture(e.g. straw, corn stover, bagasse), forestry, woodindustry, and pulp/paper processes.

New processes have also to be considered toproduce derivatives, for direct incorporation intothe fuel market, especially the fast growing dieselpool. Such processes include the transformation ofethanol into esters produced from vegetable oils(FAEE), which can be produced in the short tomedium term. New derivatives such as higheralcohols (or ketone-alcohol mixtures) should haveoptimal properties with respect to both gasoline

Figure 5.2: Production of 2nd generation biofuels by fermentation from lignocellulosic biomass.

Cellulose and hemicellulose can be converted intoalcohol, by first converting them into sugar, but theprocess is not yet proven at an industrial scale.Lignin cannot be converted by such a biochemicalprocess but can be via a thermochemical step, asdiscussed below.

Today, there is little commercial production ofethanol and ethanol derivatives from cellulosicbiomass, but R&D is ongoing in Canada, USA andalso in Europe.

Further progress is thus required to bring suchconversion processes to the market. This includesmore efficient biochemical systems (new enzymes,yeasts), innovative fractionation and purificationprocesses and efficient uses of co-products.Additionally, the flexibility of conversion plants has

to be improved in order to enable conversion of abroad range of lignocellulosic feedstock.

and biodiesel additions/substitutions. Modernmethods of biotechnology would allow theconstruction of novel cellular production pathwaysfor the best suited components, based onfermentation processes.

Production of synthetic fuels

through gasification

A wide range of biomass feedstock can be used toproduce synthetic fuels including DME, methanol,F-T diesel and F-T kerosene. In particular, theconversion of lignocellulosic biomass appears veryattractive as a medium to long term prospect forproducing a large quantity of biofuels. Althoughthis option is not yet commercially proven,much R&D is ongoing, especially in Europe.Lignocellulosic biomass transformation processesunder development are summarised in Figure 5.3.

AGQM e.V.


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An alternative or parallel route to gasification is

transforming the biomass into a liquid "biocrude",which can be further refined, used for energyproduction or sent to a gasifier. Such processesinclude fast pyrolysis and hydrothermal upgrading.

Combination of various technologies could alsoinclude gasification and further biotechnologicalconversion of CO2 and H2 into liquid fuels (such asethanol or other compounds). This would beanalogous to the chemical Fischer-Tropschcatalyst, but be based on a novel cell factory.Advantages would include higher stability towardsimpurities, e.g. sulphur compounds), milderreaction conditions and better energy balance.

Technical innovation is needed to reduce the cost

of the transformation and to improve the reliabilityof the technologies. Further progress has to bemade to improve the pre-treatment and syngaspurification steps, producing oxygen required bythe gasification step in a more economic way,achieving better energy integration and improvingthe carbon balance. Another area to be explored isthe possibility of increasing the overall yield byusing external hydrogen. The optimal use of by-products and the treatment of waste streams(including waste water) are also important issues.

Figure 5.3: Production of second generation biofuels by gasification from cellulosic biomass.

AGQM e.V.


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Development of integrated refining concepts

The expected growth of the biofuels market andthe development of new transformation pathwaysmake it timely to investigate new integrated productionsystems (biorefineries). Biomass-processing plantswill need the same type of facilities as chemicalplants. Integration of new biorefineries with existingindustrial complexes appears to be a way to reducetotal capital cost and lower the cost of the endproducts. This optimal integration has to take intoaccount different possibilities (Figure 5.4):

Production of a wide range of fuels and by-products from diverse lignocellulosic feedstock,whereas presently biomass conversion units areoriented mainly towards a single product(ethanol, FAME);

Integration, in the same "biorefinery", of biochemicaland thermochemical transformation stages;

Optimal integration of oil and biomass refiningsections to enable (i) the biochemical section to usehydrogen or low-grade heat from the oil refining

section and (ii) the fractions produced in thebiochemical section to be sent to the oil refiningsection;

Optimal integration with traditional productionfacilities when appropriate, e.g. pulp and papermills, sugar factories, oil mills;

Co-processing in the same complex of oil,biomass, and possibly also coal, lignite, naturalgas and biogas;

Gasification of black liquor at pulp mills, withsubsequent synthesis to fuels/chemicals.

An example of a biorefinery integrating biochemicaland thermochemical transformation pathways is

shown in Figure 5.5.

Some relatively simple biorefineries alreadyexist (e.g. sugar/ethanol plants, oil seedscrushing/trans-esterification plants, pulp andpaper mills, biodiesel unit integrated into oilrefinery). All alternative possibilities ofintegration will have to be explored. Conversionof intermediates and residues into valuableproducts is a central objective of the integratedbiorefinery. The co-production of fuels andco-products, i.e. basic chemicals for synthesispurposes or high valuable minor components,

Figure 5.4: Example of an integrated biorefinery complex, co-processing different feedstock

Andre Maritz

Integrated biorefining complex


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can meet the challenges of economy andsustainability. Specific applications of biofuels fordedicated fleets or energy applications will alsohave to be taken into account. R&D is needed toinvestigate the optimal integrated schemes ofproduction and identifying the best suited"building blocks". Adequate simulation tools willbe necessary to support this process. Also,optimisation of the interfaces betweenbiorefineries and existing logistic systems needsinvestigation.

In conclusion, there are many alternative typesof biofuel and production processes. To ensurecompetition in the delivery of competitive, lowcarbon and secure biofuels it is important not tolock into one product or technology today, but tocreate an environment in which such products and

technologies can evolve.

Vehicle engines

In 2030 it is foreseen that there will be only a fewmajor powertrain/fuel combinations, one derivedfrom the current spark ignition engine, one fromtodays compression ignition engine, and possiblyanother major engine based on a new combustion

technology, i.e. homogeneous lean combustion.Thus, internal combustion engines will represent themajority of passenger car engines and close to 100%of the truck and bus engines in 2030.

The best option for biomass to be used for roadtransport is to convert it into liquid fuels, since thesehave the highest substitution potential (gaseousfuels will continue to grow but will remain in thelower 10% because of logistic restrictions).

The spark ignition (Otto-) and compression ignition(Diesel-) engine, and their after-treatment systems,will be further developed to achieve close to zeroemission requirements, emission durability and

Figure 5.5: Biorefinery integrating biochemical and thermochemical transformation pathways, allowing energy-efficient use of a broad rangeof feedstock, and diversification of products.

(OIL PLATFORM, LIGNIN PLATFORM,...)

IFP

SYNGAS PLATFORM


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energy efficiency. There is intensive researchongoing that aims at combining these combustionprocesses to achieve improved fuel consumptionand raw emissions performance (for examplehomogenous combustion compression ignition HCCI, combined combustion system CCS,combined auto ignition -CAI). Until 2030 thesedevelopments will have a considerable impact onengine technology. There might be minor marketsfor other vehicle technologies using similar orother dedicated fuels or niche markets forinnovative solutions, e.g. prototypes/concept carsbased on fuel cells.

For the development and implementation ofbiofuels two major topics evolve from engineaspects: (1) joint development of new combustionprocesses and the most appropriate fuel type andspecification, and (2) fuel optimisation for futureexhaust emissions requirements for both

conventional engines and the new enginedevelopments.

Developments in sensors, monitoring and controlmay allow for some fuel flexibility in themarketplace. For spark ignition engines, systemsthat can identify fuel characteristics very preciselyand adapt engine calibration to the specific fuelwill be improved and extended to different fuelmixtures. The development of these Flexi Fuelvehicles could result in a much greater use ofethanol than possible today as a blendingcomponent. However, high fuel quality must beensured to guarantee proper and durable after-treatment performance as well as stable andaccurate sensor performance.

Biomass resources and logistics

Biomass resource systems should be optimised inorder to match the quality characteristics of theexisting and future feedstock to meet therequirements of the technologies and the end

products. Furthermore, an integrated approachrequires that, in some cases, the residues fromforestry, industry, agriculture and other sectors,

which are appropriate for energy applications,should be considered as fuels and not as wastes.Their final conversion to biofuels should befacilitated.

In the Nordic boreal forests there are largepossibilities to increase the production of biomasswith new management systems and furtherdevelopment of current systems. The possibleproduction increase is estimated to be at least 30%until 2030.

Agriculture and forest-derived material must beprocessed on a decentralised basis to avoiduneconomic shipping costs. An option to beconsidered is pre-processing difficult to handlebiomass and transporting the processed form. Thisis more efficient both in terms of energy value pertransport unit and reduced costs. Due to the bulkynature of biomass, road transportation is

expensive relative to the value of the product andaffects carbon and energy balances. Ideallyfeedstock will be sourced close to end uses.

Logistic techniques should be improved along withadjusting the supply area and resourcemanagement according to the size of the plant,e.g. round bales, pellets, etc. Existing logistics forperennial energy crops are currently inadequate tomeet the feedstock performance targets. Large-scale trials should be performed in order to designappropriate logistics systems from field toconversion facilities. Existing equipment should beimproved and tailored to meet the needs ofharvesting bulky quantities of residues as well asenergy crops in a sustainable and cost effectivemanner.

Research efforts should also focus on the storagerequirements and methods for multiple crops inorder that they can flexibly cope with feedstock inwet or dry form depending on the material, time ofharvest, form of harvested material (e.g. stems,

bales, loose material), stage of maturity,environmental conditions, geography andprocessing use.


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Technology roadmapLarge-scale deployment of biofuels can be

expected by 2020-2030. It is neverthelessnecessary to identify the intermediate steps andlikely timeline for development of the new optionsrequired for a strong biofuels industry and asignificant biofuel use in Europe. As representedby the scheme in Figure 6.1, three main phasesare to be considered:

Phase I Short term (until 2010)

Improving existing technologies; R&D into 2nd generation biofuels (from

lignocellulosic biomass). First 2nd generationbiofuels demonstration plants;

R&D into the biorefinery concept.

Phase II Medium term (2010 - 2020)

Deployment of 2nd generation biofuel production Demonstration of biorefinery concept; continued

R&D to improve lignocellulosic biofuel;and integrated biorefinery processes;

Development of options for energy cropsand sustainable agriculture.

Phase III Long term (beyond 2020)

Large-scale production of 2nd generationbiofuels; deployment of integrated biorefiningcomplexes

Liquid biofuels, which are compatible with currenttechnology, offer the highest potential for fastintroduction of biofuel on a large scale. Thepreference for liquid fuels from biomass does,however, not mean that there is no place for

gaseous fuels in this strategy. Biogas (methane) islikely to replace an increasing share of the CNG inautomotive fuel market.

6 Deployment

The external supply of hydrogen considerablyincreases the fuel yield from a given volume ofbiomass. The use of renewable hydrogen as acomponent in fuel production processes frombiomass (or other carbon-containing primaryenergy source) is an option for todays fuel routesvia synthesis gas, but will also be a serious optionfor future biorefineries that will produce a rangeof products from biocrude. Although thecombination of biomass conversion and external

hydrogen supply adds to a systems complexity andcost, this option has to be considered in future fuelroutes from biomass.

Cost competitiveness

A key factor in the deployment of biofuels is costcompetitiveness or cost effectiveness. This doesnot only refer to the production of biofuel itself, butalso to other associated costs, such asinvestments in new vehicles or alternative logisticsystems. Cost reductions will be achieved by using

advanced technology, through an economy-of-scale effect and a better integration into the fuelsupply chain.

2005

2010

2020

2050

Integrated biorefiningcomplexes

2nd generation: EtOH, Syn Diesel,DME from lignocellulosic biomass; SNG

1st generation: Improving presentprocesses for EtOH, ETBE, FAME, FAEE

Figure 6.1 - Anticipated future roadmap


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Sustainability

Mechanisms need to be put in place in order toensure that the whole chain of biomass andbiofuels production is sustainable. This requiresoptions for efficient and sustainable crops andinvolves the promotion of both the primary andresidual forms of agricultural and forestryoperations. Whilst biomass production and energyexploitation is favourable in terms of global GHGemissions, care should be taken when planning atlocal level. The production of energy crops shouldcomply with the existing regulations, e.g. cross-compliance with agriculture. Land strategies haveto introduce a number of crops and forestrymanagement schemes selected according toregional characteristics and needs.

Thus, the entire value chain needs to be evaluatedfor biofuels using a well-to-wheels analysis. Thisrequires optimisation of the geographical locationof production facilities and the origin of feedstock.Production and feedstock supplies need to be

assessed globally, taking account of differentgrowing conditions (climate) and labour costs.

Non-technological aspectsLegislation, regulations and standards

Legislation is a key element in promoting biofuels.One big challenge is the lack of harmonisationamongst member states with national agendasoften taking precedence. Clear long-term, EUlegislation is vital to help secure supply and

competition in the market and to make theinvestment climate for biofuels favourable.

Legislation promoting biofuels could be based on taxincentives, mandates to use biofuels or via emissionstandards. Creating a market advantage for biofuelswill also speed up RTD and make it more target-oriented. Incentives should be structured in such away that all kinds of biofuel use as a neat fuel, as afuel admixture or as a refinery component (e.g.biocrude) are treated equally.

To ensure the reduction of CO2 emissions, a marketmechanism will be required to ensure thatCO2-efficiency of bio-fuels is acknowledged andrewarded. Currently biofuel tax incentives or quotasdo not differentiate biofuels based on their CO2

balance. Mechanisms (e.g. a certification scheme)could be used to promote the use and productionof "more CO2 effective" biofuels and bioproducts.

Agreed quality standards for biofuels and biofuelblends are mandatory. These standards should bedeveloped in consultation with all relevant

stakeholders. The quality aspect of fuels frombiomass is even more important for developing andemerging countries, which may not yet have fuelstandards equivalent to those in Europe, US orJapan. The admixture of ethanol (or ETBE) forinstance may help to facilitate the introduction oflead free gasoline. The development of fuels frombiomass in Europe has to take into account also thesituation in countries outside Europe, especiallythose with fast growing economies.

Furthermore, it is important that bio-residues fromforestry, agriculture and other sectors are notclassified as waste but are considered as a potentialfeedstock for fuel.

UFOP e.V.


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Domestic biomass production andinternational trade

EU agriculture is mainly based on food production.The sector has not fully prepared for non-foodproduction. To compete globally in the biofuelfeedstock markets, the sector needs to rationaliseand optimise its operations. Moreover, landstrategies must be carefully planned so that thelabour costs are not extremely high and the EU canwithstand global competition. These landstrategies must be sustainable and compatiblewith the climatic, environmental and socio-economic conditions prevailing in the region.

The IEA Bioenergy Task 40 (www.fairbiotrade.org)reports that Latin America and Sub-Saharan Africapresent significantly higher potentials than Europeand even North America. In developing countriesproduction and use of biomass is expected toimprove and enhance their unstable agriculturalsystems. Biomass should be produced and usedwhere it is economically most viable. Thisapproach would give opportunities to developing

countries, which have their economies based onagriculture, but which suffer from low agriculturalproduct prices.

There is an increasing international trade of rawmaterials for energy and biofuel purposes and thismust be taken into account when consideringfuture resource availability. Biofuels and their rawmaterials are traded on world markets, despite thebulky nature and low calorific value of the rawmaterials. It is important that biomass trade is

regulated not only with quality and safety protocolsbut also with sustainability standards.

The Biomass Action Plan [6] assesses three routesto a 5.75% market share for biofuels: (1) minimumshare for imports, (2) maximum share for imports,and (3) a balanced approach. The Commission hasindicated that it prefers the balanced approach andwill take appropriate objectives forward to bilateralnegotiations (e.g. with Mercosur) and multilateralnegotiations (e.g. the Doha World TradeOrganisation round and discussion on trade inenvironmental goods).

Communication and co-ordination of RD&D

The communication channels to key actors need tobe strengthened. In particular, the awarenessshould be enhanced of Municipal Solid Wastecompanies (for the energy potential of theirwastes, along with policy measures to promotewaste to energy) and farmers (for energy crops andfor the energy value of current food crops andrespective residues/by- products).

A good coordination between major Europeanindustrial actors is paramount. Such coordinationcould be facilitated by joint innovation programmesand joint operation of experimental facilities. AEuropean Technology Platform for Biofuels canplay a crucial role in the implementation of suchinnovation programmes, and can provide thescenarios and strategic guidance for decisionmakers to set up the proper policy framework. TheBiofuel Technology Platform should makerecommendations for research in this sector by

elaborating a Strategic Research Agenda, andactively support its implementation.


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By 2030, up to one quarter of the EUs transportfuel needs could be met by clean and CO2-efficientbiofuels. In order that this can be realised, thefollowing is recommended:

1. There are many alternative types of biofuel andproduction processes. To ensure competition inthe delivery of competitive, renewable andsecure biofuels it is important not to lock intoone product or technology today, but to createan environment in which such products andtechnologies can evolve.

2. For conventional biofuels, further progress isrequired to improve the energy and carbonbalance of existing technologies. This can beachieved by using innovative feedstock andprocesses for biomass conversion and productsfractionation, supported by advanced modellingmethods and acquisition of chemicalengineering data for process and plantoptimisation.

3. Advanced conversion technologies are neededfor second generation biofuels. New methodsare needed for ethanol production from a widerrange of resources, including lignocellulosicbiomass. Gasification of lignocellulosic biomassis a promising technology for the large-scaleproduction of biofuels for road, marine and airtransport (gasoline- and diesel-type fuels,kerosene, DME and others).

4. The expected growth of the biofuels market andthe development of new transformation

pathways make it timely to investigate newintegrated refining schemes. The biorefineries

will be characterised by an efficient integrationof various steps, from handling and processingof biomass, fermentation/gasification inbioreactors, chemical processing, and finalrecovery and purification of the product.

5. For supply of the biomass feedstock, sustainableland strategies must be created that arecompatible with the climatic, environmental andsocio-economic conditions prevailing in eachregion. The use of both primary and residualproducts from agriculture and forestry should be

promoted. The issue of competition for biomassresources should be properly addressed.

6. Dedicated energy crops and the use ofbiotechnology will allow more efficient use of thewhole crop, resulting in an increased andcontinuous supply of feedstock with uniformcharacteristics.

7. The development of advanced and efficientpowertrains, including flexible fuel engines, bothfor light and heavy duty vehicles, is paramount.These technologies should aim at optimising theutilisation of energy on a well-to-wheel basis.The introduction of new, advanced engineswould require a clear framework and planning.

8. Agreed quality and environmental standards forbiofuels and biofuel blends are mandatory.These standards should be developed inconsultation with all relevant stakeholders.

9. Biofuels and their raw materials are traded on

world markets. A fully self-sufficient approachto meet the EUs needs is neither possible nor

7 Recommendations


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desirable. The Commission should pursue

a balanced approach in encouraging both

domestic production and imports. Export of

European biofuel technology to countries that

export biofuels to the EU will help the EU

biofuel technology industry to achieve and

maintain a competitive position globally.

10. A full deployment of biofuels can be expected

by 2030. To achieve this, optimal co-operation

between stakeholders from research,

agriculture, forestry and industry is vital. A

good co-ordination between major Europeanactors will be essential and would be facilitated

by joint innovation programmes and joint

operation of large demonstration facilities.

11. A European Technology Platform [11] for Biofuels

should be established. Its scope should include

biomass-based fuels for road, water and air

transport.

12. The Technology Platform should support

further development and deployment of

currently available fuels, and it needs to

strongly promote the transition towards second

generation biofuels, which will be produced

from a wider range of feedstock and which will

help to reduce costs of saved CO2. Attention

should be paid to the issue of cost-

effectiveness and to assessing and monitoring

the full environmental impact of biofuels.

13. The Biofuels Technology Platform should

establish and maintain close links to other

relevant Technology Platforms such as ERTRAC(road transport), Forest-based Sector, Plants

for the Future (green biotechnology),

Sustainable Chemistry (including white or

industrial biotechnology) and Hydrogen & Fuel

Cells, as well as to national platforms and

other RTD&D initiatives in EU Member States.

14. The EU is supporting biofuels with different

policy measures. Harmonisation of policy

measures is a complex, cross cutting and

dynamic task, and requires a thorough impact

assessment to examine what the economic and

environmental effects of an increased use of

biofuels would be. The Biofuels TechnologyPlatform can provide an agreed analytical base

to assist all Commission services concerned

(e.g. Directorates-General Research, Energy and

Transport, Trade, External Relations, Agriculture

and Rural Development, Environment, and

Economic and Financial Affairs).

Successful implementation of the above will help

ensure that a substantial part of the biofuels

market is provided by a competitive European

industry based on sustainable and innovative

technologies, creating opportunities for biomass

providers, biofuel producers and the automotive

industry. The established and operational Biofuels

Technology Platform will provide the scenarios

and strategic guidance for decision makers to

make it happen.


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[1] IEA, 2OO4: Biofuels for Transport An International Perspective

[2] European Environmental Agency, 2005: How much biomass can Europe use without harmingthe environment, briefing 2/2005

[3] DG TREN, 2003: EU25 Energy & Transport Outlook to 2030

[4] EUCAR, JRC and CONCAWE, 2004: Well to Wheel Analysis of future automotive fuelsand powertrains in the European context

[5] Viewls project, 2005: Environmental and Economic Performance of Biofuels,Volume I (Main report) & Volume II (Appendices)

[6] Communication from the Commission {COM(2005) 628 final}: Biomass Action Plan

[7] Annex to the Communication from the Commission {COM(2005) 628 final}: Biomass Action Plan Impact Assessment

[8] Communication from the Commission {COM(2006) 34}: An E

Biofuels Vision 2030

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Transcript of Biofuels Vision 2030