An Automotive Industry View on Alternative Fuels and BIOFRAC 2030 Vision. Anders Röj Fuels and Lubricants Volvo Technology Corporation

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1 An Automotive Industry View on Alternative Fuels and BIOFRAC 2030 Vision Anders Röj Fuels and Lubricants STV-seminar Renewable Energy in Transport Helsinki, December 15th, 2008

2 Automotive Industry The Engine of Europe ACEA represents the European automotive industry 15 major international companies 28 National Associations as associate members 18.6 million vehicles produced per year 2.3 million direct jobs, indirect employment for another 10 million families 20 billion in R&D spending, largest private investor 41.6 billion of net trade contribution 360 billion of tax revenues

3 Volvo Business Areas Volvo Trucks Renault Trucks Buses Volvo Penta Mack Trucks Nissan Diesel Volvo Aero Construction Equipment Financial Services

4 EU Heavy Duty Emissions Legislation emissions (% of Euro 0) Heavy-duty vehicles Euro 0 to Euro VI NOx PM Euro 0 Euro I Euro II Euro III Euro IV Euro V Euro VI (1988) (1993) (1996) (2000) (2005) (2009) (2014)

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6 Reductions needed from different sources to reach the objective Best available technology (BAT) already applied in the base case for road traffic - no additional reductions assumed! Source: NEC Scenario Analysis Report Nr. 6 July 2008 IIASA

7 Legal and technical requirements for gasoline and diesel fuel in EU Fuel Regulations and Standards Base legal requirement for market fuels: Fuels directive 98/70/EC (revised 2003/17/EC) - in force from 2000 (Euro III) - present directive deals with environmental parameters only - revised 2005 (Euro IV): max 50 ppm sulphur, required availability of max 10 ppm - EU Commission has proposed revision for Euro V (2009); biofuels requirements will be included, including sustainablility - proposal being processed through European Parliament and Council European standards (CEN): EN228 (gasoline), EN590 (diesel fuel), EN589 (automotive LPG), EN14214 (biodiesel FAME) - CEN-area covers European Union plus Norway, Switzerland, Iceland, Slovenia - defines the technical parameters needed for adequate fuel performance - include the legal parameters according to Dir 98/70/EC - CEN standards are legally required in some EU member states but not in all.

8 R evis ion of Fuel Q ua lity D ir 98/70/E C - c o m m ents to po litic a l c o m prom is e N o v 25, 2008 G A S OLIN E Parameter Current 98/70/EC Trilogue outcome Automotive industry comments Summer Vapor pressure (kpa) *max 60/70) *max 60/70 *with ethanol waiver: max 68/78 *max 60/70, with or without ethanol (no waiver) Ethanol (% v/v) *max 5 *max 10 (oxygen max (oxygen max 3.7%) 2.7%) *protection grade with present Dir 98/70 limits available until 2013 (or longer) *max 5% EtOH + ETBE up to oxygen limit 3,7% *concerns with allowance of methanol (3%), higher alcohols and ethers (up to 22%) *clear marking needed for E10 Metallic additives *not mentioned *ban on all metals *with the trilogue limits, we cannot ensure the functioning of the exhaust gas reduction systems *max 6 mg/l (2011) *max 2 mg/l (2014)

9 R evis ion of Fuel Q ua lity D ir 98/70/E C - c o m m ents to po litic a l c o m prom is e N o v 25, 2008 D I E S E L FU E L Trilogue outcome Automotive industry comments PAH (2-ring+) *max 11% (%v/v) *max 8% *max 2% proposed *max 6% would have been an alignment with present market fuels in EU Sulphur (ppm) *max 50 (10) *max 10 *OK FAME (%) *not included *max 7% *not the right place to specify FAME content but 7% acceptable if we have appropriate standards Parameter Current 98/70/EC *possible for member states to allow higher FAME contents *higher FAME contents in market fuels (EN590) is a major concern, including the labelling of such fuels

10 R enew a ble E nerg y D irec tive - c o m m ents to the (prelim ina ry) politic a l c om pro m is e Issue Trilogue outcome Automotive industry comments Biofuels target *10% by 2020 *generally supported by the automotive industry Required GHG reduction *min 35% *min 50% from 2017 for existing plants *min 60% from 2017 for new installations *default values based on joint Eucar/Concawe/JRC Well-towheel *targets seem reasonable.but not clear how this will be handled in practice *support the joint Well-to-Wheels study Sustainability *sustainability criteria included *sustainability criteria needed.but not clear how this will be handled in practice *concerns that to arbitrarily defined criteria could unnecessarily hinder increased shares of biofuels

11 Legal and technical requirements for market fuels in EU EN228 (gasoline) and EN590 (diesel) for the future Any change to market fuels has to be compatible with the existing vehicle park. This includes any use of bio-components The automotive industry is generally positive to increased biofuel contents in market fuels but - appropriate standards are needed and other fuel parameters should not be compromised - measures should be taken to protect existing vehicle park; separate grades needed for > E5 gasoline and > B7 diesel fuel - full support from engine component suppliers is needed (for instance FIE manufacturers). Automotive industry opinion: - ethers (ETBE) and bio-hydrocarbons are preferred over ethanol in gasoline - hydroprocessed fatty acids (HVO) are preferred over methyl esters (FAME) in diesel fuels

12 Biodiesel (FAME): Technical Issues & Challenges Stability issues (deposits) - both in the fuel distribution system and in the vehicle fuelling system - filter plugging - no jointly agreed, fully covering test method available for stability Material compatibility, Corrosion - polymers, elastomers (seals) - degradation products increase corrosion Cold temperature operability - filter plugging (maybe linked to stability) - correlation between CFPP and real operability not secured Engine lubricant dilution - Late post-injection of fuel (active PM-trap regeneration) is used widely by passenger car manufacturers to meet Euro 4/5 and coming emissions legislation. - FAMEs are high boiling: will accumulate in the engine lubricant, - result: lubricant degradation, poor engine cleanliness Exhaust aftertreatment systems - phosphorous < 1-2 ppm needed (presently max 10 ppm in most FAME standards) - other contaminants becoming more critical for Euro 5/6 - long term effects not known well enough, particularly for higher FAME levels

13 Different routes to making biodiesel (source: Neste Oil) 1st Generation In production: Now In Vegetable oils * 2nd Generation Vegetable oils 2nd Generation After 2015? Biomass Animal fats Esterification FAME Out Hydrotreating NExBTL CnH2n+2 Gasification Fischer-Tropsch BTL CnH2n+2

14 Fuels for the future How should the alternatives be evaluated? Sustainability and sustainable availability Well-to-wheel energy efficiency and CO2 emissions Well-to-wheel regulated and unregulated emissions Economy & infrastructure Other considerations energy density safety and health (fuel handling) specific issues/concerns related to the different driveline applications (trucks, buses, marine, stationary) political environment customer perceptions

15 Greenhouse gases the big challenge Emissions form HD vehicles in Europe (trucks and buses) Index 100 Tonkm 80 Tonkm 60 CO2 40 CO2 NOx 20 CO PM 0 VOC -20 SO2-40 NOx -60 CO PM VOC SO Source:TREMOVE 2.44c, May 2007 Transport & Mobility Leuven

16 Reduced fuel consumption Volvo FH12, 40 ton in traffic

17 Hybridization Potential fuel saving up to 35 % Transport cost calculation Capital Driver Fuel

18 Well-to-Wheels analysis of future automotive fuels and powertrains in the European context A joint study by EUCAR / JRC / CONCAWE

19 WtW GHG versus total energy use (from Eucar/Concawe/JRC 2006) Liquid fuels 2010 Conventional gasoline Conventional diesel RME: Gly as chemical WTW GHG emissions (g CO2 eqv / 100 km) 400 RME: Gly as animal feed CTL 350 Syn-diesel: CTL Syn-diesel: GTL Syn-diesel: Farmed wood 300 Syn -diesel: Waste wood, Black liqour DME: CTL 250 DME: GTL DME: Farmed wood 200 DME: Waste wood, Black liqour 150 EtOH: Wheat, Straw CHP, DDGS as AF GTL Gasoline Diesel EtOH: Sugar cane (Brazil) RME 100 EtOH: Wheat, Straw CHP, DDGS as fuel Ethanol EtOH: Farmed wood EtOH: Wheat straw Black Liquor Biomass Gasification Gasification 50 EtOH, Wheat, Lignite CHP, DDGS as AF EtOH, Wheat, Lignite CHP, DDGS as fuel EtOH, Wheat, NG GT+CHP, DDGS as AF 0 EtOH, Wheat, NG GT+CHP, DDGS as fuel Total WTW energy (MJ / 100 km) 600

20 Volvo Alternative Fuels Line Up..vehicle techology is there but where are the fuels..?

21 Volvo at the WIREC Conference March 2008 in Washington DC

22 Seven CO2-neutral alternatives

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24 EUROPEAN PROJECT FP7-ENERGY TREN Production of DME from Biomass and utilisation as fuel for transport and for industrial use Starting date: 1 September 2008 Total budget: 28.4 M Contact: per.salomonsson@volvo.com Duration: 48 months EU funding: 8.2 M Energimyndigheten: 9.6 M

25 BioDME General objective Demonstration of an environmentally optimised bio-fuel for road transport covering the full chain from production of fuel from biomass to the utilisation in vehicles 3G vehicle development FIE refinement Vehicle procurement Fuel properties Vehicle field test Distribution and filling DME pilot production DME pilot plant development Industrial use Bio syngas from black liquor Vehicle production

26 BioDME - Field test 14 Volvo DME trucks in customer operation Demonstrate and verify DME technology in real applications Planned yearly distance km per truck (average) Piteå Field test Stockholm Göteborg Växj ö

27 BioDME Consortium Partners

28 Biofuels Advisory Council (BIOFRAC) Biofuels in the EU A Vision for 2030 and Beyond By 2030, the European Union covers up to one fourth 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, creating opportunities for biomass providers, biofuel producers and the automotive industry

29 BIOFRAC Vision Report 2030 and beyond Anticipated future roadmap Integrated biorefinery complexes EtOH, F-T Diesel, DME («2nd generation») from lignocellulosic biomass Improving present processes («1st generation») EtOH, ETBE, FAME, FAEE

30 European Biofuels Technology Platform

31 European Biofuels Technology Platform Mission Statement The Mission of the European Biofuels Technology Platform is to contribute to the development of: - cost-competitive world-class biofuels technologies, - a healthy biofuels industry supplying sustainable biofuels in the European Union, through a process of guidance, prioritisation and promotion of research, development and demonstration. Vision Report June 2006 SRA/SDD January 2008 Facilitate Implementation

32 Biofuels Technology Platform - stakeholders Farmers Forestry industry Bio based Industry (sugar, paper, enzymes ) Car & truck manufacturers Biofuels producers Biofuels TP Research institutes Fossil fuel producers & distributors Universities Biomass associations NGO s Engineering and Technology vendors

33 Concluding remarks (1) Conventional fuels, increasingly from biomass resources, will remain the dominant fuel for at least two decades The proposed revised Fuel Quality Directive `(98/70/EC) will open up for increased blending of bio-components - E10 and ETBE (gasoline) and B7 (FAME in diesel fuels) Good quality bio components should be part of our future future blending component slate - Bio-hydrocarbons preferred in diesel fuels: HVO, FischerTropsch BTL - Concerns still remains with FAME: blending levels, quality (stability), engine/vehicle compatibility - Ethers (and bio-gasoline) preferred over ethanol in gasoline

34 Concluding remarks (2) Natural gas and biogas (methane) will be used regionally for dedicated vehicle fleets Meeting the REN target of 10% biofuels in transportation will be very difficult - will need significant amounts of 2nd generation biofuels BIOFRAC Vision Report target for 2030 of 25% seems unlikely to come through - up to 100 of 2nd generation fuel plants would be needed in Europe.plus lot of imports Volvo opinion: DME (dimethyl ether) is a strong candidate as a long-term fuel option - Very good well-to-wheel energy efficiency, best of the biomass production pathways - Practically CO2 neutral if produced from biomass - Burns without soot formation in diesel engines

35 Thank you for your attention!