Austrian Technological Expertise in Transport

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1 VOLUME 2 Austrian Technological Expertise in Transport Focusing on: Transport Fuels

2 Volumes already published: Volume 1 Austrian Technological Expertise in Transport, Focusing on: Hydrogen and Fuel Cells Vienna, Dezember 2007 IMPRINT Owner, publisher and media proprietor: Austrian Federal Ministry for Transport, Innovation and Technology BMVIT A-1010 Vienna, Renngasse 5 Responsible for content: Unit of Mobility and Transport Technologies Head of Department: Evelinde Grassegger Deputy Head of Department: Andreas Dorda Editorial: Austrian Agency for Alternative Propulsion Systems (A3PS) Bernhard Egger, Stefan Herndler Tech Gate Vienna, Donau City Strasse 1, A-1220 Vienna Production: Projektfabrik Waldhör KEG A-1180 Vienna, Währinger Strasse 121/3 Photos and illustrations: BMVIT project partners, fotolia, pixelio.de, Projektfabrik Waldhör KEG 2 Austrian Technological Expertise in Transport

3 TABLE OF CONTENTS Preface... 5 Editorial... 6 Review article on transport fuels... 8 A3-Projects EU-Projects Austrian institutions in the field of transport fuels Contacts and information

4 4 Austrian Technological Expertise in Transport

5 PREFACE Transportfuelsareacrucialfactorinachievingincreasinglyambitiousclimatepolicy goalsandasustainablemobilitysystem.alternativepropulsionsystemsneednewor modifiedfuels,tunedtotheirspecificrequirements,andofferopportunitiesfor reducingpollutants,greenhousegasesandnoise. TheAustrianMinistryforTransport,InnovationandTechnology(BMVIT)hastherefore fundedresearchanddevelopmentofalternativefuelsunderitsa3(austrianadvanced AutomotiveTechnology)Programmesince2002,andnowinthenewA3plus Programme.Tosecurethemarketintroductionofalternativepropulsionsystemsand fuels,thebmvitissupportingpilotanddemonstrationprojects,includingsupportfor theusersofthesenewtechnologies,withthegoalofoptimisingthesesystemsand fuelsunderreal lifeconditions. 78R&Dcooperationprojectshavebeenrealised,withanoverallbudgetof40million eurosandsponsorshipfundingof20.4millioneuros;andafurther8demonstration projects,withanoverallbudgetof7.4millioneurosandfundingof3.4millioneuros, havebeenputintoactionbetween2002and2006.in2007another18r&dprojects and3pilotprojectshavebeenselectedforfundingunderthenewa3plusprogramme. Austria sautomotiveindustryincludessomeofthebiggestsupply sidecompanies worldwide.with175,000employees,itisstronglyengagedintheengineeringand productionofpropulsionsystemsandfuels.thebmvitstrivesforsynergies,basedon itscorecompetencesintheareasoftransportandtechnologypolicy,inorderto securethecompetitivenessofthisindustrythroughconstantinnovation.itis furthermoreaimingtosolveurgenttransportandenvironmentalproblemsbyusing newtechnologies. Internationalco operationisakeyfactorforsuccessinmeetingglobalchallenges, whicharereflectedbyambitiousgoalsandmandatorynationalandeutargetsfor energyefficiency,securityofenergysupplyandreductionofpollutantsand greenhousegasemissions.austriathereforecooperatesstronglywitheutechnology platforms,fp7partnersandtheiea.theaustrianagencyforalternativepropulsion SystemsandFuels(A3PS),withitscurrently27partners,isanimportantinstrumentas aplatformforinternationalnetworkingandco operationbetweenindustry,universities, researchinstitutesandthebmvitinseekingtoachievethesegoals. CHRISTA KRANZL StateSecretaryforInnovationandTechnologyatthe AustrianFederalMinistryforTransport,Innovation andtechnology 5

6 EDITORIAL Alternativefuelsareahotspotforthetransportandenergyindustryaswellasforthe internationalresearchcommunity,hencetheyareofstrategicimportancefor technologypolicymakers.themarketintroductionofthesefuelscouldsolve environmentalproblemsandsecuretheenergysupplyforthetransportsector.this technologicalprogresswouldensurethecompetitivenessoftheautomotiveindustry asakeysectorinaustriaandpreparetheglobaltransportindustryforchallengeslike tighteningemissionstandards.thecleargoaltomeeteuropeancommission obligationstoreducegreenhousegasesbyatleast20%by2020andforcontinued reductionofpollutantsisachallengenotonlyforthevehicleindustrybutforthefuel industryaswell. Againstthebackgroundofsteadilyrisingoilpricesandincreasingdependenceonoil importsfrompoliticallyunstableregions,strongpressuretochangetheexistingenergy supplyisevident.thetransportsectorisalreadyresponsibleforalargeshareofoverall energyconsumption,likelytorisefurtherinthefuture.accordingly,concretesteps towardsimprovingenergyefficiencyanddevelopingalternativeenergysupplyare indispensable. TheAustriangovernmenthasthereforedecidedtoimplementanEnergyFundinits governmentprogramme,withaninvestmentvolumeof500millioneuros,andhasset upthefollowingadditionaltargetstoreachtheambitiousgoalofa20%greenhouse gasreduction: Increasingtheproportionofalternativefuelsinthetransportsectorto10%by2010, andto20%in2020 5%ofnewregisteredcarsaretobeequippedwithanalternativepropulsionsystem (Hybrid,E 85,CNG,LNG,etc.) Increasingtheproportionofrenewableenergywithintotalenergyconsumptiontoat least25%by2010and(inrelationtothepresentproportion)doublingitto45%by 2020 NationwideimplementationofE 85andmethanefillingstationsinAustria Adoublingofbiomassuseby2020 Establishingamethane basedfuelwithabio methanecontentofatleast20%by 2010 Improvingtheregulatoryframeworkforbiogasfeed in 6 Austrian Technological Expertise in Transport

7 TheEuropeanCommissionhassetsimilarlyambitioustargets foreuropeanenergypolicy.basedonthealreadymandatory biofuelsdirective,withaproportionof5.75%biofuelsin2010 (2008inAustria),theEUisaimingto: Increasetheproportionofalternativefuelsinthetransport sectorto10%by2020 ReduceCO 2 by20% 30%by2020 Increasetheproportionofrenewableenergywithintotal energyconsumptionto20%by2020 ReduceaverageCO 2 fleetconsumptionto120/130gco 2 /km Researchanddevelopmentareessentialinachievingambitious energypolicygoals.thefundingofr&dinthefieldof alternativefuelsandnewpropulsionsystemshastobe increasedsubstantiallyinordertorealiseasustainabletransport andenergysysteminthefuture.onlysimultaneousinnovations infuelproduction,storageandvehicletechnologywillleadtoa reductioninenergyconsumptionandingreenhousegas emissions. Respondingtothis,theAustrianMinistryforTransport, InnovationandTechnologyhadlaunchedtheR&DProgramme A3 AustrianAdvancedAutomotiveTechnology alreadyin 2002,coveringtheentireinnovationcyclefrombasicresearchto demonstrationprojects,education,mobilityofresearchersand internationalnetworking.a3focusesontechnology breakthroughsandnotincrementalimprovements,andstrives forsynergiesfrominterdisciplinaryco operationbetween industrial,universityandnon universityresearchandbetween suppliersandusersoftechnologiesinjointr&dprojects. LighthouseprojectsareanotherinstrumentusedbytheBMVIT insupportingthemarketintroductionofalternativepropulsion systems,throughfundinglargepilotanddemonstrationprojects, optimisingtechnologiesunderreal timeconditions,providing proofofsuccessfuloperationandpreparingthepublicfor technologicalchange. TheEUunderpinsitspolicygoalsinasimilarwaybyfunding R&Dinthe7 th FrameworkProgramme,andthroughpartnership withindustryandresearchinstitutionsinformulatingthe StrategicResearchAgenda(SRA)oftheEUTechnology PlatformsERTRACandBIOFUELS.TheInternationalEnergy Agency(IEA)supportsglobalR&Dco operationsfora sustainableenergyandtransportsysteminitsimplementing Agreements AdvancedMotorFuels and Bioenergy. Thisbookletconstitutesthesecondvolumeintheseries AustrianTechnologicalExpertiseinTransport,providinga comprehensiveoverviewofr&dprojectsandresearch institutionsinthefieldoftransportfuelsinaustria,rangingfrom A3andlighthouseprojectsfundedbytheBMVITuptoEUand internationalprojectswithaustrianparticipants.sincethefirst volumeofthisseriesofbookletshascoveredthetheme HydrogenandFuelCells (publishedindecember2007), projectsforhydrogenasenergycarrierhavebeenomittedfrom thepresentbookletonfuels.electricityasanotherenergycarrier foralternativepropulsioninelectricvehicleswillbecoveredin oneofthenextbookletsofthisseriesonhybridvehicles, batterytechnologiesandelectronicsteeringcontrol.thereview articlewhichfollowsprovidesacompactandbalancedanalysis oftechnologicaltrendsandacomparisonoffueloptions,before presentingtheresultsofa3andeuprojects. 7

8 > TRANSPORT FUELS: A CRUCIAL FACTOR AND DRIVER TOWARDS SUSTAINABLE MOBILITY > VEGETABLE OIL AND BIODIESEL > BIOETHANOL > SECOND-GENERATION FUELS THE WAY AHEAD > BIOGAS FROM ANAEROBIC DIGESTION AS VEHICLE FUEL REQUIREMENTS AND APPLICATION > COMPRESSED NATURAL GAS CNG > LIQUEFIED PETROLEUM GAS LPG > HYDROGEN CARBON FREE FUEL > ELECTRICAL ENERGY AS FUTURE VEHICLE FUEL > TRENDS IN ENGINE DEVELOPMENT > CONCLUSION ACKNOWLEDGMENTS Thecreationofabrochureofthissizeandcomplexitycouldnothavebeenaccomplishedwithoutthe gracioushelp,collegialcooperation,andveryhardworkofmanypeople.atthispointwewanttothank allthosepeoplefortheirworkandcontributionstothebrochure. Ahrer,Werner Amon,Thomas Böhme,Walter Conte,Valerio Dorda,Andreas Egger,Bernhard Geringer,Bernhard Hannesschläger,Michael Herndler,Stefan Hofbauer,Hermann Jogl,Christian Klell,Manfred Lichtblau,Günther Noll,Margit Pirker,Franz Pollak,Kurt Prenninger,Peter Rathbauer,Josef Rudolf,Markus Seidinger,Peter Spitzer,Josef Urbanek,Michael Winter,Ralf Wörgetter,Manfred PROFACTORGmbH UniversityofNaturalResourcesandAppliedLifeSciences, Vienna DivisionofAgriculturalEngineering OMVAG arsenalresearch BMVIT/A3PS A3PS ViennaUniversityofTechnology InstituteforInternalCombustionEngines andautomotiveengineering EnergieparkBrucka.d.Leitha A3PS ViennaUniversityofTechnology InstituteofChemicalEngineering HyCentAResearchGmbH HyCentAResearchGmbH Umweltbundesamt arsenalresearch arsenalresearch OMVAGCorporateStrategy AVLListGmbH FJ BLTWieselburg MagnaSteyrFahrzeugtechnikAG&CoKG OMVGasInternationalGmbH JOANNEUMRESEARCH ViennaUniversityofTechnology InstituteforInternalCombustionEngines andautomotiveengineering Umweltbundesamt FJ BLTWieselburg 8 Austrian Technological Expertise in Transport

9 REVIEW ARTICLE ON TRANSPORT FUELS 9

10 TRANSPORT FUELS: A CRUCIAL FACTOR AND DRIVER TOWARDS SUSTAINABLE MOBILITY Againstthebackgroundofimminentclimatechangeand increasingdependenceonenergyresourcesfrompolitically unstableregions,policymakersaresettingambitiousgoalsto reducegreenhousegasemissions,includingthosefromthe transportsector.toreachtheseambitioustargets,awiderange oftechnicaloptionsisavailable.changesinthepropulsion systemrequirecloseco operationbetweenthefuelindustryand powertraindevelopers.apartfromcompressednaturalgas (CNG)andliquefiedpetroleumgas(LPG),alternativefuels includesustainablefuelssuchasbiodiesel,ethanol,biogasand second generationfuels,aswellasadvancedfuelslikedimethyl ether(dme).besidesthefurtherimprovementofexisting combustiontechnologies,r&disfocussingoncombustion processesforalternativefuelsandnewpropulsionconcepts suchasmonovalentgasengines,hybridandpureelectric vehicles,aswellasfuelcellcars.theobjectiveofallthese developmentsistoimprovedrivetrainefficiencyandtoreduce emissionsofpollutantsandgreenhousegases. Sustainablefuelscanbeproducedusingalargevarietyof differentfeedstock.ingeneral,distinctionscanbemadebetween oilcrops(rape,sunflower,etc.),starchorsugarcrops(maize, grain,sugarbeet,sugarcan,etc.),lignocelluloses(straw,wood, miscanthus,cornstover,etc.)andotherrawmateriallikeorganic residuesandwasteproducts(manure,sludge,animalfat,etc.). DirectCO 2 emissionsfromvehiclesrunonsustainablefuelsare generallypresumedtobezero.theexhaustgascontainsthe amountofco 2 thatwaspreviouslycapturedfromthe atmospherebyphotosynthesis.sincefuelproductionisitselfa sourceofco 2 emissions,theactualimpactontheclimatemust beassessedtotakeaccountofthoseeffects.contingent activities,suchascultivatingtherawmaterial(fertilizer,tractors), alltransportationmovementsandprocessingthereforeneedto bemonitoredforemissionstogainanobjectivecomparison.to takeaccountoftheseso called upstreameffects,allactivities necessarytoprovidethefuelatthefillingstationneedtobe included.calculationsareimplementedusinglifecycle assessments.theamountoftheseemissionsisstrongly influencedbythegivencircumstances.ifcultivationiscarried outinanecologicalway,iftransportdistancesareshortandif processingusesgreenelectricity,totalemissionstendtobe low.bestresultscanbeobtainedwhenthefeedstockconsists ofresidualproductsandwasteproducts,becausemany upstreamemissionscanbefactoredout. Convertingthequantityofalternativefueltoamileagefigureis realisedbylookingattheindividualenergydensitiesofthe differentfuels.thisisessential,especiallywhenaccountingfor theactualsubstitutionlevelofsustainablefuels.theenergy densityofbiodieselisabout8%lowerthanthatoffossildiesel; theenergydensityofethanolisaboutonethirdbelowthatof fossilpetrol.thereforeinordertosubstitutefossilfuelsandto meetconventionalpropulsionefficiency,higherquantitiesof sustainablefuelareneeded. Purevegetableoilisobtainedbypressingoilseedsoroilfruits fromoilcrops;subsequentlyitcaneitherbeuseddirectlyor processedtoobtainbiodieselthroughesterification.wastefat (usedcookingoil,animalfat)canalsobeusedasfeedstockfor biodieselproduction,afterappropriatetreatment.toguarantee sounduseofpurevegetableoilandbiodiesel,giventhattheir fuelparametersdivergefromdieselasusedtoday,enginesand vehiclesneedtobeadapted,particularlywhenusingalternative fuelsinhighconcentrationsorinpureform.alternatively, vegetableoilcanbetreatedwithhydrogentoobtain hydrogenatedvegetableoil,whichcanbeusedindieselengines withoutanyspecialrequirements. Theethanolcurrentlyavailableisproducedfromstarchand sugar,originatingfromstarchandsugarcrops,wherethestarch isfirstmetabolisedintosugarbyenzymaticdecompositionand thesugarsubsequentlyconvertedtoethanolthroughalcohol fermentation.lignocellulosebiomassrepresentsanother potentialfeedstockforfutureethanolproduction.theabilityto uselignocellulosesrequiresspecificenzymes,incombination withspecialpre treatmentstofacilitatethebreakdownof cellulosematerialintoitssugarcomponents,inordertoferment ittoethanol.useofpureethanolrequiresspecialengineand vehicleadaptation. Besidesusingbiodieselandethanolinpureform,which requirescertainvehicleadaptations,theyareusedasblends withconventionalfuels,atupto5%byvolume.duetothe smallproportionofsustainablefuelsintheseblends,thereisno needtoadapteitherengineorvehicle.thisfactmeansthatthe majorityofsustainablefuelusedinthetransportsectoris distributedasablend,owingtothelackofasuitablevehicle infrastructure.e85,anethanolbasedfuelcontaining85% ethanol,isofferedasfuelforsocalledflexiblefuelvehicles (FFVs),whichcanbeoperatedwithfuelsupto85%ethanol. 10 Austrian Technological Expertise in Transport

11 Sustainablefuelsareusuallygroupedintofirst andsecondgenerationfuels.allsustainablefuelsproducedcommercially usingconventionaltechniquesandanyfeedstockapartfrom lignocellulosesandcellulosesbelongtothefirstgroup;these includeforexamplebiodieselfromoilseedsandethanolfrom cornorsugarbeet.besidesbeingdefinedthroughtheir feedstockofwood orstraw basedrawmaterial,secondgenerationfuelsareoftendefinedbytheirspecialproduction conditions,whichofferthefurtherpossibilityofusingtheentire plantforfuelproductionandthereforeincreasingthepotential amountoffeedstock(acreageperformance). Biogasisgeneratedwhenorganicmaterialfermentsunder anaerobicconditions(withoutoxygen).organicresidues,plant partswhicharepresentlydiscardedaswaste,aswellasall energycropsarepotentialrawmaterial.thecrudegasproduced therebyneedsfurthertreatment,calledupgrading,toimprove thequalitybeforeitcanbeusedastransportfuel.biogasused asatransportfuelmainlyconsistsofmethanegaswithalow contentofimpuritiessuchassulphurorcarbondioxide,andis thereforechemicallysimilartocng. CNGhasalreadybeeninuseastransportfuelformanyyears. Ithasabout25%lowerCO 2 emissionsthanpetrol,significant loweremissionofpollutantsandnoparticulateemissions. InAustria,theconstructionofanationwidegas fuelling infrastructureisinprogress. BiogasandCNGcanbedistributedthroughtheexistingnatural gasgridtoregulargas fillingstations,compressedandsoldonsite.ifnogasgridisavailable,additionallogisticisneeded. LPGisalsoinuseastransportfuel,especiallyinbusfleets(e.g. invienna).itoffersadvantagessuchaslowerco 2 andpollutants emissionsandischeaperthanstandardpetrolordieselfuel. Agriculturallandavailableforenergycropproductionbeing limited,theyieldofsustainablefuelperacreageisan appropriateassessmentparameterforevaluatingsustainable fuels.furthermoreithastobeborneinmindthattheproduction ofsustainablefuelscompeteswithsupplyoffoodandfeed,as wellasotherinterestslikethoseofthepaperandwood industry.itisevidentthattoday sfuelconsumptioncannotbe coveredentirelywithsustainablefuels. GenerallytheyofferadvantagessuchasareductioninCO 2 emissionsandloweremissionsofpollutants,butthelong term goalisanemission freetransportsystem.thesearereasons whysustainablefuelsareperceivedtobepartofthesolution, i.e.asanintermediatestepinmovingtowardsthelong term introductionofvehiclespoweredbyelectricpowerorhydrogen. Atthemoment,gradualelectrificationofmotorvehiclesis alreadyunderway.so calledhybridvehiclesarecombining combustionenginesandelectricmotorsinordertoimprove vehicleefficiency.forbothelectricvehiclesandhydrogenpoweredvehicles,furtherimprovementsrelatingtobattery technology,hydrogenstorageandfuelcellsstillneedtobe realisedinordertoachievemarketmaturity.whileneither technologyitselfcausesdirectemissions,itisnecessaryto focusontheenergyproductionsidetoo.iffuelproductionuses electricityoriginatingfromrenewablesources,theoverall balanceofemissionsispromising;ifusingelectricityfrom conventionalthermalpowercrops,however,electricand hydrogen poweredvehiclesperformsimilarlytoexistinghybrid vehiclesintermsofenergyefficiencyandgreenhousegas emissions. Thefollowingchapters,writtenbyexpertsfromAustrian companiesandr&dinstitutions,willguideyouthroughthe topicofexistingandfuturealternativetransportfuels. Thechaptersgiveanoverviewofthesocial,technicaland economicaspectsofdifferentalternativefuels.advantages anddisadvantagesofvariousoptionsarediscussed,andyou willfindinformationoncurrenttrendsinthefuelandautomotive industries.alltogether,thechaptersprovideaninteresting insightintotheimportanttopicofalternativefuels helpingto enhancetransportefficiencyandtoreduceemissions. 11

12 VEGETABLE OIL AND BIODIESEL VEGETABLE OIL FOR DIESEL ENGINES RudolfDieselhimselfwantedtorunhisenginesusingvegetable oil.scientificinvestigationswerecarriedoutintorunning enginesonvegetableoilbeforeworldwarii.theoilcrisisin 1973revivedinterest,andresearchwasconductedaroundthe worldintotheuseofvegetableoilinconventionaldiesel engines.however,thetendencyofvegetableoiltocoking significantlylimitedrunningenginesusingpurevegetableoil. StartingfromCanada,thewidespreadplantingofrapehasbeen asuccessfuldevelopment.rapeisaplantsuitedtoregions withatemperateclimate,andinnortherngermanytheyieldis 3to4t/haofseed.Theseedcanbeprocessedusingproven technologyinindustrialplantsandinsmall scaleunitsat relativelylowcost.asinglehectareissufficienttoproduce 2tonnesofproteinfeedforanimalnutritionand1.3tonnesof rapeseedoil.throughgoodfarmingpractice,breedingmeasures andreducedexpenditureonmanureandpesticides,alongside advancesinfarmingengineering,ithasprovedpossibleto reducethecostsofrapeproductionby70%in35years. However,globallyarangeoffurtheroilsandfatsarealsobeing consideredasrawmaterials.forinstance,palmoiliseconomically attractiveowingtoitshighyields(upto7t/ha),butiscalledinto questiononecologicalandsocialgrounds.thejatrophaplant promisessustainableproduction,particularlyinaridregions,buta wholeagriculturalproductionsystemmustbedeveloped. Tousevegetableoilasafuel,twostrategiescanbeenvisaged. Enginessuitableforrunningonvegetableoilcanserveniche markets,orifthepropertiesofoilareadaptedtothe requirementsofexistingenginesthewholedieselfuelmarket canbeopenedup. BIODIESEL isproducedthroughalcoholysisofvegetableoiloranimalfats. Atriglyceridemoleculeisusedwiththreemoleculesofmethanol toproducethreemoleculesofmethylesterandoneglycerine molecule.overthepastdecade,simpleprocesseswithlow energydemand,hightransformationratesandgoodproduct qualityweredevelopedtoproducemethylesters( FAME = fattyacidmethylester ; RME =rapeoilmethylester). Transesterificationimprovesthedieselenginecharacteristics. Viscosityisreduced,thetendencytocokingiscompatiblewith therangefoundindieselfuels,andthecetanenumberand lubricityarebetterthanthatoffossildiesel.extensive investigationsduringthe1990sdemonstratedthatbiodieselis suitableformarket viable,series manufacturedvehicles.groups ofresearchersinaustria(ingraz,wieselburgandvienna)were world leadinginthisfield.withnationalstandardisationin Austria,forthefirsttimeanywhereintheworldthe preconditionswereestablishedforregulatedtradingof biodiesel. Since2004,EN14214hasspecifiedtherequirementsfor biodieselasapurefuelandasamixcomponentaddedtofossil dieselfuel.since2006,4.4%biodieselhasbeenadmixedto fillingstationfuelinaustria.theuseofpurebiodieselrequires carmanufacturerapproval.althoughafter1990therewas successinsecuringapprovalforrunningonpurebiodiesel,the automotiveindustryremainshesitant.indevelopingexhaustgas filtertechnology,noaccountwastakenofthespecific characteristicsofbiodiesel.carmanufacturersareaccordingly limitingtheadmixturetoa5%level,anda7to10%limitis underdiscussion.approvalsforrunningonpurebiodieselare onlytobebroughtinforheavyutilityvehicles. 12 Austrian Technological Expertise in Transport

13 RUNNING ON VEGETABLE OIL requiresmodificationstothevehicleandtoengines.onthe developmentside,designmeasuresneedtobetakeninrespect oftheinjectionengineering,thecombustionchamberandinthe designofpistons,pistonringsandvalves.toaccelerate developmentthegermanstandardisationorganisationhas drawnupatentativedin standardforvegetableoil.thecostsof developmentandthesmallmarkethaveprovedobstaclestothe introductionofvegetableoiltechnology.toovercomethis hurdle,thegermanministryforagriculturehasfinanceda demonstrationproject.over100re equippedtractorshavebeen operatedforseveralyearsusingvegetableoil,withmonitoring byscientists. OverseenbyscientistsatFJBLT,aprojectsupportedbyAgrar PlusisunderwayinAustria.WithassistancefromtheMinistry ofagriculture,forestry,theenvironmentandwater ManagementandfromtheRegionalGovernmentsofLower Austria,UpperAustriaandBurgenland,andunderthe Kommunalkreditlocalauthorityloanscheme,acomprehensive monitoringprojectisbeingcarriedoutintothepracticaluseof 35re equippedtractorsandtheproductionofvegetableoilin smallproductionunitsovertheperiodend2003 mid2008. Theaimistoshowunderwhichconditionstheuseofvegetable oilasatractorfuelonre equippedseries manufacturedtractors ispossible,andwhatrisksarisefromthis. Toassesstheoilquality,samplesaretakenandanalysed periodicallyfromtheoilmills,storagetanksandvehiclefuel tanks.inthefirstyear,theintroductionofqualityassurance measureshasseensuccessincomplyingwiththerequirements ofthedintentativestandard. BuildingontheexperiencesinGermany, two tanksystems arealsobeingused.thesetractorsarerunusingfossildieselat lowloadandwhenincoldcondition,andathighloadusingpreheatedvegetableoil,therebyreducingengineoildilutionand carbonbuilt uponengineparts.poweroutputwhenrunningon dieselandrapeseedoilisroughlythesame.thefuel consumptionissomewhathigherwhenrunningonrapeseedoil thanondiesel.intermsofemissions,rapeseedoiloffers improvementsincoandhydrocarbonemissions,withworse performanceintermsofno X emissions. Fortheengineoil,alltractorsusedproductsfromaGerman manufacturerwithrelevantexperience.thecustomaryoil changeperiodsweremaintained.theaveragerapeseedoil contentofthesamplesfromtheengineoilchangesonatwotanksystemwas4.6%,whichwaswellbelowthe correspondinglevelof12.5%onone tanksystems.thefinal investigationshavebeenunderwaysinceautumn2007.for these,powerbehaviourandemissionsarebeingassessedon thetestbenchandthedegreeofwearinvestigatedby dismantlingtheengines.theprogrammewillberoundedoffin mid2008withacomprehensivereport. 13

14 BIOETHANOL Toconserveresourcesoffossilmineraloilrawmaterials,andto improvetheco 2 balancesheet,increasinguseneedstobe madeofsustainablefuels.theuseofbiodieselisalready familiartousandisstate of the art,whereassubstitute biogenousfuelfortheottoengineisonlynowbeginningtobe usedineurope,intheformofethanol.currentlythesharefor sustainablefuelinaustriaisaround5%,althoughthislevelis settobeincreasedprogressivelytoatleast10%. ETHANOL FOR OTTO ENGINES Ethanolassourceofenergywasalreadyconsideredasa possiblefuelatthetimethecarwasinvented.thestarting productforfermentationisrawmaterialcontainingsugarsand starches.whereasplantscontainingsugar(sugarbeet, sugarcane)canbefermenteddirectly,ingrainthestarchisfirst convertedtosugarthroughenzymeaction.thefermentation producesaproductwithanalcoholcontentof18%,andusing distillationthisdegreeofconcentrationisincreasedto90%.for admixingwithpetrol,inafurtherstepthealcoholcontentis increasedtocloseon100%. EthanolhasexcellentcharacteristicsfortheOttoengine,asa purefuelandwhenmixedwithconventionalpetrol.currently, 5%ethanolisadmixedwithpetrolinAustria.Sincetheenergy densityofpureethanolislow,enginesneedtobeadaptedto usepureethanol. ResearchworkatViennaUniversityofTechnologyhasshown thathigherlevelsofefficiencywithhigherperformanceand loweremissionscanbeachievedusingethanol.vehicleswhich canbedrivenonpetrol ethanolmixesofupto85%(flexiblefuel vehicles FFV)areonthemarketinSweden,BrazilandtheUS, strongeffortstoimplementsuchtechnologiesaremadeinan E85programbysomecompaniesinAustriatoo. TheBrazilian ProalcoolProgramme wasthebiggestmarket launchprogrammeintheworld.asearlyas1997,273million tonnesofsugarbeetwereharvestedoutofwhich13.7million m3offuelwereproduced.ethanolisprimarilyusedinmixtures, andsince1999a26%admixturehasbeenused.inrecent years,automobilecompanieshavelaunchedffvsonthe Brazilianmarket,togreatsuccess.Now,however,theUSAhas overtakenbrazil.in2007,tosafeguardfuelsupply,atotalof7 billiongallonsofethanolwasproducedin115plantsfrommaize andgrain,andtheannualincreasefrom2007to2008was38%. FUTURE POTENTIAL FOR ACQUISITION OF FUEL Theincreasinguseofethanolasasupplementtoorsubstitute forfossilfuelsis,however,becomingincreasinglycontroversial today.forinstance,triggeredbytheextensivecultivationof suitableplants,therearefearsofdisruptiontotheecosystem andethicalreservationsagainstusingplantssuchasgrain, maizeorsunflowersforenergy,giventhatthesecropsare simultaneouslythebasisforfoodproducts.nevertheless,the so calledfirst generationfuelshavealreadyachievedglobal importancetoday.theusaandbrazilproducewellover30 milliontonnesofethanolannually. Bycontrast,inthesecond generationfuels(thedevelopmentof whichisbeingworkedonbyresearchersatpresent)thefruitis tobeusedforfoodproductionandonlytheresidual componentsor waste fromthecommercially grownplantis tobeusedtoproduceenergy.thiswouldopenupthewaytoa sustainablefurtherincreaseintheshareofbiogenousproducts infuel. ADAPTING ENGINES TO RUN ON ETHANOL Ifethanolistobeadmixedinhigherproportions,thenthe engineneedstobeadaptedaccordingly.dependingonthemix ratio,ahigheroctanerating,alowerthermalvalueandincreased vaporisationheatcanbeobtained.giventheclimaticconditions ineurope,admixingupto85%ethanolissensible.thisrequires adaptedenginemanagementparameterssuchasinjection volume,ignitiontimingetc.vehiclesknownasffvsareadapted torunonanypreferredmixratio,upto85%ethanolinthe petrol.forenginesworkingwithahighethanolcontentinthe fuel,oneoftherequirementsisthatthevalveseatsneedtobe manufacturedintoughermaterial,sincethestressissomewhat increasedandthelubricatingpropertiesarelower.alcoholresistantmaterialsmustbeusedforfuellinesandseals. 14 Austrian Technological Expertise in Transport

15 OPPORTUNITIES AND CHALLENGES FOR USE IN ENGINES Thefutureincreaseduseofalternativefuelsistherefore predicatedonthedevelopmentofadaptedengines.thefull potentialofethanoltoincreaseefficiencylevelscanonlybefully exploitedbyoptimisingtheenginetothespecialcharacteristics ofthefuel.asanexample,mentionshouldbemadehereofthe higherknockrating,whichallowsthecompressionratiotobe increased.thisresultsinanincreaseinthermalefficiency.this isnotpossibleusingconventionalottoenginefuel,dueto knocking.knockingcomesaboutif,atfullload,pocketsofthe fuel airmixtureignitespontaneouslysubsequenttothespark plugignition,duetothehighpressureandthetemperature.this isassociatedwithextremelyhighstressesontheenginewhich, iftheypersistfortoolong,canresultindestruction. Movingtheignitionpointlaterguardsagainstthisstress,butit worsensthelevelofefficiency.thisisnotnecessaryatallwith ethanol,oronlytoasignificantlylowerextent.thismeansthat usingethanolnotonlybringsbenefitsintermsofefficient conversionofenergy,buttheearlycombustionalsomeansthat theexhaustgastemperatureissignificantlylowerthanwhen runningonpetrol.theoutcomeofthisprocessissignificantly lowerneedforenrichmenttocoolthecatalystathighloads, meaningthatadditionalfuelissaved.futureethanolengineswill comeclosetomoderndieselenginesintermsoftheirlevelof efficiencyatfullload. However,usingethanolalsobringsaboutdisadvantages.The highvaporisationheatandthehighboilingpointofethanolcan leadtodifficultieswithcoldstarting,particularlyatverylow ambienttemperatures.thisgeneratesmajorchallenges,in termsofinjectionstrategyandtheengineapplication,inorderto vaporisesufficientfuelwhenstarting.onepossiblesolutionis multipleinjectionpercycleondirect injectionengines.thiscan improvethevaporisationpatternandlowertheminimumcold starttemperature.inaddition,thelowercalorificvalueofethanol comparedwithpetrol(aroundathirdlower)meansthatthereis agreatervolumetricfuelrequirement.whilstthismeansshorter periodsbetweenfuellingstops,thelowerpricemeansthat therearenoadditionalcostsfortheconsumer.inadditiontothe advantagesinfuelmanufacturing,therearealsolowerco 2 emissionsfromrunningtheengine,duetotheincreasedlevelof efficiencywhenrunningonethanol. Iftheoptionistakenforflexibleoperationusinganypreferred mixturesofethanolupto85%andpetrol,asforexamplein FFVs,compromisesmustnecessarilybemade,sincetheengine mustalsoworkwiththelowerknockratingofconventionalotto enginefuel.inallcases,developmentsintermsofengine adjustmentsarecertainlyrequired,butnofundamentalnew designs. 15

16 SECOND-GENERATION FUELS THE WAY AHEAD Currentlyarangeofliquidandgassustainablefuelsarebeing producedandresearched;theyaremanufacturedusingvarious rawmaterialsandvariousprocesses.vegetableoil,biodiesel andethanolareavailableonthemarket,anindustrialplanthas beenconstructedtoproducehydrogenatedfuelsfromplantoils, theuseofbiogasandvegetableoilinvehiclesisbeing demonstrated,ademonstrationplanttoproducefischer Tropsch (FT)dieselfrombio synthesisgasisgoingintooperation, seriousconsiderationisbeinggiventobutanolanddme (dimethylether),processesfordirectliquefactionarebeing announced,andstudiesareaddressingtheissueofhydrogen. Therawmaterialscanbesourcedasprincipalproductsand by productsofagricultureandforestry,butalsoascoupled productsfromindustryorasresidualmaterialsfromwaste management.inparticular,thelattercoveroilsandfatsof vegetableandanimalorigin,traditionalplantscontainingstarchor sugar,lignocelluloserawmaterialssuchaswood,strawand miscanthus,andalsoorganicresidualmaterialssuchasmanure andorganicwaste. Thepotentialfromsustainablefuelsfromdomesticraw materialsislimitedbythecompetitionforlandareawithfood andrawmaterials.inasustainablefuel orientedscenario,where keysocietaldemandsaresecuresupplyofhigh qualityfoodand maintaininganenvironmentfittolivein,by2020itwouldbe possibletogenerateupto1.4milliontoeofalternativefuels fromdomesticrawmaterials(e.g.160,000toebiodiesel, 120,000toeethanolfromplantscontainingsugarorstarch, 700,000toeFTfuelfromgasificationofwood,woodwasteand plantsfarmedasanenergycrop,and400,000to500,000toe biogasfromwasteandplantsgrownasenergysources).the fueldemandin2020isestimatedat0.7milliontoepetroland 7.4milliontoedieselfuel,witharound80%ofthisbeing consumeddomesticallywithinaustria.thismeansthat,using theuppermostassumptions,22%ofowndemandcanbemet fromprimarydomesticproduction. ETHANOL FROM LIGNOCELLULOSE Toextendthebasisofrawmaterials,forsomeconsiderable timeinvestigationshavebeenpursuedintothepulpingand saccharificationoflignocelluloserawmaterials.theraw materialsbeingexaminedarewood,bark,straw,high yield energyplantingsuchasmiscanthus,andalsolignocellulose wastematerialssuchasusedpaper.theareasoffocusin researcharemechanicalpulping,hydrolysis,theproductionof enzymesandthegeneticmodificationofmicro organisms,and theoverallprocessitself.highconversionratesforcelluloseand hemicellulosearesought,asisthecomprehensiveuseofallbyproducts. The RoadmapforCellulosicEthanol fromtheusdepartment ofenergyisshowingthewayinwhichby203030%offuel demandintheusacanbemetfromlignocellulose.the strategyisreliantonwholecropmaize,butgrassesgrownover severalyearssuchasswitchgrassarebeinginvestigated.the researchisbeingconductedin10nationallaboratoriesandat 200universities.Aseriesofcompaniesaresettingup demonstrationplants,withpublicassistance.incanada,the companyiogenisproducingethanolfromstrawina demonstrationplant.handinhandwiththemarketlaunchof ethanol,flexfuelvehiclesarecomingontothemarket. Europe,too,isengagedinresearch:foranumberofyears, Swedenhasbeenoperatingapilotplantusingsoftwood; Denmarkisbuildingademonstrationplantforstraw;andthe EuropeanCommissionissupportingbasicresearchviatheNILE Project.Austrianresearchersareusingsimilarapproachesin seekingdifferentobjectives:withfundingfromaustria s FactoryofTomorrow [ FabrikderZukunft ]Federalresearch programmeandfundsfromtheupperaustrialandgovernment, the GreenRefinery isresearchingthelinkedproductionof lacticacidasanindustrialrawmaterialandbiogasasanenergy carrier,onapilotscale. Manufacturecaninvolvemechanical,chemical,biochemical, thermo chemicalorpetrochemicalprocesses.examplesare pressing,esterification,fermentation,gasification,gas synthesis andhydrogenation.thecombinationofprocessesandraw materialsproducesarangeofpossibleoptions.below,the probableoptionsasconsideredtodayaredescribedinfuller detail. 16 Austrian Technological Expertise in Transport

17 HYDROGENATED VEGETABLE OIL AND INNOVATIVE BIODIESEL UnderthenameNextBtL,VTTinFinlandhascollaboratedwitha Finnishmineraloilcompanytodevelopahydrogenatingprocess toproducehydrocarbonsfromfatsandoilsoriginatingfrom plantsandanimals.forthis,therawmaterialistreatedwith hydrogen,undertheinfluenceofametalliccatalyst,atbetween 250and350 Candatambientpressure.Theprocessproduces mainlystraight chainhydrocarbonsintheboilingpointrangeof 180to350 C,andasaby productco 2 andwater.theproduct exhibitsfavourablediesel enginecharacteristicsandcanbe mixedinanyconcentrationsdesiredwithfossildiesel.aninitial industrialplantwentintooperationattheendof2007infinland, withfurtherplantsplannedineuropeandthefareast. Asimilarprocesscanbeappliedinmineraloilrefineries.For this,oilsandfatssourcedfromplantsandanimalsare processedtogetherwithmineraloil basedintermediatesand hydrogeninexistingpetrochemicalplants. TheR&Dworkonbiodieselisconcentratingonoptimising processes,e.g.byincreasingtheyieldandtheuseofbyproducts,withparticularimportancebeingattachedtothehighvalueuseofglycerine.intermsofitsapplication,themainfocus isontheselectionoffattyacidspectrawithfavourabledieselenginecharacteristics. Thereisacommoninterestinthesearchfornewfuelsandin optimisingrawmaterialschains.thisrequiressocietal, ecologicalandeconomicrequirementstobebroughtinto harmony.onehighlypromisingapproachappearstobethe cultivationofthejatrophaplantinariddevelopingcountries. FUELS FROM SYNTHESIS GAS Low moleculargasesaresuitableforsynthesesofalltypes. Givenafreechoiceofsynthesisgases,itispossibletoproduce awiderangeofproducts,andespeciallyfuelswithaspecificallysoughtcomposition.synthesisgascanbeobtainedthrough thermalgasificationofbiomass. Austrianresearchersholdaleadingpositionworldwideinterms ofgasificationofbiomass.inthedemonstrationplantin Güssing,researchershavesucceeded throughresearch programmesrangingovermanyyearsandestablishedona broadfooting indevelopingamarket maturetechnologywhich istheenvyofinternationalexpertstheworldover. Bio SNG,syntheticnaturalgasfrombiomass,canbeproduced usingarelativelysimpleprocess.aspartoftheeuproject BioSNG,ademonstrationplantfortheproductionofsynthetic methaneiscurrentlyunderconstructioningüssing,andsetto gointooperationinsummer2008.theplantcomprisesagas purificationsystem,amethanationunittoconverth 2 andcoto CH4andH 2 O,andthegastreatmentplanttobringitupto naturalgasquality.theplantobtainstheproductgasfromthe existingbiomasspowerstationandwillproduce100m3/hof methaneinnaturalgasquality.thisistheequivalentofapower of1mw.thegasproducedisusedinanaturalgasfilling stationandisbeingtestedinpracticaluse.duringthepilotscale study,a65%levelofefficiencyingasproductionwasachieved. Astheresidualheatisusedintheplant,anoverallefficiency levelof85%isanticipated. Concreteplansforplantsofthistypearealreadyunderwayin SwitzerlandandSweden,andinterestisalsocomingfrom France,GermanyandAustria. Methanolsynthesishasbeencarriedoutonamajorengineering scalesince1928.usingcarbonmonoxide,carbondioxideand hydrogenandwiththeaidofcatalystsatrelativelylow temperatures,methanolandwaterareformedinanexothermic reaction.methaneandhigherhydrocarbonsareformedin secondaryreactions.todate,methanolfrombiomasshasonly beeninvestigatedforreactionkineticsandinthelaboratory,and pilotordemonstrationplantshavenotbeenconstructed.>> 17

18 Fischer TropschfuelsynthesiswasdevelopedinGermany shortlyafterthefirstworldwar.carbonmonoxideand hydrogenareusedassynthesisgas.thegascanbeproduced fromcoal,naturalgasorbiomass.duringworldwarii, significantquantitiesofftfuelwereproducedingermany.due tothefuelembargo,thecompanysasolinsouthafricabuilta coal operatedindustrialplantwhichhasbeenrunning successfullyfordecades.itproducesliquidpetroleumgas, petrolandheavyfractionswhichareonwardprocessedusing petrochemicalprocesses(ctl=coaltoliquid). Germanindustryisputtingitsfaithinthe FromSynfuelto Sunfuel strategy( VonSynfuelzuSunfuel"),withsynfuel referringtofuelsfromfossilsynthesisgases,andsunfuelthose producedfromgasificationofbiomass(btl=biomasstoliquid). Thedieselfractionoftheintermediateproducthasoutstanding dieselenginecharacteristics.btlallowsforareductionin emissionsofparticles,hydrocarbons,carbonmonoxideand nitrogenoxides.thechorenindustriesgmbhisworking intensivelyonabtlprocess.pilotscaletestinghasbeen conductedsuccessfully,andademonstrationplantinfreiberg (Germany)isshortlytogointooperation. BIO-CNG: NATURAL GAS AND BIOGAS Naturalgasiscomposedalmostentirelyofmethane,whichis alreadybeingusedinpressurisedcontainersinconsiderable quantitiesinnaturalgasvehicles.infrastructuresforsupplying vehiclesarebeingintroduced.vehiclemanufacturershave developednaturalgasvehicles,andfurthermodelswillcome ontothemarket. LIQUEFACTION OF SOLID BIOMASSES Thehydrothermalupgradingprocess(HTU)developedbyShell aimstoreducetheoxygeninbiomassbyreleasingco 2. Woodchipsareusedastherawmaterial,anddryingisnot necessary.theprocessoperatesat200bar,andforgood reactionsprocessoptimisationsarenecessary.theproductis solidorliquidandsuitableasarawmaterialforfuelproduction usingpetrochemicalprocesses.theworkstodatehavenotled toanymorefar reachingimplementation. Incatalyticlow pressuredepolymerisation,thesolidbiomassis heatedtogetherwithacatalystinaliquidheatingmedium.by selectingsuitableprocessconditions(temperature,pressure, catalyst),liquidsareproducedwithsimilarcharacteristicsto fossilfuels. Pyrolysisisthetermusedtodescribetheanaerobic carbonisationofbiomass,duringwhichsolid,liquidandgas componentsareformed.pyrolysisproducesaheavy,tarryand acidicliquidwithahighwatercontent,ahighcontentofsolids (coke,ash)andacalorificvaluesimilartothatofwood.flash pyrolysis,attemperaturesbetween500and800 C,suppliesa goodyieldofliquidcomponents.pyrolysisproductswithahigh proportionofcokearetermed slurry.bothproductsarewellsuitedtothermalgasificationtogeneratesynthesisgas. Biogascomprisesaround60%methaneand40%carbon dioxide,andisproducedfromorganicwasteandagricultural biomass(suchasmaizesilage,grassetc.)usinganaerobic fermentationinawateryenvironment.purifiedbiogascanbe fedintothenaturalgasgrid,andinfrastructuresfornaturalgas vehiclescouldbeused.austriaissupportingtheintroductionof amethanegassystemfortransportusethroughbio CNG projects. 18 Austrian Technological Expertise in Transport

19 BIO-HYDROGEN Hydrogenasanenergysourceforfuelcelldrivesisbeing researchedintensivelyworldwideduetothepossibilityof emissions freevehicles.hydrogencanbeproducedinasimilar mannertobiogas,usingabio engineeringrouteorthrough thermalgasification.hydrogen basedtransportsystemsarenot expectedearlierthan2030,duetothehighcostofr&dand duetotheneedforentirelynewvehicleandlogisticssystems. WHICH IS THE BEST? Theanswerdependsontheobjectives,theframework conditionsandthedecisionsalreadytaken.asseentoday,the followingdevelopmentappearssensible: By2020,market viablesustainablefuelsaresettodominatethe scene.europehascommitteditselftobiodieselfromrapeand ethanolfromgrainandsugarbeet.theargumentsinfavourof ethanolarethehigheryieldsperhectare,andforbiodieselthe morefavourableenergybalancesheet.theaimsofthebiofuel Directivecanbeachievedthroughthis,withthelimitingfactors beingtheavailablelandareaandthemarketforproteinfeeds. NorthAmericaiscommittingtoethanolfrommaize,Brazilto ethanolfromsugarcane. Theargumentsforbiogasarethehighestyieldsperareaandthe simpleprocess,whichisalsosuitableforsmallerplants.using biogasintransportrequiresinvestmentstoexpandthegasgrid, topurifythegasandfeeditintothenetwork,andthe constructionoffillingstations.austriaissupportingthe expansionofinfrastructureandofmethanegasvehiclefleets throughbio CNGprojects. After2010,investmentsinnewsustainablefuelsarelikelyto showdividends.europeistrustingtosyntheticfuelsandnorth Americatoethanolfromlignocelluloserawmaterials.Both processesbuildoncheapwoodandstraw likerawmaterials. Sincewholeplantsandresidualmaterialssuchasstraware used,theavailablelandareascansupplygreatervolumes. Successdependsondevelopment,accesstocost favourable rawmaterialsandonthepolicyframework. ForEurope,itseemsrealistictoaimforavolumeof10to15% oftoday sfueldemandby2020.iftheexpectationsinresearch anddevelopmentoftransportsystemsaremet,intheperiod around2030thechangeoverwillbegintoothertransport systems,wheretherequirementwillsimilarlybefor sustainability. 19

20 BIOGAS FROM ANAEROBIC DIGESTION AS VEHICLE FUEL REQUIREMENTS AND APPLICATION Anaerobicdigestionofagriculturalwasteaswellasother organicwastesisawidespreadtechnologyinaustriaand Germanyforproducingbiogas.Besidestheusualconversionto heatandpower(chp),upgradingtonaturalgasqualityand feedingintothegasgridopensupnewpromisingareasof biogasusageasavehiclefuel.itcombinestheadvantagesof decentralizedfuelproductionwiththewellestablished infrastructureofthenaturalgasgrid. POTENTIAL OF BIOGAS PRODUCTION IN SUSTAINABLE FUEL-BASED BIOREFINERY CONCEPTS Todaythechallengeistoincreasethesustainabilityoffeedstock productionforfuelsbyusinginnovativesystems,processesand technologies.sustainablelandusestrategiesmustbe developedforsupplyofthebiomassfeedstockthatare compatiblewiththeclimatic,environmentalandsocio economic conditionsprevailingineachregion. Itisnecessarytopromotethetransitiontowards second generationbiofuels whilesupportingtheimplementationof currentlyavailablesustainablefuels,andfurthertowards biorefinerysystems whichwillbeproducingfromawider rangeoffeedstocks,includingwasteandlignocellulosebiomass (LA EUBiofuelsResearchWorkshop,FinalReport,SaoPaulo April2007). Currently,maize,sunflower,grassandsudangrassarethemost commonlyusedenergycrops.inthenearfuture,biogas productionfromenergycropswillincreaseandconsideration needstobegiventogrowingenergycropsinversatile, sustainablecroprotations.allactivitiesmustaimatsustainable useofthemultifacetedcultivatedlandscape.inaddition,more by productsfromtheagricultural,foodandenergyindustries needtobeintegratedintoaversatilebiogasproduction. Onehigher levelaimintheresearchonbiogasproductionisthe developmentofintegratedcroprotationsthatsupplyfoodand feed,producerawmaterials(e.g.oil,fat,organicacids)and energy(e.g.biogas,rme)andmaintainandfurtherpromotea multifacetedcultivatedlandscape.thisaimcanbeachievedvia thefollowingstrategies: Foodnon foodswitch:alternationofcropsfortheproduction offood,feed,rawmaterialandenergy Cascadeutilisation:differentpartsofthesamecropareused fordifferentoptions,e.g.starchfrommaizecornsandbiogas fromtheremainingmaizeplant Choiceoftheoptimumgenotypeandharvestingtime:e.g. energycropsmustproducehighbiomassyieldsandcontain optimumnutrientpatterns Sustainablefuel basedbiorefineryconceptsaresystemsin whichfood,rawmaterialsforindustry,andenergycanbe produced.theaimofsustainablebiorefineryconceptsisthe developmentofintegratedcroprotationsthatsatisfythe demandforfoodandfeedstuffs,aswellasproducingraw materials(e.g.oil,fat,organicacids)andenergy(e.g.biogasand ethanol). Combiningavarietyoftechnologiesachievesareductionin productioncostsandminimisesuseoffossilenergysources, whilstreusingexcessmaterialsandby products.thusthe ecologicalfootprintisminimised. Figure1showsthediagramofasustainablefuel oriented biorefinerysystem.biogasproductionisakeytechnologyfor thesustainableuseofagrarianbiomassasarenewableenergy sourcewithinfuelorientedbiorefinerysystems.biogascanbe producedfromawiderangeofenergycrops,animalmanures andorganicwastes.thusitoffersgreatflexibilityandcanbe adaptedtothespecificneedsofcontrastinglocationsandfarm managements. Figure1:Diagramofafuelorientedbiorefinerysystem 20 Austrian Technological Expertise in Transport

21 Thepotentialofbiogasproductionwillbegreaterthanassumed sofarwhencalculationsarebasedonsustainablesystems ratherthanonsinglecropdigestion. Thepossibilitytoproducebiogasfrombiogenouslocalbyproducts/residualproductsinAustria,attheleveloffivetoten percentoftotalvolumesofnaturalgas,andtomakeuseofit viatheexistinggasgrid,isalreadyinplace.itfollowsthat furtherplantssuchasthoseinbrucka.d.leithaandpucking willrapidlybeputinplace(notleastduetotheirhighenergy efficiency).biocng(withatleasta20%shareofbiogas)can thenbeexploitedtofurtherenhancethepositivecharacteristics ofcng(20%reductioninco 2,noengine relatedparticulates, nono x,etc.)toachievegreaterco 2 reductions. Particularlyintheareaoftransport,whereCO 2 emissionsin Austriahaveincreasedby86%since1990,theexistingpotential toachievereductionsneedstobeusedurgently.biogasisthe onlysecond generationfuelavailabletoday.achievingtheeu targets( 20%CO 2 by2020)requirescngandbiocngnow. firing data limits unit heatingvalue 10,7bis12,8 kwh/m3 Wobbe Index 13,3bis15,7 kwh/m3 relativedensity 0,55 0,65 components hydrocarbons:pointofcondensation Max.0 atoperatingpressure [ C] water:pointofcondensation Max. 8 Cat40bar [ C] Table1:qualityrequirementsofnaturalgasinAustria(ÖVGWG31) QUALITY REQUIREMENTS FOR BIOGAS AS A VEHICLE FUEL BY DISTRIBUTION OVER THE GAS GRID Therequirementsofbiogasforgasgridinjectionaregivenin Table1,whichisthegeneralgasqualityregulationfollowingthe ÖVGWruleG31(ÖVGW Richtlinie ErdgasinÖsterreich. RichtlinieG31(Gasbeschaffenheit),ÖsterreichischerVerein fürdasgas undwasserfach,2001).forthespecialpurposeof biogasinjectiontheövgwruleg33hasbeenpublishedwhich definestheadditionalrequirementsforbiogas(övgw Richtlinie RegenerativeGase Biogas.RichtlinieG33, ÖsterreichischerVereinfürdasGas undwasserfach,2006). FollowingtheÖVGWruleG33biogashastoconsistofmore than96mol%methane. Theremovalofcarbondioxideandsulphuriccompoundsareof majorinterestinbiogasupgradingconnectedtospecial technologies.thetotalcostsforthesupplyofupgradedbiogas intothenaturalgasgridconsistofbiogasproduction,biogas conditioning,compressionandinjection.figure2 showstheupgradingofbiogasisamajorcostitem ofabout1 5ct/kWhdependingonthesizeofthe plantandthetechnologyselected.dependingonthe substrateandscaleoftheplant,overallcostsforthe injectionofbiogaspresentlyarebetween5and16 ct/kwh,withthelowestvaluesbeingcalculatedfor biogasfromwasteproductsandplantcapacitiesof 500Nm 3 /hinthisstudy.currentprojectstargeta costof4ct/kwhforupgradedbiogasfrom agriculturalby products. Legend: PSA Pressureswingadsorption DWW Waterscrubber BG Biogasplant Nm/hrawbiogasproduction G Substrate:Manure+10%energyplants N Substrate:Energyplants+10%manure B Substrate:Separatecollectedorganicwaste Colorsofspecificcosts: Lightblue Substrates Red Biogasconversion Green Upgradingcosts(waterscrubber) Grey Upgradingcosts(PSA) Darkblue Injectionandnetworkaccessfee Orange Totalcosts(caseorganicwaste) Figure2:Productioncosts(ct/kWh)ofinjectedbiogas 21

22 BIOGAS UPGRADING Basedontherequirementsoftheguidelinesandthenaturalgas operators,thecorrespondingpurificationtechnologyhastobe chosen.followingcomponentshavetobepurifiedtoreachthe claimedlimitvalues:hydrogensulphide(h 2 S),ammonia(NH3), water(h 2 O),siloxanes,carbondioxide(CO 2 ). ThecommoncommercialH 2 Spurifyingmethodsare Biotricklingfilterorbioscrubber(biologicaloxidation) Additionofferricchloridetothefermentationsubstrate (sulphideprecipitation) Impregnatedactivatedcarbon(catalyticoxidation) Ironoxideonsteelwool(chemicalsorption) Ironoxidepellets(chemicalsorption) Scrubberwithwater,organicsolventorcausticsoda (absorption) UTILISATION OF BIOGAS AS A VEHICLE FUEL Recentdevelopmentsweredirectedtowardstheutilizationof mixturesofnaturalgasandbiogenousmethaneasavehicle fuel.forthispurposetheestablishmentoffillingstationsis directlyconnectedtothefieldapplicationofsuchafuel. Currentlyabout100publicnaturalgasfillingstationsarein operationinaustria,withthegoaltoincreasethenumber to200until2010. ThemostcommonmethodsfortheremovalofH 2 Oare Cooling(condensation) Molecularsieve(adsorption) Polarsolvent glycol(absorption) Themostcommonmethodsfortheremovalofsiloxanesare Gasdryingsystemsandadsorptiononactivatedcarbon Adsorptiononpolymorphicporousgraphite AbsorptioninSelexol CO 2 scrubber ThemostcommonmethodsfortheremovalofCO 2 are Scrubber(absorption) Pressure swing adsorption(adsorption) Membraneprocess(permeation) 22 Austrian Technological Expertise in Transport

23 EMISSIONS FROM VEHICLES RUNNING ON (BIO-)METHANE COMPARED TO PETROL AND DIESEL Comparingtheutilizationofnaturalgasasavehiclefuelagainst petrolanddiesel,someadvantagecanbeshownovertheliquid hydrocarbonsintermsofemissionreduction.comparedtoa petroldrivenpassengercarfollowingtheeuro4standardupto 80%lesscarbonmonoxide(CO) 20%lesscarbondioxide(CO 2 ) 80%lessnon methanehydrocarbons(nmhc) 20%lowerglobalwarmingpotentialand40%lowerozone generationpotential ComparedtoadieseldrivenpassengercarfollowingtheEURO 4standardequippedwithaparticlefilterupto 10%lesscarbondioxide(CO 2 ) 90%lessnitricoxide(NO x ) 60%lessnon methanehydrocarbons(nmhc) practicallynoparticleemissions 10%lowerglobalwarmingpotentialand80%lowerozone generationpotential Employingbiogenousmethaneasanaturalgassubstitute,the emissionsofcarbondioxidecanberegardedaslowerbecause ofthebiogenicoriginofthesubstratesforbiogasproduction. FollowingtheGEMIS modelforco 2 calculationforthewhole biogasproductionandutilizationchain,aco 2 emission equivalentof30g/pkm(grammesperpassengerkilometre)has beencalculatedforamodelscenario,i.e.decentralizedbiogas productionfrommanureandinjectionintothepipeline.in comparisonthedieselpassengercarshowsemissionsof approximately120g/pkm.otheremissionsaresignificantly loweraswell:so 2 : g/pkm(diesel:0.07g/pkm),NO x : (diesel:0.43),particles: (diesel:0.04). However,usingothersubstrateforbiogasproduction(energy crops)andassuminganon optimallocationofthebiogasplant intermsoflongtransportationdistances(50km),thescenarios showthatthebenefitofbiogasisstronglydecreased.inthese casesco 2 equivalentsbetweenca.60and100g/pkmhaveto betakenintoconsideration. 23

24 COMPRESSED NATURAL GAS CNG TheEuropeanCommunityaimsatreducingCO 2 emissionsand dependencyonoilbyspecifyingthatalternativefuelsmust powermorethan20%oftrafficby2020.sustainablefuels,such asbiodiesel,ethanolorbiomass basedsyntheticfuelsrepresent onepartofthesolution,butthereisalsothefossilfuels segment,wherenaturalgas(ch4;methane)issettocontribute atotalof10%. Naturalgasconsistsof98%methaneandisdeliveredasafossil resourceviapipeline(gaseous)orship(liquid).methaneisahighqualityfuel,duetothesecond besth:cratioofallalternative fuels,andisthusaforerunnerofapossiblehydrogentechnology ofthefuture.likehydrogen,itcannotbeliquefiedatambient temperaturesandmustthereforebestoredunderhighpressure above200bars.thiscompressionisdoneatthefuellingstation andtheproductisafterwardsreferredtoascng(compressed naturalgas).althoughnorefiningorothertreatmentsare needed,theenergyoutputofcngisabout90%oftheprimary energyofnaturalgas;10 13%ofitsenergyisusedasinputfor compression.handlingofcngisnon critical,duetomethane s non toxicity,itshighignitiontemperatureof600 C(diesel230 C; petrol260 C)andaddedodoursubstanceswhichmakeit possibletodetectsmallconcentrationsbelowthevolumetric ignitionlimit(below0.01%). Methane shighpercentageofmolecularhydrogenresultsina reductionofco 2 emissionsof20%comparedwithpetrol,and 10%comparedwithdieselfuel.Enginedevelopmentsexploiting thehighoctanenumberofmethaneallowafurtherreductionof CO 2 emissions.furthermorelocalemissionofpollutantsisupto 90%lowercomparedtodieselengines.Ifblendingofnatural gaswithbiogasistakenintoaccount,onepartofthefossilfuel canbesubstitutedandtheco 2 emissionscomingfromnonsustainablemethanecantherebybefurtherreduced. Supplyingtheexistingnaturalgasgridwithbiogas,straightfrom thepurgationandqualityassuranceprocesses,isstate of theart.inaustriatherearetwoplantsforbiogasproductionand feed inintothenaturalgasgrid,fundedbythefederalministry fortransport,innovationandtechnology(bmvit)aslighthouse projects.theymakeabout900,000m3(brucka.d.leitha)and 40,000m3(Pucking)ofbiogasavailableeveryyear,inaquality matchingthatofnaturalgas. However,evenaftercompressionto200bar,thelowvolumetric andgravimetricstoragedensityisamajordisadvantageofcng. Duetoitslowvolumetricenergydensity(6MJ/l),CNGrequires roughlyfourtimesthestoragespaceofpetrol(26mj/l)forthe sameamountofenergy.thisimpactsonthecostsofthe storagematerials.furthermore,standardtechnologyforhigh pressurestorage(steel)isheavyandrestrictedtosimpleshapes (cylindrical),whichresultinanon efficientpackageintermsof today svehicleplatformconcepts.modernlightweightvessels (carboncomposite)wouldbemuchlighterandofferthe possibilityoffreeshaping,butareexpensive.duetothelow gravimetricenergydensityofcng(11mj/kg)comparedtothat ofpetrol(31mj/kg),theweightofstoredcngisaboutthree timestheweightofpetrolforthesameamountofenergy. ThesedisadvantagesarenotuniquetoCNGtechnology; hydrogentechnologyandbatterysystemssufferfromthesame problems. TodayCNGhasalowerpricethandieselonanequalenergy basis.inthelasttwoyearsthenumberofcngfuellingstations inaustriahasbeentripledto100,andissettodoubleagainby 2010.Todate,therearemorethan1000CNGvehiclesonthe road,consumingabout2millionm3cngperyear.asthemarket maturityofcngtechnologyisalreadyreached,thenumbersof CNGvehiclesisexpectedtorise.Therearealsonewvehicle conceptslikethemila (figure1)andthemilaalpin(figure2) beingpresentedtothepublic.thenextstepforcngvehicles willbeaswitchfrombivalenttomonovalentoperation.thiswill happeninacoordinatedmoveasthenumberoffuellingstations andvehiclerangeincreases. Toensurepropermarketpenetration,furthermilestones(like creatingaconsistenttaxregime,raisingthenumberoffuel stationsabove200andincreasingthedrivingrangebeyond600 km)needtobereached.animportantstepinthisjourneyhas alreadybeenaccomplishedbythe'cng600 project,fundedby thebmvit,whichhasdemonstratedtheconceptofa monovalentcngvehiclewithadrivingrangeof600kmby manufacturingaprototype. 24 Austrian Technological Expertise in Transport

25 Themonovalentuseofmethanemeansthattheenginecanbe optimallyadaptedtothegivenframeworkconditions,whichis notthecaseinbivalentuse.itmakesitpossibletodevelopa combustionprocessfordirectgasinjection,underwhichthe efficiencyofagasottoenginecanbeimprovedbyafurther10 15%,throughacombinationofstochiometricandleanrunning inthecharacteristicareasrelevanttothedrivingcycle,asis beingimplementedbyavl.thismeansthatspecificco 2 emissionsvaluescanbeachievedwhicharebelowthosefor dieselengines. Inaddition,itisprovingpossibletoexploitthehighknockrating ofthegasincombinationwiththelatestcombustionchamber shapestoincreasethepowerdensity,withtheresultthat averageenginepressuresingasoperationof>25barare possiblewithturbo charging.inturn,thispermitsusing direction injectiongasenginesofthiskindinhybriddrives, resultinginafurtherreductioninconsumptionthroughan adjustment(reduction)inenginepistoncapacity( downsizing ) combinedwithpartialelectrificationofthedrive.ithasbeen possibletodemonstrate,throughappropriatedrivingcycle simulations,thatusingdrivesystemsofthistypetheco 2 output perkmcanbesqueezed,evenonvehiclesinthepassatclass ( kg)tovalues<80g. Finally,ifbiogasadmixesaretakenintoaccount(e.g.10 15% virtualbiogas fromsustainableproduction,withoutcompeting withthefoodandfeedindustrywithintheeu),itappearsthat netco 2 emissionsfrommid classvehicles( kg unladenweight)oftheorderof70g/kmarefeasible. Figure2 MILAalpin Methanetechnologywillfocusonthefollowingitemswhich maycomeintoserialproductioninthenearfuture: Cost andweightefficientpressurevesselsincomposite technology,featuringhighsynergieswithhighpressure hydrogenstorage Innovativemethanefuelmanagementsystemstoassure powertrainperformanceandtointegrateinactualvehicles architectureanddiagnosis Integrated,assembledandtestedmethanefuelmodules includingemergencypetroltank(figure3)andaccuratefuel gaugerelatingtostoredenergy Newplatformconceptsconsideringthespecificgeometric andinterfacerequirementsformethane,aswellforother alternativestoragesystemssuchashydrogenandbattery OPPORTUNITIES AND CHALLENGES: Pros: Technologyavailablenow Low costpathtosimultaneousreductionofgreenhousegas andconventionalemissions Goodeconomyfortheenduser Cons: Lownumberoffuellingstations,althoughgrowingfast Fuelstorage Figure1 MILA Figure3 Methanefuelmodulesincludingemergencypetroltank 25

26 LIQUEFIED PETROLEUM GAS LPG Thecommonly usednameforautomotiveliquefiedpetroleum gas(lpg)isautogas.lpgisamixtureofhydrocarbongases usedasatransportfuel.itiscomposedmainlyofpropaneand butane,withminoramountsofpropyleneandbutylene.the exactcompositiondependsonclimateconditionsaswellas enginemodifications.generallymorebutaneisusedinsummer, andinwintermorepropane.themostcommonblendis60% propaneand40%butanegas.aslpgisacolourlessand non odorousgas,anodorantsuchasethanethiolisaddedin ordertodetectleakseasily.theinternationalstandardforlpg fuelisen589. LPGisformedontheonehandduringrefiningofcrudeoil,and ontheotherhandoccursnaturallyingasandoilfields. AtambienttemperatureandpressureLPGisingaseousstate. LPGissuppliedinpressurisedsteelbottles.LPGchangesfrom thegaseousphasetoliquidphaseatamoderatepressureof about8bar,dependingonthegascompositionand temperature;e.g.approximately2.2barforpurebutaneat20 C, andapproximately22barforpurepropaneat55 C.The followingtableliststhemostimportantpropertiesoflpg. ThedensityofLPGishigherthanair,andthegastherefore tendstosettleinlowspots,suchasbasements.this circumstancehastobetakenintoaccountwhenplanningfilling stationsandparkinggarages. Thesamefuelisalsousedinstationaryapplicationsinsimilar gasenginesforpowergeneration.lowerexhaustemissionsis oneofthereasonswhylpgisusedasatransportfuel.in particular,itreducesco 2 emissionsbyaround10%(measured inrealbusfleetoperationonlpgcitybusesinviennarunby WienerLinien )comparedtodieselbuses,becauseofthe betterh:cratio.thereductioninno x emissionsby30%,with almostnoparticulateemissionsaswellasnounburned hydrocarbonemissions,makelpgattractiveasafuelindensely populatedareaswithbadairquality. Properties Propane Butane MolecularWeight IgnitionPoint 460 C 580 C 410 C 550 C BoilingPoint 42.1 C 0.5 C FreezingPoint C C GrossEnergyMJ/L(MJ/kg) perunitvolume 25.5(50.39) 28.7(49.57) Density@15 Ckg/L Litrespertonne Motoroctanenumber (MON) EN Researchoctanenumber (RON) ASTM Table1Propertiesofpropaneandbutane(source: 26 Austrian Technological Expertise in Transport

27 LPGisthemostwidelyusedalternativetransportfuel,powering morethan9millionvehiclesworldwideinover38countries.its environmentalbenefits,practicaladvantagesandoverall effectivenesshavealreadybeenwidelydemonstrated.inaustria thesituationisslightlydifferent.thelargestaustriancitybus fleetinviennaisrunningover500lpgbuses.lpgasa transportfueloffersbenefitsintermsofcostsandemissionsfor thefleetoperator,andoffersenvironmentalbenefitsfor residents.incontrasttothat,onlyafurther165busesanda singleself propelledunitusinglpgastransportfuelare licensedintherestofaustria,accordingtofiguresproducedby StatisticsAustria(2006).Instrongcontrasttoothercountries suchasitalyoraustralia,therearenolpgpassengercars licensedinaustria. ThisexplainsthesmallnumberofLPGfillingstationsinAustria andclosetotheaustrianborder(12in2007). Thefollowinglistgivesagoodoverviewoftheadvantagesand disadvantagesoflpg,asseenfromtheviewpointofaustria s largestlpgfleetoperator(source: DerBetriebmitFlüssiggas alsalternativezumdieselantrieb WienerLinien ) OPPORTUNITIES AND CHALLENGES: Pros: Lowoperatingcostsduetolowpurchasecostandexemption frompetroleumtax Loweremissionsthandieselbuses Noneedforadditives,duetothehighoctanenumber,awelldefinedmixturepreparation,andacombustionprocesswith almostnoresidues Lowernoiseemissionsduetoasmoothcombustionprocess, andthereforelongerenginelifetimes Lowerstressonthemotoroil,giventheabsenceof particulateemissionsandlackofdilutionwiththefuelthat wouldresultinlowerviscosity Cons: Highercostforthegasengineincomparisonwithadiesel engine,andhighermaintenancecosts Increasedweightofthevehicle,andhigherspacedemandfor thestoragetanks Additionalinspectionsofpressurisedstoragetanksonthe vehicleandinthefuellingstations Costsforadaptingthegarages Takingeverythingintoaccount,onecansaythatthelowfuel costsandsignificantloweremissionsarethemainadvantages oflpgfuel.thelimitednumberoffuellingstationsinaustriais ahurdletobeovercomeforsuccessfulmarketintroductionof LPGpassengercars.LPGisthereforefacinga chickenandegg problem similartocngandhydrogenfuel,wherethefuel industryiswaitingforalargernumberofvehiclesonthemarket andoemsarewaitingforthefuellinginfrastructure. Vehiclesconsumemorethan16milliontonnesofLPG worldwideperyear,theequivalentofaround8%ofgloballpg consumption.lpgisnotanewalternativefuelbutoffers advantagesintermsofsignificantlyloweremissionsandan attractivecoststructure,especiallyforuseinfleetoperations. 27

28 HYDROGEN CARBON FREE FUEL Asacarbonfreeenergycarrier,hydrogenhasgainedattentionin researchactivitiesworldwide.inprinciple,hydrogencanbe producedfromrenewableenergysources.combustionin enginesresultsinverylowemissionsandtheconversioninfuel cellstakesplacewithoutanyemissions.thefirstresearch centreforhydrogeninaustriahasbeeninoperationonthe premisesofgrazuniversityoftechnologysince2005(figure1) PRODUCTION Theamountofhydrogenproducedgloballyis600billionNm 3 per year.40%ofproductioncomesfromindustrialprocesses wherehydrogenisaby product.reformationoffossil hydrocarbonsiswidelyusedforthelarge scale productionofthe remaining60%.themostcost effectiveprocessissteamreformingofshortchainhydrocarbonssuchasmethane. Efficiencyofupto80%canbeachieved.Naturalgas,water, andenergyareused,theenergycomingfromthenaturalgas. However,asthesteam reformingprocessisbasedonfossil hydrocarbons,itproducesco 2. Theproductionofhydrogenfromwaterusingelectrolysisis emission freeiftheelectricityrequiredisproducedfrom renewableenergysourcessuchaswind,waterorsolarenergy. Inelectrolysis,efficienciesofupto75%canbeachieved. Furthermoretheby productsoxygenandheatcanbeused. PHYSICAL AND CHEMICAL PROPERTIES Figure1:HyCentAfacility(HydrogenCenterAustria) Hydrogenisanodourlessandcolourlessgaswithadensity approx.14timeslowerthanair.thefollowingtablelistssome propertiesofhydrogen. Property Liquid phase: Gas phase: Compressed gas: (1bar, 250 C) (1bar,0 C) (350bar,0 C) Density 70.8kg/m3 0.09kg/m3 23.5kg/m3 Gravimetriccalorificvalue 120MJ/kg,33.33kWh/kg Volumetriccalorificvalue 8.5MJ/dm3 0.01MJ/dm3 2.82MJ/dm3 2.36kWh/dm kWh/dm3 0.78kWh/dm3 Mixtures with air: Lowerexplosionlimit Upperexplosionlimit Ignitiontemperature Min.ignitionenergy Max.laminarflamevelocity Adiabatecombustiontemperature Wobbe Index 4Vol%H 2 (λ =10.1) 75.6Vol%H 2 (λ =0.13) 585 C 0.017mJ(λ =1) upto3m/s ca.2100 C 48.7MJ/Nm 3 28 Austrian Technological Expertise in Transport

29 MARKET PENETRATION AND MARKET POTENTIAL Forecologicalreasonsandforreasonsofsecurityofenergy supply,mid termtolong termhydrogenhasahighmarket potentialinthefieldsofenergyandvehicleengineering.for commercialreasons,however,highmarketpenetrationcannot beexpectedinthenearfuture. Giventhelackoflocalemissions,aprimarytargetforthe introductionofhydrogentechnologiesisthepublictransport companies.vehicleandfillingstationinfrastructuresare currentlybecomingestablishedacrosseurope,andare supportedbyavarietyofeuprojects(e.g.hyways, HyFLEET:CUTE,Roads2Hy,etc.). Inenergyengineeringtoo,hydrogenapplicationscanbefound innicheareasatthemoment.toguaranteefuturesupplyof energy,itisnecessarytopromotealternativeenergysources worldwide.inthiscontext,hydrogencanbeusedasenergy storagefortheexcessenergyproducedbyrenewableenergy sourcesduringpeakproduction.thestoredhydrogencanbe convertedbackintoelectricityorcombustedininternal combustionenginesorfuelcells. Besidesusinghydrogeninfuelcellsandinternalcombustion engines,itscombustioninturbinesisofinterest. STORAGE Hydrogenisstoredascompressedgas,asliquidatverylow temperaturesorinphysicalorchemicalcompounds.forstorage anddistributionoflargequantities,theliquidformisfavoured becauseofthehigherenergydensity.forautomotive applications,storageascompressedgaswithpressures between350barand750barisalsowidelyused.formobile applications,storageincompoundssuchasmethaneisafurther possibility. OPPORTUNITIES AND CHALLENGES: Pros: Carbon freeenergycarrierwhichcanbeproducedfroma varietyofenergysources Renewableenergycycleandenvironmentallyfriendlyif electrolysisandgreenenergyisused(e.g.wind,wateror solarenergy) Verylowemissionsincombustionenginesandnoemissions infuelcells Cons: Currentlyeconomicallynotcompetitivewithfossilfuels Hightechnicalstandardsforinfrastructureandapplications Lowacceptanceofgaseousenergycarriers Atpresentanumberoftechnicalandeconomicalchallengesstill havetobemetconcerningproduction,distributionand applicationofhydrogen.neverthelessitisexpectedthatmidtermtolong termhydrogenwillplayanimportantroleasenergy carrier. Anuptodatesurveycoveringallaspectsofhydrogencanbe foundinthereferencebook Wasserstoffinder Fahrzeugtechnik byh.eichlsederandm.klellpublished2008 byvieweg+teubner. 29

30 ELECTRICAL ENERGY AS FUTURE VEHICLE FUEL Duetotheconstantlyincreasingmarketofhybridvehicles electricalenergygainsanewsignificanceasafuel,especially withregardtoitspotentialforrealisingenergy efficientvehicles withreducedco 2 emissions.thekeytosustainableelectric mobilityareappropriateenergystorages,includinga correspondingcharginginfrastructureandtheprovisionof electricalenergyfromrenewablesources. VEHICLE CONCEPTS (EV, HEV, PLUG-IN) Giventhediverselegal,social,ecologicalandeconomic requirementsplacedonthevehiclesoftomorrow,hybridelectric vehicles(hev)arewidelyseenasapromisingvehicleconcept andbythatinvestigatedintensively.thecombinationofa traditionalinternalcombustionenginewithanelectricaldrive opensupabroadrangeofvehicleconcepts,whichvaryinterms ofthedegreeofhybridisationorelectrification(figure1).the degreeofelectrificationcanbasicallybedefinedbythesizeof theenergystorage,whichthereforeconstitutesakey componentofthevehicle. ENERGY STORAGE SYSTEMS AS THE MOST IMPORTANT COMPONENT Increasingelectrificationisonlypossibleduetoimprovedenergy storages.inthelastyears,nickelmetalhydrideandespecially newlithiumioncellshaveenabledthedevelopmentofnew batterieswiththenecessaryenergydensityforhevandev applications(figure2). Whilstfromtheengineeringpointofviewthecellsarealready largelysuitableforseriesapplications,thereisstillimprovement potentialonthesystemlevelespeciallyintermsofcost reductionsandimprovedimplementationsofsafetyconcepts (e.g.relays,fuses,etc.).forrealizationofefficientandwellperformingvehiclesapplication specificselectionoftheenergy storageisessential.comprehensivesimulationsarerequiredto selecttheoptimalbatterytechnologyanddesignefficient energystoragesystems(energyandpowerdensity,energy management,thermalmanagement,etc.). Figure2: Estimatedperformanceincreasefordifferentbatterytechnologies(energydensity) Mild HEV Start stop Noelectricdrive Full HEV Lowelectric range (fewkm) Plug-in HEV Increasede range duetoexternal batterycharging EV with Range Extender E drivedueto internalbattery ChargingbasedonICE, fuelcell,etc. EV Pure electricdrive Figure1:DevelopmentpathHybridvehicle(HEV) Electricvehicle(EV) 30 Austrian Technological Expertise in Transport

31 ADVANTAGES AND DISADVANTAGES OF ELECTRICAL ENERGY AS A FUEL Inthepublicmind,usingelectricalenergyforfuelisalways associatedwiththedisadvantageoflimitedrange,which howeverisaninherentsystemcharacteristicofanyvehicle. Bycontrast,therealdisadvantagescurrentlyarestillrelatedto thecosts.therapidadvancesinbatteries,bothintermsofthe specificenergycontentandcosts,showthatelectricalenergy isbecomingincreasinglymorecompetitiveasanalternativefuel. Thisisalsoreinforcedbythefactthattheenergyforthese vehiclescanbesuppliedco 2 freeorco 2 neutrally(usingpv, hydroelectric,orwindpower). (CHARGING) INFRASTRUCTURE Thepossibilityofprovidingasuitableinfrastructurefor alternativevehiclesconstitutesakeypreconditionforbroad marketintroductionofthesetechnologies.thecostsof developingaviableinfrastructure,andifrequiredthesupply logistics,arecriticalastowhetheranewtechnologycanbe established.akeyadvantageforthedevelopmentofanelectric charginginfrastructureisthefactthatinaustriapracticallyevery homehasanelectricitysupply.butindevelopingan infrastructureofthiskind,certainframeworkconditionsneedto beconsidered,suchastheconnectedpowerrequiredtocharge anelectricvehicleinanacceptabletime.electricvehicleswith anenergystorageof20 30kWhrequireaconnectedpowerof 20 30kWtochargethevehicleinonehour.Connectedpowerat thislevelisnotavailableeverywhere.inadditiontheloadonthe electricitynetworkshastobetakenintoaccount.thisindicates thatdifferentconceptsneedtobepursuedindevelopinga suitablecharginginfrastructure.atthesametime,giventhe easeoftechnicalimplementation,adensenetworkcanbe establishedrelativelycost efficiently. PROVIDING THE ELECTRICAL ENERGY Animportantfactorintheintroductionofanynewfuel, alongsidetherequisiteinfrastructure,isits production or supply.postulatingaco 2 freeelectricalenergysupplyrequires theusageofrenewable,likephotovoltaic(pv),hydroelectric andwindpower.theenergydemandforasmartclasselectric vehiclecanbeprovidedbyapvunitwithabout14m2(basis forthecalculation:approx.10kwh/100kmandabout15,000 km/year).fortheentireaustrianvehiclefleet(excludingtrucks), currentlytotallingaround4millionvehicles,thiswould correspondtoarequiredareaofabout5.6km2. Atthesametime,theinstalledpowerofPVplantsisrising continuously.ingermany,thetotalenergyproducedusing photovoltaicisalreadyaround3000gwh(=energyequivalent ofabout2millionvehicles).in2007,anadditional1100 MWPEAKofPVunitswasinstalledinGermany(=600,000 vehicles).thisshowsthatthepotentialtopowerelectric vehiclesusingpvisrelativelyhigh.atthesametime,however, thegridcapacityandmanagementhastobetakenintoaccount tocopewiththeloadsfromrenewableenergysourcessuchas PVorwindenergy.Asystemicanalysis,fromtheenergysupply tothevehicle,isrequiredinordertoevaluatevariousscenarios. MARKET PENETRATION AND MARKET POTENTIAL Theassertivenessofnewtechnologiesisdeterminedbyawide rangeofinfluencingfactors.theseincludelegalframework conditions(co 2 emissionslimitsetc.),alongsidefactorssuchas operatingcostsorprocurementcosts.particularlyintermsof operatingcosts,electricvehiclesofferamajorcostadvantage. Acomparisonshowsthatwithoperatingcostsofabout 225 peryearforanelectricvehicle,aconventionalvehiclewould needtoachieveafuelconsumptionofaround1.25litresper 100kmtomatchthis. Nevertheless,customeracceptanceplaysthemostimportant partinassessinganyvehicle.thisissignificantlyinfluencedby factorssuchasdesign,safetyandperformance.newconcepts, suchastheteslaroadster,haveimportantimpactinthis contextandarecontributingsignificantlytostrengtheningthe marketpositioningofelectricvehicles. 31

32 TRENDS IN ENGINE DEVELOPMENT OTTO ENGINE TheOttoenginehasthelowestemissionstoday.The disadvantageisitsunfavourablepartloadefficiencyleveland thustheassociatedhighconsumption.approachestooptimise theenginearewide ranging:downsizingwithsupercharging, tieredengineoperationunderpartload,loaddilution,variable valvecontrolandcylindercontrol. Developmenteffortsareprimarilybeingdirectedtowardsthe followingefficientsolutions: Directinjectionwithhomogeneousoperationand supercharging Directinjectionwithvariablemixandthuspossiblelean operation:theadvantageofappealingreductionsinfuel consumptionandco 2 ofaround20%iscounter balancedby theelaborateno x exhaustgasafter treatment. Newignitionsystemsarealsoindevelopment: Laserignition:thisallowsforreliableignitionwithafree choiceofignitionpoint appliedonhigh leanconceptsor highegrrateconcepts Homogeneouscombustionprocesses(knownasHCCIorCAI) pointstillfurtherintothefuture:theymakeeffective reductionsinconsumptionandno x achievablethroughultraleanrunning.however,useisonlysuitableforlowload conditions;andafurtheraspectisanincreaseinhydrocarbons andcoemissionsandthecomplexityinvolvedinapplications withnon stationaryoperation. GAS-OTTO ENGINE Fundamentally,thegas Ottoengineisverysimilartothe conventionalpetrolengine.however,thehighknockrating exhibitedbythegasallowsforhighercompressionratiosand thusimprovedthermodynamicefficiencylevels.the disadvantageisthegreaterdifficultyinconvertingthenoncombustedmethane,duetoitshighchemicalstability.witha viewtoco 2 reduction,thisenginetypeisofparticularinterest, sincethehighproportionofhydrogeninthefuelmeansthat around25%lessco 2 /kmisemittedthanwithpetrol combustion. Aparticularadvantageisthattheseenginescansimilarlybe realisedas: Directinjectionwithhomogeneousoperationand supercharging Directinjectionwithvariablemixandthuspossiblelean operation.tobeabletoutilisetheadvantagesofhighknock ratinginachievingsuperchargingandhighcompression ratios,however,itwillbenecessarytoequipthiskindof petrolenginetocopewithpeakpressuresofupto150bar. 32 Austrian Technological Expertise in Transport

33 DIESEL ENGINE Highefficiencyandthusthelowestconsumptionathightorque (usingsupercharging)justifythecurrenttriumphantmarchand increasingmarketshareforthedieselengine.addressingits disadvantages,suchasthelackofno x after treatmentandhigh costs,areprimarydevelopmentgoalsforthefuture.themain areasoffocusbreakdownasfollows,andallarelikelyto increaseacceptancelevelsforthemoderndieselengine: Optimisingthecombustionprocesswithintheengine (variableswirletc.), Injection:greater,andmoreprecise,injectionusing piezotechnology,higherpressuresetc. Extendingexhaustgasafter treatment:comprehensiveuseof particulatefiltersanduseofefficientde NO x systems,such asthescrprocess, Homogeneouschargecompressionignition(HCCI),asalready beenmentionedfortheottoengine,isofparticularinterest inthedieselengineintermsofno x reductionandpreventing particulatedischarge. However,thethreathangingoverthisistheassociatedrisein costs,whichcouldrestricttheuseofdieselengineswith efficientexhaustgaspurificationtothetop endpricesegment. 33

34 ENGINE REQUIREMENTS IMPOSED BY ALTERNATIVE FUELS Substitutefuelswiththebiggestmarketpossibilitiesare currentlyasfollows: Petrol:ethanol,biogasandnaturalgas Diesel:vegetableoil,biodiesel,BtL(syntheticbiodiesel)and GtL(syntheticdiesel) ETHANOL Ifethanolistobeadmixedathigherpercentageratios,thenthe correspondingengineadaptationwhichisneededisdependent onthemixingratio,conditionalonthehighoctanerating, calorificvalueandhighevaporationheat. Uptoaround20%runningonethanol,adaptedpipesand materialsaresufficient Uptoaround85%runningonethanol,adaptedengine controlsareneeded(injectionvolume,ignitiontimingetc.)or theflex fuelvehicle(ffv)conceptneedstobeimplemented. Purerunningonethanoloffersthebiggestpotentialfor optimisedengineeringfor: Newly developeddirectinjectioncombustionprocesses Supercharging/Downsizing Thechemicalcompositionofethanoloffersthefundamental potentialforareductioninemissionsofpollutants an argumentbackednotjustbytheratioofcarbonatomsto hydrogenatoms,butalsotheoxygenbindingwhichisbeneficial forcombustion. Theparticularlybeneficialcombustionpatternachievesan extremelygoodlevelofefficiency,capableofreachingthelevel formoderndieselenginesatfullload. BIOGAS AND CNG Givenasufficientlywidespreadnetworkoffillingstations, monovalentversionsofthecombustionenginemakesensein ordertofullyexploittheadvantagesofthisfuel.biogasand CNGhavetheadvantageofahighknockratingandignition temperature,meaningthattheenginecompressionratiocanbe significantlyincreased,withpositiveeffectsonconsumptionand inreducingco 2. Akeyareaoffocusforfutureresearchprojectswillbe estimatingpotentialintermsofbiogasqualityandmonovalent engineoutfitting,lookingatthecompressionratioand parametersettingsonadaptedgasengines.asthecombustion ofbiogas similarlytonaturalgas requiressignificant changes,particularlywithregardtoexhaustgastemperaturebut alsointhecompositionoftheexhaustgas,specially adapted exhaustgasafter treatmentdesignsneedtobedevelopedto realiseextremelylowexhaustgasemissions,inordertocome veryclosetothepollution freeengine. 34 Austrian Technological Expertise in Transport

35 VEGETABLE OIL Natural,non esterifiedvegetableoilswereoriginallyenvisaged onlyforlargedieselenginesusingawhirlchambercombustion process,particularlyinagriculture. Morerecently,carsarealsobeingrunonthisfuel,something whichhasonlybeenmadepossiblethroughkeyadaptationsto theinjectionsystem,themixformationandthecombustion process. Goingforward,themainfocusofdevelopmentneedstobeon themixpreparationparameters,inordertoensureemissions patternsinlinewithmoderndieselvehicles.thisinvolvesboth thehardwareandthesoftware.forno x emissions,atpresent improvementscanonlybeachievediftheengineapplicationis changed,withanadverseeffectonparticulatematter(pm) values. BIODIESEL Biodieselisafuelwhichisverysimilartoconventionaldieselin termsofitscharacteristics,withonesmalldifference.the higherboilingpointmakesparticulatefiltersystemregeneration moredifficult.forthatreason,generalapprovalofthisfuelhas beenrestrictedtothelatestenginesforthetimebeing.further developmentworkisaprimarycriterionwithregardtothis.the developmentpotentialcanbeestimatedbyanalogytothe conventionally rundieselengine. BtL (BIOMASS TO LIQUIDS) AND GtL (GAS TO LIQUID) BtL,abiogenoussecond generationfuel,andgtl,its conventionalequivalent,comeveryclosetotheidealof designerfuels,andguaranteesbestqualityatthemost demandingtolerances.conventionaldieselenginescan thereforerunonitwithoutproblems.thekeyadvantagesare: Highcetanevalues,andthusreducedignitiondelay, Sulphur free,thereforenosulphateformationandeasier exhaustgasafter treatment, Noaromatics,anddesignablecharacteristics. Thisfacilitatesfurtherengineoptimisationandthedevelopment ofnewcombustionprocesses.similartoexperiencesgainedin GtL,theexpectationisthatintermsofemissionspureBtL remainsvastlysuperiortodiesel. Tosumup,theuseofBtLmeans: Significantlylowerparticulatematterrawemissionsfacilitate engineapplicationsatthelowestno x emissionlevels BlendsofGtLwithconventionaldieselaregenerating anticipationofdisproportionatelylargepotentialfor improvements. 35

36 CONCLUSION TheEUDirective2003/30/ECoftheEuropeanParliamentandof thecouncilofmay8 th 2003onthepromotionoftheuseof biofuelsorotherrenewablefuelsfortransport,whichprovides formandatoryuseofsustainablefuelsinthetransportsector, wastransposedintoaustriannationallawinnovember2004 (BGBl.417/2004). ThelegallybindingEUdirectivecallsforsubstitutionof5.75%of fossilfuelsusedfortransportpurposesby2010.austriais aimingtoachievethistargetalreadyinoctober2008.these short termtargetscanonlybeaccomplishedthroughimmediate useoffirst generationfuels.giventheamountoffuelneeded forsubstitution,onlybiodieselandethanolareavailablein sufficientquantities. Inviewofrisingfeedstockpricesduetothelimitedland availableforenergy relatedbiomassproduction,oneofthemost importantcriteriainevaluatingtheperformanceofasustainable fuelproductionpathwayisthepotentialmassoutputobtained fromonehectareofcultivation.sincedifferentfeedstockcanbe gatheredtoproduceaspecificsustainablefuel,therecanbe quitebigdifferencesinfuelyieldwithinapathway. Thetabledisplays,fromlefttoright,thetypeoffuel,theused feedstock,theamountofactualyield(dryweight)andthe amountoffuelderivedfromthefeedstock.thetwocolumnson therightsideaimtorelatetheseactualyieldstomileage,by consideringtheenergydensityorthenumberofvehiclesthat canbepoweredforoneyearfromasinglehectareofplanting, takingintoaccounttheaveragemileage.dependingonthe feedstock,theamountoffuelobtainedfromonehectarevaries byafactorof2forbiogas,andbyafactorofupto3forethanol. Forholisticassessmentoffueloptionstheaddedvaluesthrough recyclingorby productshavetobetakenintoaccount. Productionofbiodieselandvegetableoilyieldsoilcakeand ethanolproductionprovidesproteinfeed.energyrecoveryfrom waste(forestresidues,straw,manure,sludge,animalfat) improvestheeco balance. Currentlyethanolandbiodieselfaceaperiodofhighfeedstock prices.thesehighpricesresultfromahighlyspeculative feedstockmarket,combinedwithabadwheatandcornharvest in2007,thefast growingmarketforenergycrops,andrising demandforfoodandfeed.highprices,combinedwithchanging regulatoryandfiscalframeworkconditions,canhaveamassive impactonthefuelmarket.tosecureasuccessfulintroduction ofalternativefuels,soundlegalandfiscalframeworkconditions areofoutmostimportance. Withregardtothestatementsintheeditorial(wherethe differentinfluencesonghgemissionsfiguresarereported),the followingchartreflectstypicalaustriancircumstances,suchas commonagriculturalpracticesandproductionplantscurrentlyin placeforsustainablefuels,aswellastypicalemissionsfor conventionalfuels.however,theperhectareperformance figureshavetoberelativised,becauseadditionalby products obtainedbesidesfuelmightserveassubstituteforother products.theseby productsaccrueindifferentamounts, dependingontheparticularsustainablefuelfeedstock combination.besidesthepotentialforreducingemissions,the diagramalsoshowsthemaximumpossibleinfluenceofbyproducts,wherethesearetakenintoaccount. Sustainable Fuel Feedstock Yield [t] Amount of Fuel [l] Mileage [km] Vehicle Hectare [ha] Hectare [ha] Hectare [ha] Hectare x Year Biodiesel Rape 2,848 1,200 18, VegetableOil Rape 2,848 1,200 18, Fischer Tropschdiesel Forest 4, , Fischer Tropschdiesel Poplar 12,000 2,450 39, Ethanol Wheat 4,730 2,110 19, Ethanol Maize 6,080 3,630 33, Ethanol SugarBeet 13,340 6,220 57, Ethanol(lignocell.) Straw(corn) 3,440 1,135 10, Ethanol(lignocell.) Straw(maize) 7,740 2,554 23, Biogas Greenland 7,623 2,120 30, Biogas Pasture 11,880 3,280 47, Biogas Grass 13,002 3,950 57, Biogas Maizesilage 14,850 4,920 71, Source:preliminarystudyofthebiomassactionplanfromtheAustrianenergyagency,withowncalculationsregardingvehiclesperhectareandyear(dieselvehicle averagemileage:17,053km;petrolvehicles12,942km) 36 Austrian Technological Expertise in Transport

37 g/km Total Greenhouse Gas Emissions of Selected Fuels without use of by-products* with use of by-products *By productsareancillaryproductswhich originalwhenbiofuelsareproduced. 50 Usingtheseproductsmaysubstitutefor productionofsimilarproducts(fertiliser, 0 feed,glycerine),therebycontributingtoa Diesel vehicle Petrol vehicle CNG vehicle Biodiesel Bioethanol Biogas vehicle reductioninemissions.thisreductionis vehicle (rape) vehicle treatedasacredititeminthebalancesheet forbiofuelgreenhousegasemissions. Tounderstandthetruenatureofaspecificsustainablefuel productionoperation,detaileddataneedstobeassessedin depthinrelationtotheparticularprocessingplantand feedstock,aswellaslookingatthemeansoftransportandthe transportdistancesinvolved.takingtheentirelifecycleof differentsustainablefuelsintoaccountiscrucialinordertofulfil thepremiseofreducingtheeffectsonclimatechangethrough usingsustainablefuels. Inadditiontoclimate relatedemissions,otherpollutants originatingmainlyfromvehicleoperations(suchasparticulate matter,nitrogendioxideorhydrocarbons)areofprime importance,particularlyinurbancontexts.somesustainable fuelspromisepartialreductions,butsincedifferentvehicle adaptations,aswellasfuelgrades,blendingratesandengine loadhavemajorinfluenceontheactualemissionlevel,the mitigationpotentialofsustainablefuelsiscommonlypublicised asatendencyratherthanintermsofdetailedfigures. Gaseousfuels(CNG,biogasandLPG)havethegreatest potential,duetotheirphysicalproperties.allcomponentsof emissionsaregreatlyreduced(no x andparticulatematterabout 95%),whilethereisaslightincreaseinhydrocarbonsrecorded. Ethanolproducespositiveeffectsoncombustionduetoits higheroxygencontent(35%),whichallowsforhigher compressionratiosandtemperatures.thequantitative reductionsaretosomeextenthigherthanthoseofgaseous fuels,butthemagnitudeissimilar hydrocarbonsaretheonly pollutantwhereanincreaseisobserved.biodieselandpure vegetableoilofferreductioninhydrocarbonemissions,while NO X andparticulatematteremissionstendtoincreaseslightly. Uptothedesignatedproportions,sustainablefuelsusedforfuel blendingcanusetheexistinginfrastructure.allotheralternative fuelsfacethe chickenandeggproblem,wherethecar industryiswaitingforanadequatefuellinginfrastructureandthe fuelindustryiswaitingforacriticalmassofvehiclesrunningon sustainablefuels.higherblends,purebiodieselandethanol requiremodificationstothefuellingstationsaswellasto engines.gaseousfuelssuchaslpg,cngandbiogasneeda separate,costlyfuellinginfrastructure.duetothefactthatnew conceptsforfueldistributionandfuellingarerequired,hydrogen andelectricchargingareseenasalongtermoption. Hybridization,CNGandbiogastechnologyareconsideredas pathfindersforfuturevehicletechnology.thetrendtowards electrificationofthepropulsionsystemandthedevelopmentof monovalentgasvehiclesisclearlyapparent.forafuture emission freevehicletechnology,bothtechnologiesare importantpiecesofthejigsawinmovingtowardsthehydrogen orpureelectricvehicle.nomatterwhatthepropulsion technologyofthefuturewillbe,weneedaconsiderable increaseintheenergyefficiencyofthepropulsionsystem. Dependingonlocalframeworkconditions,differenttechnical optionsresultindrasticimprovementsintermsofgreenhouse gasemissionsaswellaslocalemissions.generallyvehicle technologies includingalternativefuels needtobefurther intensivelyinvestigatedinordertomeetthechallengesofthe futureandonedaybecomecapableofofferingzero emission transportation. 37

38 > ENVIRONMENTALLY-FRIENDLY URBAN BUS AND GOODS TRAFFIC SYSTEMS > STRAW PYROLYSIS > BIO-SOFC DRIVE > BIOETHANOL > BIOETHANOL IN THE OTTO ENGINE > BIOSNG FUELLING STATION > CNG600-MONO > HEAVY DUTY ZERO EMISSION (HDZ) > ALTANKRA > BIOGAS IN THE OTTO ENGINE > BTL IN THE DIESEL ENGINE > CEP2020 > ICUT 38 Austrian Technological Expertise in Transport

39 A3-PROJECTS 39

40 A3-PROJECTS A3 A3 AustrianAdvancedAutomotiveTechnology A3 1 st Call(2002) ENVIRONMENTALLY-FRIENDLY URBAN BUS AND GOODS TRAFFIC SYSTEMS Clean fuels and zero emissions in central urban areas Theprimarygoalofthisone yearprojectistofindalternativeandcleansolutionsfor urbanbusandgoodstrafficthatcanbeappliedintheshortandmediumterm.reducing emissionsbyusingalternativefuelsandpropulsiontechnologiesisofprimaryinterest. Theprincipalpurposeoftheprojectwastodeviseaconceptforimprovingairqualityin densely populatedoutlyingurbanareas,aswellaspresentingdifferentpropulsion principlesusingalternativefuelsandsofthybriddrives. INFO Project management: ViennaUniversityofTechnology Institutefor InternalCombustionEnginesandAutomotive Engineering Project partners: WienerLinienGmbH&CoKG,ÖAMTC Academy Todeterminetheinfluenceofbusandgoodstrafficonoverallpollutionlevels,aseries ofmeasurementswereconductedinmay2003onaradialhighway(hietzingerkai)in Vienna.Withthehelpofthesemeasurements,itcouldbedemonstratedthatnitrogen oxide(no x )emissionsfromheavytrafficcontinuetobeunderestimatedinthetechnical literature. Alternativetechnicalsolutionsforpollution freepropulsionconceptsareproposedand discussed.naturalgas,biodieselandalcoholfuels,aswellashybridconcepts,are examinedusingecologicalandeconomiccriteria.gas poweredconcepts(naturalgas andliquidpetroleumgas)inparticulararesensiblealternativestoconventionallyoperatedvehicleswithdieselenginesintheshortandmedium term.givenadequate geographicalcoverageofhydrogenrefuelingstations,fuelcelltechnologywillbeagood long termalternativebecauserunningvehiclesonthistechnologydoesnotcause emissionsofpollutants.thisisparticularlyattractiveforinner urbantransportation. Conversionstrategies,includingamarketanalysis,arepresentedformunicipal authoritiesandfleetoperators.theseconversionstrategiesdemonstratemethodsto implementtheproposedsolutions.thesestrategiesareintendedtoassistdecisionmakersactiveinthebusandgoodstransportationsector. Informationabouttheproject,theprojectpartnersandlinkstofurtherinformationcan befoundattheinternethomepage stadtverkehr.info. 40 Austrian Technological Expertise in Transport

41 A3-PROJECTS A3 A3 AustrianAdvancedAutomotiveTechnology A3 2 nd Call(2004) STRAW PYROLYSIS Straw pyrolysis alternative fuels from biogenous wastes and residues (straw, reeds) Oneofthechallengesofmoderntimesliesinusingbiomassmaterials,suchasstraw, intheproductionoffuels.thelowenergydensityofstrawisnotconsistentwith transportingthismaterialtocentralisedinstallations.inconsequence,exploitingthis materialindecentralisedyetcost effectivefacilitieswillberequired.pyrolysis,i.e. thermalbreakdownunderhermeticallysealedconditions,providesoneoptionforthe treatmentofstraw. Twomethodsareappliedfortheproductionofprocess relatedoils,gasesand charcoal: 1. Gasification:at1,000 C,strawisconvertedintoasynthesisgasconsistingofCO andh 2.DieseloilissynthesisedfromthisgasbytheFischer Tropschprocess.The efficiencyofthismethodisabout50%:onetonneofstrawproduces135litresof dieseloil.therestoftheenergycontentisconsumedduringthisprocess. 2. Oilification:usingflashpyrolysisofstrawatapproximately500 C,themainproduct, inadditiontocoandcharcoal,isanoilcontainingawidevarietyofhydrocarbons. Thiswouldappeartobeapromisingmethod:flashpyrolysis(veryrapidheating followedbytherapidchillingofprimarypyrolysisgases)canrecoverupto75%of thisoil,withapproximately10%processlosses. Todate,flashpyrolysishasmainlybeencarriedoutinfluidisedbedinstallations.The drawbacksofthistechnologyarethecomplexityofprocesscontrol,whichwillonly allowcost effectiveoperationofinstallationsaboveacertainsize,andthepresenceof sandresiduesintheresultingoil,whichprecludesitsuseinengines. Employingtheablativemethod,strawisappliedtoaheatedrotatingdisc.Heating ratesoftheorderof10,000 C/scanbeachieved.Asinthecaseoffluidisedbed installations,theprimarypyrolysisgasesmustbechilledrapidly.inthiscase,however, processcontrolisbothsimplerandcheaper,therebyallowingtheconstructionof installationswithsmallercapacity.oneprojectpartnerhascompletedthisprocessfor thefirsttimeinthelaboratoryusingwoodchips,andapilotplanthasbeenoperating fortwoyears.themainadvantageofthismethodisitseconomicalscalabilitytoward smallerunits.thisisapreconditionforprocessingstraw,becausestrawisonly availablelocallyandthepriceofstrawdependsheavilyontransportationcosts. Despiteredesigningthelaboratoryplanttoprocessstraw,itprovedtobelesssuitable forstrawthanforwood:pyrolysisdidnotproceedaccordingtoflash pyrolysis conditions,whichwouldbecharacterisedbyrapidheating upofthestrawatthe rotatingheatingplatetoabout475 C. The main advantage of flash pyrolysis over the simple extraction of heat from biomass by combustion is the quality of the resulting end products and the variety of potential applications. Essentially, combustion generates heat only, and will only be efficient in large units straw is not cost-effective in either of these respects. Flash pyrolysis, on the other hand, produces charcoal and acetic acid as by-products, in addition to synthetic oil. INFO Project management: UniversityofVienna InstituteofRisk Research Project partners: ViennaUniversityofTechnology Institutefor InternalCombustionEnginesandAutomotive Engineering,OMVAG,Organisationseinheitder TUWien TechnischeVersuchs und Forschungsanstalt Asaconsequencethepercentageofcharcoalformedintheprocesswassignificantly higher(about24%)thanwasexpectedfrompreviousexperimentsusingafluidised bedreactor(10 15%).Theusualwatercontentofpyrolysisoilfromdrybiomass(i.e. withalowresidualmoisturecontentofabout10%)isabout30%,whichmeanstwo thirdsofthewaterisformedduringthepyrolysisprocess.thepyrolysisofstrawusing theablativemethodaccomplishedinthelaboratoryplantproducedapyrolysisoilwith awatercontentofbetween40 45%.Asaconsequenceofthishighwatercontent, thepyrolysisoilobtainedseparatedintotwodistinctphases:atarryphaseanda wateryphase.thereforethisoilcouldnotbeusedasafuelforthespecially adapted dieselengine,aswasthecasewithpyrolysisoilfromwood. Itwasconcludedthatthefeedmechanismfortheprocess,inparticular,hastobe redesignedforstraw.thereforeacompletelynewmechanicaldesignwasconceived especiallywithforstrawandsimilarbiomasses;thisnewdesigncanberealisedina considerablylesscomplexemanner.apatentapplicationhasbeensubmittedforthis design,andalaboratoryplantisalreadyunderconstruction. 41

42 A3-PROJECTS A3 A3 AustrianAdvancedAutomotiveTechnology A3 LighthouseProject 1 st Call(2005) BIO-SOFC DRIVE Development and demonstration of a SOFC-battery hybrid drive powered by biogenous fuels Development and fleet testing of fuel-cell battery hybrid vehicles using SOFC fuel cells and biogenous fuel. Comparison of different propulsion technologies (diesel, diesel + exhaust NO x reduction, fuel-cell electric hybrid). Demonstration of the bio-sofc drive in ecologically-sensitive areas of use in Austria. Thebio SOFC(SolidOxideFuelCell)driveprojectisinvestigatinganinnovativeand environmentally friendlyvehicledrive afuelcellhybriddrive inasmallfleettest usingseveralvehicleplatforms.amicro tubularsofcfuelcellisusedasarange extenderforbattery poweredvehicles,inordertoachieveasignificantimprovementin thebiggestweaknessinelectricvehicles,namelytheirrange.theimplementationofa SOFCsystemalsomakesitpossibletouseitasachargingdeviceforthebattery, sincethemicro tubularsolutionhasalreadydemonstratedthenecessarydynamicsand cycleendurance. Anoptimisedbatteryanddrivemanagementsystemalsoimprovesthevehicle s propulsionsysteminthatthegreatestpossiblelevelofenergyisrecovered,lowerfuel consumptionisachieved,andthestressesonthefuelcellareconstant.existing electrically poweredvehiclesarebeingsupplementedwithan on boardcharging device whichcontinuouslytopsupthebatterycharge. INFO Project management: ALPPSFuelCellSystemsGmbH Project partners: ArsenalResearchGmbH,FJBLTWieselburg, ÖGUT ÖsterreichischeGesellschaftfür UmweltundTechnik,CLIMTClaassenIndustrie ManagementTradingGmbH,ÖAMTC Österreich,MLU MonitoringfürLebenund UmweltGmbH,Tourismusverband Werfenweng,BlagussReisenGmbH,Graz UniversityofTechnology VehicleSafety Institute Thisproducesthefollowingadvantages: Increasedvehiclerangebycomparisonwithconventionalelectrically powered vehicles; Wasteheatfromthefuelcellcanbeusedtoheatthevehicle; Thebatterychargeistoppedupwhentravellingdownhill,duetobrakeenergy recuperation,whichresultsinanadditionalfuelsaving. Biodieselisusedasthefuel,thusthetestcanbecarriedoutusingtheexisting infrastructure,includinginoutlyingareassuchastourism orientedcommunities.in addition,testsarebeingconductedusingotherbiogenousfuels.smalldelivery vehicles,minibuses,aboatandameasurementvehicleensurethataqualified assessmentcanbemaderegardingpracticabilityinarepresentativerangeof applications.internationally,rangeextendersareviewedasakeyfuturesolutionfor thefuelcellinvehicles,sincethehigh temperaturefuelcellmakestheuseof renewablefuelspossible.furtherinvestigationsandanalysesincludeusersatisfaction, theeffectsoffuelquality,comparisonswithconventionalpropulsionsystemsand generalinformationaboutthebenefitsandapplicabilityofthesofc batteryhybrid drive. Particularattentionisalsobeingpaidtospecialistsupportfrom independentagencieswhichdealwithsafetyissues,providetraining forusers,assessenvironmentalimpactetc.theprojectisrunningover twoyears,withthefirstyeargivenovertopreparingthetechnical solutionandthesecondyeartooperatingthevehicles.theaimisto demonstratethesuitabilityofthissolutionforpracticalimplementation. Developmentstepsplanned: Inafirstprojectphasethepowerneedsforthe RangeExtender have beenfoundbysimulationofvariouspossibleoperatingconditionsfor carsandforbuses.inparallelthepossibilitiesforriskfreeinstallationof thefuelcellhavebeenevaluatedbycrashtestsimulationandfinallyby arealcrashtest. Inafurtherphase,twosamplevehicleswillbeequippedwithrange extendersbasedonicengine.amodernexhausttreatmentemploying PFandDeNO x systemswillbeinstalledtoverifytheprincipleandserveasbenchmark forthefuelcell.inalaterphasetheicewillbereplacedbyfuelcells. 42 Austrian Technological Expertise in Transport

43 A3-PROJECTS A3 A3 AustrianAdvancedAutomotiveTechnology A3 LighthouseProject 1 st Call(2005) BIOETHANOL Bioethanol from sugar and starch an environmentally friendly alternative fuel available in the short term TheEuropeanUnionDirective2003/30/EGonconservingresourcesoffossilcrude materialsmeansthattherehastobeanincreaseintheuseofbiogenicfuels.theuse ofbiodieseliswellknownandstate of the art,butthereishardlyanyuseofbiogenic petrol. Intheshortterm,itispossibletosubstitutebioethanolforconventionalpetrol relativelyquickly,aslongasitspercentageinthemixtureisfairlylow(upto5%).the capacitiesforbioethanolproductionwillincreaseconsiderablyinthenextfewyears; thereforeamajorinterestintermsoftheaustrianandeuropeaneconomyliesin identifyingwhichupper levelpercentage(e.g.10%)ofthisbiogenicfuelcanbeadded totheexistingfuels(withoutanytechnicalchangestothevehiclefleet),without resultinginproblemsfortheuserorevenforthedistributionchainunderaustrianor centraleuropeanconditions. Anotheressentialtargetforinvestigationistounderstandthetechnicalchanges requiredonthevehiclestoachievehighandmaximumpercentagesofethanolmixing (upto85%oreven100%).thiswouldopenthewaytoimprovedengineconfiguration andtobenefitsintermsofemissionsandefficiency.inadditiontotheabolitionofco 2 emissions,acompletebiofuelforpetrolenginescouldbedesigned. Withthesepreconditionssatisfied,avehiclefleettestidentifiedtheproblemsthatcan ariseinday to dayuse,andhowfartheexistinginfrastructuremightneedtobe modifiedtoguaranteetrouble freeuseoffuelwithloweramounts(e5,e10)orahigh amount(e85)ofbioethanol.thereforeonemajorpartofthisprojectwastoinvestigate theusabilityofbioethanolindifferentmixratiosinpetrolengines,andtheinfluenceon coldstartperformanceorlubricity. Thereappearedtobehardlyanysignificantchangesinemissionpatternsforeveryday usewhenrunningfuelmixtureswithaloweramountofbioethanol(e5,e10).allcars usedgainedtheapprovalofthemanufacturersforrunningonmixturesupto10% bioethanol. FortheFlexibleFuelVehicles whichallowtheuseofmixtureswithahighamountof bioethanol(e85) therewereagainhardlyanyproblemsineverydayuse,butthereis stillsomepotentialforoptimizingcoldstartperformance.itwasalsofoundthat,asfor commonfuels,aspecialwinterqualityisneeded(e.g.dryvapourpressurehastobe increased). INFO Project management: ViennaUniversityofTechnology InstituteforInternalCombustion EnginesandAutomotive Engineering Project partner: AGRANABioethanolGmbH,Ford MotorCompany(Austria)GmbH, Forschungsgesellschaftfür Verbrennungskraftmaschinen& ThermodynamikmbH,General MotorsAustriaGmbH,ÖAMTC Österreich,OMVRefining& MarketingGmbH,PorscheAustria GmbH 43

44 A3-PROJECTS A3 A3 AustrianAdvancedAutomotiveTechnology A3 3 rd Call(2005) BIOETHANOL IN THE OTTO ENGINE Ecological use of bioethanol in future engines Apromisingwaytodecreasetraffic relatedco 2 emissionswhileincreasingtrafficitself istocombineusingpartlyco 2 neutral,biogenousfuelswithhighlyefficientengine technologieslikedownsizingandturbocharging. Thereforetheuseofbiogenousethanolfuelsinamodern,turbochargedDISIengine wasinvestigated.fullload,partloadandoperatingmapinvestigationshavebeen conductedonamotortestbench.thebehaviouroftheengineintermsofpowerand emissionshasbeenmeasuredandanalysed. Importantresultsfromthefullloadinvestigationsarethebreakspecificfuel consumptionaswellastheair fuelratio.thankstothewidevarietyoffuelsinthispart oftheproject,itprovedpossibletoidentifyacleartendencytowardsbetterengine performancewithincreasinganti knockpropertiesinthefuels,bothwithandwithout ethanolcontent. Thetypicalandpredictedbehaviourofethanolfuelscouldalsobeconfirmedinthepart loadinvestigationsfortheproject:higherbreakspecificfuelconsumption,duetoa lowernetcalorificvalueofethanolaswellasshorterignitiondelayanddurationof combustion. Theoperatingmapinvestigationsshowedthattheuseoffuelscontaining5to10%of ethanolorupto15%ofetbeispossiblewithoutsignificantchangesintermsofthe enginecontrolunit.itwaspossibletoconfirmtheresultgatheredinthefullandpart loadinvestigationsforthewholeoperatingrangeoftheengine. INFO Project management: ViennaUniversityofTechnology Institutefor InternalCombustionEnginesandAutomotive Engineering Project partners: AGRANABeteiligungs Aktiengesellschaft,OMV Refining&MarketingGmbH,VolkswagenAG 44 Austrian Technological Expertise in Transport

45 A3-PROJECTS A3 A3 AustrianAdvancedAutomotiveTechnology A3 LighthouseProject 1 st Call(2005) BioSNG FUELLING STATION BioSNG fuelling station Güssing Thebiomassgasificationplantwas installedingüssingin2001toproducea high qualitysynthesisgasfrombiomass chips.theinnovativetechnology employedmakesuseoffluidisedbed steamgasification.inadditiontothe coupledgenerationofelectricityandheat, arangeoffuelscanbeproducedusing thesynthesisgas.inparticular,the productionofrenewablenaturalgas (BioSNG)fromwoodbyproducing synthesisgasforhigh capacityplantsisof interest.aspartoftheeuproject BioSNG,theproductionofthisrenewablenatural gasfromwoodisbeingdemonstrated.thebiosngproducedisexpectedtobeofa qualitysuitableforuseingasvehicles,amongstotherapplications.theeuproject BioSNG concentratesontheproductionofbiosng.practicalimplementationsare onlyconductedaroundthefringesoftheproject.thecut offpointbetweenthe AustrianprojectandtheEUProject BioSNG iseffectivelythehand overpointofthe gasproduced.thebiosngwhichthegasstationrequireswillberemovedatadefined pointandwillbefuelledintothetestcars. Theadvantageofthismainlyrenewablenaturalgas(BioSNG)isthepossibilityof achievinghighlevelsofefficiency.thismakesitapossibleenergysourceforcarsof thefuture,anobjectivewhichisalsoconsistentwiththeeuropeanstrategy.inthe frameworkofthisproject,abiosngstationforvehicleswillbeestablishedand operatedatthechpgüssing.thebiosngproducedwillbecompressedtothe requiredpressure,storedandfuelledintovarioustestvehiclesviagasstations.the qualityofthebiosngusedwillbesubjecttoongoingmonitoringandtargeted adjustments.theperformanceofthetestvehiclesusedwillbestudied,todocument theeffectsofusingbiosngwithdifferentqualities,offeringlarge scaleresearchand demonstrationofthesuitabilityof100%biosngfromwoodforusedirectlyin vehicles. Firstly,theconceptfortheBioSNG stationwillbedeveloped.thisincludesthedesign anddetailedengineering.afterwardsthebiosngstationwillbeconstructedandtaken intoinitialoperation.duringtheseactivities,aneconomicassessmentofthespecific costsofbiosngasavehiclefuelwillbecarriedout;thiswillbecontinuedduringthe BioSNGstationoperationandtestvehiclemonitoring,throughtotheendofthe project.sinceapublictransportcompanyisinterestedinusingnaturalgas fuelled busesofthiskind,astudywillbeconductedintothepossibilitiesofintegratingnatural gasbusesintothepublictransportnetwork. INFO Project management: BiomasseKraftwerkGüssingGmbH &CoKG Project partners: RenetKompetenzknotenGüssing Forschungsinstitutf.Erneuerbare EnergieGmbH,BauerPoseidon KompressorenGmbH,Vienna UniversityofTechnology Institute forinternalcombustionenginesand AutomotiveEngineering,Vienna UniversityofTechnology Institute ofchemicalengineering,general MotorsAustriaGmbH, GemeindeverbundPersonennahverkehrPinka undstremtal ThefinalresultshouldbetheoperationofafullyfunctionalgasstationforBioSNG. Scientificallyprovenlong termexperienceconcerningtheoperationofbiosngin conventionalgasvehicleswillbeveryimportantinthefuture,mainlywithregardtothe qualityofbiosngrequiredforsafeandproblem freeuseingasvehicles.allgeneral conditionswillbetakenintoaccountinassessingeconomicefficiency,sothat economicconstructionandoperationisfacilitatedforfurtherprojectsbasedon BioSNG.Moreoverthisfieldpresentsanimportantcontributiontowardsachievingthe targetobjectivesforaustriaandeurope,especiallyonenvironmentalandclimate issues. 45

46 A3-PROJECTS A3 A3 AustrianAdvancedAutomotiveTechnology A3 3 rd Call(2005) CNG600-MONO Monovalent natural gas-powered vehicle with a 600 km range, achieved by using a new light-weight tank The programme target 600km range using a concept close to serial conditions has been demonstrated and was validated virtually and by experiment in a prototype vehicle. CUSTOMER VIEW Amarketstudy carriedoutbyöamtcacademy foundthat94%ofthose interviewedareveryinterestedinnewsaboutprotectingtheenvironment.alternative propulsionsystemsinallvehiclesegmentsareconsideredimportantby97%ofthose interviewed.pleasingvehiclehandlingandrangeover500kmareessentialtotheir purchasedecisions. FEATURES TheCNG(compressednaturalgas)600prototypevehiclepresentedismorethan competitivewithexistingvehiclesintermsofrange,weight,costsandefficiency. AnoptimisedmonovalentpowertrainconceptwascreatedbyViennaTechnical University;i.e.capableofrunningon100percentmethane! Particle,CO 2 andno x emissionsaremarginal. Thevehicle sfuelsystemischaracterisedbyinnovativecompositepressurevessels, withnewvalvetechnologybyventrexautomotive.thisvalvetechnologyfeaturesa morefunctionalandcostefficientdesigncomparedwithcurrentproductsonthe market. INFO Project management: MAGNASTEYRFahrzeugtechnikAG&CoKG Project partner: ViennaUniversityofTechnology Institutefor InternalCombustionEnginesandAutomotive Engineering,ÖAMTCAcademy,Consultant EngineerHerbertKitzler,VentrexAutomotive GmbH,OpelSpecialVehiclesGmbH Theprototype basedonastandardopelzafiracng was upgradedwithanaustrian made6 speedtransmission,astartstopsystembymagnasteyr,energysavingdaytimerunning lightandlow frictiontyres. Theprogrammetarget 600kmrange wasexceeded;co 2 emissionisaround120g/kmatconstant100kph. Thiscost favourablevehicleconceptalsosatisfiescurrent demandsintermsofinteriorspace,comfortandadaptability. Themonovalent(naturalgasorbiomethane)propulsion,means thatthepetrol relatedcomponentswouldbeomittedinaserial product,whichwouldroughlyoffsettheadditionalcostsofthe CNG 600components. FORECAST Afterconceptconfirmationanda20monthdevelopmentphase,thisvehicleiscapable ofreachingmaturityforserialproduction.togetherwithventrexautomotive(fuel feed),magnasteyrwillsupplyandintegratethesystem'readytorail'. ThefirstgenerationVENTREXAutomotivevalvesystemwillgointoserialproductionin Theprototypevehicle scapabilitywillbe demonstratedinpracticebya600kmrun throughaustriathisspring.partlyforits involvementwiththisproject,the 2008 EuropeanPowertrainFrost&Sullivan AwardforIndustryInnovation& AdvancementoftheYear wentto MAGNASTEYR. 46 Austrian Technological Expertise in Transport

47 A3-PROJECTS A3 A3 AustrianAdvancedAutomotiveTechnology A3 3 rd Call(2005) HEAVY DUTY ZERO EMISSION (HDZ) Cleaner bus and goods traffic in Austria Theobjectofthisprojectistoinvestigateoptionsanddevelopmentpotentialforthe deploymentofextremelylow pollutantpropulsionsystems ultimatelyinpursuitof zeroemissions forbusesandlong distancegoodsvehicles.acngconceptwas developedasamedium termsolution.theresultsshowthatintegratingthetank system(basedontheavailabletanksystems)intoday struck trailersforacruising rangeofabout1000kmisdifficult,buttheloweroperatingcostsassociatedwithcng operationcouldbeanimportantincentive.inadditiontothis,integratingahydrogenpoweredfuelcellunitwasanalysedasalong termapproachindevelopingazero emissionconcept.systemsusedtodateinheavydutyvehicletrafficrevealfuelcell technologybeingappliedespeciallyforshipping.thesupplyofalternativefuelsfor heavy dutytrafficuse(e.g.hydrogen)canbeachievedinmanydifferentways.one possiblestarting pointforimplementinganinfrastructurefornewenergysourcescould befleetfuelling.conversely,itappearsthatsupplyingfuelfrompurelyregenerative sourcesforheavy dutytrafficuseisinanyeventpracticallyimpossible. Theconcreterequirementsconcerninglow pollutantdrivepropulsionsystemsfor heavy dutytrafficwereexaminedbystudyingoperationsatalogisticscompany.the evidencesuggeststhatfortheconcreteapplication,adistanceofatleast1000kmhas tobecoveredwithoutanyrefuellingstops. The object of this project is to analyse the potential reduction of emissions from heavy duty vehicles in inter-urban traffic. To this end, low-emission and emission-free technologies will be investigated, the impact of their potential deployment will be analysed, specifically with regard to transit operations on busy routes, and potential obstacles will be identified. Fortheroutesexaminedaspartoftheproject,detailed calculationsofco 2 andpollutantemissionswereexecuted.in conclusion,itcanbestatedthatsemi trailertrucksproduce between70%and90%ofemissionsontheroutesstudied, makingthemthedominantpolluters.dataforotherroadusers calculatedforthea1westautobahntoserveasanillustration revealsthatabout80%ofthekilometresaretravelledby passengercars,buttheseaccountforonly55%ofco 2 emissions.withregardtopollutantssubjecttoformallimits, passengercarscontribute53%ofparticleemissionsand30%of nitrogenoxideemissions.comparingtheemissionlevelsforthe baseyear2005andthescenarioof2020indicatessignificant potentialforreducingno x,particulateundco 2 emissions throughusingcng,lpgundh 2 forheavydutytraffic. INFO Project management: ViennaUniversityofTechnology InstituteforInternal CombustionEnginesandAutomotiveEngineering Project partners: ViennaUniversityofTechnology InstituteofElectricPlantand EnergyManagement,ÖAMTCAcademy,ECHEM KompetenzzentrumfürAngewandteElektrochemieGmbH, NeomanBusGmbH/KompetenzzentrumSonder Transportsysteme,DHLExpress(Austria)GmbH, VosslohKiepeGmbH 47

48 A3-PROJECTS A3 A3 AustrianAdvancedAutomotiveTechnology A3 4 th Call(2006) ALTANKRA Scenarios for economic feasibility of alternative propulsion systems and fuels in individual transport until 2050 This study investigates if and under which conditions individual alternative propulsion systems and fuels will become economically relevant in Austria. INFO Project management: ViennaUniversityofTechnology InstituteofElectricPlantandEnergy Management Project partner: AVLListGmbH,JoanneumResearch ForschungsgesellschaftmbH Toalleviatetheproblemscurrentlyassociatedwiththeincreaseinenergydemandfor individualmotorisedtransport(therisingconsumptionoffossil basedenergysources andassociatedincreaseingreenhousegasemissions),furtherresearchandpractical implementationsarebeingpursuedworldwidelookingatalternativepropulsion systems hybriddrives,drivesusingnaturalgasorbiogas,fuelcellvehicles,and electricdrives andnewalternativeenergycarriers bioethanol,biogas,biodiesel, hydrogenfromrenewableenergysources,syntheticfuels,electricity. Thecoreobjectiveofthisprojectistoanalysewhether,underwhichboundary conditions,towhichextentandwhentheaforementionedalternativepropulsion systemsandfuelscanbeofeconomicrelevanceinaustria.tomeetthisobjective,the impactofthefollowingkeyparametersisbeinginvestigatedinfourscenarios: Possibletrendsintheenergypricelevel(low priceandhigh pricescenario) Technicalefficiencyincreasesandcostreductions forspecifictechnologies; Changesinpolicyframeworkconditions(taxes,subsidies,etc.). Themajorconclusionsofthisanalysisare: Ina businessasusual (BaU)scenariowithfuelpricesforconventionalfuels increasingonlymoderately,overallvehiclenumbersincreasecontinuouslyandthe majoreffectisastrong hybridisation ofvehicles,seefigure1.inascenariowith highoilpricesandtargetedintroductionof green policies,overallvehiclenumbers stagnateorevendecreaseslightly,andelectricaswellashydrogenpoweredcarsgain significantmarketsharesfromaroundasearlyas2030,figure2.yetamajor characteristicofallinvestigatedscenariosisthatthediversityofpropulsionsystems andfuelsusedincreasessignificantly. 6 6 Vehicle stock (Mio.) FC Diesel-Hybrid Diesel -Motor E-car Otto-Hybrid Otto-Motor H2-ICE-Hybrid H2-ICE Natural Gas -Hybrid Natural Gas-Motor Figure 1: Figure 2: Vehicle stock (Mio.) FC Diesel-Hybrid Diesel -Motor E-car Otto-Hybrid Otto-Motor H2-ICE-Hybrid H2-ICE Natural Gas-Hybrid Natural Gas-Motor Figure1: BaUscenariowithmodestlyrisingenergyprices Figure2: Scenariowithclearlyrisingenergypricesandambitiouspolicy measures 48 Austrian Technological Expertise in Transport

49 A3-PROJECTS A3 A3 AustrianAdvancedAutomotiveTechnology A3 4 th Call(2006) BIOGAS IN THE OTTO ENGINE Use of biogas and assessment of potential in a modern Otto engine OneofthealternativestoconventionalfuelsisCNG(CompressedNaturalGas).Both thenumbersofvehiclesrunningoncngandthenumberoffillingstationsoffering CNGareconstantlyrising.TheessentialkeyargumentinfavourofCNGvehiclesisthe 20%to25%lowerCO 2 andgreenhousegasemissionscomparedtopetrolvehicles.in addition,theexhaustemissionsfromcngvehiclesarepracticallyfreeofparticulates, sootandsulphur.afurtherreductioninco 2 emissionsispossibleifthegas,which consistsmainlyofmethane,isnotobtainedfromfossilsourcesbutisproducedfrom biogenousrawmaterials.thisgas(knownasbiogas)isalreadybeingproducedin someplants,butgenerallyexhibitsvaryingproportionsofmethaneandother hydrocarboncomponents,whichmeansthatitsuseincombustionenginesonabroad basisneedstobeinvestigatedfirstandprotectivemeasuresintroducedasnecessary. StartingfromthepositiveexperiencealreadymadewithCNG,thesuitabilityofvarious qualitiesofbiogasforautomotiveuseistobeinvestigated.inthiscontextthemain focusshouldbeontheeffectofvariedmethanefractionsinthebiogasontheengine operatingperformance.thosefractionsshouldbegearedtothegermandualsystem forhighandlowqualitynaturalgas. InadditiontothepracticallyclosedCO 2 cycle,biogasexhibitsafurtheradvantagein thatmethane themainconstituentofthegas offersveryfavourablecharacteristics foruseinottoengines.methanehasaknockratingof130ronandanignition temperatureof650 C,whichmeansthatthecompressionratioofenginescanbe increasedsignificantly.thisleadstopositiveeffectsonthermalefficiencyandthus resultsinfurtherreductionsinfuelconsumptionandco 2 emissions.todate,this effecthasbarelybeenexploitedinnaturalgasvehicles,sincetheabsenceofa comprehensivenetworkoffillingstationshasmeantthatvehicleswereequippedfor dual fueluse.thisresultsinacompressionratioadaptedforusewithconventional petrol,whichhasaloweroctanenumbercomparedtobiogas. INFO Project management: ViennaUniversityofTechnology InstituteforInternalCombustion EnginesandAutomotive Engineering Project partners: ÖAMTC Österreich, OMVGasInternationalGmbH, GeneralMotorsAustriaGmbH, GeneralMotors Powertrain GermanyGmbH Havingbiogasavailablealongsidenaturalgasinfuture,itmakessensetoequipthe combustionengineformonovalentuseinordertoexploittheadvantagesofthese fuels.thereforeafurthermajorfocusofthisresearchprojectistoestimatethe potentialofansiengine(optimallyadaptedforbiogasoperation),intermsof compressionratioandparameteradjustment. Sinceclearchangesinthecombustionofbiogasaretobeexpectedwithregardto emissiontemperatureandemissioncomposition,anexhaustaftertreatmentconcept hastobedevelopedinordertoassesstheachievablepotential,takingintoaccount presentandfutureemissionsregulations.inthiscontextthemainfocusissettobeon investigatingdifferentcoatingsforthecatalyticconverter,lookingattheirconversion ratiosformethaneemissions. Besidetheinvestigationsonthecombustionengine, astudyistobecarriedouttoexemplifystate of theartfortheproductionofbiogasaswellasfor processingofdifferentgasqualities.theaimisalso todemonstratethecostsofbiogasinrelationtogas quality.afurtherpointisthediscussionofnew directives. 49

50 A3-PROJECTS A3 A3 AustrianAdvancedAutomotiveTechnology A3 4 th Call(2006) BTL IN THE DIESEL ENGINE Use and potential of the biogenous designer fuel BTL (biomass to liquid) Within the scope of this project, the potential of so called designer fuels (e.g. BTL) is to be investigated, particularly in terms of emissions, performance and consumption patterns when used in an internal combustion engine. The engine provided especially for this purpose was assembled on a test bench, and all necessary sensor systems were installed. A first test cycle and initial reference measurements were carried out using CEC-standard diesel fuel. INFO Project management: ViennaUniversityofTechnology InstituteforInternalCombustion EnginesandAutomotiveEngineering Project partners: AustrianResearchCentersGmbH ARC,BMWMotorenGmbH, ShellAustriaGmbH, ShellGlobalSolutionsGmbH Thefuelsprovidedhavealreadybeenanalysedtodeterminechemicalcomposition. Theresultsrepresentabasisofinformationindicatingtheareaswhereeffectsareto beexpected,andsuggestingtheextenttowhichvaryingtheengine scombustionrelevantparameterscancontributetooptimisingtheuseofthefuelunder consideration.inparticular,thehighcetanenumberandthesmallproportionof additivesandiso iso paraffinsindicate,eveninstandardadjustment,that improvementsinemissioncharacteristicscanbeexpected.theshortenedignition delayduetothehighcetanenumberresultsinachangeinthecentrepositionof combustionandthereforerequiresadjustmentstotheinjectiontimingandquantity. Inordertodescribealltherelevanteffectsontheenvironmentcausedbyusing differentfuels(fossilandalternative),alifecycleassessmenthastobeconducted, takingaccountnotonlyoftheuseinsidethevehicle,butalsoofthepre processes (rawmaterialextractionandproduction,andfuelproduction).tobecomefamiliarwith thelifecycleassessmenttool,theinternationalstandards(iso14040andiso14044) wereinvestigated,aswellasrecentrelevantstudies.acomparisonof thesoftwaretoolsavailableforcompilinglifecycleassessmentsledto thegemissoftwarebeingselected.aftercreatingtheconceptualbasis, theboundariesofthesystemtobeanalysedwillbedefinedprecisely, andinafurtherstepthedataresearchwillstart.theresearchactivities toevaluatetheprocesstechnologyforproducingtheprimarysynthesis gasandthesubsequentdownstreamtreatmenttoproducebtl, conductedbytheprojectpartnerprofactor,arecurrentlybeing completed. 50 Austrian Technological Expertise in Transport

51 A3-PROJECTS A3 A3 AustrianAdvancedAutomotiveTechnology A3 LighthouseProject 2 nd Call(2006) CEP2020 Clean Energy Pathways 2020 for Sustainable Mobility TheAustrianautomotiveindustryhasbeenamajorplayerinalternativepropulsion systemdevelopment,hasalreadydevelopedoutstandingsolutionsandispermanently workingtowardsahighermarketpenetrationofthesesystems.fromthecustomer viewpoint,thedesireforclean,alternativepropulsionsystemsissteadilyincreasing becausemeteredemissionsrecordedatsitesclosetoroadsareexceedingspecified limits,andfurtherhavingregardtoseeminglyimpossiblekyototargets;thisviewis sharedbyvehiclefleetoperatorsaswellaspublicentitiesandprivateindividuals. Howeverthedevelopmentofthemarketinalternativepropulsionsystemsisstrongly linkedtothesupplyofcleanenergycarrierssuchascngandbiofuels.thesegaseous energycarriersalsodemandnewstoragetechnologies.furthermorethelongterm performanceofthesepropulsionsystemshasnotyetbeenanalysedunderreal life conditions.thecleanenergypathways2020projectcombineseffortsbythe automotiveindustryandmajorenergysuppliersandstakeholderswithineuropeanand transatlanticscientificresearchandindustrytoworktogethertowardsnewpropulsion systemsonbasisofthegaseousenergycarriers. Toassesspotentialuseinvehiclefleetsoverlongoperationalperiods,light andheavydutycommercialvehicleswithdifferentoperationalperformancesarebeing investigated.furthermoretheapplicationofmethaneandvirtualbiogasandthe influencesofenergysupplyonoperationarebeingevaluated.runningcngfleet vehicleswithhighmileagesandcngbusesfordemonstrationandevaluation purposesis,forthefirsttimeever,permittinglong termmonitoringofcleanpropulsion systems,basedoninnovativereallifein carmeasurementsystems.thefindingswill besuppliedtotheparticipatingprivateandlocalauthorityfleetoperatorsforfuture vehiclepurchasing.long termexperienceofoperatingfamiliarconceptsisexplored withademonstrationofnextgenerationcngvehiclesbasedoncurrentresearch studies.runningonmethaneaswellasonvirtualbiogasesisbeinginvestigated throughtheseprogressiveconcepts. Tomakethepromisingpotentialofalternativepropulsionandenergysystems attractivefornewgenerationsandtoaccessthecreativityofyoungresearchers,in paralleltotheotheractivitiesacompetitionisbeingheldtofindthemostenergy efficientvehicle.projectfindingsarealsobeingincludedinnewlearningprogrammes attheviennauniversityoftechnology. Finally,theprojectisroundedoffwithapresentationoftheresultsandthewinnersof thecompetition,withanaccompanyingexpertmeeting. INFO Project management: ViennaUniversityofTechnology InstituteforInternalCombustion EnginesandAutomotive Engineering Project partners: EVNAG,ÖAMTCAcademy scientificassociationformobility andenvironmentalresearch, VentrexAutomotiveGmbH, MagnaSteyrFahrzeugtechnikAG &CoKG,Verbandder ChemielehrerÖsterreichs, NaturtaxiundMietwagenGmbH, NÖLandesakademie, Mercedes BenzTechnology, NEOMANBusGmbH, UniversityofCaliforniaatSan Diego 51

52 A3-PROJECTS A3 A3 AutomotiveResearchinAustriaandEurope A3 LighthouseProject 2 nd Call(2006) ICUT Innovative Clean Urban Transport In this project, clean innovative concepts for alternative propulsion systems and fuels were adapted and improved. The systems were then tested in the service operations of Graz City Buses (working with the bus operators GVB and Watzke), and in passenger car fleets. The findings with regard to suitability for practical use, costs, emission patterns and customer acceptance are to be evaluated. Advice regarding future applications will also be provided. INFO Project management: GrazUniversityofTechnology InstituteforInternalCombustion EnginesandThermodynamics Project partners: RobertBOSCHAG,Ceram CatalystsGmbH,Grazer StadtwerkeAG,Karl Franzens UniversitätGraz Institutfür Chemie,WatzkeGmbH,Roth TechnikGmbH Themajorityofcitybusesandtaxiscurrentlyusedieselengines.Withoutexhaustgas after treatmenttheyarenotparticularlyeco friendly,becauseofparticulateandno x emissionsandgiventheuseoffossilfuelsandassociatedgreenhousegasemissions. Theadvantage,however,isthatdieselenginesareveryreliableandoffertheusera highlevelofefficiency. Therearerealdisadvantageshampering thebroaderapplicationofalternative propulsionsystemsand/orfuelstosome extent,suchascostorsecurityoffuel supply,inadditiontouncertainties regardingsomenewtechnologies.asan example,thefunctionalityoffutureeuro 5technologies,incombinationwith biofuels,hasnotyetbeenadequately studiedandresolved.afurtherkeybarrier totheuseofalternativefuelsisthelack ofclearinformationandguidelines regardingproblemsandpossiblesolutionswhichariseinpracticewhenconverting fleetsofvehicles.thisprojectdealswiththeseproblemsandpossiblesolutionsare discussed.somekeyaspectsarenowdescribed. Inthisproject,GVBcitybuseswereequippedwithanopenparticulateremovalsystem fromremus,andwatzkecitybuseswerefittedwithwallflowfiltersfrombaumot. Possibleproblemsfromcombiningtheuseofexhaustgasafter treatmentsystems withalternativefuelswereexamined.forthistaskaproportionofthebuseswere drivenwithconventionallubeoil,theotherswitha 5W30lowash oilfromshell.part ofthebusfleetwasrunusingbio diesel,theothersusingconventional(fossil)diesel. GTLfromShellwasalsotestedinabusandinapassengercar.Inthefirstseriesof tests,onarollertestbedforheavydutyvehicles,thedifferencesinemissions behaviourusingvariouscombinationsofparticulatefilters,fuelpropertiesandlubeoil wereexamined.inthenextstep,thetechnologiesweredemonstratedandtestedin the field.theconditionoftheparticulatefiltersandlubeoilwerecheckedand documentedregularly.thisdatashowstheabilitytoregeneratethefilterandthelevel ofashcontentinthefilter,aswellasthelubeoildilution.fortheenginesrunningon the 5W30lowash oil,averagefuelconsumptionwasfoundtobelowerbymorethan 1%andtheexhaustgasbackpressurelevelsonthefilterswereincreasingslowerthan withtheconventionallubeoil.withthegtltheexpectedreductionsinno x and particleemissionswerefound.theuseofbio dieseldidnotshowtheexpected reductioninparticulateemissionsonallthebusestested.toclarifythisphenomenon, furtherinvestigationsarebeingcompleted,sincethedifferentemissionsbehaviourof thebuseswouldhampercomparabilityofresultsfromlong termfieldtesting. Inparallel,aninnovativesystemforcontrollingSCRcatalystsforNO x reductioninsi enginesisbeingdeveloped.thesystemshouldbeabletoadapttothedifferentno x emissionlevelswhenbusesarerunwithdifferentfuelqualities.thecorresponding hardwareandsoftwarewillbestudiedonthetestbedfrommayonwards.inautumn thefirstbuswillbeequippedwiththesystemforfieldtestingandfurther improvements. 52 Austrian Technological Expertise in Transport

53 Fig.:GrazUniversityofTechnology,InstituteforCombustionEnginesandThermodynamics 53

54 > BIO-SNG > CLEANENGINE > ECO-ENGINE > EU-AGRO-BIOGAS > GREEN > NICE > RENEW > ULYSSES 54 Austrian Technological Expertise in Transport

55 EU-PROJECTS 55

56 EU-PROJECTS BIO-SNG Demonstration of the Production and Utilisation of Synthetic Natural Gas (SNG) from Solid Biofuels TheobjectiveofthisprojectistorealiseanddemonstratetheproductionofSynthetic NaturalGas(SNG)fromsolidbiofuelswithinaninnovative,largescalegasificationplant whichisinoperationinaustriaandtousethismotorfuelinenergyefficientvehicles. Majortasksare: Assessmentandoptimisationofthebiomassprovision EngineeringanderectionofanSNGproductionplantwithacapacityof1MWin Güssing Researchintooptimisinggasificationandthegascleaning ResearchintomethanesynthesisandSNGcleaning OperationandoptimisationoftheSNGplant DemonstrationoftheutilisationofBio SNGinvehicles Technical,economicandenvironmentalevaluationoftheprocess Processsimulation INTRODUCTION Methanederivedfrombiomassisanimportantoptionforachievingthepolicyobjective forincreaseduseofalternativemotorfuels.methanecaneasilybefedintothe existingnaturalgaspipelinegrid,makinguseoftheexistinginfrastructure,andcan thenbeusedwithavailabletechnology,inparticularwithinvehiclefleets.theec directive2003/55/ecencouragesthisoption. Initialsuccesseshavebeenachievedinusingmethanefromdigestionofbiomassona smallscale,withseveralplantsinvariouseuropeancountriesalreadyinoperation. Thebio SNGprojectcoverstherealisationanddemonstrationofsyntheticnaturalgas (SNG)production,basedonaninnovativethermo chemicalgasificationprocess,which isalsosuitableforlargescaleplants. BIOMASS GASIFICATION Thegasificationprocess,whichhasbeendemonstratedinGüssingforthefirsttime,is basedonthesteamgasificationofbiomassinaninternallycirculatingfluidisedbed. Theheartoftheplant,thefluidizedbedsteamgasifier,consistsoftwoconnected fluidizedbedsystems.inthegasificationzone,thebiomassisgasifiedat approximately850 C,withsteambeingfedin.Byutilisingsteaminsteadofairasthe gasifyingagentanitrogen freeproductgaswithalowtarcontentandahighheating valueisproduced,whichisanidealbasisforthesynthesisofmethane. Tomaintaintheenergybalanceforthegasificationprocess, additionalheathastobefedintothegasifier.anycarbonwhich isnotcompletelygasified(coke)istransportedintothe combustionzonetogetherwiththecirculatingbedmaterial (sand),whichactsasaheatcarrier,andisburned.the exothermicreactioninthecombustionzoneprovidestheenergy fortheendothermicgasificationwithsteam. Figure:research anddemonstrationsngplantingüssing 56 Austrian Technological Expertise in Transport

57 GAS CLEANING SimilarlyalreadyinstalledandtestedinGüssingisthecoolingoftheproducergas, withthewasteheatbeingfedintothedistrictheatinggrid.afterthatafilteranda scrubberfollows,toremovedustandtars.thegasqualitytherebyachievedis sufficienttofuelagasengine,whichisinstalledtoproduceelectricity.formethane synthesis,however,furthercleaningstepsarenecessary.compoundsofsulphur(such ash 2 S,mercaptanes,thiols)havetoberemovedtoappm level,alongwithhigher hydrocarbons(volatilecompounds,particularlyaromatics). METHANATION Inthemethanationstep,theupgradingoftheproducergastoSNGisperformedby thesynthesisofcoandh 2 tomethane(ch4)attemperaturesbetween300and 400 C.Thereactionisheterogeneouslycatalysedonthelargesurfaceofaporous nickelcatalyst.thereactionishighlyexothermicandtheheatmustberemovedin situ fromtheprocess. SNG CLEANING IntheSNGcleaningtherawSNGiscompressedandessentiallyseparatedfromNH 3, CO 2 undh 2,beforebeingdried.Thegastherebyobtainedconformstonaturalgasgrid specifications.ahydrogenrichgasstreamisrecycledtothesynthesisreactor,to maximisetheyieldofch4.theco 2 isseparatedaswellandusedasastripgasinthe gascleaningorrecycledtothepostcombustionchamberofthegasifier. Austrian partners: REPOTEC RenewablePowerTechnologies UmwelttechnikGmbH ViennaUniversityofTechnology Instituteof ChemicalEngineering BiomasseKraftwerkGüssingGmbH&CoKG 57

58 EU-PROJECTS CLEANENGINE Advanced technologies for highly efficient Clean Engines working with alternative fuels and lubes AccordingtocarmanufacturersEUCARconsortium,beyondtheyear2010theshareof enginesrunningonalternativefuelswilldependmainlyon:legislation,theavailability ofamaturenewtechnologiesinfrastructureforalternativefuels,availabilityof modified/syntheticfuelsandlubricants,costs,andcustomeracceptance. CLEANENGINEaddresses3ofthesemainaspects;researchactivitieswillbefocused onthedevelopmentofmoderncleanenginesbasedonliquidbiofuelscomingfrom biomass(likebiodieselandbioethanol),andenvironmentallyfriendlyandash freelubes and/orlubricationconcepts.theimpactofbiofuelandbio lubeusageoncurrentsmall (ship),medium(car)andlarge(ship)dieseland/orpetrolengineconfigurationswillbe evaluatedandcompatibleoptimisedsolutionsinmaterials,geometryandaftertreatmentwillbedeveloped,takingintoaccountlifecycleassessmentmethodologies. Themaineffectswillbe: increasingengineefficiency(byreducinginternalfrictionandimprovingcombustion); adaptingthemtouseupto100%purebiofueltoreduceemissionsatsource(very heavyreductioninco 2 emissions,takingintoaccountthecompletelifecycleofthe biofuels,evendowntozeroco 2 emissionswhenusing100%biodiesel);reductionsin NO x,coandpmwhenusingmixturesofoxygenatedbiofuelsasbioethanol;improving technologicalandindustrialpracticerelatedtotheuseofalternativefuelsin combinationwithenvironmentallyfriendlylubricants. Theadvantagethatcanbegainedinthisprojectwillhelpinconsolidatingstrategic knowledgefortheeuropeanlargeindustrialpartners(fuchs,fiat,arizonachemicals, Guascor,Ecocat)andtheSME s(firad,abamotor),assistedbyresearchcentresof excellence(bam,tekniker,avl,obr).theywillallbeabletocompeteworld wide usingtheresultsgainedinthisproject,especiallyinthenewemergingmarketsfor cleanengines. Austrian partners: AVLListGmbH 58 Austrian Technological Expertise in Transport

59 EU-PROJECTS ECO-ENGINE Energy conversion in ENGINES TheobjectiveoftheECO EnginesproposalforaNoEistoset upavirtualresearch Centre(VRC)onadvancedenginecombustionmodesforroadtransport,withspecial emphasisontheuseofalternativeandrenewablefuels,andtoestablishitasaworld referenceinthefield. TheVRCwillprovideastructurefornetworkingtheexcellenceofEuropeanresearch onallaspectsofnewgenerationsofhighefficiency,lowco 2 andnoise,nearzero emissionenginecombustionprocesseslikecai,hcciorccs,andotheremerging highlypromisingtechniques.thiswillcontributetotheecobjectiveofdevelopingand promotingfuturegenerationsofmoreenvironmentallyfriendlypowertrainsandvehicle conceptsforroadtransport,usingcleanerandrenewableenergysources. Multidisciplinaryresearchwilladdressthetopicsofexperimentaltechniques(including opticaldiagnosticsandultralowemissionmeasurement),combustionsimulation, energyandenginerelatedaspectsandcombustioncontrol. TheVRCwillresultfromintegratingtheactivitiesofmajoractorsinthefieldinEurope, withtheaimofdurabilitybeyondtheendofecfunding.workwillprovideall necessarymeansforthevrctocentrallyandjointlymanageknowledge,resources andresearchactions:settingupacentraldatabase,internalcommunicationsviaanonpublicwebsite,developingstandardmethodologiesandprocedures,exchanging personnel,sharinguseofexistingequipmentandjointplanningoffutureequipment, realigningexistingresearchactionsanddefiningnewcommonresearchactions. Emphasiswillbeputondisseminatingknowledgeandexploitingresults.Themajor actioninthisregardwillbetosetupacommonintegratededucationandtraining programmeaimedatstudents,researchersandengineersallovereurope. OtheractionstospreadexcellenceincludecreatinganECO Enginespublicwebsite, disseminatingresultsincongressesandpublications,intensecollaborationand exchangeswithrelatedfp6ips,andspecificactionsaimedatsmes. Austrian partners: AVLListGmbH 59

60 EU-PROJECTS EU-AGRO-BIOGAS European Biogas Initiative to improve the yield of agricultural biogas plants FARM BASED BIOGAS PLANTS: CLEAN ENERGY FOR THE FUTURE Creatingenergyfrombiogasisoneofthemostpromisingtechnologiesforsustainable developmentandlinkspolicyareasasdiverseasagriculture,climatechange,rural developmentand,ofcourse,energy.theeufundedprojecteu AGRO BIOGASaims tooptimiseexistingbiogastechnologiesandtodeviseclearstandardsandguidelines fordesigningandoperatingbiogasplants. TOWARDS HIGHLY EFFICIENT BIOGAS PRODUCTION Theuseofrenewableenergiesisconsideredanintegralpartofcurrentandfuture energyconcepts.withintheseconcepts,biogasproductionplaysanimportantrole. Biogasitselfmaybeusedforanumberofpurposes,suchaselectricityproductionor heating. ShouldCNGvehiclesgainagreatermarketshareinthefuture,biogascouldbecome moreimportantasabiofuelforroadtransport. However,whilebiogasproductionintheEuropeanUnionisincreasing,itisstillnot sufficientlyefficient.therefore,theeu AGRO BIOGASprojectanalysesandidentifies themostimportantfactorsresponsibleforthecurrentlackofefficiencyinbiogas plants: Determiningtheoptimizedmixtureofagriculturalresiduesandspecialenergycrops iscrucialforincreasedefficiency,andtheteamwillanalyzeseveralselected Europeanbiogasplantsinthisregard. TheprojectwillestablishanonlineEUdatabasecontaininginformationonthe materialsusedforbiogasproduction( substrates ) Avarietyoffieldtrialswillbeconductedtooptimizetheconversionofagricultural residuesintobiogas Asamajortechnologicaladvance,anearlywarningsystemwillbedevelopedwhich willalertuserstoproblemsinthefermentationprocesswithinthebiogasplant Lastbutnotleast,theprojectwillsignificantlyoptimizetheconversionofbiogasto electricityorheat. EUROPEAN EXPERTS WORKING TOGETHER TO ACHIEVE THE SAME GOAL TheprojectiscoordinatedbytheViennabasedUniversityofNaturalResourcesand AppliedLifeSciences,DepartmentofSustainableAgriculturalSystems.EU AGRO BIOGASbringstogetherleadingbiogasexpertswithdifferentcompetencesfromall overeurope.withintheproject,leadinguniversitiesarecooperatingwithkeyindustry playersinordertostrengthenthebiogassectorineurope. Austrian partners: UniversityofNaturalResourcesandAppliedLife Sciences,Vienna DivisionofAgriculturalEngineering GEJenbacher RTDServices agrobiogas.net BENEFITS Inadditiontothetechnologicaloptimizationofbiogasconversion,andthe resultingincreaseinefficiency,thereareanumberofotherpositivelongterm impactsassociatedwitheu AGRO BIOGAS.Theprojectwillcreatesubstantial benefitsforanumberofstakeholderssuchasfarmers(addedrevenueand costsavings)andthepublic(reductionofgreenhousegasemissionsand biogasrelatedodours). ThroughitsactivitiesEU AGRO BIOGASwillcontributetobuildinga greener Europe byusingbiogas 60 Austrian Technological Expertise in Transport

61 EU-PROJECTS GREEN Green Heavy Duty Engine ThedevelopmentofHDenginesisundergoingarapidstepinitsevolution.Increased demandforfuelefficiency,emissionsandglobalcompetitionarethedrivingforces. TheHD(Heavy Duty)enginesoperateunderconstraintsmuchmoreseverethanthose ofpassengercars,suchas: Higherdurabilityoftheengineandoftherelatedafter treatment(upto1,000,000 km); Highermechanicalandthermalstressontheengine(heavierloadfactor); Higherpressure intermsofreliability,investmentandfueleconomy. TheaboveconstraintscharacteriseHDenginesintermsoftheirmoregeneral applications:notonlyintrucksandurbanvehicles,butalsoinrailtractionandinland waterwayvesselscoveredbydirective2002/765. Newtechnologieswillhelpusinmeetingfutureemissionsandfuelconsumption targets,by: Anewcombustionprocessenabledbyvariablecomponents; Newcontrolstrategies; Consideringtheengineandtheexhaustafter treatmentasonesystem; Consideringsustainablefuels.ThemainobjectiveofGREENistoperformresearch leadingtosub systemsforaheavy dutyengine. Theobjectivesshouldbeachievedwithstrictboundaryconditionsfor: Acompetitivecostbase; HighestfuelconversionefficiencyoftheDieselcycle,toachievenear zeropollutant emissionsandsignificantreductionofco 2 underrealoperatingconditions. Theprojectputsemphasisondieselenginesfortrucksandrailapplicationsandon naturalgasenginesforcitytransportapplications.thecombinationofinnovationand durabilityisstronglysupported.theresearchtargetshavebeenchosentogobeyond thedemandsofallcurrentlegislation,withaviewtopossibleintensificationof requirementsafteryear2010tofocusonnearzeroemissionsunderrealoperating conditions(fordieselno x 0.5g/kWh,PM0.002g/kWh,ETCCycleBSFC=204g/kWh, withcorrespondingtargetsbeingsetfornaturalgas). Austrian partners: AVLListGmbH 61

62 EU-PROJECTS NICE New Integrated Combustion System For Future Passenger Car Engines ThefouryearIntegratedProject NewIntegratedCombustionSystemforFuture PassengerCarEngines(NICE) isbeingpromotedbytheeuropeanautomotive industryatitshighestlevelofresponsibility.themainobjectiveofniceistodevelopa newintegratedcombustionsystemthatisabletomatchthehighestfuelconversion efficiencycurrentlyachievableonthedidieselengine(43%),independentlyofthe typeoffuel(i.e.fuelneutral),whilecomplyingwithazero impactemissionlevel. Exploitingtheknowledgegainedandthetechnologiesrealisedforanintegrated combustionsystemofthiskind,innovativedieselandottocycleenginesarebeing developed;thesecanbeconsideredasby productsoftheniceresearch.thesebyproductswillalloweuropetomaintainitsleadershipintheproductionofinternal combustionenginesovertheyears ,whileallowingcompletionofthe integratedcombustionsysteminaninnovativepowertrain,capableofcoveringthe yearsupto2020. Austrian partners: AVLListGmbH GrazUniversityofTechnology InstituteforInternalCombustionEnginesand Thermodynamics Thefullyflexiblepowertrainwillbecharacterisedbyveryhighfuelconversion efficiency,mainlyusingnewly designedbiofuelsand/oralternativefuelsandgas,under thegivenemissionconstraints.theipniceisframedasfoursub projects: EnhancedHCCIDiesel/CAIOttocombustionprocessundertransientoperation; Compressed/SparkIgnitionVariableEngine;basedonpetrolordieselengines, combiningtheadvantagestocreateanewcombustionsystemwithhighegr, superchargedandadaptedtobiofuels; FutureGasinternalcombustionengineswithdiesel equivalentfuelconsumption; ImprovedCFDtoolsandmodelling. ThemainR&Dobjectivesofthesesub projectsare: AsensibleincreaseoftheHCCI/CAIregionintheenginemap; Bio fuelsspecificationsgearedtothenewcombustionsystem; Combiningvariouselectroniccontrolunits(ECU)todefinenewadvancedsystems, includingecualgorithms,real timemodelsandsoftwaretoolsforautomatic validation,hardware in the looptestsandcalibration; Advancedcontrolsystemsformixturepreparationandcombustion,requiredto adapttheinjectionandcombustionstrategytothefuelcompositionidentified; Apredictive,affordableand practicallyuseful digitaltooldescribingnewlowemissionhigh efficiencycombustionprocesses. 62 Austrian Technological Expertise in Transport

63 EU-PROJECTS ULYSSES Future Propulsion as ONE System Theobjectiveofthe4yearCAULYSSESistoconstructaplatformforexchanging informationandstrategicplanningofspecificecfundedresearchprojects.these projectsdealwithnewpropulsiontechnologies/conceptsbasedonicenginesrunning enhancedqualityfuels,includingalternativeandrenewablefuels,foron roadvehicles; extensiontorailandwaterbornepropulsionwillbealsoconsidered. TheCAwill: Identifyprojectlinkages; Promoteprojectintegration,thusimprovingsynergiesandfacilitatingtechnology transfer Acceleratedisseminationandanalysisofprojectoutcomes. ItwilltherebymakeasubstantialcontributiontoECprojectsinachievingthestrategic targetsof: CompliancewithfutureEUpollutantemissionlimits; ReducingCO 2 emissions; Deliveringsecurityofenergysupplybasedonnewfuels. TheCAactivityischaracterisedby4workpackages: Analysingpropulsionsystems,lookingatfuturefuelscenarios; Assessinginternationalstate of the art,identifyinggapsandneedsinrtdactivities, definingandupdatingjointrtdstrategyandplans; Co ordinatingcross fertilisationanddisseminationofprojectoutcomes; ProvidingthebasicinfrastructuresneededtooperatetheCA. TwoaspectstakeintoaccountthechangedconditionsofFP6andFP7ascomparedto FP4andFP5: Thecontent:theaimisfullimplementationofthepotentialoftheICengine technologiesdevelopedintheformerprojects,byconsideringthethreeelements fuel,powertrain(engineandgearbox)andafter treatment asonesystemableto combinelowemissionsandhighefficiencywithhandlingfuturefuelcharacteristics; Thepartnership:thecontributiontoinnovatingthetechnologycomesnotonlyfrom vehiclemanufacturers(fiat,daimlerchryslerandvolkswagen)andanengine specialistsme(meta Ricerche),butalsofromresearchinstitutes(AVLandFEV),a fuelcompany(tobeidentified)andthefrenchvehiclemanufacturerassociation. Austrian partners: AVLListGmbH 63

64 EU-PROJECTS RENEW Renewable fuels for advanced powertrains Thisprojectaimstodevelop,compare,(partially)demonstrateandfocusonarangeof fuelproductionchainsformotorvehicles.lignocellulosebiomasssourcesareusedas feedstocktoproducesynthesisgasfromwhichvariousvehiclefuelscanbederived: Fischer Tropschliquids(BtL),methanol/DME,ethanol(thermo chemicalpathway)and methane(ch 4 ). Theprojectdevelopsandevaluatestherespectiveprocessingtechnologieswithaview toproducingcost effectivepremiumfuelsforexistingandfuturecombustionengines fromawiderangeofbio feedstocks. TheprojectstartedinJanuary2004andlastedfor48months. Themainprojecttargetswere: Fuelproductionusingthecheapest,mostefficientenergychain Productioncosts70cents/litrepetrolequivalent 3,500litresyieldperhaandyear Premiumfuelquality,forenvironmentalimprovement Benchmarkingofdifferentproductionprocesses Determinationofbestchoicefeedstock Alternativethermo chemicalgasificationandfuelsynthesisprocessesareconsidered through4verticalsub projects,while2horizontalsub projectscovertechnology assessmentandtraining.twopilot producedfuels(btlanddme)aresubmittedto extensivemotor testsby4leadingeuropeancarmanufacturerswithininthisproject, withotherfuelsbeingmadeavailablefortestsinotherprojects.itisenvisagedthat thisprocedurewillleadtotheintroductionoffavourablypricedbiomass derivedfuels formotorvehiclesfrom2010onwards. SP1focusesontheproduction,productiondevelopment,analysisandtestofBtLfuels fromlignocellulosebiomassusingthechorencarbov gasificationprocesswith Fischer Tropschsynthesisandsubsequentrefiningstages. SP2concentratesitsresearchactivitiesonoptimisingthreedifferentgasificationroutes (dualfluidisedbed,pressurisedentrainedflowgasificationandcirculatingfluidisedbed) andfischer Tropschsynthesis. SP3investigatesthefulltechnicalandcommercialimpactofDME/methanolproduction fromblackliquoratapulpmilllocatedinmörrum,sweden.theengineeringstudywill addresstechnicalplantfeaturesinsyngashandlingandconversionaswellasfuel logistics,handlingandtradingforbothdmeandmethanol. SP4focusesonresearchanddevelopmentforoptimisingthethermo chemical productionpathwaysforethanolfromlignocellulosebiomassandisalsosupplying comparativedatafortheenzymaticpathwayofethanolproduction. SP5includesanalysisofbiomasspotentialinEurope,thelifecycleassessmentfrom welltotank,andatechnicalandeconomicassessmentofavailableproductionroutes forbtlfuelsfromlignocellulosebiomass. SP6willtransferresultsfromtheproject,providetrainingbymeansofasummer schoolandwebbasedtrainingcourses,andimplementaconceptwhichfavours gendermainstreaming. 64 Austrian Technological Expertise in Transport

65 RENEWinvolves32partnersandthepartnersfromAustriaare: ViennaUniversityofTechnology;InstituteofChemicalEngineering Biomasse KraftwerkGüssingGmbH&CO.KG EuropäischesZentrumfürErneuerbareEnergie REPOTEC RenewablePowerTechnologiesUmwelttechnikGmbH EuropäischesZentrumfürErneuerbareEnergieisresponsiblefortheco ordinating Sub project5,andtheotheraustrianpartners(viennauniversityoftechnology; InstituteofChemicalEngineering,Biomasse KraftwerkGüssingGmbH&CO.KGand REPOTEC RenewablePowerTechnologiesUmwelttechnikGmbH)aremainly involvedinsub project2andconcentrateonthedevelopmentoffischer Tropsch diesel(biofit)frombiomassviadualfluidisedsteamgasification. AtthebiomassCHPGüssing,adualfluidisedbedreactorisbeinginstalledtogasify biomasswithsteam.theproductgasconsistsmainlyofhydrogen,carbonmonoxide, carbondioxideandmethane.thegasiscooleddowninaheatexchangerandcleaned inatwo stagecleaningsystemtoachieveaqualitythatcanbeusedwithoutproblems inagasengine.attheendof2007thegasenginehadbeenoperatedformorethan 30,000hours,evidenceofthehighqualityofthegascleaningsystemused. DuringtheECprojectRENEW,lab scaleftsynthesiswasdesigned,constructedand operated,usingabout7nm3/hoftheproductgas(pg)fromthebiomasschp Güssing.ThisFTunithasbeeninoperationsincesummer2005andconvertsthePG at25barsinaslurryreactorintoftproducts.theadditionalgascleaningoftheraw PGconsistsofseveralsteps.Firstly,anRMEscrubberisusedtodrythegas.Afterthe compressionstep,chlorineisseparatedusingasodiumaluminatefixedbed.organic sulphurcomponentsarehydratedusinganhdscatalystandtheh 2 Sischemically separatedwithzincoxide.bothoperationsarerealisedinfixedbedreactors. In2005aniron basedcatalystwasusedforftsynthesis,whichwasfollowedbya cobalt basedone,bothproducedbytheuniversityofstrasbourg.in2007itwas replacedwithacommercialftcatalyst.withthiscommercialcatalyst,upto0.3kg/h ofrawftproductcouldbeproducedundertheabove mentionedconditionsinthis laboratoryftunit.thedieselfractionoftheftproductconsistsmainlyofparaffins, givingthesefuelsexcellentproperties,e.g.acetanenumberbetween70and80,and freeofsulphurandaromatics. Currentlythereismuchongoingdiscussionaboutthebestprocessroutefrom biomasstobiofuels.onestrategyiscentralisedfuelsynthesisinlargeconversion facilities,withmaximisedfueloutputandoptimisationthrougheconomiesofscale. However,giventhescatteredavailabilityofbiomassandthepoliticalwishforregional developmentespeciallyincentraleurope,otheroptionsmustbeconsideredaswell. Onepromisingalternativeundertheconceptbeingputforwardhereisthedesignof an energycentreforthefuture,whichnotonlysuppliestransportfuelsbutalso provideselectricityanddistrictheatinginthesmalltomediumscaleupto100mw biomassfuelpower.asevenlowtemperatureheatcanbeusedinplantsofthissize, highoverallefficienciesof>80%areobtainable.thisproducesthehighestpossible CO 2 savings,whichisclearlythemostcompellingargumentfortheuseofbiofuels.in addition,co generationofelectricityresultsinoutstandingflexibilityinprocessdesign. Moreover,simplifiedsynthesisoperationcanbeachievedas,forinstance,reforming canbeomitted.henceproductioncostscanbecuttobelow0.9 /l,andthe developmenttimetosuccessfuldemonstrationandcommercialisationofsecondgenerationbiofuelscanbereducedconsiderably. Austrian partners: ViennaUniversityofTechnology Instituteof ChemicalEngineering Biomasse KraftwerkGüssingGmbH&CO.KG EuropäischesZentrumfürErneuerbareEnergie REPOTEC RenewablePowerTechnologies UmwelttechnikGmbH fuel.com 65

66 AUSTRIAN INSTITUTIONS IN THE FIELD OF TRANSPORT FUELS AGRANAGmbH arsenalresearchgmbh AustrianResearchCentersGmbH AVLListGmbH BauerPoseidonKompressorenGmbH BiomasseKraftwerkGüssingGmbH&CoKG BlagussReisenGmbH CeramCatalystsGmbH CLIMTClaassenIndustrieManagementTradingGmbH ConsultantEngineerHerbertKitzler ECHEMKompetenzzentrumfürAngewandteElektrochemieGmbH EuropäischesZentrumfürErneuerbareEnergie EVNAG FJBLTWieselburg ForschungsgesellschaftfürVerbrennungskraftmaschinenund ThermodynamikmbH GEJenbacherGmbH&CoOHG GemeindeverbundPersonennahverkehrPinka undstremtal GeneralMotorsAustriaGmbH GrazUniversityofTechnology InstituteforInternalCombustion EnginesandThermodynamics GrazUniversityofTechnology VehicleSafetyInstitute GrazerStadtwerkeAG HyCentAResearchGmbH JoanneumResearchForschungsgesellschaftmbH Karl Franzens UniversitätGraz InstitutfürChemie MagnaSteyrFahrzeugtechnikAG&CoKG MLU MonitoringfürLebenundUmweltGmbH NaturtaxiundMietwagenGmbH NÖLandesakademie ÖAMTCAkademy scientificassociationformobilityand environmentalresearch ÖAMTCÖsterreich ÖGUT ÖsterreichischeGesellschaftfürUmweltundTechnik OMVAG OrganisationseinheitderTUWien TechnischeVersuchs undforschungsanstalt PROFACTORGmbH RenetKompetenzknotenGüssingForschungsinstitutf. ErneuerbareEnergieGmbH REPOTEC RenewablePowerTechnologiesUmwelttechnikGmbH RobertBOSCHAG Roth TechnikGmbH RTDServices TourismusverbandWerfenweng(WerfenwengTouristBoard) Umweltbundesamt UniversityofNaturalResourcesandAppliedLifeSciences,Vienna DivisionofAgriculturalEngineering UniversityofVienna InstituteofRiskResearch VentrexAutomotiveGmbH VerbandderChemielehrerÖsterreichs ViennaUniversityofTechnology InstituteforInternalCombustion EnginesandAutomotiveEngineering ViennaUniversityofTechnology InstituteofChemicalEngineering ViennaUniversityofTechnology InstituteofElectricPlantandEnergy Management WatzkeGmbH WienerLinienGmbH&CoKG poseidon.at info.net catalysts.com info.net blt.josephinum.at fvkma.tu graz.ac.at fvkma.tu graz.ac.at chemie graz.at airportservice.at lak.at info.net services.com bus.at 66 Austrian Technological Expertise in Transport

67 CONTACTS AND INFORMATION OVERALL RESPONSIBILITY Austrian Federal Ministry for Transport, Innovation and Technology Unit of Mobility and Transport Technologies A-1010 Vienna, Renngasse 5, Evelinde Grassegger e: t: +43-(0) Programme Line A3plus, Christian Drakulic e: t: +43-(0) PROGRAMME MANAGEMENT AND FUNDING ADMINISTRATION (IV2S, IV2Splus) Austrian Research Promotion Agency Thematic Programmes Section A-1090 Vienna, Sensengasse 1, Programme Management IV2Splus Martin Russ e: t: +43-(0) Programme Line A3plus Thomas Uitz e: t: +43-(0)

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