TY - BOOK
T1 - Technical view on biofuels for transportation
T2 - Focus on ethanol end-use aspects
AU - Aakko, Päivi
AU - Nylund, Nils-Olof
PY - 2004/5/6
Y1 - 2004/5/6
N2 - Finland has proposed a joint project with Japan, USA and
Sweden on ethanol as fuel for
transportation. This review is targeted to benefit this
possible new project, and also to
collect information on ethanol for national discussions
on liquid biofuels in Finland.
The European Union has given target values for the use of
both biofuels and alternative
fuels in the transport sector. Reactions from Member
States are expected on these
indicative targets.
The most potential short-term options for liquid biofuels
are biodiesel and ethanol.
Biodiesel is mainly used as a blending component in
diesel, but some engines are
approved for operation also on neat biodiesel. Even
operation on neat biodiesel requires
no or only minor engine modifications. Ethanol can be
used as a component in gasoline,
and is sometimes also added to diesel. At high
concentrations ethanol requires special
engine technology. Today some synthetic fuel components
are made from coal and
natural gas. The amounts of biofuels and also the range
of products could be increased if
synthetic fuels were produced from biomass.
When considering the production potential of liquid
biofuels in Finland, it is clear that
all possible feedstocks and fuel options should be taken
into account. Agriculture based
biofuels from set-aside lands could, using current
production technology, cover less
than 2% of the consumption of transportation fuels in
Finland. Wood-based and wastebased
fuels would offer a significant reserve of raw material
for liquid biofuels, if costeffective
production processes existed (limitations by competitive
use).
Alcohols are liquid fuels, which mean good energy
density, easy re-fuelling and storage.
Basically the same kind of distribution system as for
conventional fuels can be used.
However, in the case of gasoline/ethanol blends the
distribution system needs special
attention to avoid problems caused by water, as blends
are very sensitive to moisture.
Fuel properties of ethanol are in many respects similar
to gasoline. Ethanol up to some
10% can be blended with gasoline and used without
modifications in ordinary sparkignition
engines. There is not much experience on the
concentrations exceeding 10%
with normal cars. The cars running on high-concentration
blends (25%) in Brazil are, if
not modified, at least recalibrated.
Special cars, Fuel Flexible Vehicles (FFV), have been
developed for high concentration
alcohol blends (up to 85%, the balance being gasoline).
Gasoline improves the coldstartability,
which is poor for ethanol due to low vapor pressure and
high heat of
evaporation. Gasoline also improves safety as the flame
becomes visible. The reduction
in emissions depends on how well the engine and the
emission control system are
designed and "tuned" for ethanol, but there should be a
potential for emission reductions
substituting gasoline for high-concentration ethanol
blends.
Also heavy-duty diesel engines can use ethanol with
certain limitations. The properties
of ethanol are similar to gasoline, thus engine
modifications (e.g. glow-plugs or pilot
injection) or additives in fuel are needed, if ethanol is
to be used in compression ignition engines. One option to
use ethanol in diesel engines is a low concentration
ethanol/diesel blend (or emulsion). The main concerns
with this E-diesel are the safety
issues and the general suitability for diesel engines
(low cetane, low lubricity, stability).
Biodiesel is suitable for current diesel engines,
nontoxic and biodegradable, and thus an
excellent fuel for use in sensitive environments. As a
consequence, biodiesel is used e.g.
in forest harvesting machinery. Many manufacturers,
especially for non-road engines,
allow the use of biodiesel within normal warranty
conditions.
Many reviews have been conducted to assess reasonable
policies for the introduction of
biofuels. One of the reviews, published by Concawe, gave
a critical view on the
appropriateness of the EU targets for biofuels in
transportation. Some other studies have
given optimistic views on the production potentials of
liquid biofuels. It remains to be
seen how the targets can be met, and if met, at what
costs.
AB - Finland has proposed a joint project with Japan, USA and
Sweden on ethanol as fuel for
transportation. This review is targeted to benefit this
possible new project, and also to
collect information on ethanol for national discussions
on liquid biofuels in Finland.
The European Union has given target values for the use of
both biofuels and alternative
fuels in the transport sector. Reactions from Member
States are expected on these
indicative targets.
The most potential short-term options for liquid biofuels
are biodiesel and ethanol.
Biodiesel is mainly used as a blending component in
diesel, but some engines are
approved for operation also on neat biodiesel. Even
operation on neat biodiesel requires
no or only minor engine modifications. Ethanol can be
used as a component in gasoline,
and is sometimes also added to diesel. At high
concentrations ethanol requires special
engine technology. Today some synthetic fuel components
are made from coal and
natural gas. The amounts of biofuels and also the range
of products could be increased if
synthetic fuels were produced from biomass.
When considering the production potential of liquid
biofuels in Finland, it is clear that
all possible feedstocks and fuel options should be taken
into account. Agriculture based
biofuels from set-aside lands could, using current
production technology, cover less
than 2% of the consumption of transportation fuels in
Finland. Wood-based and wastebased
fuels would offer a significant reserve of raw material
for liquid biofuels, if costeffective
production processes existed (limitations by competitive
use).
Alcohols are liquid fuels, which mean good energy
density, easy re-fuelling and storage.
Basically the same kind of distribution system as for
conventional fuels can be used.
However, in the case of gasoline/ethanol blends the
distribution system needs special
attention to avoid problems caused by water, as blends
are very sensitive to moisture.
Fuel properties of ethanol are in many respects similar
to gasoline. Ethanol up to some
10% can be blended with gasoline and used without
modifications in ordinary sparkignition
engines. There is not much experience on the
concentrations exceeding 10%
with normal cars. The cars running on high-concentration
blends (25%) in Brazil are, if
not modified, at least recalibrated.
Special cars, Fuel Flexible Vehicles (FFV), have been
developed for high concentration
alcohol blends (up to 85%, the balance being gasoline).
Gasoline improves the coldstartability,
which is poor for ethanol due to low vapor pressure and
high heat of
evaporation. Gasoline also improves safety as the flame
becomes visible. The reduction
in emissions depends on how well the engine and the
emission control system are
designed and "tuned" for ethanol, but there should be a
potential for emission reductions
substituting gasoline for high-concentration ethanol
blends.
Also heavy-duty diesel engines can use ethanol with
certain limitations. The properties
of ethanol are similar to gasoline, thus engine
modifications (e.g. glow-plugs or pilot
injection) or additives in fuel are needed, if ethanol is
to be used in compression ignition engines. One option to
use ethanol in diesel engines is a low concentration
ethanol/diesel blend (or emulsion). The main concerns
with this E-diesel are the safety
issues and the general suitability for diesel engines
(low cetane, low lubricity, stability).
Biodiesel is suitable for current diesel engines,
nontoxic and biodegradable, and thus an
excellent fuel for use in sensitive environments. As a
consequence, biodiesel is used e.g.
in forest harvesting machinery. Many manufacturers,
especially for non-road engines,
allow the use of biodiesel within normal warranty
conditions.
Many reviews have been conducted to assess reasonable
policies for the introduction of
biofuels. One of the reviews, published by Concawe, gave
a critical view on the
appropriateness of the EU targets for biofuels in
transportation. Some other studies have
given optimistic views on the production potentials of
liquid biofuels. It remains to be
seen how the targets can be met, and if met, at what
costs.
M3 - Report
T3 - VTT Processes. Project Report
BT - Technical view on biofuels for transportation
PB - VTT Technical Research Centre of Finland
ER -