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Trafikdage på Aalborg Universitet 2012 ISSN 1603-9696 1
The use of biogas for road transport in Denmark Jean Endres, jendres@ruc.dk – Per Homann Jespersen, phj@ruc.dk Roskilde University
Abstract Biogas seems to be the “flavor of the month” when referring to the future of energy sources for
road transport, especially concerning heavy duty vehicles. This paper briefly describes the findings
obtained in previous research about the status of biogas production and use in Denmark, Sweden
and Germany, the barriers for its widespread use as a source of energy for transport (direct use by
upgrading and indirect use through certificates) and finally it lists alternatives for biogas use in
Danish transport.
Introduction
The present paper intends to demonstrate and discuss the findings obtained by Roskilde
University as a partner in two INTERREG projects namely SCANDRIA and EcoMobility. Both
projects focused, among other strategies, in the feasibility of biogas use for road transport in what
is called a “green transport corridor”. Although the geographic coverage of the corridors studied
by the two different projects includes alternatives from Oslo/Stockholm to Hamburg/Berlin, this
paper is limited to what concerns the use of biogas for transport in Denmark.
The use of biogas as a necessity There are different factors that corroborate with the implementation of biogas use as a road
transport fuel. The contemporary climate change mitigation, which has influenced regulations and
the establishment of goals set by the European Union and different nations, is one of these
factors. The EU for example stipulates that by 2050 there should be a reduction of 80 to 95% of
Denne artikel er publiceret i det elektroniske tidsskrift Artikler fra Trafikdage på Aalborg Universitet (Proceedings from the Annual Transport Conference at Aalborg University) ISSN 1603-9696 www.trafikdage.dk/artikelarkiv
Trafikdage på Aalborg Universitet 2012 ISSN 1603-9696 2
GHG emissions compared to the levels of 1990. In the transport sector, a reduction of 60% in GHG
emissions by 2050 is necessary if the overall goal is to be achieved (COM 2011). Denmark on its
turn has even more ambitious goals of 35% use of renewable energy sources by 2020 and having a
fossil fuel free transport system by 2050.
While different sectors have been showing positive results in the previous years and an optimistic
horizon concerning GHG emission reduction and energy efficiency, the transport sector has shown
an increase of more than 30% emissions between 1990 and 2005 (COM 2011). That alone is
enough to instigate the rethinking of energy for transport; biogas comes into play if we consider
the limitations imposed by the electrification of vehicles (especially long range heavy duty trucks),
the finite reserves of natural gas and the limited potential for transfer of freight to rail and sea
transport. The Danish Member of The European Comission Connie Hedegaard on her speech to
the members of the Transport and Tourism Committee of the European Parliament (TRAN), called
for attention about the heavy duty transport emissions which correspond to around 5% of the
total CO2 emissions in the EU, which at first view might not seem as a considerable number, but it
corresponds to the sum of air and water transport emissions, or 26% of all road transport
(Hedegaard 2011). The combination of factors such as emission reduction goals, limitation of
alternatives (electrification, transfer to rail or sea) summed to the prognosis of the Danish Natural
Gas production potential being surpassed by the demand in 2022 (Energi Styrelsen 2011), makes
the diffusion of biogas use more than an alternative, but a necessity.
Methodology
The utilized approach for obtaining the findings in both of the aforementioned projects is a blend
of technical analysis combined with the study of the offers and demands considered by different
stakeholders in the sector. Data from the different actors was scrutinized in order to find
equilibrium between different interests for the drawing of a strategy in which most could benefit.
By the fact that such an envisaged corridor covers a relatively large geographical area and
especially by the fact that it involves different nations and regions, attention was given to the
various interests and characteristics of each region included in the corridor. Moreover, different
interested sectors, such as public authorities, knowledge institutions and businesses from the
regions have had the opportunity to have their say in the development of a common strategy.
Stakeholders from Germany, Denmark and Sweden have been involved in two related workshops
to determine the major obstacles and opportunities for biogas use in heavy duty road transport
Trafikdage på Aalborg Universitet 2012 ISSN 1603-9696 3
and to construct a roadmap for introducing biogas infrastructure (considering both compressed
and liquefied) in the corridors as an enabler for a widespread use of biogas. Some of the actors
involved in the workshops were Trafikverket (SE), Lund University (SE), Scania (SE), Dong Energy
(DK), Roskilde University (DK), Danish Biogas Association (DK), Energinet.dk (DK), DENA (German
Energy Agency) and Infrastruktur&Umwelt (DE), to name a few.
In this paper the findings obtained in the workshops are analyzed and discussed in what concerns
the use of biogas for transport in Denmark, i.e. which would be the most viable alternative among
the various possible options like compressed or liquefied gas, upgrading for direct use in vehicles
or injection in the natural gas grid and the use of certifications for example.
Scenario Factsheet The use of gas for transportation is not
especially new. In the past, attempts
have been made for the use of
different gaseous fuels for
transportation, for example the use of
liquefied petroleum gas (LPG) and
natural gas (NVG), which still count
with some running examples around
the world. Biogas on its turn has the
special characteristic of being
renewable and CO2 neutral. It is said to
be renewable because it can be
produced on demand from different renewable sources (manure, crop, waste etc.) and CO2
neutral because in the chain of events of its production, the amount of CO2 that is captured is
equivalent and arguably higher to that that is released when the fuel is burned by the final
consumer.
Relative to the engine technology, there are already on the market trucks that are able to use
upgraded compressed biogas and liquefied biogas. Major players such as Volvo and Scania count
with trucks on their portfolio that are able to use renewable gas fuels alone and in combination
with diesel.
Methane content of different gas products:
Biogas: ~ 75% (Denmark)
Upgraded biogas: ~99%
Natural gas: ~99%
Liquefied natural and biogas: ~ 99%
Trafikdage på Aalborg Universitet 2012 ISSN 1603-9696 4
From the different sources that can be used to produce biogas, in the corridor region some of
them are predominant: While in Denmark most of the biogas is obtained by the fermentation of
manure, in Germany, although different sources are used, the prime raw material is maize
(Birkmose et al. 2007) and in Sweden the main inputs are farm waste and sewage treatment.
(Swedish Gas Centre 2007)
In terms of biogas use for transport, Sweden is clearly ahead of Germany and Denmark where
biogas is used mainly on heat and power generation. In Sweden, a considerable amount of
household waste collection trucks and city busses utilize biogas, upgraded to bio-methane and/or
mixed with natural gas. It is important to mention that in order to be optimally used in a
combustion engine biogas needs to be “cleaned” i.e. upgraded into bio-methane which possesses
the same energy rich component (methane) but in a higher concentration by the removal of H2S
(Hydrogen Sulfide), NH3 (Ammonia), CO2 and other trace gasses. Sweden, Denmark and Germany
count with such plants where part of their biogas production is upgraded and afterwards can be
injected on the natural gas grid and/or used as a transport fuel (Beil 2009); the Danish upgrading
plant only started running by the end of 2011.
Sweden is also ahead when it comes to liquefaction of biogas. The process of liquefaction, besides
“cleaning” the original biogas product, reduces its volume and by consequence makes
transportation cheaper to the final destination when a pipeline is not available. Denmark and
Germany count with a well-developed pipeline system currently used for natural gas, opposite to
Sweden, which does not count with such an embracing pipeline.
When biogas is part of the energy mix, it can benefit from a certification system, which is a scheme
where produced biogas ceases to be considered a specific product and starts to be considered a
commodity. The certification system enables the commercialization of a different final energy rich
product as CO2 neutral, as long as the same amount of certified biogas is produced and included
at some link of the energy chain. Denmark counts since December 2011 with a certification
system, still on its incipient phase, but that can be considered a step ahead of Germany and
Sweden which still do not count with such a system.
Trafikdage på Aalborg Universitet 2012 ISSN 1603-9696 5
Barriers During the realization
of background
research and
workshops the
different sector
stakeholders involved
could touch upon
various issues
concerning the
implementation of
biogas as an
alternative for
transport fuel. Among the discussed subjects, the ones that have emerged as main concerns were
political commitment and the certification issue. Secondary issues have been also mentioned, such
as cultural barriers, lack of a standardized product, technology neutral incentives (related to the
incentives given for electric vehicles) and lack of guarantees for potential investors. These issues
and others that have been mentioned in the workshops can be considered secondary due to the
fact that they all can be contained in the two main aforementioned concerns of political
commitment and certification.
By political commitment it is understood that
besides possible state incentives and coordination
between the different actors involved in the
scenario, the offer of guarantees to potential
investors also must be given. Like in other
alternative fuel ventures, in a project for biogas
use as a transport fuel, there must be a harmonic
combination of interdependent links, without
which, the existence of each individual link would
not be possible. From the farmer who invests in
the construction of a local biogas plant, passing by
the certification, processing and distribution
Main points of critique during the biogas workshop:
• Lack of political support • Unfavorable regulatory
framework • Lack of long-term commitment • LBC/LNG nonflexible for
transport providers/vehicle use • No market pull • Lack of political commitment to
climate change • Lack of branding • Lack of vehicle fuel standard • Competition with other vehicle
technologies
Trafikdage på Aalborg Universitet 2012 ISSN 1603-9696 6
plant, the fueling station, the automotive industry that invests in the technology, the fueling
station all the way to the truck owner/transport company and even the transport buyer who
would like to reduce its carbon footprint, all of them need to feel secure that there will be a
continuity and a possibility of return from their individual investments.
In the case of lack of guarantees, it does not seem plausible that each individual link would commit
itself to relatively high investments with just an expectation that the other involved parts would
do the same.
Concerning certification, Denmark is the only country among the research participants to count
with such a system. Although still on an incipient phase (the emission of certificates started in the
end of 2011), it can be considered an important advance towards the widespread use of biogas,
since the use of certificates enables the use of “green” natural gas for transport while the same
amount of biogas is produced certified and used elsewhere, combined heat and power generation
for example. On the other hand, because it is a new system and it is a system limited to Denmark,
it lacks the ability to take advantage of international deals, due to the lack of a standardization,
not to mention the gaps in regulation for subsidies on import and export of biogas.
Alternatives for Denmark The biogas
production in
Denmark has
been of around
4PJ in 2011,
although a
considerable
number, the
country could
reach numbers
as high as 40 PJ
if the full
potential for
biogas
production were
fully explored. (Nielsen 2012).
Danish current and potential biogas production (Nielsen 2012)
Trafikdage på Aalborg Universitet 2012 ISSN 1603-9696 7
For counting with such a high potential, it seems reasonable that Denmark without much
extensive efforts can and should benefit from biogas production and use. Apart from the
advantages mentioned earlier, there are two main actual facts that could drive the increase of
interest in biogas: First is the possibility of green job creation, be it by the construction of new
plants or the augmentation of income by potential producers for example. Second, if Denmark is
to achieve the established goals of electricity production by wind power, biogas necessarily needs
to be considered. The lack of constancy in wind production of electricity implies that a backup
system must exist. In this sense, and through the use of certifications, combined heat and power
plants and the transport sector become even more important players in the energy
supply/consumption scenario. For that though, it is important that energy is considered as a single
entity and that the energy and transport sectors function in synergy. What can be envisaged for
Denmark is that biogas, natural gas and wind power should be used as contributors to each other
and not as competing energy forms. The remaining amounts of natural gas should guarantee
supply of biogas until it is gradually phased out by an ever increasing amount of certified biogas
grid injection. On the other hand, biogas is used in the combined heat and power plants to
guarantee stable electricity supply. Through the emission of certificates and further development
of the certification system, the set goals for CO2 reduction in the different sectors (transport and
energy) could be achieved in cooperation.
It has been mentioned earlier about the necessary political commitment, for that, there are good
reasons to believe that commitment can be secured by the giving good examples. If we look at the
case of Sweden, where plans of public fleet renewal have been executed, substituting
conventional diesel city busses and waste collection trucks by vehicles powered by upgraded
biogas could demonstrate that the “biogas venture” is not an unreliable option and that potential
investors on both the production and consumption sides can expect long term duration of supply
and demand for biogas.
As shown in the graph above, the largest source of biogas production in Denmark is manure. That
presents among other advantages the fact that the “food for fuel” discussion is avoided.
Moreover, Denmark counts with a wide coverage of gas pipelines that can and should be used for
certified biogas injection, that implies that liquefaction, contrary to the Swedish case is a priori not
necessary in Denmark. The expendability of liquefaction plants dramatically reduces the amount
of investments for the functioning of a biogas market. In the long term though, after the market
has matured, liquefaction can be considered for use in sea vessels use and for export, especially if
Trafikdage på Aalborg Universitet 2012 ISSN 1603-9696 8
we consider the United Nations International Maritime Organization (IMO) MARPOL regulation
and annexes, which demands considerable reductions of NOx (Nitrogen oxides) and SOx (Sulphur
oxides) emissions by diesel engines in sea vessels. (IMO 2011)
Finally, biogas seems to be a very strong alternative to mitigate fossil fuel dependence in
Denmark. The advantages that it can bring along like the creation of green jobs, cost and CO2
emission reductions, combined with the already existing part of the necessary infrastructure and
the up to date necessary technology are characteristics that seem to make biogas a very attractive
alternative where the costs of possible incentives to build the necessary infrastructure are very
likely to be compensated. For the above mentioned and for the long term characteristics of such a
project the combined planning of the surrounding elements that compose the scenario and the
constant focus on the different incentives and barriers across sectors (energy, transport, economy,
environment) are imperative to take advantage of this remarkable alignment of factors that seem
to point at biogas as one of the major sources of energy in the Danish future.
Moreover, extrapolating the boarders of Denmark and considering a joint cooperation work with
the neighboring countries Sweden and Germany, not only the use of biogas or certified natural gas
for local fleets can be thought of, but also long hauling heavy duty vehicles will be able to benefit
with the strategic placement of fueling stations in the localities where there are ferry-boat
connections (Rødby, Puttgarden, Gedser, Rostock, Trelleborg Sassnitz), making the envisaged
biogas transport corridor a very plausible possibility and increasing the potential market for the
fuel.
Trafikdage på Aalborg Universitet 2012 ISSN 1603-9696 9
List of references BEIL, Michael, 2009 – Overview on (biogas) upgrading technologies. European bio methane fuel conference Gothemburg BIRKMOSE, Torkild; FOGED, Henning L.; HINGE, Jørgen, 2007 - Danish Agriculture Advisory Service, State of biogas plants in European agriculture - http://www.inbiom.dk/download/viden_oevrige_emner/state_of_biogas_final_report.pdf CLEMENTSON, Margareta, 2009 – Swedish Gas Centre, Basic data on biogas Sweden. GLN Reklambyrå AB, Malmö COM, 2011 – WHITE PAPER - Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system. Brussels. http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=COM:2011:0144:FIN:EN:PDF ENERGI STYRELSEN, 2011 - Olie- og gasproduktion samt anden anvendelse af undergrunde: DANMARKS OLIE- OG GASPRODUKTION 2011. http://www.ens.dk/Documents/Netboghandel%20-%20publikationer/2012/Danmarks_olie_og_gas_produktion_2011%20(2).pdf HEDEGAARD, Connie, 2011 – Speech delivered at the meeting with the members of the Transport and Tourism Committee of the European Parliament. Brussels, November 10th 2011. http://ec.europa.eu/commission_2010-2014/hedegaard/headlines/news/2011-11-10_01_en.htm IMO - International Maritime Organization, 2011 – Revised MARPOL Annex VI Regulation 13 and 14. http://www.imo.org/ourwork/environment/pollutionprevention/airpollution/pages/air-pollution.aspx LOHSE, Sandrina; JESPERSEN, Per H.; GUASCO, Clément; ENDRES, Jean P., 2011 – SCANDRIA, Developing a biogas corridor for road transport between Scandinavia and Germany – Workshop protocol. NIELSEN, Bruno S., 2012 – SCANDRIA, Workshop proceedings, Developing a biogas corridor for road transport between Scandinavia and Germany II. Copenhagen 28-02-2012 SWEDISH GAS CENTRE, 2007 – Basic Data on Biogas – Sweden. http://www.sgc.se/dokument/BiogasfolderengA5.pdf
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