Well-to-wheels analysis of future automotive fuels and powertrains in the european context.
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Edwards (R), Larive (Jf), Mathieu (V), Rouveirolles (P). Bruxelles. http://temis.documentation.developpement-durable.gouv.fr/document.xsp?id=Temis-0058819

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Publié par
Publié le 01 janvier 2007
Nombre de lectures 25
Licence : En savoir +
Paternité, pas d'utilisation commerciale, partage des conditions initiales à l'identique
Langue Français
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WELL-TO-WHEELS ANALYSIS OF
FUTURE AUTOMOTIVE FUELS AND
POWERTRAINS
IN THE EUROPEAN CONTEXT








WELL-to-WHEELS Report

Version 2c, March 2007 Well-to-Wheels analysis of future automotive fuels and powertrains in the European context
WELL-to-WHEELS Report
Version 2c, March 2007

This report is available as an ADOBE pdf file on the JRC/IES website at:

http://ies.jrc.ec.europa.eu/WTW

Questions and remarks may be sent to:
infoWTW@jrc.it


Notes on version number:

This document reports on the second release of this study replacing version 2a published in
December 2005. The original version 1b was published in December 2003.

There have been extensive modifications to the 2003 report including addition on new
pathways, review of certain pathway basic data, review and update of cost and availability as
well as correction of some errors pointed out by our readers.

Compared to version 2a, the modifications are limited to cost and availability figures:
Minor adjustments to biomass availability figures
Significant review of vehicles costs affecting primarily hybrids and fuel cells

Corrections from version 2b of May 2006
Main corrections relate to a small change in the GHG balance of bio-diesel pathways and a
significant error in the calculation of the cost of ethanol from straw. Small errors in the ethanol
from wood and some hydrogen pathway costs have also been corrected. Tables and figures
affected are:
Figure 5.1.5-2/5.1.5-3/8.4.1-1/8.4.1-2/8.4.1-3/8.4.2-1/8.4.2-2/8.4.2-3/8.6.4/9.2
Tables 8.4.1/8.4.2/8.6.1/8.6.2.-2


WTW Report 010307.doc 15/02/07 Page 2 of 88 Well-to-Wheels analysis of future automotive fuels and powertrains in the European context
WELL-to-WHEELS Report
Version 2c, March 2007
Key Findings

EUCAR, CONCAWE and JRC (the Joint Research Centre of the EU Commission) have
updated their joint evaluation of the Well-to-Wheels energy use and greenhouse gas (GHG)
emissions for a wide range of potential future fuel and powertrain options, first published in
December 2003. The specific objectives of the study remained the same:
Establish, in a transparent and objective manner, a consensual well-to-wheels energy use
and GHG emissions assessment of a wide range of automotive fuels and powertrains
relevant to Europe in 2010 and beyond.
Consider the viability of each fuel pathway and estimate the associated macro-economic
costs.
Have the outcome accepted as a reference by all relevant stakeholders.

The main conclusions and observations are summarised below. We have separated the points
pertaining to energy and GHG balance (in normal font) from additional points involving
feasibility, availability and costs (in italic).


GENERAL OBSERVATIONS
 A Well-to-Wheels analysis is the essential basis to assess the impact of future fuel and
powertrain options.
 Both fuel production pathway and powertrain efficiency are key to GHG
emissions and energy use.
 A common methodology and data-set has been developed which provides a
basis for the evaluation of pathways. It can be updated as technologies evolve.
 A shift to renewable/low fossil carbon routes may offer a significant GHG reduction
potential but generally requires more energy. The specific pathway is critical.
 Results must further be evaluated in the context of volume potential, feasibility,
practicability, costs and customer acceptance of the pathways investigated.
 A shift to renewable/low carbon sources is currently expensive.
 GHG emission reductions always entail costs but high cost does not always
result in large GHG reductions
 No single fuel pathway offers a short term route to high volumes of “low carbon” fuel
 Contributions from a number of technologies/routes will be needed
 A wider variety of fuels may be expected in the market
 Blends with conventional fuels and niche applications should be considered if
they can produce significant GHG reductions at reasonable cost.
 Large scale production of synthetic fuels or hydrogen from coal or gas offers the
potential for GHG emissions reduction via CO capture and storage and this merits 2
further study.

 Advanced biofuels and hydrogen have a higher potential for substituting fossil fuels than
conventional biofuels.

 High costs and the complexities around material collection, plant size, efficiency and
costs, are likely to be major hurdles for the large scale development of these processes.
WTW Report 010307.doc 15/02/07 Page 3 of 88 Well-to-Wheels analysis of future automotive fuels and powertrains in the European context
WELL-to-WHEELS Report
Version 2c, March 2007
 Transport applications may not maximize the GHG reduction potential of renewable
energies
 Optimum use of renewable energy sources such as biomass and wind requires
consideration of the overall energy demand including stationary applications.

CONVENTIONAL FUELS / VEHICLE TECHNOLOGIES
 Developments in engine and vehicle technologies will continue to contribute to the
reduction of energy use and GHG emissions:
 Within the timeframe considered in this study, higher energy efficiency
improvements are predicted for the gasoline and CNG engine technology (PISI)
than for the Diesel engine technology.
 Hybridization of the conventional engine technologies can provide further
energy and GHG emission benefits.
 Hybrid technologies would, however, increase the complexity and cost of the vehicles.


COMPRESSED NATURAL GAS, BIOGAS, LPG
 Today the WTW GHG emissions for CNG lie between gasoline and diesel, approaching
diesel in the best case.
 Beyond 2010, greater engine efficiency gains are predicted for CNG vehicles, especially
with hybridization.
 WTW GHG emissions become lower than those of diesel.
 WTW energy use remains higher than for gasoline except for hybrids for which
it becomes lower than diesel.
 The origin of the natural gas and the supply pathway are critical to the overall WTW
energy and GHG balance.
 LPG provides a small WTW GHG emissions saving compared to gasoline and diesel.

 Limited CO saving potential coupled with refuelling infrastructure and vehicle costs 2
lead to a fairly high cost per tonne of CO avoided for CNG and LPG. 2

 While natural gas supply is unlikely to be a serious issue at least in the medium term,
infrastructure and market barriers are likely to be the main factors constraining the
development of CNG.

 When made from waste material biogas provides high and relatively low cost GHG
savings.


WTW Report 010307.doc 15/02/07 Page 4 of 88 Well-to-Wheels analysis of future automotive fuels and powertrains in the European context
WELL-to-WHEELS Report
Version 2c, March 2007
ALTERNATIVE LIQUID FUELS
 A number of routes are available to produce alternative liquid fuels that can be used in
blends with conventional fuels and, in some cases, neat, in the existing infrastructure
and vehicles.
 The fossil energy and GHG savings of conventionally produced bio-fuels such as
ethanol and bio-diesel are critically dependent on manufacturing processes and the fate
of by-products.
 The GHG balance is particularly uncertain because of nitrous oxide emissions
from agriculture.
 ETBE can provide an option to use ethanol in gasoline as an alternative to direct
ethanol blending. Fossil energy and GHG gains are commensurate with the amount of
ethanol used.
 Processes converting the cellulose of woody biomass or straw into ethanol are being
developed. They have an attractive fossil energy and GHG footprint.
 Potential volumes of ethanol and bio-diesel are limited. The cost/benefit, including cost
of CO avoidance and cost of fossil fuel substitution crucially depend on the specific 2
pathway, by-product usage and N O emissions. Ethanol from cellulose could 2
significantly increase the production potential at a cost comparable with more traditional
options or lower when using low value feedstocks such as straw.
 High quality diesel fuel can be produced from natural gas (GTL) and coal (CTL). GHG
emissions from GTL diesel are slightly higher than those of conventional diesel, CTL
diesel produces considerably more GHG
 In the medium term, GTL (and CTL) diesel will be available in limited quantities for use
either in niche applications or as a high quality diesel fuel blending component.
 New processes are being developed to produce synthetic diesel from biomass (BTL),
offering lower overall GHG emissions, though still high energy use. Such advanced
processes have the potential to save substantially more GHG emissions than current
bio-fuel options.
 BTL processes have the potential to save substantially more GHG emissions than
current bio-fuel options at comparable cost and merit furthe

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