Storskalaprojekt med forsyning af AFME biodiesel i ... - Trafikstyrelsen

tanks as well as for a screening of microbial growth. A low water and bacteria level
was observed, but nothing critical. New procedures for bacteria testing are demanded
as there have been increased problems with microbial growth in tanks from other
countries, where bio-components are mixed with fossil fuels. Good tank management
is very important; water and sediments in the tanks must be avoided.
Respect to competition rules has meant that purchasing of fuel has been carried out
decentrally in the individual oil companies. The project has given the companies
experience with respect to purchasing of bio-components and as an extension of this,
they are better prepared for co-ordination of exchange agreements etc in the future
where many different bio-components will in all probability be used. Again, the
interaction of components will play a role as will sustainability criteria for the
individual biofuels and companies’ strategies for maintenance of their responsibilities
with respect to legal requirements for promotion of biofuels. Biodiesel in the test is
accounted after the market index, which has varied considerably during the test
period. This has also given the partners an understanding of the mechanisms which
are involved in defining market prices for biofuels.
Follow up evaluations have shown that the communication campaign run has been
effective and sufficient, and there have been very few contacts or questions relating to
the product itself. There is a need to communicate more effectively concerning car
makers’ use of the word biodiesel. Manufacturers such as Ford, Mercedes, SEAT,
Skoda and VW refer in vehicle manuals etc that certain vehicles are not able to drive
on biodiesel. According to the Danish importers, this refers to the pure biodiesel B100.
Communication to boat owners is also important with respect to a future use of
biofuels, as boat engines are more at risk from microbial growth – the so-called
“diesel plague”, usually caused by a build up of condensation in the motor, during the
winter months when the boat is not used, leading to potential bacterial growth.
A relatively large proportion of bus passengers have noticed that buses in Aarhus
drove on biodiesel fuel. On being asked, all bus passengers were positive towards the
action. It was slightly surprising that those who had the largest transport
requirements were most prepared to pay for a less environmentally damaging fuel.
The same tendency could also be observed among motorists. The question remains
however, whether the intention will also be confirmed in reality.
The project has been interesting for journalists, not least from the popular notion of
putting dead animals into the fuel tank. A search at the end of November 2009,
showed over 240 printed articles as well as radio and TV information.
Implementation of the project has led to a saving of approximately 6800 tonnes CO2
in the region of Central Denmark. The saving corresponds to 0.06% of the Danish
transport sectors total emissions. If Daka’s biodiesel was used as a substitute for all
fossil fuel in the transport sector the saving would be 124.000 tonnes CO2 or roughly
1% of the total emissions from transport. Based on the project’s total cost of ca. kr.
17 million, this suggests a price of kr. 2.500 per ton CO2 saved. Without investments
in plant storage facilities and other project specific costs for administration etc, the
price per ton reduced CO2 falls to ca. kr. 1.100. Further optimisation of the base diesel
is expected to bring this cost down further. This is a high replace cost generally, but
cheap and competitive compared with other CO2 reducing actions in the transport
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