{"id":12128,"date":"2018-07-05T11:15:07","date_gmt":"2018-07-05T09:15:07","guid":{"rendered":"http:\/\/www.sprint-project.com\/?p=12128"},"modified":"2024-02-29T17:49:42","modified_gmt":"2024-02-29T16:49:42","slug":"la-fin-annoncee-du-diesel","status":"publish","type":"post","link":"https:\/\/www.sprint-project.com\/en\/avis-dexpert\/2018\/07\/la-fin-annoncee-du-diesel\/","title":{"rendered":"Is the announced end of diesel and the development of gas fuel an opportunity for road hauliers?"},"content":{"rendered":"

ENOSIS is a start-up that designs and markets equipment for the production of renewable methane by biological methanation, from carbon dioxide. Gateways between the electricity network and the gas network, this equipment also makes it possible to provide support services to the electricity network (frequency balancing, storage of surplus renewable electricity). ENOSIS was selected by the European Institute of Innovation and Technology (EIT), as part of its INNOENERGY community.<\/em><\/p>\n

Following \u201cdieselgate\u201d, which revealed the inadequacy of measures to reduce emissions of nitrogen oxides and fine particles, harmful to air quality, sales of diesel passenger cars continue to decline . Some manufacturers are now questioning the future of the technology, at least in Europe: Toyota will no longer sell diesel cars there from the end of 2018, Volvo should stop production in 2019, Fiat Chrysler by 2022, Peugeot in 2025, Renault Nissan would also consider it.<\/p>\n

At the same time, but without necessarily concluding a causal relationship, the implementation of new tax and regulatory dynamics is accelerating, not without consequences for road freight transport.<\/p>\n

To facilitate the achievement of greenhouse gas emissions reduction objectives and combat global warming, regulatory carbon pricing tools have been created. In France, this is the carbon component of internal consumption taxes (TICPE, TICGN). It modulates the taxation of different products according to carbon dioxide (CO) emissions.2<\/sub>). The 2015 energy transition law for green growth (TEPCV) had set a target with a rate defined at 39 euros per tonne of CO2<\/sub> in 2018, 56 euros in 2020 and 100 euros in 2030. In 2017, the State announced an acceleration of the trajectory with 44.6 euros per ton in 2018, 65.4 euros in 2020 and 86.2 euros in 2022. The TICPE linked to diesel thus increases from 59 c\u20ac per liter in 2018 to 70 c\u20ac in 2020 and 78 c\u20ac in 2022; i.e. growth of 32% between 2018 and 2022.<\/p>\n

At the same time, to preserve the environment and air quality, local measures are increasing. 1er<\/sup> January 2018, Brussels banned the circulation of older diesel vehicles in its 19 municipalities. The Federal Administrative Court of Leipzig ruled, on February 27, 2018, that large German cities had the right to gradually ban the circulation of polluting diesel vehicles: the measure is applied in Stuttgart and D\u00fcsseldorf. Athens and Madrid have announced the banning of diesel in 2025; Rome and Paris in 2024.<\/p>\n

These traffic restriction measures can complement, or already integrate, restricted traffic zones (ZCR). There are more than 200 in Europe. In France, the TEPCV Law offers the possibility to communities that wish to set up these zones on all or part of their territory, in order to protect the health of their population. Vehicles circulating in ZCRs must be provided with an air quality certificate, allowing the authorities to adjust the applicable traffic and parking provisions, depending on the certificate granted. Vehicles are divided into 6 classes. Class 6 corresponds to the most polluting vehicles; diesel vehicles put into circulation in the period 2006-2010 respecting the EURO 3 standard fall under 3nd<\/sup> class ; diesel vehicles put into circulation from 2011 respecting EURO 5 and 6 standards fall under 2nd<\/sup> class ; the gas and plug-in hybrid vehicles of the 1st<\/sup> class ; electric and hydrogen vehicles benefit from a specific class. ZCRs are multiplying in France: Grenoble and its metropolis, Lille and its metropolis, Lyon and Villeurbanne, Paris, Strasbourg and its metropolis, Toulouse, have adopted the system. It should extend to around fifteen urban areas (Bordeaux, Marseille-Aix-en-Provence, Montpellier, etc.).<\/p>\n

Two major consequences can therefore be envisaged in the short term for road transport of goods: an increase in fuel costs with the increase in diesel taxation, which is added to variations in the price of oil; depending on local traffic restrictions, increasing difficulties in accessing urban distribution centers (CDU) and chargers with diesel vehicles, the main risk.<\/p>\n

In this context, what energy vector should be considered to replace diesel for road freight transport?<\/p>\n

Electric vehicles, equipped with batteries or hydrogen-powered fuel cells, are under development. Their use emits no CO2<\/sub> or air pollutants. The manufacturers are announcing the launch of the first examples on the market by 2020: Mercedes, a battery-powered heavy-duty vehicle for short-distance travel (200 km); Volvo Trucks and its subsidiary Renault Trucks, a range of battery-powered vehicles from 12 to 19 tonnes dedicated to urban mobility; Tesla, a battery-powered semi-trailer claiming 800 km of autonomy; Nikola Motor, a fuel cell truck with 1,200 km of autonomy. The availability, in 2020, of a complete commercial offer nevertheless seems ambitious given the outstanding questions: the qualification, with sufficient feedback, of the behaviour of the equipment; battery recycling management; the availability of supply infrastructure, in particular for hydrogen (20 stations currently available in France); the capacity of the electricity network to accept these new applications without significant additional cost; the availability of maintenance infrastructure.<\/p>\n

Vehicles running on CNG (natural gas vehicle) are already available. Adapted to circulation over medium and long distances (600 to 1,000 km), they complement a large part of the electrical offer.<\/p>\n

NGV helps reduce CO emissions2<\/sub>, nitrogen oxides and particles compared to diesel (respectively 10%, 85% and 95%).<\/p>\n

CNG does not require the implementation of a complex infrastructure: used in the liquid state in the form of LNG (liquefied natural gas), it is distributed by refueling stations supplied by trucks from gas terminals; used in the gaseous state in the form of CNG (compressed natural gas), it is distributed by stations connected to the existing natural gas network. Today, 82 CNG stations and 23 LNG stations are active in France; 70 are planned.<\/p>\n

CNG carburetion, which is used by more than 13 million vehicles around the world, has reached a high degree of maturity. If the supply remains less extensive than that of diesel, the growth of the market encourages manufacturers (Iveco, Mercedes, Scania, Volvo) to develop CNG vehicles for road transport of goods. Their cost of ownership (TCO) is now competitive, especially as systems support the structuring of the sector. In France, the TICGN relating to CNG is frozen until 2022 at the 2017 rate; any acquisition, before 2020, of CNG rolling stock is subject to additional depreciation of 40%. Under these conditions, in 2018, assuming the price of a liter of diesel equal to 1.15 euros (including the TICPE of 0.59 euros) and the price of a kg of NGV at 0.85 euros, taking into account partial recovery of the TICPE on diesel, the TCO of a 26 ton CNG tractor doing 80,000 km per year is 3% lower than that of a comparable diesel vehicle. In 2020, with a price per liter of diesel at 1.43 euros (including the TICPE of 0.70 euros) and a price per kg of CNG at 1.02 euros, after an increase in the price of oil, the TCO modeling leads with a difference of 8% to the advantage of CNG. This gap widens with increasing mileage.<\/p>\n

In its bio-NGV form, the renewable 100% version obtained from biomethane, NGV has an environmental impact similar to that of electric solutions. Compared to diesel, bio-NGV reduces CO2<\/sub> emissions of 97%, nitrogen oxides of 90% and particles of 100%.<\/p>\n

Biomethane is therefore essential to achieve clean mobility objectives. If its challenges are specific, it is necessary to go further and faster to develop its production. Biomethane is a derivative of biogas or syngas, gas resulting from the transformation of biowaste. Biogas contains a significant portion of CO2<\/sub>, which must be eliminated to obtain biomethane. Using a specific process, methanation, the production of biomethane can be almost doubled by transforming the CO2<\/sub> fraction biogas. The operation consists of reacting the CO2<\/sub> with hydrogen, which can itself be obtained from renewable electricity (we speak of Power-to-Gas architecture). When surplus renewable electricity is used, the installation acts as a storage device for renewable electricity. A bridge between the electricity network and the gas network, methanation is a building block of intelligent energy networks. To reduce production costs, equipment can be pooled to produce both bio-NGV and hydrogen fuel. If the production costs of biomethane generally remain high, the sector is working to reduce them to achieve parity with the prices of natural gas of fossil origin, adjusted for carbon pricing.<\/p>\n

But how can we recognize biomethane molecules once mixed with natural gas of fossil origin in gas networks? Biomethane producers issue certificates of origin, transferred to the gas supplier when it purchases the biomethane. It is the acquisition of these certificates from the supplier by the end user which allows the latter to attest to the renewable origin of the gas they consume. On this subject, the example of AUDI is interesting. As part of its obligations to reduce CO2<\/sub> emissions of its vehicles, the group is developing CNG engines. To ensure control of certificates of origin, AUDI has invested in Power-to-Gas biomethane production units in Germany. By providing its customers with cards allowing them to refuel with CNG at several service station networks, AUDI can link the quantity of biomethane it produces by recycling CO2<\/sub> and the quantity of gas consumed by its customers, that is to say, to measure its environmental impact.<\/p>\n

For gas suppliers, the sale of NGV and bio-NGV to road freight carriers is a major growth driver. While the consumption of their residential and tertiary customers is set to decrease significantly, due to the improvement in the energy efficiency of buildings, road hauliers constitute a substitute market. Furthermore, allowing the substitution of petroleum fuels, the valorization of biogas and syngas in the form of bio-NGV is the most virtuous. This is indeed an opportunity for companies in the road transport sector, which benefit from significant negotiating power over NGV and bio-NGV supply conditions. These conditions include the purchase of gas, certificates of origin and, where applicable, like American operators such as Ryder or Paper Transport Inc., the acquisition or rental of refueling stations within CDU. Road freight carriers thus have a strategic lever to reduce the TCO of their CNG vehicles and acquire guarantees of origin at the best price which will allow them to certify the renewable nature of the fuels they consume.<\/p>\n

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Read all the \u00ab Expert Opinion \u00bb articles on the SprintProject\u00a0<\/em>blog<\/a><\/p>","protected":false},"excerpt":{"rendered":"

ENOSIS is a start-up that designs and markets equipment for the production of renewable methane by biological methanation, from carbon dioxide. Gateways between the electricity network and the gas network, this equipment also makes it possible to provide support services to the electricity network (frequency balancing, storage of surplus renewable electricity).\u2026<\/p>","protected":false},"author":3,"featured_media":17295,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"inline_featured_image":false,"footnotes":""},"categories":[6],"tags":[68,69,70,71,72],"class_list":["post-12128","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-avis-dexpert","tag-biomethane","tag-dieselgate","tag-enosis","tag-loi-tepcv","tag-transport-routier"],"acf":[],"_links":{"self":[{"href":"https:\/\/www.sprint-project.com\/en\/wp-json\/wp\/v2\/posts\/12128","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.sprint-project.com\/en\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.sprint-project.com\/en\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.sprint-project.com\/en\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/www.sprint-project.com\/en\/wp-json\/wp\/v2\/comments?post=12128"}],"version-history":[{"count":1,"href":"https:\/\/www.sprint-project.com\/en\/wp-json\/wp\/v2\/posts\/12128\/revisions"}],"predecessor-version":[{"id":19257,"href":"https:\/\/www.sprint-project.com\/en\/wp-json\/wp\/v2\/posts\/12128\/revisions\/19257"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.sprint-project.com\/en\/wp-json\/wp\/v2\/media\/17295"}],"wp:attachment":[{"href":"https:\/\/www.sprint-project.com\/en\/wp-json\/wp\/v2\/media?parent=12128"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.sprint-project.com\/en\/wp-json\/wp\/v2\/categories?post=12128"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.sprint-project.com\/en\/wp-json\/wp\/v2\/tags?post=12128"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}