Julia Hansson

The prospects for large-scale import of biomass and biofuels into Sweden - a review of critical issues

Sweden is one of the biggest consumers of both domestic and imported biofuels in the EU. This paper evaluates the prospects for an increased and large-scale import of biofuels to Sweden in the future. The parameters included are prospective Swedish and global biofuel supply and demand, the cost, energy input and environmental impact of long-distance biofuel transport as well as the capacity of global freight and of Swedish ports to handle increased biofuel flows. The Swedish bioenergy potential seems large enough to accommodate a substantial increase in the domestic use of biofuels. However, an extensive import of biofuel feedstock would be needed for a prospective Swedish biofuel industry to be able to export substantial volumes of biofuels. The costs, including transport, of imported biofuels from regions, where the assessed potential supply of biomass are higher than the estimated future regional demand, are estimated to be equivalent to or lower than current costs of domestic biofuels. But the price is dependent on future competition for biofuels as well as freight and port capacity. Current specialization at Swedish ports may in the short term be an obstacle to a rapid increase in biofuel import. The energy input in long-distance biofuel transport is estimated to be low. However, to make large-scale biofuel trade flows acceptable special attention needs to be paid, e.g., to the impact on biodiversity and socioeconomic conditions in the exporting countries.

Addressing positive impacts in social LCA-discussing current and new approaches exemplified by the case of vehicle fuels

PurposeThis paper seeks ways to address positive social impacts in social life cycle assessment (SLCA) and attempts to answer two questions: How can the SLCA methodology be improved in order to systematically identify all potential positive impacts in the supply chain? How can positive impacts be taken into consideration along with negative impacts in SLCA? In order for SLCA to be an attractive tool, it needs to provide users with the possibility to include positive impacts, not as variables stipulating lack of negative impacts but rather as fulfilment of positive potentials.MethodsBy scrutinising the social impacts addressed in the SLCA UNEP/SETAC Guidelines today and reviewing approaches for positive impacts in other research fields, a developed approach to capture and aggregate positive social impacts in SLCA is proposed. To exemplify the application, the case of vehicle fuels is used to investigate the possibilities of addressing positive impacts in SLCA. This includes a literature review on potential positive social impacts linked to vehicle fuels.Results and discussionThe subcategories in the SLCA Guidelines are proposed to be divided into positive and negative impacts and complemented with some additional positive impacts. Related indicators are proposed. A draft approach for assessing positive impacts is developed where the proposed indicators are categorised in four different levels, from low to very high potential positive impact. The possibility to aggregate positive social impacts is discussed. Besides multi-criteria decision analysis (MCDA), few useful ideas for aggregating positive impacts in SLCA were found in the literature that mostly focused on surveys and monetarisation. Positive social impacts linked to vehicle fuels (fossil fuels and biofuels) are identified, and the proposed approach is schematically applied to vehicle fuels.ConclusionsThe SLCA methodology may be refined in order to better identify and assess positive impacts, and approaches developed for capturing and aggregating such impacts are proposed. Challenges of aggregating positive and negative social impacts still remain. The knowledge on social impacts from vehicle fuels could be improved by applying the proposed approach. However, the approach needs more development to be practically applicable.

The potential for electrofuels production in Sweden utilizing fossil and biogenic CO2 point sources

This paper maps, categorizes, and quantifies all major point sources of carbon dioxide (CO2) emissions from industrial and combustion processes in Sweden. The paper also estimates the Swedish technical potential for electrofuels (power-to-gas/fuels) based on carbon capture and utilization. With our bottom-up approach using European data-bases, we find that Sweden emits approximately 50 million metric tons of CO2 per year from different types of point sources, with 65% (or about 32 million tons) from biogenic sources. The major sources are the pulp and paper industry (46%), heat and power production (23%), and waste treatment and incineration (8%). Most of the CO2 is emitted at low concentrations ( 90%, biofuel operations) would yield electrofuels corresponding to approximately 2% of the current demand for transportation fuels (corresponding to 1.5–2 TWh/year). In a 2030 scenario with large-scale biofuels operations based on lignocellulosic feedstocks, the potential for electrofuels production from high-concentration sources increases to 8–11 TWh/year. Finally, renewable electricity and production costs, rather than CO2 supply, limit the potential for production of electrofuels in Sweden.

How is biodiversity protection influencing the potential for bioenergy feedstock production on grasslands

Sustainable feedstock supply is a critical issue for the bioenergy sector. One concern is that feedstock production will impact biodiversity. We analyze how this concern is addressed in assessments of biomass supply potentials and in selected governance systems in the EU and Brazil, including the EU Renewable Energy Directive (RED), the EU Common Agricultural Policy (CAP), and the Brazilian Forest Act. The analysis focuses on grasslands and includes estimates of the amount of grassland area (and corresponding biomass production volume) that would be excluded from cultivation in specific biodiversity protection scenarios. The reviewed assessments used a variety of approaches to identify and exclude biodiverse grasslands as unavailable for bioenergy. Because exclusion was integrated with other nature protection considerations, quantification of excluded grassland areas was often not possible. The RED complements and strengthens the CAP in terms of biodiversity protection. Following the RED, an estimated 39%–48% (about 9–11 Mha) and 15%–54% (about 10–38 Mha) of natural and non‐natural grassland, respectively, may be considered highly biodiverse in EU‐28. The estimated biomass production potential on these areas corresponds to some 1–3 and 1.5–10 EJ/year for natural and non‐natural grassland, respectively (depending on area availability and management intensity). However, the RED lacks clear definitions and guidance, creating uncertainty about its influence on grassland availability for bioenergy feedstock production. For Brazil, an estimated 16%–77% (about 16–76 Mha) and 1%–32% (about 7–24 Mha) of natural and non‐natural grassland, respectively, may be considered highly biodiverse. In Brazil, ecological–economic zoning was found potentially important for grassland protection. Further clarification of grassland definitions and delineation in regulations will facilitate a better understanding of the prospects for bioenergy feedstock production on grasslands, and the impacts of bioenergy deployment on biodiversity.

A COMPARATIVE ASSESSMENT OF CURRENT AND FUTURE FUELS FOR THE TRANSPORT SECTOR

To facilitate the transition to a sustainable and less fossil dependent transport sector in the short to medium term, the current fuel mix needs to be enriched with renewable fuel alternatives. The present work aims to assess and highlight the opportunities for current and future biomass based fuels to be utilized. Seven fuels and fuel blends fulfilling the EN590 diesel fuel standard have been selected and are compared using qualitative and quantitative criteria covering technical, environmental and economic attributes of the fuels. Mature fuels such as dimethyl-ether (DME) and hydrotreated vegetable oils (HVO) are ranked higher in the assessment due to the increased possibility for environmental gains at moderate costs. For future fuels to be competitive stricter regulation in terms of GHG emissions savings are needed.