8 Logistics & Transport NZ
The very obvious first step is a research and development project to develop a National Information Artificial Intelligence (NIAI) for freight demand. The concept is that the data for all receipt of goods is collected and mapped over the country. This information is mapped out to show the demands for goods and products. It is used to firstly set up the national freight grid where producers bid to meet demand and the artificial intelligence optimises the logistics, consolidates the freight, selects the closest source and the most efficient modes, sets up the intermodal connections and dispatches, tracks and records the receipt of the freight. Incentives are available for development of small businesses to meet demand locally, which can be driven by the NIAI demand map. Government puts maximum investment into building an extensive national electric rail network with total connectivity to ports. An entrepreneur develops tracking and packing pods. Corporations increase investment in coastal shipping as it becomes the preferred mode for centre-to-centre trade. De-Value taxes are added to imported products according to their packaging intensity and product life. We only have two hours left in day three – can we get our projects over the line? The InTIME Team race to complete the final step. Now we must critically consider where all of this innovation in the national freight grid, the NIAI, and investment in networked rail and coastal shipping would lead us. Would it create enterprise and good work? Would it provide for needs? Would it grow the wellbeing economy while driving down the oil use? Would it reduce reliance on imported trucks and oil and grow local capability and productivity? We say yes. The InTIME Team has identified next steps that are practical and immediately do-able. Importing outrageously costly, and unproven hydrogen trucks and electrolysers, or committing to biofuel targets would lock in the business as usual for another political cycle. That would not be the preferred option. Note: InTIME Team with Professor Susan is a proposed BBC TV show, following the formula of the famous British television programme, Time Team with Tony Robinson (1994-2014).10 S. Krumdieck (2019) Transition Engineering, Building a Sustainable Future, CRC Press, 254p. 2 www.canterbury.ac.nz/epecentre/research-and-innovation/professionaldevelopment/ 3 www.kiwirail.co.nz/our-story/history/ 4 R. Paling, M. King (2019) National Freight Demand Study, Ministry of Transport 5 S. Page, S. Krumdieck (2009) System-Level energy efficiency is the greatest barrier to development of the hydrogen economy, Energy Policy, 37(9): 33253335 6 S.C. Page, A.G. Williamson, I.G Mason (2009) Carbon capture and storage: Fundamental thermodynamics and current technology, Energy Policy, 37(9): 3314-3324 7 S. Krumdieck, S. Page (2013) Retro-analysis of liquid bioethanol and bio-diesel in New Zealand, Energy Policy, 62: 363-371 8 www.csrf.ac.uk/2018/06/should-lorries-be-powered-by-hydrogen/ 9 A. Jackson, T. Jackson (2021) Modelling energy transition risk: The impact of declining energy return on investment (EROI), Ecological Economics, 185: 107023 1
www.youtube.com/channel/UCvmEISc6e4tLwn8TyS14ncw
10
Dr. Susan Krumdieck
is a Professor of Mechanical Engineering and Chair in Energy Transition Engineering at the Heriot-Watt University, in Edinburgh, Scotland.
BY SHEENA THOMAS
Biofuels: The immediate option to decarbonise transport YOU HAVE PROBABLY HEARD THE WORD “BIOFUELS” MORE IN THE LAST FOUR MONTHS THAN YOU HAVE IN THE PRECEDING FOUR YEARS. Ever since the Government agreed “in principle” to a biofuels mandate (https://bit.ly/3fllGV4) and the Climate Change Commission released its draft advice (https://bit.ly/3vopBpJ), biofuels are finally having a moment in the spotlight and being recognised as a meaningful part of the decarbonisation puzzle, alongside electrification, and hydrogen in the medium to longer term. This is not the first time a biofuels mandate has been floated in New Zealand. In 2008, the Clark Government introduced a biofuels sales obligation – basically a mandate that would require 3.4 per cent of total fuel sold to be biofuel by 2012. As it was pointed out during the announcement, had the 2008 sales obligation remained in place, New Zealand would have reduced emissions from transport by over six million tonnes by now. But what exactly are biofuels, is it safe for my engine and is it actually better for the environment are all questions that we often get asked. There are all sorts of different terms used to describe different types of biofuels, but here are the key things you need to know.
Types of biofuels, feedstocks and technology Biofuels are made from bio-based materials and generally fall into two broad categories: “Conventional” and “Advanced”. Even these terms are used slightly differently internationally, but for the purposes of clarity, Conventional biofuels usually refer to established processes that produce biofuels that are subject to a “blend wall” because they still contain some oxygen molecules. This means that they must be blended with fossil fuel or its equivalent “renewable fuel” counterpart. Over the years, safe limits have been established and approved by original engine manufacturers (OEM). Typical examples of conventional biofuels include fatty acid methyl-esters, biodiesel, and ethanol. Which brings us to Advanced biofuels. Advanced biofuels are made using more recent, more complex processing that typically requires hydrogenation. These biofuels are often called “renewable”, so usually referred to as “renewable diesel”, “renewable petrol”, and “sustainable aviation fuel (SAF)”. These fuels are hydrocarbons, effectively molecularly identical to their fossil-based counterparts, which is why they can be safely blended with conventional biofuels. While there are some
