INDHOLD

Virksomhedernes og Instituttets ikke offentliggjorte viden i form af knowhow, ikke offentliggjorte eller offentliggjorte opfindelser eller anden særlig viden, som Virksomhederne og Instituttet har gjort hinan- den bekendt med, eller som stilles til rådighed med henblik på udførelse af Projektet.

Skrivelsen fra Det Energiteknologiske Udviklings- og Demonstrationsprogram (EUDP), jf. bilag 2.3. Enhver reference til Bevillingstilsagnet inkluderer

en reference til dens bilag.

Bevillingsgiver

Underskriver af Bevillingstilsagnet.

Erhvervshemmeligheder	Fortrolig viden og information af såvel teknisk, forskningsmæssig som kommerciel art, herunder bl.a. Baggrundsviden, Forgrundsviden, Projektbe- skrivelsen, biologiske reagenser, tegninger, doku- menter, programmer, formler, metoder, analysere- sultater og know-how i øvrigt, som modtages af en Part i forbindelse med Forskningsprojektet, og hvor det skriftligt er angivet, at materialet er fortro- ligt, eller dette i øvrigt fremgår af omstændighe- derne.
Forgrundsviden	Al den viden som genereres under samarbejdet om Projektet, uanset om denne viden er skabt af Instituttet eller af Virksomhederne.
Projektet	Det mellem Instituttet og Virksomhederne aftalte Projekt beskrevet i bilag 1.A.
Projektansvarlige	De af Parterne udpegede projektansvarlige angi- vet i bilag 1.A.
Projektlederen	Den af Bevillingsgiver i Bevillingstilsagnet udpe- gede projektleder.
Udførende Institutioner
	Dansk Metanol Forening, HMK Bilcon, Teknolo- gisk Institut, Circle-K, OK a.m.b.a, Scantune, FDM, Skanderborg Kommune, Københavns Kommune og Go’on gruppen.
Udstyr	Alle materialer, såvel tekniske som ikke tekniske, herunder data, apparater, maskiner, materialeprø- ver, forsøgsdyr, reagenser mv.

2 SAMARBEJDETS BAGGRUND OG FORMÅL

2.1 Parterne har hver for sig opbygget en særlig ekspertise inden for mobilitet. Parterne har en fælles interesse i at udvide deres viden inden for det fagområde, som Projektet vedrører, gennem forskning.

2.2 Parterne har på denne baggrund valgt at indgå nærværende Aftale, der regulerer Projektets udførelse, finansiering samt fordeling af rettigheder. Ved indgåelsen af denne Aftale forplig- ter Parterne sig til at samarbejde om at gennemføre Projektet på de betingelser og vilkår, der er angivet i Aftalen. Xxxxxxxx, men ikke begrænset hertil, anerkender og accepterer Xxxxxxxx udtrykkeligt, at de sammen har en forpligtelse i henhold til de relevante bestem- melser i Bevillingstilsagnet til at indlevere rapporter (halvårsrapporter og slutrapport) til Be- villingsgiver udarbejdet i overensstemmelse med kravene i Bevillingstilsagnet. Med henblik på at sikre Projektet økonomisk, har Parterne ansøgt Bevillingsgiver om medfinansiering, jf. bilag 2.2.

2.3 Bevillingsgiver har givet tilsagn om medfinansiering, som angivet i Bevillingstilsagnet, jf. bilag

2.3. Alle Parterne anerkender og accepterer at være bundet af bestemmelserne i Bevillings- tilsagnet.

3 ØKONOMI

3.1 Parterne har sammen udarbejdet et budget for Projektet, jf. bilag 2.4.

3.2 Såfremt det mellem Parterne aftalte budget ikke kan overholdes, og det ikke skyldes fejl eller forsømmelser fra en af Parternes side, foretager Parterne i fællesskab en fornyet vurdering af Projektet og omkostningerne til Projektets færdiggørelse. Parterne træffer herefter beslut- ning om, hvorvidt Projektet skal føres til ende med en yderligere arbejdsindsats, et højere kontantbidrag mv. eller indstilles på det foreliggende grundlag.

3.3 Projektlederen er bemyndiget til at modtage fondsmidler fra Bevillingsgiver, og ansvarlig for at distribuere fondsmidler, der er udbetalt i overensstemmelse med Bevillingstilsagnet, til de respektive Parter i overensstemmelse med denne Aftale. Projektlederen er i intet tilfælde forpligtet til at betale beløb, der ikke er modtaget fra Bevillingsgiver. Parterne skal fremsende beskrivelse af og dokumentation for afholdte udgifter til Projektlederen. Betaling af afholdte udgifter sker bagudrettet og efter, at Bevillingsgiver har godkendt og betalt de pågældende udgifter.

3.4 Alle betalinger, herunder betalinger i henhold til budgettet, skal ske senest 60 dage efter påkrav, medmindre forfaldsdagen i forvejen er fastsat. Ved for sen betaling, betales mora- renter fra sidste rettidige betalingsdag, til betaling sker, med den til enhver tid efter rentelo- ven fastsatte rentesats.

4 PROJEKTANSVARLIGE

4.1 Parterne har hver især udpeget en Projektansvarlig.

De Projektansvarlige samt de øvrige af Parterne anvendte profiler på Projektet er angivet i bilag 1.A.

4.2 De Projektansvarlige har det daglige ansvar for ledelsen og gennemførelsen af Projektet. De Projektansvarlige fastsætter selv reglerne for de Projektansvarliges møder, herunder mø- deindkaldelser, kommunikation mv.

4.3 Det er en væsentlig forudsætning for alle Parter, at de Projektansvarlige deltager i gennem- førelsen af Projektet. Den enkelte Part er ikke berettiget til at udskifte den af Parten udpe- gede Projektansvarlige uden de andre Parters samtykke, medmindre udskiftningen skyldes en sagligt begrundet opsigelse, at en Projektansvarlig fratræder sin stilling hos Parten efter egen opsigelse, bliver uarbejdsdygtig i længere tid eller afgår ved døden.

4.4 Bortset fra de Projektansvarlige skal Parterne være berettigede til at udskifte medarbejdere i Projektet, såfremt dette kan ske uden ulempe for Projektets gennemførelse og uden væ- sentlig overskridelse af fastsatte tidsfrister. Parterne skal tidligst muligt informere hinanden om de påtænkte udskiftninger.

5 RETTIGHEDER

5.1 Ejendomsretten til Baggrundsviden forbliver hos den Part, der har genereret eller er indeha- ver af den pågældende Baggrundsviden.

5.2 Hver Part har ejendomsret til den Forgrundsviden, som Parten har skabt under samarbejdet om Projektet.

5.3 Forgrundsviden, der er skabt af Parterne i fællesskab, tilhører Parterne i et formueretligt sameje, hvor hver Parts ideelle andel svarer til Partens forholdsmæssige intellektuelle bidrag til den skabte Forgrundsviden. Kan dokumentation for Parternes respektive bidrag ikke tilve- jebringes, ejer Parterne lige store andele af samejet. Parterne skal i forbindelse med opstå- elsen af fælles Forgrundsviden aftale de nærmere vilkår for samejet. Dispositioner over fæl- les Forgrundsviden kræver enighed mellem Parterne.

Hver Part er forpligtet til at træffe de foranstaltninger, som er nødvendige for at erhverve al Forgrunds- eller Baggrundsviden fra de personer, som er allokeret til Projektet af den på- gældende Part.

5.4 Parterne giver i Projektets løbetid hinanden vederlagsfri, ikke-eksklusiv ret til at benytte de- res respektive Baggrundsviden og Forgrundsviden med henblik på udførelse af Projektet. Adgangsretten er udelukkende knyttet til arbejdet i forbindelse med Projektet og må ikke udnyttes kommercielt eller overdrages til tredjemand.

5.5 Parterne er endvidere berettigede til at udnytte al Forgrundsviden i videnskabelig sammen- hæng, herunder til undervisningsformål samt i forbindelse med forskningsaktiviteter, der ud- føres alene eller i samarbejde med tredjemand dog således, at tredjemand ikke opnår direkte adgang til den Forgrundsviden, der tilhører de andre Parter.

5.6 Uanset reguleringen i punkt 5 anerkender og accepterer Xxxxxxxx, at Bevillingsgiver er be- rettiget til vederlagsfrit at anvende og offentliggøre rapporter, projektresultater og materiale

m.v. i det i Bevillingstilsagnet anførte omfang.

6 HÅNDHÆVELSE AF RETTIGHEDER TIL FORGRUNDSVIDEN

6.1 Hver Part har en eksklusiv ret til at påtale krænkelser af Partens Forgrundsviden. Alle om- kostninger i forbindelse hermed bæres af Parten selv, og eventuelle erstatninger, kompen- sationsbeløb eller omkostninger modtaget af Parten i forbindelse hermed tilkommer Parten.

7 UDSTYR

7.1 Udstyr, som en Part stiller til rådighed for de andre Parter til brug for Projektet, forbliver førstnævnte Parts ejendom og må kun anvendes af de andre Parter i forbindelse med Pro- jektet. Efter Aftalens ophør bortfalder brugsretten, og Udstyret skal tilbageleveres til den Part, der har stillet Udstyret til rådighed.

7.2 I tilfælde af at en Part låner Udstyr af en anden Part, er den lånetagende Part ansvarlig for eventuelle skader, der opstår som følge af fejlbetjening eller lignende, og er forpligtet til at tegne behørig forsikring til dækning heraf.

8 OVERDRAGELSE AF AFTALEN TIL TREDJEMAND

8.1 Rettigheder og pligter i henhold til Aftalen kan ikke overdrages til tredjemand, bortset fra tilfælde af struktur- eller kompetenceomlægninger eller lignende inden for den offentlige forskningssektor, og bortset fra tilfælde af fusion eller spaltning eller overdragelse til anden virksomhed inden for samme koncern eller til tredjemand ved dennes overtagelse af en Virk- somheds aktiver og passiver, helt eller delvis, alt under forudsætning af, at Parternes ydelser efter Aftalen ikke påvirkes heraf.

9 HEMMELIGHOLDELSE

9.1 De Erhvervshemmeligheder, en Part på et hvilket som helst tidspunkt modtager fra eller på vegne af en anden Part, må alene udnyttes af eller på vegne af førstnævnte Part inden for rammerne af Projektets formål og kun i overensstemmelse med denne Aftale.

9.2 Parterne er forpligtede til at hemmeligholde alle Erhvervshemmeligheder modtaget før, i lø- bet af eller i forbindelse med Projektet, således at ingen Erhvervshemmeligheder hverken helt eller delvist, direkte eller indirekte på noget som helst tidspunkt kommer eller er i fare for at komme til tredjemands kundskab. Parterne skal sikre, at personer, som involveres i Projektet, pålægges samme hemmeligholdelsesforpligtelse som Parterne selv.

9.3 Hemmeligholdelsespligten omfatter ikke sådanne Erhvervshemmeligheder, som

a. på tidspunktet for Partens modtagelse var lovligt offentliggjort eller på anden måde var lovligt tilgængelige for offentligheden;

b. efter Partens modtagelse er blevet lovligt offentliggjort eller er blevet tilgængelige for offentligheden på anden lovlig måde, uden at dette skyldes den modtagende Parts til- sidesættelse af hemmeligholdelsesforpligtelser under denne Aftale eller anden aftale mellem Parterne;

c. allerede på modtagelsestidspunktet var retmæssigt i den modtagende Parts besiddelse uden hemmeligholdelsesrestriktioner af nogen art;

d. er modtaget fra en tredjemand, som bevisligt fremstod som berettiget til at videregive informationen;

e. er udviklet uafhængigt af Projektet af den modtagne Part;

f. er eller bliver omfattet af love eller bekendtgørelser, offentligretlige afgørelser, domme, kendelser m.v., som pålægger den modtagende Part at videregive informationen helt eller delvist.

9.4 I tilfælde af uenighed mellem Parterne påhviler det den modtagende Part at bevise, at mod- taget materiale fuldt ud er omfattet af punkt 9.3 i denne Aftale.

9.5 Hemmeligholdelsespligten ophører tre (3) år efter, at Projektet er ophørt.

9.6 Uanset (i) at information omfattes af undtagelsesbestemmelserne i punkt 9.3 i denne Aftale, eller (ii) at hemmeligholdelsesperioden er udløbet, jf. punkt 9.5 i denne Aftale, er den mod- tagende Part ikke berettiget til at gøre brug af det modtagne materiale i strid med andre (herunder immaterielle) regler og aftaler mellem Parterne.

10 MISLIGHOLDELSE

10.1 I tilfælde af at en Part væsentligt eller gentagent misligholder sine forpligtelser efter Aftalen, og det forhold, der konstituerer misligholdelsen, ikke er blevet bragt til ophør inden for 14 dage efter opfordring hertil fra en Projektansvarlig, kan den Projektansvarlige indstille til Par- terne at hæve Aftalen over for den misligholdende Part. Beslutning om at hæve Aftalen over for en misligholdende Part kræver enstemmighed mellem de andre Parter.

10.2 Såfremt en Part hindres i at opfylde sine forpligtelser efter Aftalen som følge af udefrakom- mende, ekstraordinære forhold, som Parten ved Aftalens indgåelse ikke burde have forudset (force majeure), anses dette ikke for misligholdelse, men de andre Parter skal i sådanne tilfælde være berettiget til at opsige Aftalen over for den Part, der hindres i at opfylde sine forpligtelser, såfremt hindringen medfører væsentlig forsinkelse af Projektets gennemfø- relse. En forsinkelse på mere end 3 måneder i forhold til den af Parterne aftalte tidsplan, jf. bilag 1.A anses altid for væsentlig.

10.3 Såfremt Aftalen hæves over for en misligholdende Part, kan de andre Parter kræve det af misligholdelsen følgende tab erstattet efter bestemmelserne i punkt 11.

11 ERSTATNINGSANSVAR

11.1 Erstatningskrav fra Bevillingsgiver

11.1.1 I tilfælde af at Bevillingsgiver reducerer bevillingen eller har rejst et krav, inklusiv et krav om tilbagebetaling af udbetalt tilskud, mod en Part, der skyldes enten misligholdelse eller et andet forhold, jf. Bevillingstilsagnet i bilag 2.3., som Parten ikke er ansvarlig for, skal Parten være berettiget til at kræve kompensation (regres) for ethvert tab fra den/de mislighol- dende/ansvarlige Part(er).

11.2 Erstatningskrav Parterne imellem

11.2.1 Parterne giver ingen indeståelser og kan ikke gøres ansvarlige for, at deres ydelser til gen- nemførelse af Projektet fører til et bestemt resultat. Parterne skal udføre deres arbejde til Projektets gennemførelse efter bedste evne og under overholdelse af god skik for videnska- beligt arbejde.

11.2.2 En Part er erstatningsansvarlig efter dansk rets almindelige regler med de begrænsninger, der følger af dette punkt 11.

11.2.3 Parterne er ikke ansvarlige for, at den frembragte Forgrundsviden eller anvendte Baggrunds- viden er fejlfri eller kan anvendes til ethvert kommercielt eller industrielt formål.

11.2.4 Ingen af Parterne er erstatningsansvarlig for manglende opfyldelse af sine forpligtelser i hen- hold til Aftalen, såfremt den manglende opfyldelse skyldes force majeure, som angivet i punkt 10.2.

11.2.5 Bortset fra tilsidesættelse af pligten til Hemmeligholdelse jfr. punkt 9 eller i tilfælde af en Parts kommercielle udnyttelse af Forgrundsviden, omfatter en Parts erstatningspligt over for en anden Part ikke tab ved følgeskader så som produktionsforstyrrelser og andet driftstab, mistet omsætning/avance eller anden indirekte skade.

11.2.6 En Parts samlede erstatningsansvar er begrænset til den pågældende Parts andel af bud- gettet, jf. bilag 3.1, dog minimum DKK 500.000. Dette gælder dog ikke i tilfælde af grov uagtsomhed, forsæt eller objektivt ansvar.

11.2.7 Enhver Part, der udnytter Baggrundsviden eller Forgrundsviden ejet af en anden Part, er forpligtet til at skadesløsholde sidstnævnte Part for ethvert krav fra tredjemand vedrørende udnyttelsen. En Virksomhed, der udnytter Forgrundsviden erhvervet fra en Institution, kan ikke gøre den Institution, der har overdraget rettighederne til den pågældende Forgrundsvi- den, ansvarlig for en eventuel krænkelse af tredjemands rettigheder.

12 OFFENTLIGHED OM PROJEKTET

12.1 En Part må ikke uden skriftlig tilladelse fra en anden Part direkte eller indirekte henvise til den anden Part eller Partens medarbejdere i forbindelse med markedsføring af førstnævnte Part eller Partens produkter eller i øvrigt udnytte en anden Parts navn i kommercielt øjemed.

12.2 I det omfang en Part er retligt forpligtet til at offentliggøre oplysninger om privat medfinan- siering af Partens forskning, accepterer Parterne, at de krævede oplysninger offentliggøres i overensstemmelse med det relevante retsgrundlag.

12.3 Hver Part er berettiget til at offentliggøre sin egen baggrundsviden og Forgrundsviden. For- grundsviden, som to eller flere Parter ejer i fællesskab, kan alene offentliggøres efter skriftlig aftale med de øvrige Parter, der ejer den pågældende Forgrundsviden.

12.4 Offentliggørelse af viden skal altid ske med respekt for pligten til hemmeligholdelse i punkt 9.

13 AFTALENS KARAKTER – KONKURRENCEBEGRÆNSNINGER

13.1 Denne Aftale skaber ikke nogen juridisk person med Parterne som deltagere, og Parterne kan ikke forpligte hinanden over for tredjemand.

13.2 Parterne påtager sig ikke andre begrænsninger over for hinanden, herunder konkurrence- begrænsninger, end de begrænsninger, der udtrykkeligt fremgår af Aftalen.

14 ÆNDRING AF AFTALEN

14.1 Ændringer af Aftalen skal være skriftlige og være underskrevet af alle Parter.

14.2 Parterne vil være indstillet på en genforhandling af Aftalen, såfremt en Part kan godtgøre, at væsentlige og kendelige forudsætninger for Aftalens indgåelse er svigtet.

15 MEDDELELSER

15.1 Meddelelser i henhold til Xxxxxxx skal sendes til

• Instituttet

• Teknologisk Institut, Xxxxxxxxx Xxxx 00, 0000 Xxxxxx C

• Virksomhederne:

• Dansk Metanol Forening, Agro Food Park 13, 0000 Xxxxxx X

• Circle-K, Borgmester Xxxxxxxxxxxxx Xxxx 00,0000 Xxxxxxxxx SV

• Skanderborg Kommune,Fælled 1,8660 Skanderborg

• Scantune,Xxxxxxxxx 00,0000 Xxxxxx

• FDM,Xxxxxxxxxx 00,0000 Xxx Xxxxxx

• Københavns Kommune, Islands Brygge 37, 2300 København S

• OK Amba, Xxxxx Xxxxxxx 00, 0000 Xxxx J

• HMK Bilcon, Xxxxxxxxxx 000, 0000 Xxxxxxx

• Go’on Gruppen A/S, Xxxxx Xxxxx Vej 17B, 8660 Skanderborg

16 VARIGHED

16.1 Aftalen løber fra datoen for underskrivelse af Aftalen og ophører, bortset fra bestemmelser i Aftalen, som efter deres indhold rækker længere i tid, hvis den ophæves, eller når Projektet er afsluttet, jf. projektbeskrivelsen i bilag 1.A.

17 LOVVALG OG VÆRNETING

17.1 Enhver tvist mellem to eller flere af Parterne om forståelsen og gennemførelsen af denne Aftale skal afgøres efter dansk ret, idet dansk rets internationale privatretlige regler dog ikke finder anvendelse.

17.2 Før retsskridt tages, jf. punkt 17.3-17.7 skal de stridende Parter søge tvisten bilagt i minde- lighed.

17.3 Sager, der ikke vedrører Baggrundsviden, Forgrundsviden eller immaterielle rettigheder i øvrigt, afgøres ved de almindelige danske domstole.

17.4 Sager om Baggrundsviden, Forgrundsviden eller immaterielle rettigheder kan hver af de stri- dende Parter forlange afgjort endeligt ved voldgift efter Det Danske Voldgiftsinstituts regler for behandling af voldgiftssager, idet hver af de stridende Parter udpeger en voldgiftsmand, og Voldgiftsinstituttet udpeger voldgiftsrettens formand.

17.5 Voldgiftssagen skal finde sted i København, og processproget skal være dansk.

17.6 Parterne er ikke berettiget til at videregive oplysninger om såvel projektet som selve vold- giftssagen til tredjemand, herunder enhver afgørelse eller kendelse, medmindre de andre Parter i hvert enkelt tilfælde skriftligt har godkendt videregivelsen af sådanne oplysninger.

BILAG 1.A - PROJEKTBESKRIVELSE

1. Projektets udførelse og styring

Til at lede projektet har Parterne hver især udpeget følgende personer:

De Projektansvarlige	Part
Xxx Xxxxxxx	Teknologisk Institut
Xxxx Xxxxxxx	Dansk Metanolforening
Xxxxx Xxxxxxxxx	Circle-K
Xxxxxxx Xxxxxx	Skanderborg Kommune
Xxx Xxx	Xxxxxxxx
Xxxx Xxxx	FDM
Xxxxxx Xxxxxxxxx	Københavns Kommune
Xxxx Xxxxxxxxx	OK amba
Xxxx X. Xxxxxx	HMK Bilcon
Xxxx Xxxx	Go’on Gruppen

Til udførelse af Projektet medvirker følgende Profiler:

Profil	Part
Senior specialist inden for mobilitet og alterna- tive drivmidler, emissionsmålinger, test af alter- native brændstoffer, real-driving emission må- linger	Teknologisk Institut
Bestyrelsesformand, Viden om metanol som drivmiddel og potentiale i den grønne omstilling	Dansk Metanolforening
Direktør for brændstof – mere end 20 års erfa- ring med brændstof til personbilisme, bestyrel- sesformand i Drivkraft Danmark	Circle-K
Klimakoordinator – viden om grøn omstilling	Skanderborg Kommune
Indehaver – mere end 30 års erfaring med mo- torstyring, motoroptimering, test og diagnose	Scantune
Afdelingsleder og teknisk rådgiver omkring per- sonbiler	FDM
Kontorchef- infrastruktur-afdelingen	Københavns Kommune
Teknik- og udviklingschef	HMK Bilcon
Administrerende direktør, infrastruktur for tank- anlæg	Go’on Gruppen
Projektkonsulent – ansvar for udviklingsprojek- ter, bestyrelsesmedlem i Drivkraft Danmark, be- styrelsesformand i Samtank	OK amba

2. Projektets indhold

Ifølge Energistyrelsens seneste Basisfremskrivning vil Danmark i 2030 have 92% fossilt brændstof i transportsektoren, hvis ikke der iværksættes særlige initiativer. Metanol fra vedvarende kilder er lige nu et af de mest lovende alternative drivmidler, hvis potentiale slet ikke er udnyttet.

Projektets formål er igennem et eksperimentelt udviklingsarbejde at muliggøre anvendelse af biome- tanol i kommerciel skala til biler med gnisttændingsmotor (’benzinbiler’).

Et nyligt udført studie har peget på M85, en blanding af 85% metanol og 15% benzin, som den optimale blanding for dansk sommer- og vinterdrift. Studiet viste også, at ældre benzinbiler kan køre på M85. I dette projekt inkluderes nyere bilmodeller med turbo og direkte benzinindsprøjtning. Disse kræver installation af et ekstra modul til motorstyringen (“Flex Fuel Kits”) for at køre på M85. Som et alternativ vil det blive undersøgt, hvilket blandingsforhold af metanol og benzin er muligt uden instal- lation af flex fuel kits.

Den daglige omgang med metanolbilen testes i flåder fra hhv. Øst- og Vestdanmark med i alt ca. 100 køretøjer. I projektet distribueres ca. 300.000 liter bio-M85 brændstof, køres ca. 2-3 mio. km og spa- res 235 tons CO2.

I projektet distribueres ca. 300.000 liter bio-M85 brændstof, køres ca. 2-3 mio. km og spares 235 tons CO2.

• M1 – Flex Fuel Kit functional analysis

• M2 – Additive package identified and verified

• M3 – Refueling points established

• M4 – First refueling – press event

• M5 – 100 cars operational

• M6 – 1 million km driven

Parterne har alle interesse i gennem forskning at udvide deres viden inden for metanol som drivmid- del til personbiler, og den enkelte Virksomhed har endvidere interesse i, inden for sit Udnyttelses- område, kommercielt at udnytte den Forgrundsviden, som opstår i Projektet.

3. Tidsplan

Projektet starter september 2020 og forventes afsluttet september 2022.

• Arbejdspakke 1: Køretøjsteknologi

• Arbejdspakke 2: brændstofkvalitet, distribution og sikkerhed

• Arbejdspakke 3: Flåde management

• Arbejdspakke 4: Projektmanagement og formidling

4. Udstyr

Køretøjerne stilles til rådighed i forsøgsperioden af FDM, Københavns Kommune og Skanderborg Kommune. Projektet tegner en teknisk forsikring.

Flex-fuel kits stilles til rådighed i forsøgsperioden af Dansk Metanolforening.

Tankningsudstyr og tankfaciliteter stilles til rådighed i projektperioden af OK, Circle-K og Go’on.

BILAG 2.2 – PROJEKTANSØGNINGEN

BILAG 1 ANSØGNINGSSKEMA

(Den samlede ansøgning består af en række bilag)

Ansøgningsskema

X.xx. 64020-1047: Bio methanol on Danish petrol stations.

Summary

Summary (English):

According to the latest projections from the Danish Energy Agency, Denmark will have 92% fossil fuels in the transport sector by 2030, if no further initiatives are taken. Methanol from renewable sources is currently one of the most promising alternative fuels, but its potential has not yet been utilized.

The objective of this project is to experimentally develop a framework for commercial-scale supply of bio- methanol for spark-ignited (i.e., gasoline) vehicles.

A recent study has identified M85, a blend of 85% methanol with 15% regular gasoline, as the most suitable bio-methanol blend for both summer and winter operation in Denmark. It also showed that older gasoline ve- hicles will run well on M85. The car models which will run on methanol in this project include recent cars with turbo charging and direct gasoline injection. These cars require installation of additional engine control units (“Flex Fuel Kits”) to run on M85. As an alternative, it will be investigated how much methanol can be added in a gasoline blend and used in gasoline vehicles without flex fuel kits.

The daily life with methanol cars is tested in different vehicle fleets, representing both East and West Den- mark, with a total of approx. 100 vehicles. During the project an estimated 300,000 liter of bio-M85 will be distributed, 2-3 million km driven and 235 tons of CO2 saved.

The participants in the project are Danish Methanol Association, HMK Bilcon, Danish Technological Institute, Circle-K, OK a.m.b.a, Scantune, FDM, City of Skanderborg, City of Copenhagen and Go’on.

Resumé (dansk):

Ifølge Energistyrelsens seneste Basisfremskrivning vil Danmark i 2030 have 92% fossilt brændstof i trans- portsektoren, hvis ikke der iværksættes særlige initiativer. Metanol fra vedvarende kilder er lige nu et af de mest lovende alternative drivmidler, hvis potentiale slet ikke er udnyttet.

Projektets formål er igennem et eksperimentelt udviklingsarbejde at muliggøre anvendelse af biometanol i kommerciel skala til biler med gnisttændingsmotor (’benzinbiler’).

Den daglige omgang med metanolbilen testes i flåder fra hhv. Øst- og Vestdanmark med i alt ca. 100 køretø- jer. I projektet distribueres ca. 300.000 liter bio-M85 brændstof, køres ca. 2-3 mio. km og spares 235 tons CO2.

I projektet distribueres ca. 300.000 liter bio-M85 brændstof, køres ca. 2-3 mio. km og spares 235 tons CO2.

Deltagerne i projektet er: Dansk Metanol Forening, HMK Bilcon, Teknologisk Institut, Circle-K, OK a.m.b.a, Scantune, FDM, Skanderborg Kommune, Københavns Kommune og Go’on gruppen.

1. Project description and state-of-the-art

1.1 Objective of the project:

Today’s road transport is still largely based on fossil fuels. Efforts to change this are currently quite narrowly focused on electrifying the transport sector – with the assumption that electricity is produced entirely from renewable sources. The main disadvantages of this strategy are that it requires replacing the existing vehicle fleet and the installation of an entirely new infrastructure for battery charging. Liquid fuels from renewable sources, that can be used in existing vehicles, are an interesting alternative and supplement to electrification.

Methanol can be produced from renewable feedstocks (e.g., agricultural waste) or via power-to-fuel pro- cesses (using electricity from renewables). It has moreover been demonstrated that methanol can replace gasoline in spark-ignition engines. For engines not custom-built for methanol, this requires modifications of the fuel blend and/or the engine control. The overall aim of this project is to determine the necessary mini- mum of these adaptions. This project thus focuses on developing a fast and economical strategy to reduce fossil fuel use.

Compared to gasoline, methanol has poorer engine cold-start properties and is more corrosive. This can be addressed by a combination of adding gasoline (15% or more) to the fuel and suitable additive mixtures. De- velopment of these additive mixtures is therefore a key activity in this project. Running high methanol blends (>50% methanol) in existing engines normally requires some modification of the motor control, while medium blends could be used as fuel without any adaptions. In this project, the preferred option is to use 85% metha- nol blends in combination with Flex Fuel Kits. Flex Fuel Kits are add-on devices that alter motor control to accommodate the difference in combustion properties between methanol and gasoline. Blending methanol, gasoline and additives is a further issue to be addressed in this project. Both with respect to additives and blending, there is a focus on finding economically attractive options. Finally, the project will systematically collect user experience with methanol vehicle operation, including range and refueling, cold start and winter operation, and drivability.

The specific objectives of this project are:

• to develop high methanol fuel blends, including additives, that can be used year-round under climatic conditions found in Denmark

• to develop, implement and evaluate an infrastructure to blend and distribute methanol-based engine fuels

• to develop a procedure for converting existing vehicles from gasoline to high methanol blend opera- tion, including installation of sensors that allow to run on arbitrary methanol-gasoline blends

• to assess and compare the performance of converted vehicles running high methanol blends under real operation over a prolonged time and in different seasons.

1.2 State of the art:

The project covers the entire chain of fuel production, distribution and daily use in engines. State of the art for these stages is discussed individually below. Methanol blends are identified by their concentration, where “M30” is a blend of 30% methanol and 70% gasoline, “M85” is 85% methanol and 15% gasoline, etc. Corre- spondingly, “E” followed by a double-digit number is an ethanol blend.

Engine technology for methanol-gasoline blends

Engines able to run on any mixture of gasoline and methanol have been developed and put into service in the United States in the 1990s. Interest in such flex-fuel vehicles (FFV) lessened with a decline in oil prices. Recently, dedicated FFV-engines have experienced a renaissance in Brazil (running on ethanol blends) and China (running on methanol blends). Ethanol and methanol are similar with respect to their usage in internal combustion engines.

Studies by Israeli company Dor Chemicals show that 15%-methanol blends (M15) can be used in conven- tional gasoline cars without any modification. National standards for M15 have since been issued in Israel

(2016). In a collaboration between FCA and Eni in Italy, an A20-blend (20% alcohol, i.e., 15% methanol and 5% ethanol) was developed and standardized in Italy in 2019. The partners claim their fuel can be used in gasoline engines manufactured from 2001 onward. No studies have so far been reported in which more than 15% methanol were used in existing gasoline engines without modifications. FCA and Eni however plan to increase the amount of alcohols in the blend.

European cars are not factory-built to run on high methanol or ethanol blends due to their engine control soft- ware. The necessary modifications to the software can however be encapsulated in an add-on device (“Flex Fuel Kit”). Kits allowing the use of ethanol-blends as a fuel are officially approved for road use in France, and there are currently 70,000 vehicles with such a kit installed on the road. Newer Flex Fuel Kits can automati- cally detect the blend ratio of ethanol and gasoline, allowing smooth operation. Flex Fuel Kits have also been tested and approved for modern gasoline engines with direct injection. The functioning with methanol blends however is not documented.

A previous study (EUDP J. 64018-0719) shows that older gasoline engines, such as Peugeot 107 (pictured in Figure 1), can very well run at up to 85%-vol methanol (M85). An older flex fuel kit from Artline Interna- tional SARL designed for E85 was installed and proved to work well also with methanol M85. This estab- lishes presumption that newer type-approved kits for gasoline direct injection will also work on M85.

Figure 1: The test car from the pre-study “IEA-AMF Annex 56 Methanol as Motor Fuel” has run for two years on M85

Distribution of methanol-gasoline blends

In China, 2.5 million tons of methanol are used in gasoline blends, including M85. Specifics of the fuel re- quirements in China are however not fully know and may require adaptation to the European market.

On the distribution side, fuel pumps for methanol-gasoline blends are available and approved in China, but not yet in Denmark. Fuel pumps approved for E85 (i.e., 85% ethanol/15% gasoline blends) are however mar- keted in Sweden, Finland and France. In Denmark, there is one pump in Skalborg approved for blends of 60% methanol and 40% water.

Before this application is sent, the consortium has already established a liaison with The Danish Environ- ment Agency (Miljøstyrelsen) and the Danish Emergency Management Agency (Beredskabsstyrelsen) to de- fine and agree upon the future requirements. A report of the first meeting is attached to this application.

Production and blending of alternative motor fuels

The absence of regulation for methanol may have historic reasons: traditionally produced methanol was not an attractive fuel from an environmental point of view. Production was based on coal or natural gas, leading to high well-to-wheel emissions. The environmental impact changes, when renewable resources are used to produce methanol. Methanol based on locally produced biogas is CO2-negative according to EU's latest Re- newable Energy Directive (RED-II): Biogas production mitigates methane-emissions from agriculture, thereby leaving a net negative CO2 footprint even after combustion of the methanol. Even with previous batches not being certified as CO2-negative, as shown in the previous study (EUDP J. 64018-0719), a small Danish car running on bio-M85 with methanol from biogas would achieve well-to-wheels emissions of 44 g CO2 per kilo- meter. This compares favorably with electric vehicles with the current electricity mix (approx. 40 g CO2 per km).

Methanol can also be produced as an electro-fuel using CO2 and H2 as feedstock. In this scenario, CO2 is obtained from carbon capture and hydrogen via electrolysis based on electricity from renewable sources, such as wind turbines or solar cells. The energy balance for methanol is such that it requires approx.1.6 MJ total input per MJ to manufacture, whereas petrol requires about 1.2 MJ total input per MJ. Storage capacity for methanol is good as it is stored pressure-free at normal temperature: 15.8 GJ/m3 can be stored versus

32.9 GJ/m3 in petrol. The higher energy input and lower energy density for methanol are offset by the fact that methanol can be made from entirely renewable energy.

Regulatory situation

Fuels containing at least 70% gasoline need to conform to the Danish gasoline standard, which currently al- lows only 3% methanol to be added. Medium and high methanol blends, containing >30% methanol, do not fall under this regulation. Thus, no specific legal requirements exist for M85.

Flex Fuel Kits for E85 are currently marketed in other EU-countries, e.g., France, Finland and Sweden. Flex fuel kits are ‘closed’ devices – the necessary changes to motor control are encapsulated in a single unit.

Since no chip tuning is necessary, these kits can be type-approved. Flex fuel kits are currently not approved for road use in Denmark because no application for approval has been filed. Approvals could be modelled based on the French CNRV/UTAC-regulations, and therefore be implemented shortly. The intention of carry- ing out field trials has been communicated to the Danish Road Safety Agency (Færdselsstyrelsen), who does not oppose the intention. They replied that fuel trials are not governed by this agency but constructional changes to the vehicles might need approval (which will be handled in the project). The case has been as- signed TS2060107-01979 and will be resolved within 3 months. A copy of the reply is attached.

1.3 Innovation value:

A new, more environmentally friendly fuel blend will be developed in this project: a high methanol (M85) blend intended for use in vehicles equipped with a flex fuel kit. The innovation is to make technology pres- ently used for ethanol available for methanol and for a wide range of engines – including modern direct injec- tion engines.

Regardless of the methanol amount in the blends, suitable additives (corrosion inhibitors, motor lubricants) need to be added. Corrosion tests are performed according to NACE TM0172-2001 for screening of suitable inhibitors. Suitable detergents are screened according to the National Standard of the People's Republic of China; GB / T 23799-2009. The goal is to develop additives effective at concentrations below 1.500 ppm in the fuel.

On the distribution level, blender pump stations will be developed that allow to refuel with different methanol- gasoline blends. Secondly, procedures for large-scale blending, storage and distribution of high methanol fuel blends will be developed. This includes specifications for dedicated M85 tank vehicles and fuel pumps.

1.4 Relation to other projects

The project builds upon the previous study (EUDP J. 64018-0719), which showed that a 2010-model gaso- line car could be converted to high methanol blend fuel with good results. The fundamentals of producing, distributing and using bio methanol have been investigated and documented in the same study. Refueling infrastructure for methanol was developed in EUDP J. 64013-0137 “Green Methanol Infrastructure” (5.17 M kr. from EUDP). This is a very good steppingstone for this project. The project also supports and relates closely to the ongoing IEA-AMF Annex 56 “Methanol as Motor Fuel”.

By paving the way for a methanol fuel market, the project furthermore supports previous and on-going EUDP projects: J. 64018-0552 “Power2Met”, an power-to-methanol plant (16.6 M kr. from EUDP), and J. 64018- 0559 “eFuel”, a CO2-to-methane plant (15.4 M kr. from EUDP)

1.5 Technological risks:

Although methanol has been used for decades in China, there are still some technological risks to overcome, before an acceptable solution is reached in Denmark.

Risk	Probabil- ity	Influence	Preventive measures
Engine damage or fuel leaks	Low	Serious	A technical insurance policy covers fire or engine damage caused by the fuel up to one year after the trials.
Flex fuel kits not working	Low	Serious	Flex Fuel kits are advertised to work on a wide range of gasoline engines. If not, then a different vehicle will be se- lected. Previous project showed that kits work well with M85.
Flex fuel kits not allowed on public roads	Medium	Medium	Flex Fuel Kits are already approved for road use in France. The Danish Road Safety agency has been in- formed about the project and indicated that they do not oppose trials. The trials will begin on closed circuits at FDM test centers. Should the use of kits be prohibited for road use then the road part can be carried out with M30 (w/o Flex Fuel Kits).
Permission to establish fuel- ing points de- nied	Low	Medium	Fueling equipment is available but not economically feasi- ble due to currently undefined hazard classification for methanol-gasoline blends. The proper authorities have al- ready been informed and early planning stages initiated.

1.6 Technology Readiness Level (TRL):

The readiness level is a little ambiguous, since M85 was used in USA in the 1980’s, when it was not consid- ered a biofuel. Nowadays, however, requirements on safety and emission systems are much stricter, so it is a completely different situation. We thus assess the TRL on basis of our own pilot project.

TRL at beginning of the project	TRL at the end of the project
6	7

The technology has been tested in short term on a single car with a simple engine management and fuel in- jection system. In this project the technology will be used long term to convert multiple cars of different brands with advanced engine control and injections systems. The project will also create a network for fuel distribution and quality assurance which is crucial for a broader acceptance of the technology.

1.7 RTD Strategies in the field of energy:

The project is in line with several of Denmark’s energy policies. Replacing gasoline by methanol from renew- able sources directly reduces dependency on fossil oil imports, which has both ecological as well as economic advantages. Gasoline and methanol have similar CO2-emissions per kilometer, but methanol can be produced without fossil resources. Currently, there are no large-scale production facilities in Denmark, but several demonstration projects underway suggest that domestic bio-methanol will soon be available.

The project furthermore supplements electrification in the transport sector, as it offers an additional way to de- fossilize road transport. This gives more time to mature electric vehicles technology and to develop and install the necessary infrastructure. The proposed project largely makes use of existing infrastructure and can there- fore be implemented within a much shorter timeframe. It also offers an alternative to those part of the transport sector that are costly or otherwise difficult to electrify.

Finally, the project can aid integration of transport and energy sectors, as methanol may also be produced from CO2 and H2, using renewable electric energy. Methanol has a high energy density and can be processed and stored easily, giving it a competitive edge over energy storage in batteries. Prospectively, the CO2 may come from CCU (carbon capture and utilization), although the production of methanol is not a focus area in this project.

The project aims to demonstrate that high methanol blends can be used in a large scale with the existing vehicle fleet. The impact may therefore be quite substantial if the solutions are accepted by the market.

2. Content and activities of the project

2.1 Project plan, work packages and activities:

The project aims to develop, through experimental development cooperation, methods to ensure that gaso- line engines of different type and model year can run on high methanol (M85) fuel blends. A single car has successfully been converted to M85 operation in a previous project. The project proposed here aims to demonstrate that this solution works on a large scale. The establishment of M85 supply directly to selected Danish gas stations gives the possibility to examine how M85 works on a larger number of existing cars in actual operation. The plan is to run M85 bio methanol on approx. 100 vehicles over a period of 20 months, accounting for different vehicles/engines, usage patterns and seasonal variations. To allow existing engines to run on M85, flex fuel kits will be installed in the cars.

Figure 2: Project partners and vehicles in the project are distributed throughout western and eastern Denmark.

Work Package 1: Vehicle technology

Danish Technological Institute and Scantune are responsible for the technical assessment of the flex fuel kits. It is important to demonstrate that the vehicles operate smoothly without accidental engine overload or increase in emissions, before further field tests are carried out. The objective is that all kits should have the approval of the Danish Road Safety Agency, so that there will also be a market for professionally performed upgrades.

The work package includes:

• Task 1.1 – Flex Fuel Kits

o Identification, description and screening of flex fuel kits (Scantune)

o Functional assessment of flex fuel kits with methanol (Scantune)

o Installing kits on vehicles (Scantune)

o Restoring vehicles to original specs after the project (Scantune)

• Task 1.2 – Performance and approval

o Emission and performance tests (DTI)

o Documentation and contact with authorities e.g. Danish Road Safety Agency (DTI)

Figure 3: CNRV/UTAC-approved Fuel Flex Kit (“BIOMOTORS”, left) installed in a Toyota motor.

Work Package 2: Fuel quality, distribution and safety

The work package includes development of a performance additive according to National Standard of the People's Republic of China, GB/T 23799-2009, Methanol Gasoline (M85) for Motor Vehicles. The perfor- mance additive includes at least one corrosion inhibitor and one detergent as well as a lubricant and a bio- cide. Danish Methanol Association will lead this work and OK will assign a fuel chemist to this task as well.

As a distribution network, Go’on, Circle-K and OK's existing petrol stations as well as some private locations are used. The mixture is dispensed from refueling stations, where the stand will be reserved for customers who participate in the project. Several refueling points are established on both sides of the Storebælt.

Provisionally designated locations are:

• OK Årslev, Logistikparken 00, 0000 Xxxxxxxx

• Go’on, Jyllandsringen, 8600 Resenbro

• Go’on, Ladegårdsbakken 16, 8660 Skanderborg

• Circle K, Borgmester Xxxxxxxxxxxxx Xxxx 00, 0000 Xxxxxxxxxx

• Circle K, Sjællandsringen, 4000 Roskilde

The consumer price at the pump will be set at the level of regular petrol per unit of energy to avoid extra cost for the fleet owners in the project. The additional costs for advanced bio methanol and distribution of small quantities are covered by the project.

Safety is a special concern, because methanol, like many other fuels, is a toxic chemical. One methanol fuel- ing station has already been built with MID-approval in Skalborg (EUDP J. 64013-0137), but the solution was both complex and costly. Based on experience in other countries, it is expected that more traditional fueling

equipment can be used. Equipment suppliers from Sweden are offering a selection of fuel dispenser solu- tions which will be evaluated in the project. The fuel companies in the project are already working together with authorities to find a sensible and safe solution (See Annex 8).

The work package includes the following activities:

• Task 2.1 – Fuel quality (Danish Methanol Association)

o Additive packages for M85. Screening and testing of corrosion inhibitor, lubricant and deter- gent for the M85 blend (DMA)

o Issuance of Proof of Sustainability for each lot (DMA)

• Task 2.2 – Distribution and safety (OK, Circle-K, Go’on, HMK Bilcon)

o Development and organization of safe splash blending procedures for M85

o Safe distribution of the blends by truck (HMK Bilcon)

o Local approval of refueling points

o Installation of refueling points

o Ensuring refueling safety

o Information and signposting to users

o Billing with users

o Tax paid to the state

Work Package 3: Fleet management

The cars are provided by FDM's technical courses, the City of Copenhagen, the City of Skanderborg and Danish Methanol Association. The only requirements for the cars are that they must be petrol-compliant. The advantage of including fleet-owned vehicles is that there is usually an electronic logbook, of which a fuel ac- count can be made. This helps to document the real fuel economy achieved for M85 compared to regular E10 gasoline.

Trials will initially be carried out on non-public roads, with approx.42 vehicles, until final permission to oper- ate vehicles with flex fuel kits is obtained.

Vehicle owners are offered a flex fuel kit as well as an engine insurance during the project period. Danish Technological Institute, FDM and Scantune will jointly monitor the condition of the cars involved, so that no engine damage or increase in emissions occur. Therefore, DTI, FDM and Scantune will continuously carry out various technical measurements and inspections, including lubricating oil analysis as well as perfor- mance and emission measurements, on the cars involved.The fuel companies will allocate resources to guide and inform users about the fuel.

The list of cars is provisional as there is continuous replacement in the fleets:

• Approx. 42 Hyundai I30 (non-public roads)

• Approx. 15 VW/Skoda/Seat

• Approx. 30 Toyota Yaris

The geographical spread is expected as follows: Western Denmark:

• FDM will provide 21 cars in Resenbro (non-public road)

• Danish Methanol Association will provide 2 cars

• The City of Skanderborg will supply 7 cars Eastern Denmark:

• FDM will provide 21 cars in Roskilde (non-public road)

• The City of Copenhagen will provide 15 cars

• DTU Park & Vej can furthermore supply one M85 car and one reference car if needed

Additional fleet owners will be invited by the Danish Methanol Association with the help of the City of Skan- derborg.

The work package includes:

• Task 3.1 - Preparations for M85 trial

o Insurance of the car fleet (Danish Technological Institute with TRYG insurance)

o Planning of operation (fleet owners)

• Task 3.2 - User interaction

o Hotline for vehicle users (Petrol companies)

o Risk management in case of operational problems (fleet owners)

o User involvement and feedback (fleet owners)

• Task 3.3 – M85 trial running

o Regular OBD Diagnostics (FDM)

o Lubricating oil analysis (DTI and OK AMBA)

o Compression tests, etc. (DTI)

Work package 4: Project management and dissemination

This work package will ensure that the project is kept on track and that the results of the project are dissemi- nated to the target audience to ensure the maximum impact of the project. In this WP all partners play an ac- tive role.

The work package includes:

• Task 4.1 – Management of the project

o Coordination of meetings and internal knowledge transfer

o Quality assurance of the project and deliverables.

• Task 4.2 – Dissemination

o Development of dissemination plan

o Dissemination of project results

2.2 Technical and commercial milestones:

The following technical milestones (designated M1-6) and commercial milestones (designated CM1-3) will be reached during the project.

• M1 – Flex Fuel Kit functional analysis

• M2 – Additive package identified and verified

• M3 – Refueling points established

• M4 – First refueling – press event

• M5 – 100 cars operational

• M6 – 1 million km driven

• CM1 – First refueling performed among the project partners

• CM2 – Transfer of CNRV/UTAC approvals of future marketing

• CM3 – Methanol stations open for vehicle owners outside of the project

2.3 Deliveries:

The following deliveries will be completed during the project period and will be presented to Energistyrelsen in the format described below.

• D1 – Complete list of vehicles to participate in the project

• D2 – Insurance policy for all vehicles

• D3 – Technical and regulatory guideline for M85 tankers and dispensers

• D4 – Test report documenting successful vehicle performance, power and emissions

• D5 – Report documenting the fleet trials, durability, user experience

• D6 – Final project report

3. Project effects with respect to energy policy objectives

a) Security of supply:

Road transport in Denmark today is mainly based on imported fossil fuels. Current political strategies focus almost entirely on the electrification of this part of the transport sector. However, the electric grid is not yet capable of handling the projected number of electric vehicles, according to an analysis by Dansk Energi in 2019. On the other hand, raw materials for sustainable methanol are readily available. Using alternative liq- uid fuels such as methanol helps maintaining security of supply throughout the “green transition” in the transport sector (directly) and the energy sector (indirectly).

In the short term, the primary source of green methanol is biogas. In "Perspectives for Production and Use of Biogas in Denmark", Nov 2018, the Danish Energy Agency expects a production of 19 PJ by 2020. CO2 ap- pears as a by-product of biogas production and can be upgraded to methane by hydrogenation. This in- creases the potential to 29 PJ. Including animal manure as feedstock, of which today only 20–35 % are de- gassed, the potential increases to 80 PJ (DEA). In comparison, road transport is estimated to consume around 160 PJ in 2020, of which ca. 150 PJ is fossil diesel and gasoline (Drivkraft Danmark). sWith a market share of about 40 %, 60 PJ of gasoline are used every year, and could be replaced by methanol. Security of supply is primarily achieved by tapping into the unused potential for biogas production.

In the longer term, methanol can be produced from hydrogen (via electrolysis) and CO2, i.e. without organic feedstock. These so-called e-fuels have advanced beyond the laboratory stage, and first small-scale produc- tion plants for e-methanol are planned. Large scale-facilities with an output of more than 1000 t methanol per day are expected to be operational by 2028. The total potential for methanol as an e-fuel is estimated to be 4 million tons (Danish Methanol Association), corresponding to a further 80 PJ.

Seen in a broader perspective, by redirecting some of the de-fossilizing efforts from electric vehicles to alter- native fuels, pressure on the electric grid is lifted. Thereby, methanol vehicles indirectly help to stabilize the electric sector, which would otherwise be challenged by an increasing number of car battery charges.

b) Independence from fossil fuels:

Independence from fossil fuels is a central aim in this project. Denmark is a net importer of oil and gasoline. Currently, net imports are around 1 million tons per year and the number is growing (Drivkraft Danmark).

Methanol can be produced without using fossil resources when the raw material is biogas, biomass or CO2 and hydrogen (from electrolysis using e.g. wind power). Since a bio-methanol factory has not yet been built in Denmark, the project is carried out with ISCC-certified advanced bio methanol from Norway. There are however several initiatives underway to produce fossil-free methanol also in Denmark (e.g., Aarhus Havn, Power2Met, Hobro Energiværk, Aalborg Portland and Energibyen Skive), ensuring that domestic, ‘green’ methanol will be available in the near future.

Future carbon capture and utilization projects can also produce methanol via CO2 extracted from the air, thus requiring no biomass at all.

c) Climate and environmental considerations:

As outlined above, there are two pathways to renewable methanol: via biogas and via H2 from water electrol- ysis combined with CO2. In the short term, the bulk of renewable methanol will be produced from biogas. Bio- gas can be produced from a broad range of agricultural waste materials. Due to its large pork industry, Den- mark has ample potential of turning manure from a waste substance into a resource.

The currently stocked methanol based on Danish biogas has a CO2 footprint of 29,31 gCO2eq/MJ according to PoS-certificate issued in April 2019. This represents a saving of 54,5 gCO2eq/MJ compared to gasoline and meets EU's sustainability requirements. In this project, the methanol offsets 4300 GJ, which creates a CO2 saving of 235 tons. This is based on the rather conservative default values of European Directive RED I.

When using a closed biogas reactor, which is the norm in Denmark, the methanol can be produced with a negative CO2 footprint according to the European Directive RED II. That will bring the CO2 saving to more than 360 tons. RED II states a CO2 emission of -100 gCO2eq/MJ for the optimum biogas technology, leading to 269% CO2 saving from the methanol in the optimum case. For electro fuels, the RED II states a zero emis- sion for the methane step, which translates to 84,6% CO2 savings at the methanol step including transport and process cost.

Modern gasoline engines have low emissions of NOx and particles, and the already completed study shows that the emissions of these substances can be kept unchanged by using M85. Emissions of CO are also sig- nificantly lowered and there is no smell of petrol at cold start. The energy efficiency of petrol engines is now close to the diesel engine, and many petrol cars are available as hybrids, which lowers energy consumption to a level below the current diesel drive lines. The feasibility study has shown unchanged to slightly in- creased energy efficiency at M85, which is consistent with the theory. Due to the high octane number of 105 RON, the engine noise is also reduced noticeably.

d) Cost-effectiveness:

The feasibility study EUDP J. 64018-0719 has shown that M85 is cost effective in relation to gasoline, as is seen in the following table:

	Kr./l	E5	M30	M85	M85. MeOH taxed as for use in fuel cells	M85. MeOH with tax ex- emption
Regular	3.36	100%	70%	15%	15%	15%
REN-methanol	2.88	0%	30%	85%	85%	85%

Product price		3.36	3.28	2.94	2.94	2.94
Energy tax		4.31	3.73	2.47	1.70	0.66
CO2 tax		0.40	0.29	0.06	0.06	0.06
Handling & profit		1.97	1.72	1.15	1.15	1.15
VAT		2.51	2.26	1.66	1.46	1.20
Kr./l		12.54	11.29	8.29	7.32	6.02
Mileage km/l		19.8	17.3	11.8	11.8	11.8
Kr./km		0.63	0.65	0.70	0.62	0.51

Product prices are 10-year average international list prices. Taxes are as of 2020. Bio-methanol used in fuel cells is taxed 1.225 kr. per liter. Otherwise bio-methanol is taxed 2.19 kr. per liter.

Industrial methanol costs only 1.87 kr./l in large batches. RED-certification adds about 1.00 kr./l to the cost- price but also allows for double counting in the EU Biofuel obligation. Projected pump price for M85 including energy taxes and VAT is 8.29 kr./l, equivalent to a petrol price of 12.54 kr./l.

The cost of converting a vehicle is moderate, because it only involves the installation of an extra module with a price range of 900 EUR (ca. 6700 kr.). Installation takes less than an hour. The total investment is consid- erably lower than that of purchasing a new electric or flex-fuel vehicle.

The price per kWh of industrial methanol is on par with gasoline. Including ISCC certification (proof of sus- tainability), energy taxes and VAT will be approximately 1.65 kr./kWh, 21% higher than gasoline (1.37 kr./kWh). The Levelized Cost of Energy (LCoE) is only slightly higher than for gasoline operation, because the total cost of vehicle ownership is dominated by taxes and vehicle depreciation. Consumer cost including all taxes and depreciation are approximately 3-4 kr. per km in both cases. The extra cost is only about 0.07 kr. per kilometer (even less with tax moderation). The socio-economic cost of private car operation is approx.

1.5 kr. per kilometer in both cases.

e) Economic growth and employment:

The project partners estimate that the employment impact will be at least 1-2 jobs xxx xxxxx million and an additional turnover of at least EUR 3 million xxx xxxxx million. The increase in turnover will reduce imports of petrol, thereby gaining a favorable economic impact. By fully exploiting the potential, import/export gains are over 11 billion kr., equivalent to 2.3 million liters of petrol.

There will be a new market for installing flex fuel kits of up to 1 million gasoline cars. The cars can obtain smoother running and better performance if the engine control is optimized for M85. This may attract an ad- ditional customer group, in addition to those seeking environmental benefits. This new business opportunity for auto repair shops and legal tuning shops is expected to create new jobs. The bulk parts of jobs created is expected, when a production of renewable methanol is established in Denmark.

Introducing M85 on the Danish market is expected to have positive economic effects on other sectors as well: The possibility of producing methanol using electric energy (e-fuels) may help in balancing the electric grid for fluctuating renewable energy production. Thereby, using methanol as a vehicle fuel may have sec- ondary stabilizing effects on the renewable power sector. Using agricultural waste materials as a feedstock for bio-methanol (via biogas) has a positive impact on the agricultural sector. Since Denmark relatively has the largest pig production in the world, it is important for the country to maintain a demand for biogas based on manure.

Methanol can not only used in spark-ignition engines: Methanol cars with a small 15 kWh battery and an onboard fuel cell (Serenergy) run with chemically pure methanol. The fuel cells are being built at a new fac- tory (Blue World Technologies) in Aalborg. Creating a methanol distribution infrastructure ensures that these customers are also served.

f) Research to prepare for the development and demonstration of an energy technology:

The project is an experimental development and demonstration project without a focus on scientific research, and we are not planning the preparation of international scientific articles in the project. However, the project does support the ongoing effort in terms of renewable hydrogen and methane production in Denmark.

4. Dissemination

4.1 Target group:

The target group of the project includes not only the private car owners in Denmark, but also politicians, auto repair shops and vehicle manufacturers. The project will therefore be disseminated through a range of differ- ent channels, including the Danish press, motorist association FDM, Danish transport professionals as well as international experts in the IEA-AMF, the Methanol Institute and international conferences such as the SAE World Conference.

4.2 Activities:

As the project starts, a complete plan for dissemination will be developed. The following are already planned: In connection with the inauguration of fueling points and refueling of the first cars, a press event will be held for the Danish press. FDM will ensure that its 235 000 members are kept informed via the monthly member’s magazine “Motor”. The project's results will also be disseminated through meetings in the Transport Innova- tion Network (XXXX.XX), which is the only national innovation network in the transport sector in Denmark.

International experts will be informed by personal contacts and meetings in the IEA Technology Collabora- tion Program (AMFI-newsletter).

Support from EUDP will clearly be acknowledged when presenting the project's results.

5. Organization

5.1 Organization, management and professional competencies:

The partnership has been selected to cover all relevant aspects of a major Danish rollout of bio methanol for vehicles. Below is a short overview.

Partner	Main activities, turnover and number of employ- ees	Company's strate- gic focus	Responsibilities of the partici- pating companies in the project and effort (hours)
Danish Technological Institute	Test, research, education. 1074 employees, 1 bn. kr. turnover	R&D for business, Energy & Climate. Certified emission testing.	Project management, technical problem solving and accredited emission measurements
Danish Methanol Association	Non-profit organization. 4 project-active profit-ori- ented members. 300 million kr. turnover.	Methanol economy	Manufacturing, Shipping, handling and ensuring sustainability.
Circle-K	Trade. 2137 employees 9 bn kr. turnover	Liquid fuels for transport	Preparation, installation and opera- tion of refueling stations with M85.
HMK Bilcon	Tanker vehicles 30 employees 30 million kr. turnover	Building methanol compatible tanker trucks	UN Classifications Transport safety Tank coating
Scantune	Specialty workshop, tuning and engine optimi- zation 3 employees 3.5 million kr. turnover	Engine optimization	Importer and distributor of Flex Fuel Kits. Optimization of Flex Fuel Kits for M85, measurements and problem solving.
FDM	Motorist association 400 employees 350 000 members 732 million kr. turnover	Consumer benefits	Operation of cars, car engineering studies, consumer advice

City of Copenha- gen	Public administration 45 000 employees 36 bn. kr. turnover	Fossil free city	Operation of vehicles. User in- volvement. Transport of vehicles.
OK AMBA	Trade 1281 employees 9 bn. kr. turnover	Liquid fuels for transport	Preparation, instalment and opera- tion of refueling stations with M85.
Go’on	Trade 15 employees 30 million kr. turnover	Liquid fuels for transport	Preparation, distribution, instalment and operation of refueling stations with M85.
City of Skander- borg	Public administration 30 000 employees 21 bn. kr. turnover	Fossil free city	Operation of vehicles. User involve- ment. Transport of vehicles.

The project manager of the project is X.XX. Xxx Xxxxxxx from Danish Technological Institute. Xxx Xxxxxxx is Strategy & Technology Chair for IEA-Advanced Motor Fuels Technology Collaboration. Please also refer to the CV of Xxx Xxxxxxx in the appendices.

See also CVs of key project participants in annex 5.

About the project responsible company:

The Danish Technological Institute, (DTI) founded in 1906, is a self-owned and not-for-profit institution ap- proved by the Danish Ministry of Science, Technology and Innovation as a technological service provider.

The Institute develops, applies and disseminates research- and technologically based knowledge for the Danish and International business sectors. DTI employs more than 1,000 people, over 80% professionals, and has a turnover of more than €139 million.

DTI's automotive activities are part of the Centre for Transport and Electric Systems, which houses our en- gine laboratory, where we perform detailed measurements on internal combustion engines from 1 to about 330 kW. Additionally, our facilities include a vehicle test station with chassis dynamometers for heavy duty and light duty vehicles. State-of-the-art instrumentation to document all relevant figures on performance, fuel economy, energy consumption and emission’s output form an integral part of our setup. We have accredited RDE PEMS equipment including software for data acquisition, data calculation and reporting according to the PEMS directive. DTI has extensive experience with alternative fuels and has previously performed large- scale demonstration experiments, e.g. Biodiesel Denmark in collaboration with DAKA Biodiesel as well as XXXXX in collaboration with Xxxxxx Xxxxxx.

ENERGITEKNOLOGISK UDVIKLINGS- OG DEMONSTRATIONSPROGRAM

5.2 Qualifications and contributions to the project:

See the respective qualifications and hours in the project in the following matrix.

	Teknologisk Institut	Dansk Meta- nolforening	Circle K	Skanderborg Kommune	Scantune	FDM	Københavns Kommune	OK a.m.b.a.	Go'on Gruppen	HMK Bil- con	SUM
Project management	500	50	100	100	75	100	100	100	100	50

Technical Competencies
Engine systems	1000				550	200
Methanol and additives	400	150						500
Fuel distribution			1000					500	1000	250

Commercial Competencies
Methanol trade		300
Gasoline trade			400					400	400
Fleet management	100			400		200	591
SUM	2.000	500	1.500	500	350	484	691	1.500	1.500	300	9325

5.3 Public/private cooperation and research training:

Public/private cooperation in the partnership is included in the involvement of the municipalities as vehicle owners and demonstrators.

5.4 Allocation of rights:

There are no plans for the development of patentable results in the project. The rights will be distributed in a consortium agreement signed by all partners of the projects.

6. Financing

All partners in the project offer significant self-funding.

6.1 Financing:

The self-funding is declared in Annex 6 "Declaration of participation in the EUDP project". There is no financial contribution from third parties.

Danish Methanol Association and Scantune have a self-funding of 40% because they are SMV’s. The re- maining participants are self-funding 60%.

The total project has a self-funding ratio of 57%.

6.2 Construction and operating economy during project period:

The petrol companies OK, Go’on and Circle-K are responsible for the construction and operation of tank fa- cilities. This will be a combination of fixed and temporary installations, which are partly depreciated in the project.

The vehicles are insured against any engine damage during the project period and are returned in the same condition as before the experiment. Flex fuel kits will be uninstalled if desired. All changes made to vehicles are reversible. General depreciation of vehicles is not included in the project. The insurance offer received from TRYG has a premium of 360 000 kr. for 100 cars.

Danish Methanol Association is responsible for procurement of the Flex Fuel Kits at an estimated unit price of 9000 DKK for approved kits and 3000 DKK for non-approved kits.

Consumption of maximum 320 000 liters of M85 is expected at an additional price of 1.15 kr. per liter excl. VAT. This additional price is covered by the project, with a budget cost of 120 000 on each of the 3 fuel com- panies, each of which carries the additional cost.

6.3 Conditions by project period end:

The fuel companies continue to own the fixed and temporary tank installations. The parts that are considered depreciated are expected to be 1.5 mill. kr. which is funded with 40% from EUDP.

The vehicle insurance includes a 1-year post-coverage, so any hidden damage will also be covered.

7. Incentive

Specify whether the project will be completed without the support of EUDP:

Yes ☐No ☒

Grants from EUDP clearly have an incentive effect since it would not be possible to establish the consortium of the project without EUDP grants.

7.1 Incentive Effect:

Danish Technological Institute is leading in Denmark within research, development, analysis, real life measurements and tests of engines and green fuels. For Danish Technological Institute, the funding would allow to create valuable knowledge on the long-term effects of fuels as well as knowledge about the emis- sions, engine control systems and barriers for the uptake of green fuels.

The Danish Methanol Association is a nonprofit organization founded in 2011 to introduce and promote a methanol economy in Denmark. Association member New Fuel A/S as a producer and trader of green meth- anol is the main driver of the project. Elplatek A/S contributes with know-how in corrosion prevention. The Danish Methanol Association has initiated and participated in the previous project “IEA-AMF Annex 56: Meth- anol as Motor Fuel” in 2018–2019 and sees the proposed project as the second step in its rollout strategy for methanol. The funding is needed to achieve a market for bio-methanol in Denmark.

Circle-K’s mission is to meet the demands and needs of people on the go and to take lead in the transition towards a greener world. Electrical vehicles will come in growing numbers and over time solve the challenge with CO2 emissions from passenger cars. But we do not have a solution for the heavy transportation, and we do also need to have solutions for the existing fleet of passenger vehicles. In relation to this project the road transportation fuel is a key element. In order to ensure a green future to the existing fleets of liquid fueled ve- hicles, alternatives to fossil fuel must be introduced. By investigation of infrastructure and demonstrating it in real life, Circle K would be able to position themselves as a green fuel supplier to the end-consumer and thereby being part of the solution to our climate challenge rather than the main problem.

HMK Bilcon is a manufacturer of tank vehicles. The current scope is limited to traditional fuels, but the com- pany is interested in providing solutions for next-generation fuels as well. The funding will help HMK Bilcon to carry out the necessary development for tank vehicles for methanol fuel blends.

Scantune, based in Skanderborg municipality, offers tuning of a range of car models from different manufac- turers. The company has a thorough knowledge of modern engine management systems and is interested in becoming a distributor of Flex Fuel Kits for the Danish market. Scantune sees the project and its funding as an opportunity to establish a new, sizable business in the retrofitting/upgrading of cars authorized for driving on public roads.

FDM represents 235,000 households, making it Denmark’s largest consumer and interest organization. FDM's main activity, as a motorist organization, is to protect the interests of motorists and promote mobility in Denmark. FDM works for a settlement of the registration fee, better road safety, more environmental protec- tion, better infrastructure and better consumer conditions for car owners. Funding will allow FDM to take part of the project on behalf of the members, giving them the best available knowledge about green fuels for reg- ular cars.

The City of Copenhagen is striving towards CO2-neutrality by 2025. Operating 2000 vehicles ranging from large excavators to small electric cars, the City of Copenhagen aims to convert its entire fleet to alternative drivelines to reduce fossil CO2 and particulate emissions. In a first step, Copenhagen is interested in convert- ing its gasoline-driven cars, minibuses and light commercial vehicles to alternative fuels. Bio-methanol is however also an interesting fuel for the City’s heavy-duty vehicles, e.g. large wheel loaders and excavators. Furthermore, the City is investigating the establishment of local production facilities for bio-methanol. The funding will help the City of Copenhagen realize its emission reduction goals.

The City of Skanderborg also aims to be CO2-neutral by 2025. The City sees Flex Fuel Vehicles as a way of reducing fossil emissions in the short term. By participating in the project, the City of Skanderborg also wants to set an example for its citizens, encouraging them to adopt more environmentally friendly forms of transport. Funding from EUDP is necessary for Skanderborg to participate in the project.

OK a.m.b.a. operates more than 730 filling stations in Denmark. The company is interested in exploring al- ternatives to fossil fuel to secure its business with end-customers in the long term. As an energy company, OK covers the entire value chain from manufacturing to end-user. The funding will help OK to understand and meet the challenges from handling a new product that demands new procedures.

Go’on operates a network of 155 service stations all over Denmark, mainly in areas overlooked by other suppliers. The company aims to provide the full range of engine fuels and is therefore interested in offering its customers an environmentally friendly alternative to gasoline. The company owns a fleet of tanker trucks that can be used to distribute M85.The funding will help Go’on to establish a market for bio-based methanol fuel blends.

8. Market

8.1 Business Model Canvas (business plan):

The value proposition of the project is: Cheap conversion of fuel with significantly lower, to almost zero, greenhouse gas emissions in regular petrol cars. Furthermore, no significant rebuilding of the vehicle is nec- essary.

With the need of a parallel path to electrical vehicles Denmark, suppliers of green fuels in the future and the fuel suppliers/distributors can keep their current infrastructure and business also in a future without oil/fossil- based fuels. At the same time, a new strong Danish position within fuel supply will ensure a vast number of jobs within the production of the fuels.

To ensure successful implementation, the exploitation of the project results has to work on multiple levels. End-consumer can introduce a market pull based on the willingness to be “greener”. Furthermore, the politi- cal side can implement new regulation favoring sustainable and green fuels and thereby creating a market push with these types of fuel being the only possible solution presented at the gas station.

The complete BMC model can be seen in annex 4.

8.2 Target group and added value for users:

The project is directed at private and institutional owners of gasoline engine cars, that are looking for an alter- native to fossil fuels. Bio-methanol or methanol as e-fuel is especially attractive for those who cannot or do not wish to change to a full electric vehicle, e.g. due to the higher investment cost in replacing the vehicle, the lower range of electric vehicles, or lacking recharging infrastructure.

Secondly, the project is aimed at auto repair shops and vehicle manufacturers, for whom the upgrading of gasoline- to flex fuel vehicles presents additional business options.

On a political and society level, the project presents an additional tool to reduce fossil CO2-emissions in the very near future and at very moderate costs.

8.3 Competitor Analysis:

The main competing technologies are electric cars, CNG-cars, E85 Flex Fuel cars and synthetic gasoline.

Compared to electric cars, the M85 offers a significantly cheaper and quicker pathway to CO2 -neutral transport because no vehicle replacement is needed and because no expensive chemicals for battery pro- duction are needed. This is attractive for those who cannot afford an electric car or for other reasons do not want an electric car (e.g., low range or lack of charging infrastructure).

CNG-cars can use biogas by tapping ISC-certified methane from the Danish CNG-pipelines. The downside is that this requires both new vehicles and new refueling stations. Consequently, implementing CNG is much more expensive and less flexible than M85.

E85 flex fuel cars have had significant success in USA, Sweden, Germany, and not least Brazil, which relies almost entirely on flex fuel vehicles. The price of ethanol has however increased in recent years. Moreover, the use of ethanol as a transport fuel is in direct competition to the use of sugar and starch in the food and feed industries (“food-vs.-fuel"-debate). Methanol is much easier to produce from non-edible sources, such as wood or biogas (methane). The market share of E85 flex fuel vehicles has dropped; they are still availa- ble, but only on special order.

Methanol is a possible precursor to synthetic gasoline. The production of synthetic gasoline from methanol would be more expensive than the blending of M85. Since methanol engines are essentially just gasoline engines, there is no conflict even if synthetic gasoline reached competitiveness.

The production of methanol via H2 from electrolysis and CO2 offers an interesting alternative energy storage option. Energy density of methanol is higher than that of currently available batteries. E-fuel M85 therefore also is a way of integrating energy and transport sector.

8.4 Market Potential:

Denmark has over 1.6 million gasoline cars using 1.8 billion liters of gasoline per year. Without taxes this gives a national market potential of more than 10 billion kr. per year. Even with 1 million electric cars there will still be more than 600 000 gasoline cars left, corresponding to a market potential of some 4 billion kr. per year. Globally, the number of gasoline cars is about 1 billion.

Moreover, the demand from gasoline cars will increase and support the production of CO2 neutral methanol. Once increased production has been established, and the current infrastructure has been modified, a much larger market will emerge. Trucks for heavy transportation with diesel engines will be the next segment in land-based transportation that potentially will be transformed. With increased production of CO2 neutral methanol, shipping may be the next market that will turn to methanol. The potential market for CO2 neutral methanol and subsequent potential CO2 savings is large.

The technology is expected to be ready for the market during the project period. How quickly bio methanol becomes competitive depends to a large degree on taxation. Experience from France with E85 shows that consumers readily accept the technology, if the regulatory framework is favorable. Flex fuel kits are available in France since 2018 and energy taxes on ethanol are reduced. As of 2019, there were 37000 factory-built flex fuel vehicles and 70000 vehicles with an add-on flex fuel kit on the road. Sales of flex fuel kits surpassed 2000 units per months. Sales of E85 blends increased from 100000 m3 in 2016 to now 340000 m3. The Dan- ish market has about one-tenth of the volume of the French market. Given the same regulatory framework conditions, the expansion rate of the biofuel market is expected to be comparable in both countries.

The Minister of Transport in Denmark has been requested to provide a regulatory framework for the use of flex fuel kits and M85 in vehicles on public roads. Additionally, incentives for buyers by easing the energy tax on advanced green motor fuel were requested. A similar tax reduction has previously been introduced for methanol to produce electricity in fuel cells. Electricity and diesel are already tax-favored compared to gaso- line. The use of incentives has also been outlined by the Danish Council on Climate Change in its scenario for transition to a low-carbon society.

8.5 Marketing Plan:

In general, the marketing plan builds upon disseminating the project result and through this showcase enable the progress to reach end-user, politicians and car makers

Marketing plans differ for the partners involved in the project. The methanol suppliers (organized through the Danish Methanol Association) will ensure commercial trade and transport of methanol. The oil companies (Circle K, OK, Go’on) will commercialize the distribution of methanol. Scantune will commercialize the engine upgrades of the cars. The rest of the participants of the project, FDM, City of Copenhagen, City of Skanderborg and Danish Technological Institute, are not expected to commercialize the project results, but will benefit from these and use them in future work.

Danish Methanol Association

New Fuel A/S keeps methanol in stock Xxxxxxxx 0, Port of Aarhus with delivery to road tankers and at Tjeld- bergodden (Norway) for delivery of ship loads to larger customers with their own tank storage.

At the warehouse in Aarhus, a mixing station will be established for finished 105 Octane M85 complying with ASTM D5797, Standard Specification for Methanol Fuel Blends (M51–M85) for Methanol-Capable Automotive Spark-Ignition Engines is established. The mixing station includes dosing systems for performance additives with corrosion inhibitor and lubricant.

The B2B sale will be FCA - Free Carrier Incoterms 2010 of VE-methanol to customers who manufacture the finished motor fuel themselves. Sales are expected to develop as seen in Figure 4.

Figure 4: Sales forecast for M85 compared to other fuels in Denmark, 2022–2030. (FFV = flex fuel vehicles, EV = electric vehicles)

Figure 5: Projected emissions corresponding to a change in fuel market shares, 2022–2030

Under the trademark "Farmers Gasoline" owned by New Fuel A/S and with Silicon Valley based Propel Fuels Co. as a model, remote operated blender pumps are offered to accelerate market adoption of low carbon fuels and transportation.

In close collaboration with Go'on Gruppen A/S, 105 Octane M85 will be distributed directly by road tankers to their own retail filling station network and to dealers not manufacturing the finished blend themselves.

With New Fuel A/S as the main driver, the marketing will be started with a Skanderborg Electrofuel Event 2020 scheduled for the autumn 2020 with the participation of the Minister of Transport, the Director of the European Automobile Manufacturers' Association (ACEA) and an international press corps. Alternative fuel technology will be shown and demonstrated together with our technology partners residing in or neighboring Skanderborg municipality.

For other members of the association, the development of a market will create demand and move the oppor- tunity closer to erecting factories and securing sales of production.

Go’on Gruppen A/S

Since Go'on Gruppen A/S has already decided to continue marketing 105 Octane M85 in the immediate con- tinuation of the project, the following overall plan is in place. In 2019, the company had a 4% share of the gasoline market in Denmark. Fuel is distributed from 150 unmanned service stations serving customers throughout the country.

Figure 6: Go’on Gruppen A/S has a nationwide network of unmanned service stations that will be provided with dispens- ers for 105 Octane M85. The dispensers will replace existing 92 Octane Regular fuel pumps. The company owns trucks approved for 105 Octane M85 distribution.

The company has its own tanker trucks supplied by HMK Bilcon. The fuel is produced at and distributed from the above-mentioned warehouse at Port of Aarhus. From here it is distributed to all the gas stations of the company.

Dispensers for the 105 Octane M85 are locked and require a special purchase card to open. This ensures that the company can provide the customer with the necessary information about the fuel in accordance with French model and that the car is equipped with a suitable and approved Flex Fuel Kit and has the appropriate insurance. Customers are offered the installation paid over future fuel purchases.

Greater customer satisfaction is expected to result from the 105 Octane M85, which generally makes the cars livelier with greater driving pleasure due to the greater torque, engine power and gentler engine running. This is a strong incentive for the Go'on Group. In addition, the sale of advanced green methanol will reduce the dependence on biodiesel that is otherwise required to meet the biofuel obligation. As agricultural and construc- tion companies are refusing to use biodiesel for technical reasons, this will result in a total saving on the entire portfolio. This is also a good incentive for the company.

Scantune

Scantune will import Flex Fuel Kits as a sole distributor for Denmark and assists the manufacturer in setting up approved workshops for box installation. Based on French experience, sales already second year in the market, will reach 250 boxes a month with annual turnover DKK 20 million for package solutions. The target is 30,000 flex fuel kits by 2030, when factory-made flex fuel vehicles could gradually take over the market.

OK operates a nationwide network of 670 gas stations. Legislation and consumer demand for lower CO2 emis- sions can be combined with efficient use of the existing infrastructure, for example by introducing the M85. It is important for OK to find out how the product can fit into a modern car fleet.

Circle K

Circle K plans to bring the product to market in two phases.

Phase one will be a direct supply to targeted customers via an above-ground, mobile and flexible tank solution.

Phase two will be a gradual roll out to our network of approx. 400 Circle K and Ingo sites. This will initially happen with small mobile tanks and later by switching to the the existing underground infrastructure where the fossil fuels eventually be offered from mobile tanks.

A positive side effect from this project will be that the learnings we get from this project on how to handle the product on our sites can be used to market a M95 product for diesel trucks.

9. Research

9.1 Information for research professional evaluation:

Not relevant.

10. Other programs

Is this application being processed by other programs?

Yes ☐ No ☒

If yes, specify which:

11. Re-application

Indicate if the application is a re-application for previous application round(s).

Yes ☒ No ☐

If yes, specify journal number, project title, reasons for prior rejection, and state how these are met here:

A previous application was sent under X.xx. :64019-0553, “Biometanol på danske tankstationer”

The proposal received generally favorable comments, with some individual critique points. These are ad- dressed in this revised application.

Strategies for marketing the project’s results have been formulated in more detail, especially with regards to Circle K, Go’on and OK, as well as Scantune and the Danish Methanol Association. The other project partners’ interest is non-commercial (City of Copenhagen, City of Skanderborg and Danish Technological Institute). The Business Model Canvas has been revised.

It has been pointed out by evaluators in the previous round that the political and regulatory framework is deci- sive for a commercialization of methanol-based vehicle fuels. The applicants agree but believe that a success- ful demonstration of M85 as a vehicle fuel is needed in shaping public opinion in favor of renewable fuel vehi- cles. Flex fuel kits are now available with road certification in France and the project will aim at transferring these general approvals to Denmark. In case Danish authorities would not approve flex fuel kits for use on public roads, the project will investigate the use of methanol blends in unmodified cars. This does not require

change in legislation, since blends above 30% are exempt from the national fuel regulation (Brændstof- bekendtgørelsen).

Concerning the permits necessary for the project itself, the applicants have been in contact with all relevant authorities. The Danish Environment Agency (Miljøstyrelsen) and the Danish Emergency Management Agency (Beredskabsstyrelsen) do not oppose testing of M85s. Distribution, storage and dispensing of methanol will therefore be a manageable challenge. The Danish Road Safety Agency has been informed about the French approvals and did not express any specific concerns towards the project if there is no vehicle tuning going on. To be absolutely safe, vehicle tests will begin on non-public roads at FDM test centers. When a formal permit is obtained the road tests will commence.

An approved fuel station for methanol already exists in Skalborg, and there is an ongoing dialogue with Aarhus and Skanderborg municipalities on the approval of more stations. While the applicants aim to bring down costs for fuel stations compared to the Skalborg facility, this is not considered critical for the project.

12. Appendices

This document is annex 1, which includes the following additional annexes:

• Annex 2: Budget scheme (Excel file).

• Annex 3: Gantt Chart (Excel file).

• Annex 4: Business Model Canvas (Word file).

• Annex 5: CVs (grouped into one file)

• Annex 6: Declarations of participation by all 10 participants

• Annex 7: Fuel cost calculation

• Annex 8: Report of the first meeting with regulatory bodies (in Danish)

• Annex 9: Reply from the Danish Road Safety Agency (in Danish)

• Annex 10: Approval of Flex Fuel Kit for road use (in French and English)

BILAG 2.3 - BEVILLINGSTILSAGNET

BILAG 2.4: BUDGET

EUDP

Version: EUDP 1.14 Select version

64020-1047

Project number Responsible company Partner 2 Partner 3 Partner 4 Partner 5

Partner 6

Væl

Biomethanol on Danish petrol stations

Project title

Project leader E-mail: Telephone

Economy

Company/institution SE/CVR no

Dansk

Teknologisk Institut Metanolforening Circle-K 56976116 33618204 28142412

Privat virk. eller GTS Privat virk. eller GTS Privat virk. eller GTS

Eksperimentielt Eksperimentielt Eksperimentielt udviklingssamarbejde udviklingssamarbejde udviklingssamarbejde

Skanderborg Kommune

29189633

Privat virk. eller GTS

Eksperimentielt udviklingssamarbejde

Scantune FDM

25634543 10376718

Privat virk. eller GTS Privat virk. eller GTS Eksperimentielt Eksperimentielt

udviklingssamarbejde udviklingssamarbejde

Company state (select) Type of activity (select)

1074	2	2137	30000	3	400
1118,1	0,01	9342	21000	3,5	732
1003,1	0,1	5814	30000	2,1	721
Stor virksomhed	Småvirksomhed	Stor virksomhed	Stor virksomhed	Småvirksomhed	Stor virksomhed
Uafhængig virksomhed	Uafhængig virksomhed	Uafhængig virksomhed	Uafhængig virksomhed	virksomhed	virksomhed
0%	0%	0%	0%	0%	0%
40%	60%	40%	40%	60%	40%

Xxx Xxxxxxx

xxx@xxx.xx

7220 1310

No. of annual work units Annual turnover (mill. DKK) Annual balance (mill. DKK) Company size, EU definition Ownership (rules pt 3.5) Pct. research of total budget RRP maximum subsidy rate

		Budget		Account
Research hours		9.325 0
Tech/admin hours		0 0
Salary costs
Research salaries		3.563.340 0
Tech/admin salaries		0 0
Overhead percent		103% 0%
Overhead costs		3.686.156 0
	Salaries total		7.249.495		0
Other expenses
Instruments and equipment			500.000		0
Buildings			0		0
Other expenses			1.590.000		0
External services			680.000		0
Income (negative figures)			0		0
Others, travel expenses			110.000		0
Overhead percent		0%		0%
Overhead costs			0		0
	Other expenses total		2.880.000		0
Sum		10.129.495 0

Budget	Account		Budget	Account		Budget	Account		Budget	Account		Budget	Account		Budget	Account
2.000	- -		500	- -		1.500	- -		500	- -		350	- -		484	- -

802.000	- -		175.000	- -		600.000	- -		207.500	- -		126.700	- -		201.334	- -
140%			114%			84%			25%			150%			50%
1.122.800	-		200.000	-		504.000	-		51.875	-		190.050	-		100.667	-
1.924.800		0	375.000		0	1.104.000		0	259.375		0	316.750		0	302.000		0

	-		500.000	-			-			-			-			-
	-			-			-			-			-			-
40.000	-		0	-		500.000	-		0	-		50.000	-		0	-
0	-		350.000	-		110.000	-		0	-		0	-		0	-
0	-		0	-		0	-		0	-		0	-		0	-
50.000	-		10.000	-		10.000	-		0	-		0	-		10.000	-

0	-		0	-		0	-		0	-		0	-		0	-
90.000		0	860.000		0	620.000		0	0		0	50.000		0	10.000		0
2.014.800		0	1.235.000		0	1.724.000		0	259.375		0	366.750		0	312.000		0

Financing

Støtteprocent	43% 0% 4.403.024 0 0 0 5.726.471 0
Grant total #
Other financing (specify below) #
Project participant #


40%	0%	60%	0%	40%	0%	40%	0%	60%	0%	40%	0%
805.920	-	741.000	-	689.600	-	103.750	-	220.050	-	124.800	-
	-		-		-		-		-		-
1.208.880	-	494.000	-	1.034.400	-	155.625	-	146.700	-	187.200	-

Key figures

Partner share
Researchers kr./hour	382	0
Tech/admin kr/hour	0	0
Other expenses %	28,4%	0,0%
Grant per hour	338	-

19,9%	0,0%	12,2%	0,0%	17,0%	0,0%	2,6%	0,0%	3,6%	0,0%	3,1%	0,0%
401	0	350	0	400	0	415	0	362	0	416	0
0	0	0	0	0	0	0	0	0	0	0	0
4,5%	0,0%	69,6%	0,0%	36,0%	0,0%	0,0%	0,0%	13,6%	0,0%	3,2%	0,0%
385	-	450	-	294	-	208	-	543	-	250	-

If possible, the Danish Technological Institute wants to co-finance the project with funds from a performance contracts at the Danish Agency for Science and Higher Education. The outcome of a new performance contract application determines whether the funds will be available for this project.

Comments

Danske Bank A/S, Storkunder

3100

3329 111261

Anvisningsoplysninger

Pengeinstitut: Signature

Reg. nr. : Konto

Københavns Kommune	OK AMBA	HMK Bilcon	Go'on Gruppen
64942212	39170418	38387324	31877385
Privat virk. eller GTS	Privat virk. eller GTS	Privat virk. eller GTS	Privat virk. eller GTS
Eksperimentielt udviklingssamarbejde	Eksperimentielt udviklingssamarbejde	Eksperimentielt udviklingssamarbejde	udviklingssamarbejd e

g sprog Partner 7

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English

Partner 8 Partner 9 Partner 10

45000	1281	86	15
35809	8909	100	1.098,0
51560	3619	30	145,0
Stor virksomhed	Stor virksomhed	Mellemstor virksomhed	Mellemstor virksomhed
virksomhed	virksomhed	virksomhed	virksomhed
0%	0%	0%	0%
40%	40%	50%	50%

Budget	Account		Budget	Account		Budget	Account		Budget	Account
691	- -		1.500	- -		300	- -		1.500	- -

252.906	- -		525.000	- -		147.900	- -		525.000	- -
100%	- -		150%	- -		102%	- -		62%	- -
252.906	-		787.500	-		150.858	-		325.500	-
505.812		0	1.312.500		0	298.758		0	850.500		0

0 0 0 0	- - - - - -		500.000 110.000 0 10.000	- - - - - -		0 0 0 10.000	- - - - - -		500.000 110.000 0 10.000	- - - - - -
0 0 0 0	- - - - - -		500.000 110.000 0 10.000	- - - - - -		0 0 0 10.000	- - - - - -		500.000 110.000 0 10.000
0	-		0	-		0	-		0	-
0		0	620.000		0	10.000		0	620.000		0
505.812		0	1.932.500		0	308.758		0	1.470.500		0


40%	0%	40%	0%	50%	0%	40%	0%
202.325	-	773.000	-	154.379	-	588.200	-
	-		-		-		-
303.487	-	1.159.500	-	154.379	-	882.300	-

5,0%	0,0%	19,1%	0,0%	3,0%	0,0%	14,5%	0,0%
366	0	350	0	493	0	350	0
0	0	0	0	0	0	0	0
0,0%	0,0%	32,1%	0,0%	3,2%	0,0%	42,2%	0,0%
293	-	350	-	498	-	227	-

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