Fuel for transport accounts for some 32 per cent of final energy use. Almost all of this energy is in the form of oil and transport accounts for 60 per cent of total oil usage. Of this, road transport accounts for 83 per cent. Alternative motor fuels, therefore, are important to increasing diversity of supply. In addition, many alternative motor fuels either from fossil fuels or from renewable resources offer advantages in terms of emissions of greenhouse gases and other pollutants compared with conventional fuels. The objectives of the Implementing Agreement on Advanced Motor Fuels are to: - promote understanding of alternative motor fuels, their role in energy security, relative efficiencies and environmental consequences; - facilitate understanding of impacts of economic, environmental and technical factors on the market for alternative motor fuels; - facilitate the harmonisation of legislation, standards and regulations concerning alternative motor fuels. The Agreement is focused on the end-use of alternative motor fuels, as opposed to their production. Environmental implications are an increasing focus of the work programme. Tasks include establishing an Alternative Fuels Information Service, joint energy and emission tests of heavy duty engines and fuels; evaluating current testing procedures and identifying shortcomings arising as a result of changing diesel fuel composition; improving understanding of the nature of particulate emissions resulting from the use of alternative fuels, emission performance of selected biodiesel fuels; and environmental assessment of dimethyl-ether as an automotive fuel. The strength of the co-operation is the production, exchange and evaluation of information concerning almost all aspects of the use of automotive fuels in a closely co-operating network of experts. The Automotive Fuels Information Service (AFIS), which has been established as part of this Agreement, has produced several authoritative source books on fuel assessment and comparison and maintains a web site. The work programme is conducted through cost-sharing and task-sharing, together with a common fund to support the secretariat and publications.

26. Alcohols and Ethers as Oxygenates in Diesel Fuel
Evaluation of practical experiences of ongoing projects around the world using alcohols/ethers as oxygenates in diesel fuels. By collecting data from ongoing and reported tests and projects and systematically compare them, the Annex will try to get a picture of today’s practical results and experiences of using alcohols/ethers as components in existing diesel fuels for existing diesel engines. This study of options that have reached commercially maturity is complementary to Annex XVIII “Greener Diesel Fuels” where scientific data are produced from laboratory tests. The results of the proposed project will be valuable in guiding future research and development of oxygenates for diesel fuels.

28. Information Service & AMF Website
Providing dissemination of information through the website and the AMFI Newsletter.

29. Evaluation of Duty cycles for Heavy-Duty Urban Vehicles
The main objective is to compare a number of duty cycles with several heavy-duty vehicles. The aims are to: 1) Generate understanding of the characteristics of different duty cycles 2) Produce a key for cross-interpretation of emission results generated with different cycles 3) Study the interaction between vehicle and fuel technologies and test procedures and 4) Pin-point the need for international harmonization in emission testing. 7 new buses will be run using the 7 most well-known duty cycles on chassis dynamometer. Different vehicle weights will be simulated. The test vehicles will be 3 European and 4 North American vehicles

30. Bio-safety Assessment: Animal Fat in Biodiesel
tbd.

31. Production and use of Synthetic Vehicle Fuels Made by Fischer-Tropsch Technique
The annex collect and analyse information concerning possible raw material (biomass and natural gas/biogas), production technique, emissions from production and use, engine performance, etc. to find out the most effective and sustainable way to produce, distribute and use FT fuels for vehicle use. The main areas to investigate in a first phase are: 1) Collection of detailed information/data, including visit to an existing production plant, 2) Analyse of data/information collected, described in point 1 above, 3) Detailed studies concerning production technique for alkylate from synthesis gas, 4) Environmental studies focused on performance and emissions test carried out on a chassis-dynamometer in a vehicle test laboratory, and 5) Life cycle inventory analysis for using Alkyl ate and/or paraffin from different sources of raw material in the USA and the Scandinavia. The result of phase one is planed to be a comprehensive assessment of the environmental performance technological status of Fischer-Tropsch fuels, produced from different raw materials. The results are also expected to be applicable both on the USA and the Scandinavia as a consequence of that, also production from different raw materials.

32. Future Fuels for Road Transport
The objectives of this annex are to (full scope, 3 phases): 1) Identify new engine concepts and improvements of today’s engine technologies that are likely to be developed in the coming 10 to 20 years, 2) Identify which demands have to be put on the fuels to be used in these new engines concepts and in advanced technology engines, 3) Examine which of the fuels that are used today and which of the alternative fuels that are currently being investigated can be used in these advanced technology engines or in new engine concepts, so these fuels may serve as a bridge from today to the “future”, 4) Based on the items mentioned above, examine which of the fuels that are being used or considered today might be a “dead end street” without a realistic possibility to be used in new or advanced engines, and 5) Carry out a first economical assessment of production, distribution and use of the fuels (2 or maximum 3 fuels) defined in the work mentioned above, to identify the fuel with the best prerequisites for use in new and/or advanced engine concepts and to give a first indication if there are differences between the use of these fuels in the western hemisphere or in developing countries. The work will be carried out in phases. Commitment is sought for one phase at the time.

33. Particle Emissions of 2-S Scooters
The serious health effects of particle emissions from traffic are known from the discussions about diesel engines technology and legislation. In this context the particle emissions of small 2-S engines without recirculation of the lubricant cannot be neglected any more, or simplified by the substituting measurements of CO and HC. A particular concern is about the 2-S scooters, which in several countries are used very much in congested city centers. According to the participation of different partners there are following objectives of the activities: - basic research of the 2-S aerosols, their composition with different lube oils and fuels and with different engine technology - study of sampling and measuring procedures for particle mass and particle size distribution - research of improvements of exhaust gas after-treatment systems - toxicity and new methods of health effects research - new inputs for industrial partners concerning their products - new inputs for the legal authorities

34. Analysis of Biodiesel Fuels
Use of fatty acid methyl esters (FAME) as a substitute diesel fuel is on the rise around the world. In the US, for example, the volume of biodiesel used in transportation has grown by a factor of 6 to 7 times in four years, and in Europe the situation is similar. Such a rosy outlook for biofuels is not without technical hurdles, though. Methyl esters face some serious technical barriers, i.a. poor oxidative stability, incompatibility with some elastomers, low-temperature flow properties, and higher NOx emissions. The transesterification process is limited in feedstocks to using oils derived from vegetable, animal, and waste fats. If we are to achieve greater impact of bio-derived fuels, we must utilize all varieties of feedstocks and produce a broader slate of fuel choices, ranging from gasoline replacements to diesel replacements. Therefore, the world’s attention is turning to concepts of more diverse manufacturing processes, and the notion of a flexible biorefinery is coming into being. IEA Advanced Motor Fuels Agreement (AMF) has been running Annexes on biodiesel, i.e. Annex XIII “Emission performance of selected biodiesel fuels” and Annex XXX “Bio-safety Assessment: Animal Fat in Biodiesel”. Research on advanced motor fuels, especially biofuels, is abundant in today’s changing world of energy. However, research on production potential and end-use aspects tend to be more or less separated. Alternative motor fuels are today’s reality, and thus it is important to improve links and understanding between forums focusing on production potential and usability factors of different motor fuel options. The overall objective of this annex was to provide a better picture for the IEA-AMF of where the biodiesel industry is going in the future – how technical barriers will be overcome, what bio-derived fuels will replace significant quantities of diesel fuel, what will be the feedstocks for those fuels, and what will be the processes by which the fuels will be made. The potential of different biodiesel options will be linked to end-use aspects. Barriers for biodiesel are related to costs, competition with food and other industries, arable land, regional markets, transport costs, poor agricultural practices in developing countries, water and fertilizer use, conservation of biodiversity, logistics, and distribution networks. In this discussion we should make a distinction between first and second generation biodiesel fuels, because the challenges are quite different between the two. First Generation Biodiesel Fuels – The Fatty Acid Esters These fuels are generally made from vegetable oils through a transesterification process, and the worldwide capacity to produce greater amounts of vegetable oils for fuels is enormous. However, at some point (and perhaps the world is already at that point) their use as fuels will compete for the same resources that are used as food feedstocks. This will lead to huge price increases in both food and fuel, much as we are now seeing in the first half of 2008 that is resulting from the rise in oil prices and the strain on the markets from the rising use of corn for ethanol. Therefore, the authors of this report believe that the ultimate level of production and use of FAME for biodiesel fuel will be limited to the point where there is balance in the market between fuel and food use of the same feedstocks. Exactly where that level is, we do not know. Nevertheless, this will be the ultimate barrier for use of FAME as fuel. Until that time, though, there are still a number of technical barriers that inhibit the growth in use of FAME as biodiesel fuel (all have been discussed in detail in this report), and these are summarized here: Cold Flow Properties, oxidative Stability (shelf life) , NOx Emissions and lack of Technical Standards (standards apply for low level blends, but the acceptance of higher level blends has been elusive). The engine manufacturers have generally opposed the higher level blends because of the potential for damage to the engines from plugging fuel filters or degraded fuel from storage, etc. Because of the potential for higher NOx emissions some governments (e.g. the state of Texas) have temporarily banned the use of biodiesel blends. Second Generation Biodiesel Fuels – Fuels from Biorefineries Second generation biodiesel fuels are just now coming into being and the range of options for manufacture of biodiesel fuel from biomass is large. Many of the options would center on a gasification process for the initial stage of biomass conversions, and there are a number of challenges with the gasification of biomass materials: • Overall, biomass is a more challenging feedstock for gasification than coal and natural gas. Gasification of mixtures of biomass and fossil feedstocks can help in this respect (XTL). • Requirements on feedstocks – feedstock will need to be uniform. The feed preparation should be reliable and proper storage and han

35. Ethanol as Motor Fuel
Ethanol is an excellent alternative fuel for road vehicle application. If the application of ethanol is going to increase, there is a demand for rather technical, but easily understood, information about the applicability of ethanol as an engine fuel. This is necessary in order to eliminate the skepticism among people, who do not know about this fuel. The purpose of this project was to provide an easily read technical report about the applicability of ethanol as an engine fuel. The report should describe the potential for ethanol application in the member countries participating in this annex. The results from the investigations of the member countries´ situations should be extrapolated to recommendations for worldwide implementation in a near future. The main project is inspired by the discussions from the IEA/AMF Executive Committee discussions in addressing the following questions: 1. "Gasoline/Ethanol blends. How much ethanol can be tolerated by gasoline vehicles?" 2. "True performance of FFV vehicles?" 3. "Conceptual studies for optimized ethanol engines" 4. "Diesel/ethanol blends?" 5. "The need for ethanol blended fuels" 6. "Differentiation of bio from mineral derived ethanol" 7. "How ethanol blends perform in GDI vehicles" 8. "The need for fuel specifications for ethanol blended fuels" The main report was distributed in May 2009, and is publicly available at the website, Link. The main report will be followed up by individual implementation reports from the member countries.

37. Fuel and Technology Alternatives for Buses

38. Environmental Impact of Biodiesel Vehicles