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Insbesondere über das Omnibus Paket für den Digitalbereich der Europäischen Kommission sollten diese Aspekte gestärkt werden.","affectedLawsPresent":false,"affectedLaws":[],"fieldsOfInterest":[{"code":"FOI_MEDIA_PRIVACY","de":"Datenschutz und Informationssicherheit","en":"Data protection and information security"},{"code":"FOI_IS_CYBER","de":"Cybersicherheit","en":"Cyber security"},{"code":"FOI_MEDIA_DIGITALIZATION","de":"Digitalisierung","en":"Digitalization"},{"code":"FOI_EU_LAWS","de":"EU-Gesetzgebung","en":"EU legislation"}]}]},"statements":{"statementsPresent":true,"statementsCount":2,"statements":[{"regulatoryProjectNumber":"RV0008311","regulatoryProjectTitle":"2024-001_Nationale Umsetzung CSRD analog EU","pdfUrl":"https://www.lobbyregister.bundestag.de/media/26/37/321358/Stellungnahme-Gutachten-SG2406250239.pdf","pdfPageCount":4,"text":{"copyrightAcknowledgement":"Die grundlegenden Stellungnahmen und Gutachten können urheberrechtlich geschützte Werke enthalten. Eine Nutzung ist nur im urheberrechtlich zulässigen Rahmen erlaubt.","text":"Reduzierung der Reportingpflichten im Bereich der Nachhaltigkeitsberichterstattung auf ein realwirtschaftlich sinnvolles und leistbares Maß\r\n\r\nSehr geehrter Herr Bundeskanzler,\r\n\r\nder Klimawandel ist die zentrale Herausforderung unserer Zeit. Ganz ausdrücklich \r\nunterstützen wir daher die Anstrengungen der Bundesregierung und der Europäischen Union\r\nzur Umsetzung der Ziele des Pariser Klimaabkommens. Die deutsche Wirtschaft ist sich ihrer\r\nVerantwortung bewusst und sieht sich in der Pflicht, sektorübergreifend einen Beitrag zur\r\nErreichung der Klimaneutralität zu leisten. Diese Bereitschaft, Verantwortung zu übernehmen,\r\ndarf allerdings nicht zu einer Überforderung vieler Unternehmen führen und zur Gefahr für\r\nden Wirtschaftsstandort Deutschland werden.\r\n\r\nVor diesem Hintergrund begegnen wir mit großer Sorge der ausufernden Regulierung\r\nhinsichtlich der Nachhaltigkeitsberichterstattung durch die Europäische Union. Die im\r\nRahmen des European Green Deal entwickelten Transparenzanforderungen, u.a. die\r\nCorporate Sustainability Reporting Directive (CSRD), füllen bereits heute mehrere Tausend\r\nSeiten. Allein die Nachhaltigkeitsberichterstattung nach den European Sustainability\r\nReporting Standards (ESRS) verpflichtet Unternehmen, potenziell über 1.000 Datenpunkte zu\r\nerheben und zu veröffentlichen.\r\n\r\nEine derart überbordende Bürokratie führt zur Lähmung der deutschen und europäischen\r\nWirtschaft, da sie auf Unternehmensebene unverhältnismäßig viele Ressourcen bindet und\r\nprohibitiv hohe Kosten erzeugt. Für viele mittelständische Unternehmen dürften diese\r\nTransparenzanforderungen schlicht unerfüllbar sein. Die Überregulierung bremst die in vielen\r\nBereichen notwendige Transformation und erstickt zunehmend die Wettbewerbsfähigkeit in\r\nDeutschland und Europa. Zumal ein „Mehr an Information“ nicht automatisch ein „Mehr an\r\nNachhaltigkeit“ bedeutet. Vielmehr sollte die konkrete Umsetzung von Maßnahmen im\r\nVordergrund stehen und weiter vorangetrieben werden oder verkürzt: Taten statt Tabellen.\r\n\r\nWir appellieren daher an die Bundesregierung, sich auf europäischer Ebene für eine massive\r\nKürzung der Berichtspflichten im Bereich der Nachhaltigkeit einzusetzen. Transparenzregelungen\r\nmüssen zweckmäßig, schlüssig und erfüllbar sein. Es bedarf daher eines\r\npragmatischen Regelungsrahmens, der berechtigten lnformationsbedürfnissen von\r\nKapitalgebern, Kunden und Öffentlichkeit Rechnung trägt, aber keine unrealistischen\r\nMaximalanforderungen festschreibt. Nachhaltigkeitsberichterstattung muss realwirtschaftlich\r\nsinnvoll und leistbar bleiben.\r\n\r\nFür eine klimaneutrale und wohlstandsgesicherte Zukunft Deutschlands und Europas ist ein\r\nentschlossenes und gemeinsames Handeln wichtiger denn je. Die unterzeichnenden\r\nUnternehmen stehen für diesen Schulterschluss von Politik und Wirtschaft bereit.\r\nFür weiterführende Gespräche stehen wir gerne zur Verfügung.\r\n\r\nMit freundlichen Grüßen\r\nDr. Oliver Blume"},"recipientGroups":[{"recipients":{"parliament":[],"federalGovernment":[{"department":{"title":"Bundeskanzleramt (BKAmt)","shortTitle":"BKAmt","url":"https://www.bundeskanzler.de/bk-de","electionPeriod":20}},{"department":{"title":"Bundesministerium der Finanzen (BMF)","shortTitle":"BMF","url":"https://www.bundesfinanzministerium.de/Web/DE/Home/home.html","electionPeriod":20}},{"department":{"title":"Bundesministerium für Wirtschaft und Klimaschutz (BMWK) (20. WP)","shortTitle":"BMWK (20. WP)","url":"https://www.bmwk.de/Navigation/DE/Home/home.html","electionPeriod":20}}]},"sendingDate":"2024-05-03"},{"recipients":{"parliament":[{"code":"RG_BT_FRACTIONS_GROUPS","de":"Fraktionen/Gruppen","en":"Parliamentary parties/groups"},{"code":"RG_BT_MEMBERS_OF_PARLIAMENT","de":"Mitglieder des Bundestages","en":"Members of parliament"}],"federalGovernment":[]},"sendingDate":"2024-06-19"}]},{"regulatoryProjectNumber":"RV0008313","regulatoryProjectTitle":"2024-003_Ausgestaltung von Erwägungsgrund 11 der CO2 Flottenregulierung","pdfUrl":"https://www.lobbyregister.bundestag.de/media/f7/67/387417/Stellungnahme-Gutachten-SG2412180129.pdf","pdfPageCount":130,"text":{"copyrightAcknowledgement":"Die grundlegenden Stellungnahmen und Gutachten können urheberrechtlich geschützte Werke enthalten. Eine Nutzung ist nur im urheberrechtlich zulässigen Rahmen erlaubt.","text":"2024\r\nMONITORING THE USE\r\nOF CO2 NEUTRAL FUELS\r\nIN ROAD TRANSPORT\r\nA CROSS-SECTORAL\r\nINDUSTRY ASSESSMENT\r\nWORKING GROUP ON MONITORING\r\nMETHODOLOGIES OF CO2 NEUTRAL FUELS\r\n\r\n\r\nTABLE OF CONTENTS\r\n1. Statement of Compliance Guidelines & Antitrust Law ������������������������������������������ 8\r\n2. Abstract ���������������������������������������������������������������������������������������������������������������������������11\r\n3. Origin & Purpose of Working Group ������������������������������������������������������������������������20\r\n3.1. Origin & Political Background ��������������������������������������������������������������������������������������� 21\r\n3.2. Purpose ���������������������������������������������������������������������������������������������������������������������������22\r\n3.3. Structure & Members ���������������������������������������������������������������������������������������������������23\r\n4. Fuel Production & Fuel Definition ���������������������������������������������������������������������������� 26\r\n4.1. WGMM proposed Fuel Definition ����������������������������������������������������������������������������������� 27\r\n4.2. Fuel Production �����������������������������������������������������������������������������������������������������������������30\r\n4.2.i. Description of Fuel Production Pathways ��������������������������������������������������������30\r\n4.2.ii. Availability of Feedstock �������������������������������������������������������������������������������������� 35\r\n4.2.ii. Traceability of CO2 Neutral Fuels ���������������������������������������������������������������������36\r\n5. Fuelling Technologies for Vehicles & Retail ����������������������������������������������������������40\r\n5.1. Introduction ����������������������������������������������������������������������������������������������������������������������41\r\n5.2. Description of Options for CO2 Neutral Fuels ������������������������������������������������������������ 41\r\n5.3. Description of Technology Options ���������������������������������������������������������������������������43\r\nOption 1 – Mechanical Adaption of Tank Filler / Nozzle ���������������������������������������43\r\nOption 2 – Fuel Marker along Upstream and Downstream ��������������������������������44\r\nOption 3 – 100% Digital Fuel Tracking System from Upstream\r\nto Downstream (DFTS w/ Digital Handshake) ��������������������������������44\r\nOption 4 – Hybrid Approach – Upstream: Fuel Marker &\r\nSensor Until EU Border – Downstream: DFTS w/\r\nDigital Handshake ���������������������������������������������������������������������������������45\r\nOption 5 – Vehicle On-Board Fuel Detection Function ����������������������������������������� 46\r\nOption 6 – Vehicle On-Board Fuel Molecular Sensor �������������������������������������������� 47\r\nOption 7 – Bidirectional Communication between Vehicle and Filling Station 48\r\nOption 8 - EU Market Exclusively Supplied With CNF ������������������������������������������48\r\nOption 9 - Mass-Balanced CNF Supply to Each CNF Vehicle. ���������������������������49\r\nOption 10 – Fuel Usage Balancing - FUB ���������������������������������������������������������������49\r\nOption 11 – Combined Mass Balancing - DFTS w/ Digital Handshake) ������������ 51\r\n5.4. Evaluation Matrix & Outcomes �����������������������������������������������������������������������������������52\r\nOutcome of the Evaluation Matrix �����������������������������������������������������������������������������53\r\n6. Customers & Retail ������������������������������������������������������������������������������������������������������58\r\n6.1. Executive Summary ������������������������������������������������������������������������������������������������������59\r\n6.2. Requirements for the Technologies for CNF Powered\r\nVehicles for Customers and Retail ����������������������������������������������������������������������������� 59\r\n6.3. Assessment of Monitoring Options Based on the Customer\r\n& Retail Perspective ����������������������������������������������������������������������������������������������������� 61\r\nOption 1: Mechanical Adaption of Tank Filler/Nozzle �������������������������������������������� 61\r\nOption 2: Fuel Marker along Upstream and Downstream ������������������������������������62\r\nOption 3: 100% Digital Fuel Tracking System from Upstream\r\nto Downstream (DFTS w/Digital Handshake) ������������������������������������64\r\nOption 4: Hybrid Approach – Upstream: Fuel Marker &\r\nSensor until EU Border – Downstream: DFTS w/\r\nDigital Handshake. ����������������������������������������������������������������������������������� 65\r\nOption 5: Vehicle On-Board Fuel Detection Function �������������������������������������������� 66\r\nOption 6: Vehicle On-board Fuel Molecular Sensor �����������������������������������������������68\r\nOption 7: Bidirectional Communication between Vehicle and Gas Station. ������69\r\nOption 8: EU Market Exclusively Supplied with CNF �������������������������������������������� 70\r\nOption 9: Mass Balanced CNF supply to each CNF vehicle ����������������������������������71\r\nOption 10: Fuel Usage Balancing – FUB �������������������������������������������������������������������� 72\r\nOption 11: Combined Mass balancing - DFTS w/ Digital Handshake ����������������� 74\r\n6.4. Assessment Options for Effective Inducement Systems &\r\nFlexibility Mechanisms �������������������������������������������������������������������������������������������������� 75\r\n6.5. Regulatory Geofencing �������������������������������������������������������������������������������������������������� 78\r\n7. Regulatory Evaluation ��������������������������������������������������������������������������������������������������� 82\r\nOption 1 – Mechanical Adaptation of Tank Filler/ Nozzle ������������������������������������84\r\nOption 2 – Fuel Marker along Upstream and Downstream ��������������������������������85\r\nOption 3 – 100% Digital Fuel Tracking from Upstream to\r\nDownstream (DFTS w/ Digital Handshake) �������������������������������������� 87\r\nOption 4 - Hybrid Approach - Upstream: Fuel Marker &\r\nSensor until EU Border - Downstream: DFTS w/\r\nDigital Handshake. ����������������������������������������������������������������������������������� 88\r\nOption 5 – On-Board Fuel Detection Function �������������������������������������������������������� 88\r\nOption 6 – Vehicle On-Board Fuel Molecular Sensor: �����������������������������������������89\r\nOption 7 – Bidirectional Communication between vehicle and gas station. ����� 89\r\nOption 8 – EU Market Exclusively Supplied with CNF ������������������������������������������90\r\nOption 9 - Mass-Balanced CNF Supply to Each CNF Vehicle ������������������������������ 91\r\nOption 10 – Fuel Usage Balancing – FUB ����������������������������������������������������������������� 92\r\nOption 11 – Combined – Upstream: mass balancing –\r\nDownstream: DFTS w/ Digital Handshake) �������������������������������������� 92\r\n8. Conclusion ��������������������������������������������������������������������������������������������������������������������� 97\r\n9. Appendix ������������������������������������������������������������������������������������������������������������������������98\r\n9.1. Detailed Description of Technology Options ������������������������������������������������������������99\r\n9.2. Description of Relevant Regulations ������������������������������������������������������������������������� 119\r\n9.3. List of Possible CO2 Neutral Fuels at the Pump by Type of\r\nEngine Technology ������������������������������������������������������������������������������������������������������ 126\r\n9.4. List of Abbreviations ���������������������������������������������������������������������������������������������������� 127\r\n10. References ����������������������������������������������������������������������������������������������������������������� 128\r\n\r\nSTATEMENT OF\r\nCOMPLIANCE GUIDELINES\r\n& ANTITRUST LAW\r\nThe comprehensive work undertaken by the Working Group on Monitoring\r\nMethodologies was conducted under the strictest adherence to antitrust\r\nguidelines, ensuring the highest standards of legal compliance throughout the\r\nproject's duration. Professional Compliance Lawyers were present at every meeting\r\nof the Working Group, serving as vigilant guardians of antitrust regulations\r\nand ensuring that compliance was meticulously maintained at all stages of the\r\nproject's development. These legal experts consistently emphasized the critical\r\nimportance of adhering to the predetermined agenda of the meetings and avoiding\r\nany discussions or comments that could be construed as inappropriate or\r\npotentially anticompetitive.\r\nGiven the collaborative nature of the project, which involved competitors\r\nactive at different levels of the automotive value chain working together, the Antitrust\r\nlawyers implemented and enforced a rigorous prohibition on the disclosure\r\nof any commercially sensitive information. This included, but was not limited to,\r\nindividual company data on prices, profit margins, costs, market forecasts, production\r\nfigures, capacity details, investment plans, business strategies, bidding\r\ninformation, and/or contract specifics. The lawyers also ensured that discussions\r\nsteered clear of matters relating to individual suppliers or customers, maintaining\r\na neutral and competition-friendly environment.\r\nThroughout the course of the project, great care was taken to avoid making\r\nany recommendations regarding future market behaviour, including pricing\r\nstrategies, output levels, or investment decisions. This precautionary measure was\r\ncrucial in maintaining the integrity of the competitive landscape and preventing\r\nany potential collusion or market manipulation. To further safeguard against antitrust\r\nviolations, all members of the Working Group were consistently encouraged\r\nto voice their concerns promptly if they perceived any comment or statement as\r\npotentially inappropriate or in violation of antitrust guidelines.\r\nThe approach of the Working Group while elaborating on the different\r\nmethodology options has been purely objective and science-based to provide a\r\nneutral overview without predetermining any choices nor standpoints.\r\nThe meticulous approach to compliance extended beyond the meetings\r\nthemselves. The secretariat, tasked with documenting the proceedings, produced\r\nprecise minutes for each meeting. These draft minutes were subsequently reviewed\r\nby the antitrust lawyers, providing an additional layer of scrutiny to ensure\r\nnot only direct adherence to antitrust guidelines during the meetings but also to\r\ndetect any possible critical situations that might have arisen in the aftermath of the\r\ndiscussions.\r\nIn the collaborative work phases, the output of individual members was\r\nconsistently anonymised by the secretariat before being presented for further discussion\r\nwithin the group. This anonymisation process served as an additional\r\nsafeguard, ensuring that sensitive information remained protected and that compliance\r\nguidelines were rigorously followed. By implementing these comprehensive\r\nprecautions, the Working Group successfully achieved its dual objectives:\r\nproducing a high-quality report on Monitoring Methodologies for CO2 neutral fuels\r\nwhile simultaneously maintaining unwavering compliance with antitrust laws\r\nand regulations. This report has been legally reviewed by the external antitrust\r\ncounsel.\r\n\r\nABSTRACT\r\nThis report1 was prepared to respond to the European Commission’s request to industry,\r\nOEMs and fuel companies, to present technological options that can prove and\r\nmonitor the use of CO2 neutral fuels in new vehicles, and contribute to the European Commission’s\r\ncommitment to present a methodology for registering vehicles running on CO2\r\nneutral fuels.\r\nMonitoring CO2 neutral fuels implies the tracking and tracing of the fuel from the\r\nproduction or entry point, in case of imports, all the way down to the final use in a given\r\nvehicle. The Working Group on Monitoring Methodologies (WGMM) therefore features a\r\nbroad sectorial representation including OEMs and their suppliers, fuel producers and fuels\r\nsuppliers, fuel retailers and their equipment suppliers, in order to ensure that the TCMV’s\r\nproposed methodology fits the requirements of all sectors of the automotive and fuels value\r\nchain for a robust and reliable proofing and reporting methodology.\r\nA Technology Neutral, Inclusive and Consistent Definition for CO2 Neutral Fuels is\r\nNeeded to Avoid Over-Complexity of the EU Regulation\r\nThe work of the WGMM started with an assessment of the compromise agreed\r\nbetween Germany and the Executive Vice-President Timmermans in March 2023, and\r\nthe Commission’s briefing to the member state experts in the TCMV, the proposed fuels\r\ndefinition and the pre-suggested methodologies identified by the Commission services.\r\nThe Commission proposal of September 2023 only included eFuels, also labelled\r\nRFNBOs, in its definition of CO2 neutral fuels and required these fuels to have a 100% GHG\r\nemission savings based on the “lifecycle analysis” of the fuel. This approach is evaluated by\r\nthe experts in the WGMM as technically very difficult to achieve currently and inconsistent\r\nwith the overall EU Green Deal goals defined as “net-zero”, recognizing GHG emissions\r\nand also absorption/storage by either biogenic or industrial means. The Working Group’s\r\nproposal aims to correct this inconsistency, and proposes an alternative definition\r\n\"CO2 neutral fuel' means all fuels defined by the Renewable Energy Directive\r\n(EU) 2018/2001, provided that they meet the sustainability criteria of that Directive\r\nand associated delegated acts, where the same amount of CO2 from biomass, ambient\r\nair or recycled carbon sources is bound in the fuel production as is released during\r\ncombustion in the use phase. Those fuels shall include renewable and/or synthetic\r\nfuels, such as biofuel, biogas, biomass fuel, renewable liquid and gaseous transport\r\nfuel of non-biological origin (RFNBO) or a recycled carbon fuel (RCF)2.”\r\nThere should be one unique definition of CO2 neutral fuels for all EU legislative acts.\r\nCO2 Neutral Fuels Complementary to Electrification in Road Transport\r\nThe report furthermore shows that the inclusion of CO2 neutral fuels in road transport\r\ndoes not weaken the new vehicle CO2 reduction targets, but instead, would be a complement\r\nto battery-electric and hydrogen-powered vehicles with the potential of accelerating\r\n1. This report is the result of a collective contribution, on some aspects it might not reflect the views and opinions of all\r\nparticipating companies\r\n2. This definition could be adapted to reflect the availability of new options such as “Low-Carbon Fuels” as defined in the\r\nrevised Hydrogen and Gas Package adopted in Aug. 2024\r\nthe decarbonisation of road transport.\r\nRoad Transport the Lead Market to Create a Long-Term Investment Case for CO2\r\nNeutral Fuels for the Benefit of all Transport Sectors.\r\nThanks to the size of the market and investment resources, the potential economies\r\nof scale, the significant taxation share of fuels, and the need for a market access for the\r\nco-products stemming for instance from Sustainable Aviation Fuels (SAF), road transport\r\ncan be the ideal market for scaling up the uptake of CO2 neutral fuels, enabling industrial\r\nscale production and cost reduction for businesses and citizens.\r\nThe Role of Biofuels?\r\nBiofuels represent today 90% of renewables in road transport and they can continue\r\nto meet a large part of future increased energy demand. Biofuels are currently commercially\r\navailable and delivered in sufficient amounts and thus available to accelerate the decarbonisation\r\nof the transport sector significantly.\r\nFuelling Technologies for Vehicles & Retail\r\nThe report’s main objective is to provide the Commission, TCMV experts and their\r\nadministration in Member States with a comprehensive, objective, neutral and technical\r\nassessment of all identified fuel monitoring options.\r\nThe members of the WGMM, and the experts who contributed to the work have no\r\nintention to recommend any of the proposed methodologies, the final decision remaining\r\nthe sole responsibility of the legislator.\r\nTwo Potential Approaches, and 11 Technology Options to Monitor CO2 Neutral Fuels\r\nThe assessment performed by the experts of the WGMM concluded that, in the current\r\nstage of technology development, 2 main approaches can be considered for the use\r\nand monitoring of CO2 neutral fuels in a new vehicle class after 2035:\r\n• Direct and exclusive CO2 neutral fuel supply to the vehicle where the fuels is delivered\r\nthrough a dedicated and isolated infrastructure end-to-end, in an exclusive manner,\r\nthrough fuel pumps that only supply 100% CO2 Neutral Fuel.\r\n• Fuel Marking: well-established fuel identifier technology that uses a distinct physical\r\nmarker additive, which can now be used to prove CNF throughout the supply chain.\r\n• Digital Fuel Tracking System (DFTS): already used in industrial safety systems,\r\nthis technology enables secure digital tracking and ledger accounting of CNF across\r\nfuel supply system and vehicle operation.\r\n• On-board Detection: vehicle-based group of technologies that can immediately\r\ndetect presence or absence of CNF during fuelling by chemical or physical tests, and\r\nenable/disable vehicle operation.\r\n• Physical security of fuel connections to enable CNF but prevent fossil-based fuel\r\nthroughput\r\n• CO2 neutral fuel supply for specific vehicle via the overall fuel supply system, where\r\nthe CO2 neutral fuel is delivered via the current fuel infrastructure currently shared with\r\npetroleum fuels. This approach is particularly adapted for gaseous fuels. The fuel requirements\r\nof the vehicle are exactly matched with the same quantity of CNF supplied into the\r\noverall fuel supply system and securely monitored and matched with the vehicle through\r\na digital tracking system.\r\nThe table below summarises the type of methodology, its detection method, poten-\r\nAPPROACH DESCRIPTION CONCEPT POTENTIAL\r\nTECHNOLOGIES\r\nDirect Exclusive CNF Supply to Vehicle\r\nThe CNF is delivered directly to the vehicle. The fuel pump and supply are\r\nexclusively CNF, and the vehicle consumption is exclusively CNF. The vehicle\r\ndoes not and cannot receive or use any fossil-based fuel. The physical\r\nmovement of carbon-neutral fuel through a dedicated supply chain is\r\ntoo restrictive during the transition phase primarily due to the significant\r\ninfrastructure investments and logistical complexities involved.\r\nEstablishing an independent supply chain to avoid contamination requires\r\nsubstantial capital expenditure and time, which can be prohibitive\r\nfor early-stage implementation. Additionally, the limited availability\r\nof dedicated fuelling stations can create inconveniences for consumers,\r\nleading to range anxiety and hesitancy in adopting carbon-neutral fuel\r\nvehicles. This approach also poses challenges for fuel suppliers and retailers\r\nin predicting demand and ensuring consistent supply, further complicating\r\nthe transition.\r\nRegional\r\nExclusivity\r\nMass Balanced CNF Supply for\r\nSpecific Vehicle via Common\r\nSystem.\r\nFuel Property\r\nMeasurement\r\nFuel\r\nAdditivation\r\nThis mimics the operation of the electricity grid,\r\nwhere there are both renewable and non-renewable\r\nsuppliers, and customers for 100% renewable,\r\nor non-renewable electricity. All of the electricity is\r\ncarried on a common grid but renewable off-take\r\ncontracts are exactly matched to certain 100% renewable\r\nsupply.\r\nSimilar to renewable electricity supply contracts,\r\nindirect but precisely matched supply of CNF into\r\nexisting fuel supply infrastructure, equivalent to\r\nconsumption of identified vehicles, the CNF sustainability\r\nand quantity certification must be reported\r\nto account for the fuel consumed by the\r\nCNF vehicles. Digitised transactions and ledger\r\naccounts can provide high accuracy and rigour.\r\nNonetheless, this approach is not supported by\r\nthe proposed inducement system for CNF vehicles\r\nby the European Commission.\r\nMass Balance\r\n8. EU Market\r\nexclusively supplied\r\nwith CNF\r\n1. Mechanical\r\nadaptation of\r\nTank Filler\r\n5. Vehicle\r\non-board fuel\r\ndetection\r\nfunction\r\n6. On-board\r\nFuel Molecular\r\nSensor\r\n2. Fuel marker\r\nalong upstream\r\nand downstream\r\n4. Hybrid\r\napproach: Fuel\r\nMarker and DFTS\r\n3. 100% digital\r\nfuel tracking\r\nfrom upstream\r\nto downstream\r\n4. Hybrid\r\napproach: Fuel\r\nMarker and\r\nDFTS\r\n7. Bidirectional\r\ncommunication\r\nbetween vehicle\r\nand gas station\r\n11. Combined Mass\r\nBalancing DFTS w/\r\ndigital handshake\r\n10. Fuel Usage\r\n2. Mass Balancing\r\nDigital Supply Chain\r\nTracking with Mass\r\nBalancing\r\nRigorous Flexible\r\ntial inducement systems and the compatibility with the fuel type. They are presented in no\r\nparticular order, can be used in combination which could have various advantages.\r\nOutcome of the Evaluation Matrix\r\n# METHODOLOGY TRACKING\r\nMETHOD\r\nDETECTION\r\nMETHOD\r\nINDUCEMENT\r\nSYSTEM FUEL COMPATIBILITY\r\n1 Mechanical adaption of tank filler /\r\nnozzle Physical Mechanical Not required Gaseous and Liquid fuels\r\n2 Fuel marker along upstream and\r\ndownstream (sensor in vehicle) Physical Sensor YES Liquid fuels\r\n3\r\n100% digital tracking from upstream\r\nto downstream (DFTS w/\r\ndigital handshake)\r\nPhysical\r\nElectronic by\r\nre-using existing\r\ndata\r\nYES Gaseous and Liquid fuels\r\n4\r\nHybrid approach - upstream: fuel\r\nmarker & sensor until EU border\r\n- downstream: DFTS w/ digital\r\nhandshake\r\nPhysical Sensor &\r\nElectronic YES Liquid fuels\r\n5 Vehicle On-Board Fuel Detection\r\nFunction Physical Sensor YES Liquid fuels\r\n6 Vehicle Onboard Fuel Molecular\r\nSensor Physical Existing Engine\r\nSensor YES Liquid fuels\r\n7 Bidirectional Communication between\r\nvehicle and gas station Physical Electronic YES Gaseous and Liquid fuels\r\n8 EU market exclusively supplied\r\nwith CNF Physical NR Not required Gaseous and Liquid fuels\r\n9 Mass-Balanced CNF supply to\r\neach CNF vehicle Virtual None NO Gaseous and Liquid fuels\r\n10 Fuels Usage Balancing - FUB Virtual Electronic YES Gaseous and Liquid fuels\r\n11 Combined mass balancing - DFTS\r\nw/ digital handshake Virtual Electronic YES Gaseous and Liquid fuels\r\nOption 1 - Mechanical Adaption of Tank Filler / Nozzle: Mechanical adaption of\r\nthe filler neck and the nozzle would physically prevent that the wrong fuel is filled but in\r\npractice, it is prone to tampering and might not be considered as robust enough when\r\nused alone. Additionally, it will incorporate high efforts for the development of new standards\r\nand hardware at both filling station and vehicle, including additional integration efforts.\r\nOption 2 - Fuel Marker along Upstream and Downstream: A fuel marker and sensor\r\nin the vehicle physically tracks the CNF. This methodology is already used for heating\r\noil, but there is currently no off-the-shelf automotive sensor available. New developments\r\nfor automotive requirements (e.g. robustness, selectivity, sensitivity) are expected. With\r\nregards to tampering robustness, marking the fossil fuel may be a more robust solution.\r\nOption 3 - 100% Digital Tracking from Upstream to Downstream DFTS w/ Digital\r\nHandshake): The DFTS (digital fuel tracking system) is a 100 % digital solution along\r\nthe entire delivery chain, completely based on the existing data and infrastructure of the\r\ndifferent stakeholders. Via a digital handshake, the reliable pairing of vehicle and nozzle is\r\nenabled and allows flexible inducement reaction. Manipulation robustness is assured by\r\nreliability checks within a multi-trust centre approach (stakeholder – cloud - vehicle). The\r\nsolution needs technical adaptations in the vehicle, logistics and fuelling stations.\r\nOption 4 - Hybrid Approach – Upstream Fuel Marker & Sensor Until EU Border\r\n– Downstream - DFTS w/ Digital Handshake: A potential means to improve the sensor\r\n& marker approach could be a hybrid approach in combination with the DFTS. Within this\r\nsolution, the lack of automotive ready sensors could be bypassed by performing a digital\r\nhandshake with filling station, based on a sensor signal which measures the fuel marker in\r\nthe filling station itself. Less stringent requirements for such a sensor could therefore apply,\r\nwhich leads to lower integration efforts at the OEM side and faster time to market.\r\nOption 5 - Vehicle On-Board Fuel Detection Function: On board fuel detection by\r\nprocessing the existing Engine Control Unit (ECU) signals is a pragmatic software solution\r\nwhich is based on data already available in the vehicle. The solution may work for CNFs\r\nwith properties which are different to conventional ones such as HVO and Diesel. However,\r\ncurrently no solution for gaseous fuels is known.\r\nIt might require calibration to include possible future fuels, since the actual measurement\r\nvalue (correlating with property) may change from one fuel source to another,\r\nresulting in additional deployment efforts in-field.\r\nOption 6 – Vehicle On-Board Fuel Molecular Sensor: A molecular structure sensor\r\nis another option which directly tracks the fuel type in the vehicle. It is not a marker as\r\nproposed in Option 2. The on-board sensor is available in series production and fulfils the\r\nstandards outlined in EN590 and EN228.\r\nIt is capable of providing the on-board, real-time final verification required by the EU,\r\nas it already does in bus and truck applications to detect fossil fuels. CNF detection has\r\nbeen successfully implemented for standards such as EN14214 and EN15940, and new\r\ndatabases are currently being developed for eFuel molecules like MtG and FT.\r\nOption 7 - Bidirectional Communication Between Vehicle and Filling Station:\r\nBidirectional communication between the vehicle and the filling station provides a tamper-\r\nproof approach which could be used as a 1-to-1 pairing solution between nozzle and\r\nvehicle.\r\nNext to the secure authentication process, the solution provides a filling monitoring\r\nand a blockage device in the filler neck, which can inhibit filling with conventional fuel.\r\nHowever, to fulfil tampering requirements, the solution needs technical adaptations.\r\nOption 8 - CNF Exclusively Available in EU market: While this scenario is unrealistic\r\nto be considered for 2035, it is one that is certainly possible in the longer-term and so\r\nis worthy of considering as part of the overall transition strategy for transport in the EU. This\r\nassumes that CNF is exclusively available, likely some years away, and would be the result\r\nof substantial scale-up of CNFs for road transport alongside the needs of other sectors, and\r\nalso the reduction of overall liquid and gaseous fuels demand, achieved by efficiency and\r\nelectrification.\r\nOption 9 - Mass-Balanced CNF Supply to Each CNF Vehicle: Mass-balancing is\r\nan indirect solution which focuses on an input-output approach, controlled by booking and\r\nclaiming of certificates. Trading markets such as electricity and gaseous fuels in pipelines\r\nare efficiently controlled by such an approach. This means for a potential CNF application,\r\nthat the fuel may not be physically consumed in the claiming CNF vehicle. But the fuel\r\nsupply system reliably assures that the CNF amount is introduced in average elsewhere\r\ninto the market. Such a solution would benefit from high system efficiency, fast ramp-up of\r\nfuel production and fuel supply chain whilst enabling that in the introduction phase filling\r\nstations do not need to have a dedicated CNF pump.\r\nOption 10 - Fuel Usage Balancing: Fuel Usage Balancing solution uses a mass-balancing\r\napproach based on tracking of fuel energy in the vehicle tank without a handshake\r\nbetween filling station and vehicle. Instead of the filling station, the responsibility of certificate\r\nhandling is transferred to the motorist, who is directly connected with a certificate\r\nmarketplace, which may be an efficient solution for fleet customers in commercial vehicle\r\nsegment.\r\nHowever, for average end-customer in passenger car segment, the solution might\r\nbe a burden by transferring too much responsibility to the motorist for certificate handling.\r\nOption 11– Digital Tracking with Mass Balancing: Since mass-balancing (Option\r\n9) is based on a certificate handling mechanism which incorporates average reporting of\r\nthe stakeholders to an authority, a hybrid solution in combination with a DFTS (see option\r\n3) is proposed. This system benefits from a fast accumulation of certificates on single vehicle\r\nlevel since it can include the DFTS as monitoring platform and performer of the digital\r\nhandshake between the vehicle and the filling station. So, accurate and in-time certificate\r\nhandling could be assured per individual vehicle. In addition, the vehicle has an inducement\r\nsystem mechanism to monitor the usage of CO2 neutral fuels.\r\nMethodology Assessment from Customer and Retailer Perspective\r\nThe report also focuses on the requirements and considerations for customers and\r\nretail sectors to ensure the successful integration and acceptance of CNF powered vehicles,\r\nand the enabling technologies (Chapter 6). It addresses the technology requirements\r\nfor a successful CNF roll-out and monitoring. To this end, it evaluates the identified technology\r\noptions from various angles including availability, costs implications, ease of use,\r\nsecurity of monitoring and inducement technologies.\r\nThese technologies also have potential applications beyond the European Union,\r\nthereby laying a robust foundation for the widespread adoption of CNF. It is important to\r\nensure that CNF dedicated vehicles can operate beyond EU boundaries and to establish\r\ncontrol mechanisms that prevent the use of non-CNFs. Options for this issue are also addressed.\r\nThe report furthermore provides an analysis of the effective inducement system required\r\nfor supporting the EU’s CO2 Neutral Fuel (CNF) requirements. The experts recommend\r\nthe incorporation a fuelling monitoring system to track CNF use to ensure the vehicle\r\nis exclusively fuelled with CNF, an inducement system in the form of a mechanism that\r\nreacts if non-CNF is detected, enforcing compliance through various responses.\r\nFinally, the report explores the issue of regulatory geofencing which is a direct consequence\r\nfrom the inducement systems chosen to ensure compliance with CNF requirements.\r\nRegulatory geofencing influences how vehicles function outside EU borders and\r\naffects the resale value of used vehicles in non-EU regions. The analysis describes the\r\nimplications for vehicle usability, enforcement, and potential misuse outside the EU, and\r\nthe impact on customers.\r\nRegulatory Evaluation\r\nThe report is completed by a detailed analysis of all regulations to identify adaptations\r\nthat may be required to recognise individual CNF monitoring methodologies (Chapter 7).\r\nThe report describes the advantages, disadvantages and impacts from a regulatory\r\nperspective, which includes an assessment of the prospect and time duration for potential\r\nimplementations, and formulates brief amendments where possible.\r\nThe report “Monitoring the use of CO2 Neutral Fuels in Road Transport – a Cross-Sectoral\r\nIndustry Assessment” is available in digital version and will complemented with factsheet\r\ntype information for all monitoring methodologies described.\r\n03\r\nORIGIN & PURPOSE\r\nOF WORKING GROUP\r\n19\r\nAs part of the \"Fit for 55\" package, on\r\nthe 28th of March 2023, the Council of the\r\nEU adopted an amendment to regulation\r\n2019/631 on CO2 emissions for new cars and\r\nvans. A description of the CO2 emission standards\r\nis available in the appendix of this report\r\n(Section 9.2). This decision followed a political\r\ndiscussion on the 2035 CO2 reduction targets\r\nthat require 100% tailpipe CO2 reduction.\r\nHence, Electrification would remain as the\r\nonly option. Germany, Italy, Poland and other\r\nMember States advocated for the inclusion of\r\nCO2 neutral fuels (CNF) to facilitate renewable\r\ntransportation, thereby offering a solution\r\nto meet regulative targets with internal combustion\r\nengines (ICEs) fuelled with renewable\r\nfuels. Consequently, in this regulation, the\r\nCommission has agreed to make a proposal\r\nfor registering vehicles running exclusively on\r\nCO2 neutral fuels after 2035, in conformity with\r\nEU law, outside the scope of fleet standards,\r\nand in conformity with the EU's climate neutrality\r\nobjective. This agreement was shaped\r\nin recital 11 of Regulation (EU) 223/851:\r\nTimeline\r\nMarch 2023\r\nJuly 2023\r\n20th September 2023\r\n25th October 2023\r\nNov/December 2024\r\nApril 2025\r\nCompromise on CO2 Emission\r\nStandards for Cars and\r\nLight-Duty Vehicles, which include\r\na new class for vehicles\r\nwhich are exclusively supplied\r\nby CO2 neutral fuels.\r\nFirst proposal from the\r\nCommission on the new\r\nvehicles class\r\nEstablishment of the\r\nWorking Group on\r\nMonitoring Methodologies\r\nin Stuttgart,\r\nGermany\r\nFirst meeting of the\r\nSteering Group\r\nGeneral Assembly\r\n& Publication of the\r\nFinal Report on all\r\nMonitoring Options\r\nDeadline for the\r\nCommission for\r\nthe methodology\r\nfor Heavy-Duty\r\nVehicles\r\n3.1. Origin & Political\r\nBackground\r\n“Following consultation with\r\nstakeholders, the Commission\r\nwill make a proposal for registering\r\nafter 2035 vehicles running\r\nexclusively on CO2 neutral fuels\r\nin conformity with Union law, outside\r\nthe scope of the fleet standards,\r\nand in conformity with the\r\nUnion’s climate-neutrality objective.”\r\nThe TCMV aims to develop a proposal\r\nfor registering vehicles running permanently\r\non CO2 neutral fuels (CNF) in conformity\r\nwith EU law and the RED sustainability criteria.\r\nDuring a TCMV meeting on the 3rd of July\r\n2023, the Commission mentioned in a presentation\r\nthat the \"technology solution [is] left\r\nin the hands of the industry (OEM and fuel\r\ncompanies).\" This explicit request in combination\r\nwith the CO2 fleet regulation agreement\r\nin March 2023 has incentivised the industry\r\nto take action. A first proposal on CNF definition\r\nwas seen in July 2023 which suggested\r\nthat CO2 neutral fuels should be defined\r\nas \"renewable fuels of non-biological origin\"\r\n(RFNBOs), which is laid out in the EU's Renewable\r\nEnergy Directive (RED). However,\r\nthe definition of RFNBOs in the RED that aims\r\nfor at least 70% reduction in GHG emissions\r\ncompared to fossil fuels was rejected by DG\r\nCLIMA, which argued that it is \"imperative that\r\nthe definition only includes renewable transport\r\nfuels of non-biological origin which have\r\nGHG savings of at least 100%\".\r\nIn response to the call to action of the\r\nTCMV in July 2023, the Working Group on\r\nMonitoring Methodologies for CO2 neutral\r\nfuels was established. On September 20th,\r\n2023, in Stuttgart, Germany, stakeholders\r\nfrom both the broad automotive value chain\r\nincluding OEMs, fuels industries, and retailers\r\nhave agreed to establish the \"Working Group\r\non Monitoring Methodologies (WGMM) for\r\nCO2 neutral fuels\" to contribute to the work of\r\nthe TCMV and evaluate existing Technology\r\noptions to monitor the use of Carbon Neutral\r\nFuels in new vehicles. The WGMM aims\r\nto develop a proposal for registering vehicles\r\nrunning permanently on CO2 neutral fuels in\r\nconformity with EU law and the Renewable\r\nEnergy Directive sustainability criteria. Regarding\r\nthe fuels and the monitoring methodologies,\r\nthe members of the WGMM also\r\ncall on the European Commission and the\r\nTCMV to ensure that the principle of technology\r\nneutrality prevails.\r\nAs the new CO2 standards were initially\r\nonly applicable to LDVs, COREPER recently\r\nvalidated new CO2 Emission standards\r\nfor HDVs as well. The European Parliament\r\nalso voted in favour of these new CO2 Emission\r\nstandards for HDVs. On the 9th of February\r\n2024, COREPER confirmed new CO2\r\nStandards for Heavy Duty Vehicles. Here, the\r\nsame tailpipe approach exists as in the CO2\r\nEmission standards for cars and light-duty.\r\nAlthough the Commission proposed a reduction\r\nof 90% in 2040 without the recognition\r\nof CNF a large market share for the ICE\r\nwould be missed out. After Germany and\r\nother Member States threatened to abstain\r\nthe vote, negotiations were held on how to\r\nimprove the recognition of CO2 neutral fuels\r\nwithin the regulation. The following wording\r\nwas included as legally non-binding within\r\nrecital (17):\r\n\"Following consultation with\r\nstakeholders, the Commission\r\nwill, within a year from entry into\r\nforce of this regulation, assess\r\nthe role of a methodology for registering\r\nHDV exclusively running\r\non CO2 neutral fuels, in conformity\r\nwith Union law and with Union\r\nclimate neutrality objective;\"\r\n3.2. Purpose\r\nThe purpose of the WGMM can be deduced\r\nfrom the origin of the group. The WGMM\r\naims to include and represent the entire road\r\ntransport sector and automotive value chain,\r\nincluding stakeholders from the LDV, HDV, and\r\noff-road transport industry. The overarching\r\npurpose is to deliver and provide the European\r\nCommission, European Parliament and Member\r\nStates, especially directed to the TCMV,\r\nwith a comprehensive report of all potential\r\nsolutions for monitoring the use of CO2 neutral\r\nfuels in new vehicles. Therefore, the WGMM\r\ndescribes advantages and disadvantages of all\r\npotential monitoring methodologies. As mentioned\r\nin the anti-trust guideline, it cannot pick\r\na winning monitoring methodology. The Working\r\nGroup evaluates all methodologies from a\r\ntechnical and political perspective. The industry's\r\ncollective expertise is the fundament and\r\nis conjointly offered to the European Commission.\r\nThis bundled expertise targets to ensure\r\nthe acknowledgement of renewable fuels to\r\nbe a viable and robust alternative for the decarbonisation\r\nof the European Automotive sector.\r\n21\r\n3.3. Structure & Members\r\nThe Working Group consists of a clear\r\nstructure to ensure an effective work of its\r\nmembers. More than 50 Corporations, Organisations\r\nor Unions from the global transport\r\nsector have collectively collaborated to\r\nestablish this group. The WGMM is led by a\r\nSteering Group which coordinates the communication\r\nand is responsible for important\r\ndecisions along the process. Subordinated\r\nto the Steering Group, there are four different\r\nSub-Groups, all responsible for different key\r\nissues. Sub-Group 1, consisting of 83 Members,\r\nis responsible for Fuel Production & Fuel\r\nDefinition. Sub-Group 2 has 82 members and\r\nconsolidates and evaluates Fuelling Technologies\r\nfor vehicles. Sub-Group 3 has 41 members\r\nand considers Fuelling Technologies\r\nfrom the perspective of the customers and\r\nretail. Ultimately, Sub-Group 4, with 84 members,\r\naccumulates all relevant regulations regarding\r\nthe implementation of the monitoring\r\nmethodologies. The Steering Group and\r\nall Sub-Groups are organized by a Chair and\r\nCo-Chair that have been decided upon at the\r\nbeginning of the project. All the Sub-Groups\r\nregularly held meetings to discuss the ongoing\r\nprocess.\r\nAside from the content-intensive part\r\nof the Working Group, external antitrust lawyers\r\nthoroughly accompany the whole work\r\nof the WGMM to ensure absolute compliance\r\nwith competition law. Additionally, there is the\r\nSecretariat, which is responsible for coordinating\r\nall activities of the WGMM. The Secretariat\r\nis managed by the von Beust & Coll.\r\nConsultancy based in Hamburg, Germany.\r\nThe following report will entail in detail\r\nthe outcome of the four Sub-Groups starting\r\nwith Chapter 4 on Fuel production & Fuel\r\nDefinition. Fuel pathways and the availability\r\nof feedstock will be the content of the chapter.\r\nChapter 5 follows with a detailed description\r\nof advantages and disadvantages of the existing\r\ntechnology options to monitor Carbon\r\nNeutral Fuels in the vehicle. Chapter 6 contains\r\na detailed overview of the technology\r\noptions from the perspective of customers\r\nand retail. Lastly, Chapter 7 presents relevant\r\npolicy regulations for the described technology\r\noptions which need to be considered\r\nwhen looking ahead for implementation. The\r\nreport is complemented by a thorough conclusion\r\nand exhaustive appendix of references.\r\nSteering group\r\nSub-Group 1:\r\nFuel Production & Fuel\r\nDefinition\r\nSub-Group 2:\r\nFuelling Technologies for\r\nCars & Retail\r\nSub-Group 3:\r\nCustomers\r\n& Retail\r\nSub-Group 4:\r\nRegulatory Group\r\nCompetition and anti-trust compliance:\r\nExternal antitrust lawyers ensure compliance Retail\r\nSecretariat:\r\nOrganisation, Documentation, Liaison Role\r\n\r\n\r\nFUEL PRODUCTION\r\n& FUEL DEFINITION\r\n04\r\n25\r\nIntroduction\r\nThis chapter examines the definition\r\nof “CO2 Neutral Fuels” proposed by the European\r\nCommission, considers the comparable\r\nEU CO2 regulations and methodologies,\r\nand evaluates also the implications and consequences\r\nof the Commission’s proposal. It\r\nthen proposes an alternative definition for the\r\npurpose of maximizing the potential for CO2\r\nneutral fuels to contribute to meeting goals\r\nfor CO2 emissions reductions in transport.\r\nAlso described is how regulatory\r\nrecognition of CO2 Neutral Fuels in road\r\ntransport CO2 regulation can create a new\r\nmarket which could increase supply, increasing\r\nthe ability of the EU economy to meet the\r\nEU GHG reduction goals, and reducing dependence\r\non fossil fuel imports.\r\n4.1. WGMM proposed Fuel\r\nDefinition\r\nContext\r\nThe European Commission has committed\r\nto consider a proposal to enable the\r\ncertification, via Euro 7 vehicle emissions regulation\r\nfor “Carbon Neutral Vehicles” running\r\nexclusively on “CO2 Neutral Fuels” to be qualified\r\nas “zero emission vehicles” equivalent\r\nto an electrified vehicle. Any such regulatory\r\ndevelopment will require a definition of “CO2\r\nNeutral Fuels” (CNF).\r\nThe Commission's proposal only includes\r\neFuels in its definition of CO2 neutral\r\nfuels and requires these CO2 neutral fuels to\r\nhave a 100% GHG emission savings based\r\non a “well-to-wheel” approach which accounts\r\nin particular for the emissions of\r\nthe production and the transportation of\r\nthe fuel and is therefore currently very difficult\r\nto technically achieve.\r\nThe current CO2 standards regulations\r\n(LDVs and HDVs) is based on the\r\ntailpipe approach thus measuring the use\r\nphase of the vehicle. Therefore, the proposed\r\ndefinition by the Commission creates\r\na distortion between CO2 neutral\r\nfuels being evaluated on a Well-to Wheel\r\nbasis while other technologies remain on\r\nthe tailpipe approach.\r\nIt is important to remember that the\r\noverall EU Green Deal goals are labelled\r\n“net-zero”, recognizing GHG emissions and\r\nalso absorption/storage by either biogenic or\r\nindustrial means. The Commission’s definition\r\nappears to be inconsistent with this. The\r\nWorking Group’s proposal aims to correct this\r\ninconsistency.\r\nThe Working Group proposes the following\r\ndefinition for Carbon Neutral Fuels:\r\n“CO2 neutral fuel” means all fuels\r\ndefined by the Renewable Energy\r\nDirective (EU) 2018/2001, provided\r\nthat they meet the sustainability criteria\r\nof that Directive and associated\r\ndelegated acts, where the same\r\namount of CO2 from biomass, ambient\r\nair or recycled carbon sources\r\nis bound in the fuel production as is\r\nreleased during combustion in the\r\nuse phase. Those fuels shall include\r\nrenewable and/or synthetic fuels,\r\nsuch as biofuel, biogas, biomass\r\nfuel, renewable liquid and gaseous\r\ntransport fuel of non-biological origin\r\n(RFNBO) or a recycled carbon\r\nfuel (RCF)3.\r\nThe Working Group considers that the\r\ndefinition of CO2 neutral fuels as presented by\r\nthe European Commission in the point 9a of\r\nArticle 2 of the Euro 6 Regulation is not fit for\r\npurpose on the following grounds:\r\n1. The Commission's proposal only refers\r\nto eFuels (RFNBOs) in its definition of CO2\r\n3. This definition could be adapted to reflect the availability of new options such as “Low-Carbon Fuels” as defined in the\r\nrevised Hydrogen and Gas Package adopted in Aug. 2024\r\nneutral fuels, hence totally excluding other\r\nlow-carbon renewable fuels with high and\r\nimmediate decarbonisation potential such\r\nas biofuels and biogases.\r\n2. As such the Commission proposed\r\ndefinition is inconsistent/significantly misaligned\r\nwith its own definition of sustainable\r\nfuels in several other regulations: EU\r\nETS, EU ETS II (Road & Buildings), the Renewable\r\nEnergy Directive (RED), RefuelEU\r\nAviation, and FuelEU Maritime. The scientific\r\nbasis for such differences is not clear:\r\n• The EU ETS, which foresees a zero-rating\r\nfor CO2 emission from biomass as well\r\nas for RFNBOs (hydrogen and eFuels):\r\nzero CO2 emissions\r\n• The EU ETS II for road transport fuels\r\nand buildings, where CO2 emissions from\r\nbiofuels & eFuels are considered to be:\r\nzero CO2 emissions\r\n• The Renewable Energy Directive (RED),\r\nemissions from biofuels & synthetic fuels\r\nare compensated (credits arising respectively\r\nfrom photosynthesis and CO2 capture):\r\nzero CO2 emissions\r\n• IPCC guidelines for National Energy\r\n& Climate Plans: emissions from biomass-\r\nderived fuels: zero CO2 emissions in\r\ntransport\r\n3. This very narrow definition denies citizens\r\nthe choose to choose their preferred\r\ntechnology option, excludes an important\r\nCO2 compliance route for vehicle manufacturers,\r\nand ignores an important route for\r\ntechnology and industrial competitiveness for\r\nEuropean Industries.\r\nSupporting facts for the proposed\r\ndefinition of CO2 neutral fuels:\r\n1. The actual EU climate targets are\r\nambitious and all sustainable options (not\r\njust eFuels / RFNBOs) will be required to\r\ncontribute to meeting them. There is no silver\r\nbullet to decarbonise the transport sector.\r\nAcknowledging the role of CO2 neutral fuels\r\nfor the general road transport fleet does\r\nnot weaken the new vehicle CO2 reduction\r\ntargets. Instead, it would be a complement\r\nto battery-electric and hydrogen-powered\r\nvehicles with the potential of accelerating\r\nthe phase-out of fossil fuels.\r\n2. An internal combustion engine (ICE)\r\nvehicle using renewable fuels has a similar\r\n– or even lower – carbon footprint than\r\na battery electric vehicle (BEV). An ICE car\r\nfuelled exclusively by CO2 neutral fuels, in line\r\nwith the sustainability criteria and greenhouse\r\ngas reduction thresholds of the RED, is a CO2\r\nneutral vehicle at point of use, and should\r\nbe considered as such in the CO2 standards\r\nRegulations for LDV and HDVs as is the case\r\nfor EVs.\r\n• The current methodology for Regulations\r\non CO2 emissions standards considers\r\nonly emissions at the tailpipe and provides\r\na distortion in comparing ICEVs and EVs.\r\n• But in reality, emissions from the production\r\nof fuels or electricity need to be accounted\r\nfor.\r\nA lifecycle analysis of the carbon\r\nfootprint of a vehicle should be applied to\r\nall technology options and would enable to\r\nconsider the emissions from the production\r\nof the energy used, hence enabling scientifically\r\nsound comparison of the overall emissions.\r\nA study conducted by IFPEN 2022\r\nshowed that hybrid cars running on biofuels\r\nhave CO2 emissions in Life-cycle Analysis\r\n(LCA) as low as BEV with the French low-carbon\r\nelectricity mix. With the European electricity\r\nmix, hybrid cars running on such biofuels\r\nhave lower CO2 emissions in LCA.\r\n3. Circular CO2 (from both biofuels and\r\neFuels) does not increase CO2 concentration\r\n27\r\nin the atmosphere. Therefore, both biofuels and\r\nsynthetic fuels should be accounted CO2 neutral\r\nfuels.\r\n4. As for the GHG savings comparison\r\n- according to a study by Studio Gear Up\r\n(2022) on Greenhouse gas abatement costs\r\nfor passenger cars, no technology today can\r\nachieve 100% emission reduction (on a Wellto-\r\nWheel or LCA basis) as is requested by the\r\nCommission with its ambition to reach a minimum\r\n100% GHG intensity reduction in CO2\r\nneutral fuels.\r\n5. All forecasts show that long-term,\r\nwhen the whole value chain becomes fully\r\nrenewable, CO2 neutral fuels would deliver\r\n100% GHG reduction on a well-to-wheel\r\nbasis. This requires time and investments,\r\nand, all available capturing technologies (renewable\r\nenergy consumption, carbon capture,\r\netc.) will be needed.\r\n6. RED has a clear reference to GHG\r\nthresholds and sustainability criteria as well\r\nas a clear reference to sustainable feedstocks.\r\nThe definition of CO2 neutral fuels should\r\nrely fully on the existing definition and sustainability\r\ncriteria of the RED as a single\r\nand transparent source of requirements.\r\nAll sustainable fuels fulfilling these criteria\r\nshould be considered. The European sustainability\r\ncriteria set in the RED are among\r\nthe strictest in the world and the proposed\r\ndefinition ensures a minimum reduction of\r\nCO2 emissions as per RED requirements.\r\n7. To avoid over-complexity of the EU regulation,\r\nthere should be one unique definition\r\nof CO2 neutral fuels for all EU legislative acts\r\nand this definition should be aligned with\r\nRED.\r\n8. Enabling the use of CO2 neutral fuels\r\nin road transport is viewed by the fuels and\r\nautomotive industry as supportive and synergistic\r\nfor the uptake of sustainable fuels in\r\naviation and maritime for the following reasons:\r\nMarket size and investments resourc-\r\nGraph 4.5: Conventional Jet Fuel/ SAF yields\r\nNaphtha/ gasoline\r\nJet/Kero\r\nDiesel/ gas oil\r\nFuel oil\r\nOther\r\nConventional refinery*\r\nCRUDE OIL\r\n10 - 37%\r\n8 - 13%\r\n20-40%\r\n10 - 50%\r\n<13%\r\nBio Refinery (bioSAF via HEFA)\r\nin max Jet mode\r\neSAF via Fisher-Tropsch\r\nin max Jet mode\r\nFATTY ACIDS\r\nAND VEGETABLE\r\nOIL\r\nH2 + CO2\r\nNaphtha/ gasoline\r\nSAF\r\nDiesel/ gas oil\r\nFuel oil\r\nOther\r\n15%\r\n60%\r\n25%\r\n-\r\n<5%\r\nNaphtha/ gasoline\r\nSAF\r\nDiesel/ gas oil\r\nFuel oil\r\nOther\r\n25%\r\n55%\r\n20%\r\n-\r\n<5%\r\nIllustrative Refinery Yields (processing medium crude basket and depending on the complexity of the production scheme\r\nSource: cleanfuelsforall.com\r\nAirlines, shipping companies and transport\r\noperators could benefit from falling prices for\r\nrenewable fuels, which would ultimately benefit\r\nend consumers.\r\nIn addition, a share of RED-compliant\r\nbiofuel feedstocks – which are not listed in\r\nAnnex IX – are not covered by the scope of\r\nthe relevant sector regulations (ReFuelEU Aviation\r\nand FuelEU Maritime) and will therefore\r\nnot be diverted to these sectors anyway.\r\nToday, biofuels account for up to 90%\r\nof renewables in road transport and they\r\ncan continue to meet a large part of future\r\nincreased energy demand. Biofuels are currently\r\ncommercially available and delivered\r\nin sufficient amounts and thus available\r\nto accelerate the decarbonisation of\r\nthe transport sector significantly.\r\n4.2. Fuel Production\r\n4.2.i. Description of Fuel\r\nProduction Pathways\r\nDepending on the combustion principle,\r\nengines are developed and optimized for\r\ndifferent types of fuels. The CO2 neutral biofuel\r\nor eFuel based components given in the\r\ntable below are used as drop-in fuels in existing\r\nengines - on its own or as a mixture. In\r\npetrol engines, a mixture of renewable gasoline\r\ncomponents listed below at various ratios\r\nis needed so that the final blended products\r\ncomply with their respective fuel standards.\r\nAdditionally, the option for use of non-drop-in\r\nDiesel Engine\r\n(Compression Ignition)\r\nPetrol Engine\r\n(Spark Ignition)\r\nLPG Engine\r\n(Spark Ignition)\r\nNGV Engine\r\n(Spark Ignition)\r\nHDV & LDV LDV LDV HDV & LDV\r\nDiesel type HVO, Biodiesel,\r\nDiesel type eFuel (eDiesel)\r\nPetrol type HVO (bionaptha),\r\nBioethanol, Petrol\r\ntype eFuel (eGasoline),\r\nEthanol-to-Gasoline (ETG),\r\nMethanol- to-Gaso l i n e\r\n(MTG), bioETBE\r\nLPG type HVO (bioLPG),\r\nLPG type efuel (eLPG), renewable\r\nDiMethylEther\r\n(DME), eDimethylesther\r\n(eDME) (from eMethanol)\r\nBiomethane (bioCNG, bioLNG),\r\neMethane\r\nes: multi-billion investments will be needed to\r\ncover European needs of aviation and marine\r\nfuels. The bigger the market size, the bigger\r\nthe investors’ interest will be. Heavy-duty\r\ntransport makes up 24% of final energy consumption\r\nin transport, while air and maritime\r\ntransport each account for only 2%4. Reliable\r\nrevenues generated from the sale of renewable\r\nfuels to road transport will enable\r\nfuel suppliers to reinvest in SAFs and marine\r\nbunker fuels.\r\nLead market: Road transport can be\r\nthe ideal lead market we need to scale up the\r\nuptake of CO2 neutral fuels, enabling industrial\r\nscale production and cost reduction for businesses\r\nand citizens. Fuels for road transport\r\nhave already a significant taxation share, which\r\ncan be a strong lever to incentivise renewable fuels\r\nproduction and use, by adapting the taxation\r\nto the carbon content alike electricity.\r\nCo-products: It is technically not possible\r\nto produce only sustainable kerosene\r\n(SAF) in biorefineries and via Fischer-Tropsch\r\nroute. During the production and refining process,\r\nco-products such as renewable diesel,\r\ngasoline/naphta, renewable LPG, and\r\nother products are also made, some of which\r\ncan be used in road transport. Road transport\r\ndemand for these products strengthens the\r\nbusiness case to invest.\r\nEconomies of scale: The larger the capacity\r\nof the production plant, the lower are\r\nthe CAPEX and OPEX per product/unit produced.\r\nOther associated costs, such as logistics\r\nand infrastructure, are also optimised.\r\nTable 4.1\r\n4. Source: EEA - Annual European Union greenhouse gas inventory 1990–2021 and inventory report 2023\r\n29\r\nfuels exist if engines are adapted to them. A\r\nlist of widely known drop-in and non-drop-in\r\nfuels is given in Annex 9.c.\r\n1. Diesel Engine Vehicles\r\nDiesel engines are typically used to\r\nequip both light and heavy-duty vehicles. In\r\n2022, 40.8% of cars circulating in the EU ran\r\non diesel, whereas the share of newly registered\r\ncars running on diesel was 13.6% in\r\n2023. However, it is in the commercial vehicle\r\nand bus sectors that the diesel engine is\r\ntruly dominant: in 2022, 90.7% of vans, 96%\r\nof trucks and 90.5% of buses in the EU ran\r\non diesel, and the share of newly registered\r\nvehicles running on diesel in 2023 was still\r\n82.6%, 95.7% and 62.3% respectively for the\r\nthree categories.\r\na) Diesel Fuel of Renewable Biogenic Origin:\r\nFAME and HVO\r\nBiodiesel (FAME; Fatty Acid Methyl Ester)\r\nand renewable diesel (HVO; Hydro-treated\r\nVegetable Oil) are renewable alternatives\r\nof biogenic origin to fossil-derived diesel fuel.\r\nThey are produced from an array of renewable\r\nfeedstocks including vegetable oils, animal\r\nfats and Used Cooking Oils (UCOs). Although\r\noften made from identical feedstocks,\r\nthe processes used to make FAME and HVO\r\nare different, with different end uses.\r\nFAME is produced via biomass esterification,\r\nwhere fats are broken down then reacted\r\nwith methanol to produce a final product\r\nsimilar to fossil diesel, but with a higher\r\noxygen content. Like conventional diesel, biodiesel\r\nmust comply with CEN standards.\r\nBlends are designated “B”, followed by\r\na number indicating the percentage of biodiesel;\r\nB100 would be pure biodiesel. B10 is\r\ncurrently the maximum blend permitted by\r\nthe Fuel Quality Directive (Annex 9.3) for sale\r\nat publicly accessible pumps across the EU.\r\nHigher biodiesel blends are also widely used\r\naround the world – B20 in the US, B35 in Indonesia,\r\nB10 in Malaysia, B12,5 in Brazil and\r\nB12,5 in Argentina.\r\nHVO is produced via the hydro-processing\r\nof oils and fat, which gives a final dropin\r\nfuel product, usable in a Diesel engine with\r\nno or minor modifications.\r\nOverall, between 2018 and 2022, average\r\nemission intensity of diesel fuel of renewable\r\nbiogenic origin for road transport has decreased\r\nby 8.6%5. Correspondingly, the average\r\n100\r\n80\r\n60\r\n2018 2019 2020 2021 2022\r\nHVO FAME\r\nGraph 4.6: Average GHG Savings\r\nAverage GHG performance of biodiesel\r\n(%)\r\nSource: Stratas Advisor, European Environment Agency, and national statistics\r\n*Conservative estimate for 2022\r\n5. These are average values. To be noted that the difference between FAME and HVO should not be interpreted as one technology\r\nis inherently more performant (in terms of GHG emission reduction) than the other. The difference is simply due to\r\nthe fact that, traditionally and on average, HVO production is much more based on waste and residues, whereas for FAME\r\nproduction the agricultural crop component, while declining over the last years, is still important. It should be expected that\r\nsaid difference between FAME and HVO will be reduced over the coming years, as FAME is more and more produced from\r\nwaste and residues, too.\r\n6. For biofuels, biogas consumed in the transport sector, and bioliquids produced in installations starting operation from 1\r\nJanuary 2021.\r\nGHG savings remain well above the threshold6\r\nset by the Renewable Energy Directive.\r\nb) Diesel Fuel of Renewable Non-Biogenic\r\nOrigin: eDiesel\r\nDiesel can also be produced synthetically\r\nwith electricity, water and air. Electricity\r\nis required to split water in hydrogen and oxygen.\r\nIn addition, carbon dioxide is added. It\r\ncan be captured from ambient air, industrial\r\nprocesses or biogenic sources. Two synthesis\r\nroutes exist to produce eDiesel: Firstly the\r\nFischer-Tropsch (FT) process, and secondly,\r\nmethanol synthesis and further conversion\r\nof methanol to middle distillates (MtD) – typically\r\nranging from C10 to C22 like diesel or\r\nkerosene. Both routes are chemically wellknown\r\nand have a high technology readiness\r\nlevel although no large-scale MtD plant\r\nis in operation now. The difference is that via\r\nFT process several by-products like naphtha\r\nor kerosene exist and a refinery process is\r\nalways required. These by-products can be\r\nused as blending components for CO2 neutral\r\nfuels for petrol engines in road transport\r\n(see eGasoline, below), but also in the chemical\r\nindustry, maritime, or aviation. This leads\r\nto synergies with other sectors but reduces\r\nproduction volumes for a dedicated product.\r\nFollowing the methanol route more eDiesel\r\nper energy input can be produced and no\r\ntraditional refinery process is required. Many\r\neFuel production plants are planned to follow\r\nthe FT route e.g. Nordic electrofuel or Arcadia\r\neFuel but also to follow the methanol route\r\ne.g. Hif global or Liquid Wind. Several vehicle\r\ntests have shown that eDiesel can be used\r\nin blends with fossil or biodiesel or as a pure\r\nproduct – also in existing vehicles.\r\nAccording to the Renewable Energy\r\nDirective (RED) all RFNBOs and biofuels have\r\nto meet a defined CO2 reduction threshold.\r\nHowever, a lifecycle analysis has shown that\r\nthis reduction could be higher, potentially up\r\nto 95%. Further production and sustainability\r\ncriteria are defined like the use of renewable\r\nelectricity and sustainable carbon sources: In\r\nthe Delegated Regulation 2023/1184 derived\r\nfrom the RED, it is defined that grid-connected\r\neFuel plants are only allowed to use additional\r\nrenewable electricity (from installations\r\nnot older than 36 months) and need to prove\r\na monthly temporal correlation (hourly from\r\n2030 on) between the electricity generation\r\nand consumption in the same price bidding\r\nzone. CO2 has to come from ambient, biogenic\r\nor from Industrial point sources, which\r\nare only allowed until 2041 and are required\r\nto be established in the EU Emission Trading\r\nsystem (ETS). These criteria are increasing\r\nproduction costs.\r\n2. Petrol engine vehicles\r\nAs shown in the latest ACEA reports,\r\n54.7% of existing passenger cars in 2022 ran\r\non petrol – either with a full petrol engine or\r\nin a hybrid petrol engine. Regarding new EU\r\npassenger cars registrations in 2023 (2024\r\nData to be added in future Drafts) included\r\na 35.3% share of petrol cars, a 25.8% share of\r\nhybrid cars and a 7.7% share of plug-in hybrids.\r\nA variety of CO2 neutral fuel pathways\r\nmay be used in new CO2 neutral petrol type\r\nvehicles, and may also effectively allow decarbonisation\r\nof pre-existing vehicles. Some\r\nof these CO2 neutral pathways – such as\r\nbioethanol and bionaphtha, co-product of\r\nkerosene HVO (Hydro-treated Vegetable Oil)\r\nthe most produced type of SAF (Sustainable\r\nAviation Fuel) today - are readily available and\r\nalready blended in petrol fuels sold in Europe.\r\nBioethanol, bionaphtha and eNaphtha\r\nhave different chemical properties and may\r\nbe blended together to combine the best of\r\neach product: bioethanol has high neat octane\r\nnumber (109) and low volatility; bionaphtha\r\nhas low octane (around 40) but high volatility.\r\na) Bioethanol\r\nBioethanol is the most produced biofuel\r\nin the world, with a global output of 125\r\nbillion litres (63 Mtoe) in 2023 (48% US, 28%\r\nBrazil, 8% China, 6% EU, 5% India, 5% rest of\r\n31\r\nthe world) according to S&P Global. It is obtained\r\nby fermentation of sugars and starch\r\ncontained in biomass.\r\n100% renewable E85 has already proven\r\nits viability in the retail market in California,\r\nwhere it is used by about one million flex-fuel\r\nvehicles. It represented one-third of E85 Californian\r\nsales in 2022. French lab IFPen tested\r\nin 2024 three types of renewable gasoline\r\nto replace fossil gasoline in E85: bionaphtha,\r\neNaphtha (co-product of eSAF) and Ethanol-\r\nto-gasoline (ETG). In all 3 cases, the pollutants\r\nemissions were very low compared to\r\nEuro 7 limits.\r\nIn 2023, European producers of renewable\r\nethanol achieved an average certified\r\nGHG intensity reduction rate of 79%\r\ncompared to the EU fossil fuel comparator. In\r\n2023, 1,5 million tonnes of CO2 were captured\r\nin bioethanol plants in Europe. By decarbonising\r\nboilers, by capturing fermentation CO2\r\nfrom ethanol production, and by replacing\r\nfossil CO2 in other sectors, European bioethanol\r\nproducers keep improving the GHG reduction\r\nof bioethanol made in Europe. Biogenic\r\nCO2 can be used in eFuels production.\r\nb) Gasoline Fuel of Renewable Biogenic\r\nOrigin: Bionaphtha\r\nGraph 4.7: Average Certified GHG Emission Savings in %\r\n80%\r\n75%\r\n65%\r\n55%\r\n70%\r\n60%\r\n50%\r\n45%\r\n2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023\r\n49.6\r\n55.3\r\n56.6\r\n59.0\r\n64.1\r\n66.2\r\n70.1\r\n71.3\r\n72.5\r\n75.5\r\n76.9\r\n78.4\r\n79.1\r\nSource: Aggregated and audited data of ePURE members and other European producers for volumes certified\r\nunder RED I or RED II methodology\r\nSince 2011 the average certified greenhouse gas emission savings of renewable ethanol against fossil fuel have\r\nincreased continuously, reaching 79.1% in 2023\r\nBionaphtha is a co-product of the\r\nproduction of HEFA (Hydro-processed Esters\r\nand Fatty Acids) a Sustainable Aviation\r\nFuel. A HEFA plant never produces 100%\r\nHEFA. According to FuelsEurope (graph 4.5)\r\nwhen in maxi Jet Mode, the plant produces\r\n15% of bionaphtha co-product. SAF plants do\r\nnot only produce SAF, but also a variety of\r\nco-products. Bionaphtha is ideal as a component\r\nto blend with high % blends of ethanol or\r\nmethanol such as for E85 or M85 grades, or\r\nwith other renewable gasoline fuels, and this\r\nopportunity would likely assist the business\r\ncase for SAF production.\r\nc) Gasoline Fuel of Renewable Non-Biogenic\r\nOrigin: eGasoline\r\nLike the production of eDiesel, synthetic\r\ngasoline requires the same ingredients and\r\nfollows identical production routes. Again, FT\r\nand methanol synthesis is possible to produce\r\neGasoline. The only difference is that\r\nmethanol to gasoline is follow different further\r\nconversion, which is a technology as mature\r\nas the MtD process. Methanol-to-Gasoline\r\n(MtG) technology was first developed\r\nby Mobil in 1980. It has proven commercial\r\noperation in large-scale projects e.g. in New\r\nZealand. However, due to previous economic\r\nreasons MtG has not been adopted so far. The\r\nHaru Oni project by Hif Global in Chile plans\r\nto use a MtG process. Aramco and ENOWA\r\nhave announced the installation of MtG utilising\r\nExxonMobil technology in an eFuel plant\r\nin Neom in Saudi Arabia by 2025. MtG technology\r\ninvolves a multi-stage process to convert\r\nmethanol into gasoline, with operating\r\ntemperatures of 300-400°C and pressures of\r\n15-20 bar. Production and sustainability criteria\r\nas well as blending shares can be similar\r\nto the eDiesel pathway.\r\n3. LPG Engine Vehicles\r\na) LPG fuel of Renewable Biogenic Origin:\r\nLiquid gas, commonly referred to as\r\nAutogas or LPG (Liquefied Petroleum Gas),\r\nprimarily comprises propane (C3H8) and butane\r\n(C4H10). Under relatively low pressure\r\n(6-8 bar at 20°C), it remains in liquid form but\r\nconverts to a flammable gas when released\r\nat atmospheric pressure.\r\nDimethyl Ether (DME), an emerging renewable\r\nalternative, shares similar properties\r\nwith LPG and can be used directly or blended\r\nwith it.\r\nChemically akin to propane and butane,\r\nDME remains in liquid form under moderate\r\npressure and is compatible with existing\r\nLPG infrastructure. When blended up to 12%\r\nby mass, DME can be used in LPG engines\r\nwithout requiring modifications.\r\nRenewable Liquid Gases (rLG) include\r\nrenewable propane, butane, BioLPG\r\n(bioPropane) and eLPG, known collectively\r\nas rLPG and renewable dimethyl ether, referred\r\nto as renewable DME.\r\nRenewable LPG (also known as\r\n“bioLPG”) - is from non-fossil and/or renewable/\r\nrecycled sources, composed of propane\r\nand/or butane or mixtures with other light hydrocarbons.\r\nRenewable and Recycled Carbon\r\nDME - from biogenic material, non-organic\r\nmunicipal waste, captured CO2. Chemically\r\nsimilar to propane and butane, can be used\r\ndirectly or blended.\r\nRenewable LPG (also known as\r\n“bioLPG”) can be produced from biological\r\nsources and potentially from renewable electricity\r\nand CO2. Currently, it is mainly sourced\r\nfrom HVO plants, where it is a by-product, of\r\nthe production of renewable diesel or SAF\r\nb) eLPG – CO2 and H2 to Fuel: LPG Fuel of\r\nRenewable Non-Biogenic Origin:\r\neLPG (electro-LPG) is a renewable,\r\nnon-biogenic fuel synthesized from CO2 and\r\nhydrogen produced via renewable electricity-\r\npowered electrolysis. It can be produced\r\nas a co-product of hydrocarbon synthesis\r\nprocesses, such as Fischer-Tropsch (FT), or\r\nMethanol-to-Gasoline (MtG), or as a primary\r\nproduct from processes that directly synthesize\r\nLPG by combining CO2 and hydrogen.\r\neLPG relies on renewable electricity to generate\r\nhydrogen and can utilize captured CO2\r\nfrom industrial emissions or direct air capture,\r\nensuring a closed carbon cycle.\r\n4. NGV Engine Vehicles\r\nBiogases are forms of biomethane (as\r\nbioCNG, bioLNG), or eMethane.\r\nBioMethane (“renewable natural gas”)\r\nis a near-pure source of methane produced\r\neither by “upgrading” biogas (a process that\r\nremoves any biogenic CO2 and other contaminants\r\npresent in the biogas) or through\r\nthe gasification of solid biomass followed by\r\nmethanation. Most biomethane is from waste\r\nsources via anaerobic digestion. Thermal gasification\r\nwith biomethane synthesis and Hydrothermal\r\ngasification are at demonstration\r\nstage.\r\nBioCNG is the compressed gaseous\r\nform of biomethane, storable at 200 bar.\r\nBioLNG is biomethane in liquid phase,\r\ngiving higher energy density.\r\neMethane is an RFNBO from produced\r\ncombining renewable hydrogen with CO or CO2.\r\n33\r\n4.2.ii. Availability of Feedstock\r\nThe authors acknowledge the often-\r\nheard concerns that there will be insufficient\r\nrenewable fuels to supply road transport,\r\nwith the assertion that all available supply\r\nshould eventually be routed to so-called hardto-\r\nabate sectors like aviation and maritime in\r\nwhich no alternative to CO2 neutral fuels exist.\r\nA number of studies7 however show\r\nthat feedstock availability for both 1st generation\r\nbiofuels and advanced biofuels is sufficient\r\nto meet the biofuels needs to contribute\r\nto the decarbonization of transport. It is important\r\nto recognize that assumptions for future\r\nuse in road transport assume substantial\r\nelectrification of fleets and the car parc, with\r\nCNFs able to play a significant complementary\r\nrole . It should also be highlighted that\r\n1st generation biofuels are not accounted for\r\naviation and maritime transport targets and\r\nhave therefore the potential to continue contributing\r\nto the decarbonization of road transport.\r\nA full analysis and illustration of the\r\npotential available feedstocks, and the corresponding\r\nfinished biofuels or eFuels is beyond\r\nthe scope of this report, and so only brief\r\nsummaries with graphical. A comprehensive\r\nstudy on biomass availability for production\r\nof CO2 neutral fuels will be delivered by the\r\nWorking Group in 2025.\r\nGraph 4.8: WTT Including Combustion Emissions (gCO2eq) of CNG and BioCNG\r\n67.6\r\n9.5\r\n-103.0\r\n-34.3\r\n26.3\r\n21.2 22.3\r\nCNG: EUmix\r\nMunicipal\r\nWaste\r\nLiquid Manure\r\n(Closed Storage)\r\nLiquid Manure\r\n(Open Storage)\r\nMaize\r\n(Whole Plant)\r\nBarley/Maize\r\n(Double Cropping)\r\nWhole Plant\r\nBiogas from\r\nSewage Sludge as\r\nCNG\r\n0\r\nSource: https://publications.jrc.ec.europa.eu/repository/handle/JRC121213\r\n7. The JRC-EU-TIMES model. Bioenergy potentials for EU and neighbouring countries by Joint Research Centre (European Commission)\r\n(2015)\r\n• Research and innovation perspective of the mid-and long-term potential for advanced biofuels in Europe by Directorate\r\nfor Research and Innovation (European Commission) (2017)\r\n• Sustainable biomass availability in the EU, to 2050 (Concawe IC) by Imperial College commissioned by Concawe (2021)\r\n• Task 2 of the study: Development of outlook for the necessary means to build industrial capacity for drop-in advanced\r\nbiofuels (DI Fuels) by Directorate for Research and Innovation (European Commission), Wageningen University & Research\r\n(2024)\r\n• The Role of E-Fuels in Decarbonising Transport, by the IEA (January 2024)\r\n• Ram M., Galimova T., Bogdanov D., Fasihi M., Gulagi A., Breyer C., Micheli M., Crone K. (2020). Powerfuels in a Renewable\r\nEnergy World - Global volumes, costs, and trading 2030 to 2050. LUT University and Deutsche Energie-Agentur GmbH\r\n(dena). Lappeenranta, Berlin.\r\n4.2.ii. Traceability of CO2 Neutral\r\nFuels\r\nRoad transport fuels regulatory compliance\r\nis administered at Member State level in\r\na robust manner. This is typically placed under\r\nthe scrutiny of national customs and excise\r\nduty authorities who can apply penalties\r\nin case of infringement. The high taxation rate\r\non road transport fuels across the EU (with\r\napproximately €270Billion per annum collected)\r\nhave given rise to very high security\r\nand robust accounting for virtually every litre\r\nof fuel sold. In most EU countries, compliance\r\nwith renewable fuels regulation and blending\r\nmandates (the RED) is implemented alongside.\r\nRenewable fuels production must\r\nabide by the sustainability criteria and rules\r\nset in articles 26 and 28 to 31a of the Renewable\r\nEnergy Directive and in their associated\r\nsecondary legislations:\r\n1. Regulation (EU) 2022/996 establishes\r\nrules to verify sustainability and greenhouse\r\ngas emissions saving criteria and low ILUC-\r\nrisk criteria\r\n2. Regulation (EU) 2023/1184 of 10 February\r\n2023 supplementing Directive (EU)\r\n2018/2001 of the European Parliament and\r\nof the Council by establishing a Union methodology\r\nsetting out detailed rules for the\r\nproduction of renewable liquid and gaseous\r\ntransport fuels of non-biological origin.\r\n3. Regulation (EU) 2023/1185 of 10 February\r\n2023 supplementing Directive (EU)\r\n2018/2001 of the European Parliament and\r\nof the Council by establishing a minimum\r\nthreshold for greenhouse gas emissions savings\r\nof recycled carbon fuels and by specifying\r\na methodology for assessing greenhouse\r\ngas emissions savings from renewable liquid\r\nand gaseous transport fuels of non-biological\r\norigin and from recycled carbon fuels\r\nThis set of thorough and complex rules\r\nis gathered in ‘systems documents’ maintained\r\nby Voluntary Schemes (valid for international\r\ntrade) and National Schemes (valid\r\nfor national trade within one single Member\r\nState). These schemes must be accredited (a)\r\nby the EC and Member States for Voluntary\r\nScheme and (b) only by Member States for\r\nNational Schemes.\r\nIn 2018, RED II had set an initial ambition\r\nto consolidate the practice at EU level\r\nand put in place a Union database (UdB). The\r\nUdB was officially launched last January 15th\r\n2024 and is operational as of the 21st of November\r\n2024, according to the deadline set\r\nby RED III. The European Commission considers\r\nthe UdB is functional for liquid biofuels.\r\nUp-to-date information on the status of its rollout\r\ncan be found on: europa.eu\r\nIn conclusion, the certification of the\r\nproduction of renewable and low-carbon\r\nliquid fuels can rely on a well-seasoned EU\r\nframework and continuously improved framework\r\nenforced in close coordination between\r\nthe European Commission, Member State\r\nauthorities, accredited certification schemes\r\nand independent certification bodies. Assuming\r\nan overland transportation vehicle can be\r\nassimilated to an aircraft or a shipping vessel,\r\nthe UdB’s functionalities under development\r\nfor aviation and maritime could be extended\r\nto provide for a sturdy technical platform\r\nto trace the compliance of CO2 Neutral Fuels\r\nfrom production to their marketing in the European\r\nUnion.\r\n35\r\n\r\n\r\n05\r\nFUELLING\r\nTECHNOLOGIES FOR\r\nVEHICLES & RETAIL\r\n39\r\n5.1. Introduction\r\nThe European Commission indicated\r\ntheir specific requirements for ensuring that\r\na vehicle labelled as zero-emission, thanks to\r\nits exclusive use of CO2 neutral fuel, does not\r\nand cannot use fossil-based fuel.\r\nThis Chapter describes how technologies\r\nand operational methods available today\r\ncan be used such that the operation of a vehicle\r\ncan be secured in a way that it meets\r\nthis requirement. For this application, some\r\nof these technologies will require further detailed\r\ndesign and development to enable the\r\nbest possible performance. Establishing clarity\r\nand acceptance of this overall approach as\r\na viable compliance route will drive the business\r\nmodel to invest further in these innovations.\r\nThe authors’ work shows that these\r\ntechnologies can enable an operational\r\nframework that is highly robust as is required\r\nfor regulatory purposes. However, it will be essential\r\nthat the corresponding policy framework\r\nis adapted to these developments, in\r\norder to deliver the enabling policy signals,\r\ncompliance routes and create the required\r\nguardrails.\r\n5.2. Description of Options\r\nfor CO2 Neutral Fuels\r\nThere are several possible configurations\r\nof an effective scheme, with eleven\r\navailable separation and detection technologies/\r\noptions examined by the expert group.\r\nThe relative attributes of each technology are\r\ndescribed in section 5.3. These options are\r\npresented in no particular order, and with no\r\nrelation to their potential or recommendation\r\nfrom the group. These options can be used in\r\ncombination, with each configuration having\r\ndifferent advantages.\r\nPlease note that not all options are\r\nneeded at each stage and that different configurations\r\nmay be more suitable for certain\r\nfuel types or grades (as described in Chapter\r\n4).\r\nThe Monitoring technologies/options\r\ncan be grouped into the following two approaches:\r\na) Direct Exclusive CO2 Neutral Fuel\r\nSupply to Vehicle: The CO2 neutral fuel is delivered\r\nto the vehicle through a dedicated and\r\nisolated infrastructure end-to-end, in an exclusive\r\nmanner, through fuel pumps that only\r\nsupply 100% CO2 Neutral Fuel. The technologies\r\nto facilitate this approach are described\r\nfrom option 1 to 8 in Section 5.3.\r\nb) CO2 Neutral Fuel Supply for Specific\r\nVehicle via Common System: The CNF\r\nrequirements of the vehicle are delivered\r\nvia the current fuel infrastructure currently\r\nshared with petroleum fuels. This approach\r\nis particularly adapted for gaseous fuels. The\r\nfuel requirements of the vehicle are exactly\r\nmatched with the same quantity of CNF supplied\r\ninto the overall fuel supply system (e.g. a\r\npipeline, terminal, or retail station) and securely\r\nmatched with the vehicle through a digital\r\nsystem. It is described in detail in options 9 to\r\n11 in section 5.3.\r\nThere are 4 possible concepts for direct\r\nexclusive CNF supply to vehicle:\r\n• Fuel Marking: well-established fuel identifier\r\ntechnology that uses a distinct physical\r\nmarker additive, which can now be used to\r\nprove CNF throughout the supply chain.\r\n• Digital Fuel Tracking System (DFTS): already\r\nused in industrial safety systems, this\r\ntechnology enables secure digital tracking\r\nand ledger accounting of CNF across fuel\r\nsupply system and vehicle operation.\r\n• On-board Detection: vehicle-based group\r\nof technologies that can immediately detect\r\npresence or absence of CNF during fuelling\r\nby chemical or physical tests, and enable/disable\r\nvehicle operation.\r\n• Physical security of fuel connections\r\nto enable CNF but prevent fossil-based fuel\r\nthroughput\r\nTable 5.1. summarises the different approaches,\r\nas well as the different concepts\r\nthat were discussed in the WGMM.\r\nNot all the options are applicable to all\r\ntypes of fuels. As specified in table 2 of 5.4, all\r\ndrop-in fuels, where the chemical composition\r\nof renewable and conventional fuels is\r\nthe same, cannot rely on on-board detection\r\nor fuel marking options.\r\nAPPROACH DESCRIPTION CONCEPT POTENTIAL\r\nTECHNOLOGIES\r\nDirect Exclusive CNF Supply to Vehicle\r\nThe CNF is delivered directly to the vehicle. The fuel pump and supply\r\nis exclusively CNF, the vehicle consumption is exclusively CNF. The\r\nvehicle does not and cannot receive or use any fossil-based fuel. The\r\nphysical movement of carbon-neutral fuel through a dedicated supply\r\nchain is too restrictive during the transition phase primarily due to\r\nthe significant infrastructure investments and logistical complexities\r\ninvolved.\r\nEstablishing an independent supply chain to avoid contamination\r\nrequires substantial capital expenditure and time, which can be\r\nprohibitive for early-stage implementation. Additionally, the limited\r\navailability of dedicated fuelling stations can create inconveniences\r\nfor consumers, leading to range anxiety and hesitancy in adopting\r\ncarbon-neutral fuel vehicles. This approach also poses challenges for\r\nfuel suppliers and retailers in predicting demand and ensuring consistent\r\nsupply, further complicating the transition.\r\nRegional\r\nExclusivity\r\nMass Balanced CNF Supply for\r\nSpecific Vehicle via Common\r\nSystem\r\nFuel Property\r\nMeasurement\r\nFuel\r\nAdditivation\r\nThis mimics the operation of the electricity\r\ngrid, where there are both renewable\r\nand non-renewable suppliers, and customers\r\nfor 100% renewable, or non-renewable\r\nelectricity. All of the electricity is\r\ncarried on a common grid but renewable\r\noff-take contracts are exactly matched to\r\ncertain 100% renewable supply.\r\nSimilar to renewable electricity supply\r\ncontracts, indirect but precisely matched\r\nsupply of CNF into existing fuel supply\r\ninfrastructure, equivalent to consumption\r\nof identified vehicles, the CNF sustainability\r\nand quantity certification must\r\nbe reported to account for the fuel consumed\r\nby the CNF vehicles. Digitised\r\ntransactions and ledger accounts can\r\nprovide high accuracy and rigour. Nonetheless,\r\nthis approach is not supported\r\nby the proposed inducement system for\r\nCNF vehicles by the European Commission.\r\nMass Balance\r\n8. EU Market exclusively\r\nsupplied\r\nwith CNF\r\n1. Mechanical\r\nadaptation of\r\nTank Filler\r\n5. Vehicle\r\non-board fuel\r\ndetection function\r\n6. On-board\r\nFuel Molecular\r\nSensor\r\n2. Fuel marker\r\nalong upstream\r\nand downstream\r\n4. Hybrid\r\napproach: Fuel\r\nMarker and\r\nDFTS\r\n3. 100% digital\r\nfuel tracking\r\nfrom upstream\r\nto downstream\r\n4. Hybrid\r\napproach: Fuel\r\nMarker and\r\nDFTS\r\n7. Bidirectional\r\ncommunication\r\nbetween vehicle\r\nand gas station\r\n11. Combined Mass\r\nBalancing DFTS w/\r\ndigital handshake\r\n10. Fuel Usage\r\n2. Mass Balancing\r\nDigital Supply Chain\r\nTracking with Mass\r\nBalancing\r\nRigorous Flexible\r\nTable 5.1\r\n41\r\n5.3. Description of\r\nTechnology Options\r\nOption 1 – Mechanical Adaption\r\nof Tank Filler / Nozzle\r\nGraph 5.1: Responsible Stakeholders\r\nInvolved\r\nFuel\r\nProducer Importer Refinery Tank Farm Distributor\r\nFilling\r\nStation:\r\nAcceptance\r\nFilling\r\nStation:\r\nDelivery\r\nVehicle\r\nCertification Scheme Mechanical Design of Nozzle/Receptacle\r\nUPSTREAM: fuel chain from the point of\r\norigin or from the fuel producer to the filling\r\nstation (fuel incoming side).\r\nThe fuel provider is responsible to provide\r\nthe CO2 neutral fuels and use existing\r\nschemes as proof of origin.\r\nDOWNSTREAM: fuel chain from the fuel station\r\n(delivery side) to the vehicle.\r\nThe CNF Vehicle can be filled only by special dispenser\r\nequipped with the mating nozzle.\r\nNo other devices needed on-board the vehicle.\r\nDescription\r\nThe mechanical adaptation of the tank\r\nfiller/nozzle covers the “downstream” part of\r\nthe fuel chain, with a dedicated connection\r\nbetween the filling station and the vehicle.\r\nThis method alone is not enough to be accounted\r\nas a complete monitoring system,\r\nand it would need to be combined with another\r\nmethod covering the “upstream” part of\r\nthe fuel chain. With such a proper methodology\r\nin the upstream part, we assume herein\r\nthis description that the right fuel arrives at the\r\nfilling station, it is placed in a dedicated storage,\r\nand it would be sold through a dedicated\r\ndispenser.\r\nThe fuelling station would install a dedicated\r\ndispenser equipped with a specific fuel\r\nnozzle, which is not able to connect with the\r\nreceptacle used for the fossil version of the\r\nfuel in use.\r\nIn this way, the vehicle could only receive\r\nthe correct (CNF) fuel because the fossil\r\nfuel nozzle cannot be connected to the vehicle.\r\nThis method is based on a mechanical\r\ndesign of the nozzle and the receptacle,\r\nwhere we can classify the following situations:\r\n• Liquid fuels, such as petrol and diesel: the\r\nreceptacle is a round-shaped hole, designed\r\nto accept the fuel nozzle. The dimension and\r\nthe shape of the hole are the only parameters\r\nthat could change to create a dedicated\r\nreceptacle for renewable fuels, to be used in\r\nalternative to petrol or diesel. For this kind of\r\nfuel, it is less reliable than a secure connection\r\nthat prevents unauthorized filling.\r\n• Gaseous fuels, such as natural gas and LPG:\r\nthe nozzles and the receptacles form a leakproof\r\nconnection. In this case, the mechanical\r\nshape and dimensions of the receptacles can\r\nbe varied to create a new leakproof connection,\r\nable to connect only with the renewable\r\nfuel dispenser and not with the fossil one. For\r\nexample, there is a “B200 standardized connector”,\r\nwhich is currently used for light-duty\r\nnatural gas vehicles (according to ISO 14469)\r\n• Requires the duplication of dispensers, especially\r\nin the transition phase.\r\n• The vehicle cannot run if the CO2 neutral\r\nfuel is not available. But we must take into account\r\nthat, especially in a transition phase, the\r\nnumber of CO2 neutral fuel filling station could\r\nbe limited.\r\n• Outside Europe such a new connector\r\nwould not be made available.\r\n• Tampering possibilities do need to be considered.\r\nIn the current mechanical concepts, it\r\ncannot be completely excluded.\r\nOption 2 – Fuel Marker along\r\nUpstream and Downstream\r\nA CNF Marker additive would enable\r\nall market participants (from the fuel industry\r\nto vehicle manufacturers) to introduce climate-\r\nneutral fuel as a new fuel variant with\r\ntwo safety features with very little effort, maximum\r\nspeed and flexibility in the introduction\r\nby 2035. The physical features are already being\r\ntested in the field, for instance during the\r\nDeCarTrans project, where physical safety\r\nfeatures are:\r\n• Colour achieved with designated additive\r\n• Chemical identifier tag (additive)\r\nFuel marker products can be used for\r\nthe marking and colouring of CNF liquid fuel\r\nproducts such as ‘methanol to gasoline’, BTL,\r\nor HVO. They usually are free-flowing liquids\r\nand may contain an additional labelling\r\nsystem. The product can be easily pumped,\r\npoured or dispensed directly from the container.\r\nAs synthetic fuels are being developed\r\nas drop-in alternatives to conventional fossil\r\nfuels, they are very similar in their chemical\r\ncomposition. They are burnt under the same\r\nengine conditions and are recognised as having\r\nno impact on air quality emissions from\r\nthe vehicle. Note that this additive technology\r\nis not suitable for use in any gaseous fuels.\r\nAt a final stage, the concept would need\r\nto be combined either with the vehicle-sensor\r\nor digital handshake solution to robustly\r\nenforce consumer use of CNF.\r\nTarget Stakeholders\r\nThe Fuel Marker is connected to all\r\nrelevant stakeholders, including the Customs\r\nDirectorate and the Ministry of Finance. Confirmation\r\nof CNF for pure CNF vehicles, plausibility\r\ncheck and tracking of the fuel (incl. CO2\r\nfootprint).\r\n• Visual inspection of only CNF-dedicated\r\nvehicles using colour recognition similar to\r\nthe known procedures for port diesel or heating\r\noil EL.\r\n• The colour of the chemical tag is checked\r\nby a marker to prevent fraud. For the Customs\r\nDirectorate, analysis methods are supplied by\r\nthe additive supplier and independently supervised\r\nby the government regulator.\r\nOption 3 – 100% Digital\r\nFuel Tracking System from\r\nUpstream to Downstream\r\n(DFTS w/ Digital Handshake)\r\nDigital Tracking and Reporting of CNF.\r\nFuels\r\nProducer Importer Refinery Tank Farm Distributor\r\nFilling\r\nStation:\r\nAcceptance\r\nFilling\r\nStation:\r\nDelivery\r\nVehicle\r\nCertification Scheme\r\nUPSTREAM DOWNSTREAM\r\nDigital Handshake\r\nTechnical\r\nInspection\r\nProof of Sustainability\r\nGraph 5.2\r\n43\r\nDigital twins are already used in other\r\nindustrial systems, as application for fuels\r\noffer secure and robust digital tracking and\r\nledger accounting of CNF across fuel supply\r\nsystem and in-vehicle operation. DFTS enables\r\nall stakeholders a fast on-boarding process,\r\nby utilising only data, which is already\r\navailable (via RED II framework) in fuel supply\r\ninfrastructure and the vehicle. It can be implemented\r\nfast with the potential of starting field\r\nintroduction immediately with the Commission’s\r\napproval.\r\nDFTS digitalises the entire fuel supply\r\nchain from fuel production to end consumer\r\n(all relevant stakeholders) and enables all\r\nstakeholders to utilise CO2 Neutral Fuel (CNF)\r\nas a new fuel variant by digital certification.\r\nDFTS includes CO2 tracking and certification\r\nof sustainability reports of CNF along\r\nthe fuel supply chain from refinery to the filling\r\nstation (upstream). As main DFTS entry\r\ninformation serves the fuel’s proof of sustainability\r\n(PoS), which is originated by an already\r\nestablished certification scheme (e.g. ISCC,\r\nNabisy, 2BS) and transferred through DFTS.\r\nDFTS performs a digital pairing of vehicle and\r\nfuel supply chain (digital handshake) to assign\r\nthe refilling event to the filling station (downstream)\r\nBased on this filling event, the vehicle\r\ncan check, whether filled fuel was CNF and\r\naccordingly can perform an inducement reaction,\r\nif check result is negative. It further incorporates\r\ndigital fuelling monitor as software\r\nfunction in the vehicle.\r\nDFTS provides confirmation of CNF for\r\nCNF only vehicles, assures robustness with\r\nplausibility checks in a multiple trust centre\r\napproach and enables end-to-end tracking of\r\nfuels including its CO2 footprint. DFTS is further\r\ncapable of including sustainability information\r\nof physical fuel blends and mixtures,\r\nas well as fuel origin or even fuel properties.\r\nTransparent sustainability tracking is possible,\r\nenabling the vehicle to incorporate its own\r\nclimate-consciousness which transparently\r\naccounts for a real driving sustainability footprint.\r\nDFTS further enables prompt and retrospective\r\ninducement of the consumer with\r\nflexible transition from soft to hard limiting/\r\ninducement. DFTS can provide access for\r\nthe authorities (quasi-technical review with\r\nhistorical data of consumers). Enables a tolerance\r\nphase in emergency situations or canister\r\nfilling.\r\nOption 4 – Hybrid Approach\r\n– Upstream: Fuel Marker &\r\nSensor Until EU Border –\r\nDownstream: DFTS w/ Digital\r\nHandshake\r\nThis “Triple Solution” enables all market\r\nparticipants (from the fuels industry to vehicle\r\nmanufacturers) to introduce climate-neutral\r\nfuel as a new fuel variant by combining two\r\nsafety features and a digital solution with very\r\nlittle effort, maximum speed and flexibility in\r\nthe introduction. The physical features are\r\nalready active in field tests as part of the\r\nDeCarTrans project (funded by the German\r\nFederal Ministry of Transport and Digital\r\nInfrastructure). The physical safety features\r\nare:\r\n• Colour\r\n• Chemical tag\r\nThe marking system includes CO2\r\ntracking and certification of sustainability reports\r\nfor CO2 neutral fuel along the fuel supply\r\nchain from the fuel depot to the filling station\r\n(upstream), and includes a digital refuelling\r\nmonitor as a software variant in the vehicle.\r\nThe vehicle performs a digital handshake\r\nwith the petrol station in order to assign the\r\nrefuelling event to the petrol station (downstream).\r\nBased on this event, the vehicle\r\nchecks whether the refuelled fuel is CNF and,\r\nif the test result is negative, reacts accordingly.\r\nNote that this additive technology is not suitable\r\nfor use in any gaseous fuels. See section\r\n5.3. Option 2.\r\nTarget stakeholders\r\nThe Hybrid Approach has the connection\r\nto all relevant stakeholders including\r\nthe customs directorate and the Ministry of\r\nFinance. Confirmation of CNF for pure CNF\r\nvehicles, plausibility check and tracking of the\r\nfuel (including CO2 footprint).\r\nOption 5 – Vehicle On-Board\r\nFuel Detection Function\r\nToday’s existing vehicle and combustion engine\r\ntechnology has a high reliability and is affordable\r\nto enable individual mobility, transportation of\r\ngoods and raw materials and many other purposes.\r\nTypical vehicles sold today have a lifetime >10\r\nyears and will operate beyond the year 2040.\r\nAlready most of today’s vehicles are suitable\r\nfor the use of synthetic fuels such as paraffinic\r\nfuels (EN15940 labelled as “XTL”) and synthetic\r\ngasoline fuel (from Methanol-to-Gasoline process\r\ndenoted as “MTG”). Paraffinic fuels and MTG have\r\na strong potential for emissions reduction due to\r\nthe absence of aromatic hydrocarbon molecules\r\nand produce less soot emissions than fossil fuels.\r\nThese fuels can be produced carbon-neutrally by\r\nusing green hydrogen and capturing the CO2 from\r\nrenewable, air or using biomass as input feed to\r\nthe production process.\r\nAn audit process is already established\r\nto certify that the fuels are carbon-neutrally produced.\r\nThanks to differences in the chemical composition,\r\nthe fuel properties differ from the fossil fuels\r\nand the usage of these new fuels could induce\r\na different system response for CNFs. A fuel detection\r\nfunction could be based on the existing vehicle\r\nand engine system technology without new\r\nsensors or interfaces to implement. In the case\r\nthat the CNF is chemically the same as the fossil\r\nfuel e.g. gaseous fuels, then such detection technology\r\nis limited and other methodologies have to\r\nbe considered.\r\nWhile such functions could be realized\r\nin an engine management system, it is also\r\nlikely to realize functions that alters the engine\r\noperation when a non-carbon-neutral fuel\r\nwould be used, likely to reduce performance\r\nand/or operability. Several levels of alteration\r\nfrom initially warning the driver and then limiting\r\nor stopping the vehicle operation could be\r\nconsidered, like those applicable to the latest\r\ndiesel cars/vans/trucks with SCR (Selective\r\nCatalytic Reduction) technology to control the\r\nNOX emissions.\r\nThe detection function is also retrofittable.\r\nThe fuel detection function could operate\r\non a vehicle and engine management system\r\nlevel without any further data connection and\r\nservices in the data cloud. Therefore, in such a\r\nconfiguration this methodology would protect\r\nthe owner’s data privacy and also should be resilient\r\nagainst cyber-attacks and IT fraud or tamper\r\nattempts. The comparatively low complexity\r\nof detection function and lower demands on\r\nFuel Industry OEM & Supplier\r\nB7 R33 CNF\r\nEN590\r\n(Fossil Diesel and Blends)\r\nNot 100% green\r\nEN15940\r\n(Paraffinic Diesel)\r\n100% green\r\nOn-Board Fuel\r\nDetection Function\r\nH2 + DAC\r\neFuel Tanker Pipeline Refinery Truck Gas\r\nStation Vehicle\r\nGraph 5.3\r\nReal-Time Fuel\r\nDetection\r\nB7 CNF\r\nStop Go\r\n45\r\nadditional infrastructure would allow also a fast\r\nrealisation and effective implementation on a\r\nvehicle.\r\nOption 6 – Vehicle On-Board\r\nFuel Molecular Sensor\r\nIn the realm of fuel quality measurement,\r\nseveral sensor technologies could be\r\nemployed to assess the physical and chemical\r\nproperties of fuels. However, many of these\r\ntechnologies are limited in their ability to distinguish\r\nbetween different fuel types within\r\nthe defined European fuel standards (EN590,\r\nEN228, EN15940, EN14214, EN15293). This\r\nlimitation arises because the physio-chemical\r\nproperties of fossil fuels or CNF within these\r\nstandards do not significantly differ to allow\r\nclear separation between fossil and 100% fossil\r\nfree fuels.\r\nIn contrast, Near Infra-Red (NIR) spectroscopy\r\nhas been extensively used in various\r\nprocess industries (chemical, refining,\r\npharma...) since the 1970s-80s for quality control\r\nof organic products (feedstocks; finished\r\nproducts), including fuels in refineries since\r\nthe 1990s. The technology is now in series\r\nproduction and has been successfully utilized\r\nin the transportation market for several years,\r\nfollowing 15 years of development supported\r\nby OEMs, engineering teams, and universities.\r\nIt can be seamlessly integrated with regulatory\r\ngeofencing systems, enabling the application\r\nof constraints based on the vehicle's\r\nlocation, further enhancing its versatility and\r\nadaptability.\r\nUPSTREAM DOWNSTREAM\r\nProducer Importer Refinery\r\nTank Farm/\r\nTax\r\nWarehouse\r\nDistributor/\r\nIntermediate\r\nStorage\r\nFilling\r\nStation Vehicle\r\nFuel Molecular Structure Sensors\r\nCNF certificate is produced in continuous mode, and in real\r\ntime by the vehicle, able to analyse the digital fingerprint (DNA)\r\nof the fuel using a sensor able to identify CNF molecular structure\r\nbefore the combustion\r\nFuel\r\nNIR\r\nOn-Board\r\nSensor\r\nMolecular\r\nStructure ID\r\n> Box ID 'n'\r\nInput\r\nECU\r\nOutput\r\nMIL\r\nOBD\r\nVehicle CHECK\r\nENGINE\r\nUltimate hand check\r\nbefore CNF going to\r\ncombustion chamber\r\nby checking molecular\r\ncontent\r\nMolecular analysis 300\r\nNIR absorbencies\r\nMolecular Structure ID\r\nFuel\r\nType 1\r\nFuel\r\nType 2\r\nFuel\r\nType 3\r\nFuel\r\nType X\r\nComparison with:\r\nFuels Digital\r\nTwin NIR\r\nSpectra\r\nLibrary\r\nEU Boarder\r\nGraph 5.3\r\nThis technology is not suitable for gaseous\r\nfuels.\r\nOption 7 – Bidirectional\r\nCommunication between\r\nVehicle and Filling Station\r\nThe basic principle targets two main\r\naspects using e.g. Near Field Communication\r\n(NFC), Bluetooth Low Energy (BLE) or Wi-Fi:\r\n1. How to generate trust in the CO2 neutral\r\nfuel (CNF) delivering partner?\r\n2. How to ensure that no manipulation\r\ntakes place during the whole fuel transfer duration\r\n(anti-tampering)?\r\nTherefore, this solution contains an authentication\r\nmethod of the CNF delivering\r\npartner before the start of fuel transfer and a\r\ntampering protection during the fuel transfer.\r\nThe method was developed for the refilling at\r\na filling station, but it could be used wherever\r\nCNF is transferred from one area of responsibility\r\nto another (e.g. tank farm to tanker truck).\r\nIn the following description the example of a\r\nrefilling of a vehicle at a filling station is described:\r\n• Delivering partner = filling station\r\n• Receiving partner = vehicle\r\nDescription\r\nAuthentication of the delivering partner:\r\nFor the authentication of the delivering\r\npartner (filling station) at least one partner\r\nneeds an internet connection to an authentication\r\nauthority. The authentication authority\r\ncan be any trustworthy organization or association\r\nwhich provides a digital authentication\r\nservice accessible via internet. Additionally, a\r\ndigital communication between the two partners\r\nis necessary.\r\nA data communication between filling\r\nnozzle and the filler neck in the vehicle\r\nis used to initiate the authentication process\r\nand to be robust against tampering during the\r\nwhole refilling process. Depending on the gas\r\nstations communication infrastructure, a bidirectional\r\ndata communication could be used.\r\nAlternatively, unidirectional data communication\r\nin the filling neck is possible.\r\nOption 8 - EU Market\r\nExclusively Supplied With CNF\r\nThis scenario is described and examined\r\nfor a future year, certainly after 2035. This\r\nis more realistically an exercise in exploring\r\nthe potential that this could be possible in a\r\ntime-scale after 2035 to help achieve the policy\r\nof the EU for climate neutrality.\r\nPetroleum-based liquid and gaseous\r\nroad transport fuels would be banned and\r\ntherefore unavailable in the EU (or in certain\r\nMember States), and for some or all vehicle\r\ncategories (e.g. diesel or gasoline or methane).\r\nAccordingly, all affected vehicles would\r\nhave to use CNF. When crossing the borders\r\n(entry) into the EU (or into affected Member\r\nStates), suitable measures may still have to be\r\ndefined. The responsible stakeholder would\r\nlikely be the Member State legislator to ensure\r\nthat no fossil-based fuels would be put\r\non the market.\r\nThis option assumes that CNF availability\r\nwould be sufficient to meet demand. Today\r\nthe CNF availability is low, relative to the total\r\ndemand. However, if the political framework\r\nis changed it could stimulate investments into\r\nCNF production. Additionally, it is expected\r\nthat total liquid and gaseous fuel demand will\r\ndecline as petroleum-based fuels are discouraged\r\nthrough policies, and through fleet and\r\npark electrification, thus at some point allowing\r\nCNF supply to match demand.\r\n47\r\nOption 9 - Mass-Balanced CNF\r\nSupply to Each CNF Vehicle.\r\nHere, the CNF requirements of the\r\nvehicle are delivered via the current fuel infrastructure\r\ncurrently shared with fossil fuels.\r\nThe fuel requirements of the vehicle are exactly\r\nmatched with the same quantity of CNF\r\nsupplied into the overall fuel supply system\r\n(e.g. a pipeline, terminal, or retail station) and\r\nmatched with the vehicle securely with a digital\r\nsystem. This is often described as “Mass\r\nBalancing”.\r\nIt is fully recognised that the Commission\r\ncurrently foresees that the necessary\r\nsecurity is achieved by physical separation/\r\ndedication means. This option could be applied\r\nduring a transitional period throughout\r\nthe fuel supply chain until the availability of\r\nCNF is secured everywhere in the EU. This\r\nwill work in a similar way to green electricity,\r\nfor which Mass Balancing represents the\r\nmainstream methodology for distributing and\r\ncertifying “green” electricity to end users (including\r\nvehicles).\r\nWhen the technologies and methodologies\r\nare fully established and successful in\r\ndelivering this solution, to the satisfaction of\r\ngovernments, customers, automotive and fuel\r\nindustries, it is worth considering if the supply\r\nof CNF to vehicles can be achieved robustly\r\nby mass-balancing means. This report aims\r\nat proposing a comprehensive overview of\r\nall available options. It illustrates the necessary\r\ntechnologies and methodologies could\r\nbe evolved further in future to enable such an\r\napproach.\r\nEach CNF vehicle uses fuel from the\r\nconventional fuel distribution system using\r\nexisting retail fuel stations. However, use of\r\nall fuel by the vehicle is exactly matched in\r\nquantity by supply of the exact amount CNF\r\nupstream of the retail site. This approach\r\nhas major advantages in using mostly existing\r\nphysical infrastructure. These advantages\r\nwould enable a wider, more rapid and lower\r\ncost roll-out. Finally, this approach is specifically\r\nadapted for the distribution of gaseous\r\nfuels. Robust and secure accounting will ensure\r\nthat the use of the vehicle does not create\r\nany demand for any fossil fuel, only for\r\nCNF. This will deliver the exact same climate\r\nbenefits as a system requiring direct physical\r\nsupply.\r\nThis approach could also use a digital\r\nfuel tracking system, digital handshake and\r\ntwo-way communication between vehicle\r\nand petrol station as enabling technologies,\r\nas described in Option 11. It would also draw\r\non the experience of mass balancing in electricity\r\nmarkets, aviation fuel supply and other\r\ncommercial and regulatory compliance\r\noperations. The expert authors believe that\r\na similar level of rigour and security can be\r\nachieved as with Direct Physical Supply. Accordingly,\r\nthe authors believe it is important to\r\nnot exclude the Mass-Balance option alongside\r\nthe Direct Physical supply model.\r\nOption 10 – Fuel Usage\r\nBalancing - FUB\r\nThis is a technology that can enable\r\nan accurate implementation of a mass-balance\r\noperational methodology on an individual\r\nvehicle level, i.e. combined with Option 9.\r\nThe Fuel Usage method (FUB) is a software\r\nsolution that tracks each vehicle's fuel usage.\r\nOne feature of the FUB-device in the vehicle\r\nis detecting filling of the vehicle and connecting\r\nto the vehicle’s individual account in the\r\nsoftware. The amount of fuel filled is taken\r\nfrom the financial transaction data to pay for\r\nthe fuel, an integrated process in the software,\r\nand stored in the vehicle's software account.\r\nThe motorist is responsible for purchasing\r\nCNF certificates matching the fuel\r\nused. The software platform facilitates the\r\nacquisition of these certificates and directly\r\ncommunicates with the CNF registry to void\r\nused certificates.\r\nBased on certificate compliance, the\r\nsystem signals the vehicle to activate or not\r\nactivate a wide range of inducement actions\r\nup to denial of operation. As the software platform\r\nis open to all market players, it seems\r\nlikely that motorists will be able to purchase\r\na service that continuously acquires and pro-\r\nMARKET PLACE\r\nEU-wide registry for\r\nCNF-Certificates\r\nOngoing EU-activities\r\nCNF-Certificates\r\nTracking Platform\r\nFuel producers\r\nregister their\r\nCNF-certificate\r\nwith the registry\r\nFUEL USAGE BALANCING\r\n100%\r\n25%\r\n50%\r\n75%\r\nCNF-certificate are\r\ntransferred to vehicle’s\r\naccount as vehicle is filled\r\nCNF-Certificate Balance\r\nOperator Account\r\n“Consumed”\r\nCNF-certificates\r\nare void in the\r\nregistry\r\nOperator acquires\r\nCNF-certificates as\r\nrequired for operation\r\nof vehicle\r\nFUB\r\n“FUEL USAGE BALANCING”\r\nDEVICE\r\nIntegrated in Vehicle\r\nIf CNF-Requirement R\r\nis NOT met, inducement\r\nactions are activated\r\nMeasures and transmits\r\namount of fuel filled\r\nFuel bill could be utilized\r\nto verify amount filled\r\nVA - Vehicle Account:\r\nFor all Filling Events\r\nCNF\r\nCertificate\r\nAmount\r\nof Fuel R\r\nFuels\r\nProducer Importer Refinery Tank Farm Distributor Filling Station:\r\nAcceptance\r\nFilling Station:\r\nDelivery\r\nNOT PART OF THE FUEL USAGE BALANCING METHODOLOGY: IT IS OPEN FOR DATA EXCHANGE WITH THE\r\nSUPPLY CHAIN BUT ITS INTEGRATION IS NOT REQUIRED.\r\nSoftware Solution is compatible for and open to third parties for communications to optimize and facilitate a convenient\r\nmarketplace for CNF\r\nGraph 5.4\r\nvides the required CNF-certificates automatically\r\nwithout any further input or action of the\r\nmotorist of the vehicle.\r\nThe FUB method works for all types of\r\nfuels, i.e. gaseous, liquid or electricity. It does\r\nnot detect the origin of the fuel, i.e. whether it\r\nis fossil or renewable e.g. methane (=biomethane\r\nor synthetic methane).\r\n49\r\nOption 11 – Combined Mass\r\nBalancing - DFTS w/ Digital\r\nHandshake)\r\nDescription\r\nThis is designed to enhance Mass-Balancing\r\nmethodology Option 9 by combining\r\nit with a digital fuel tracking system.\r\nMass Balancing\r\nSee Option 9.\r\nDigital Fuel Tracking System (Digital\r\nsolution)\r\nSee Option 3.\r\nUnder this system, customers who opt\r\nfor CO2 neutral fuels are not guaranteed to\r\nreceive the physical renewable product. Instead,\r\nthe approach ensures that an equivalent\r\namount of CO2 neutral fuel is supplied to\r\nthe market and consumed elsewhere, aligning\r\nwith the principles of sustainability and\r\nenvironmental responsibility based on the\r\nrenewable energy directive approved certification\r\nschemes. This method emphasizes the\r\nimportance of digital tracking to maintain the\r\nintegrity of the CO2 neutral fuel claims.\r\nThis monitoring solution leverages\r\nboth principles to ensure that the vehicle has\r\nan inducement system mechanism to monitor\r\nthe usage of CO2 neutral fuels.\r\nThis software solution will have to be\r\ntransparent and auditable (similar to existing\r\nEuropean certification scheme) to enable a\r\ncorrect and clear accounting of the CO2 neutral\r\nfuel volumes that the fuel supplier has sold\r\nto CNF vehicles. The resulting volume would\r\nhave to be introduced to the fuel mix accompanied\r\nwith the respective European certificate\r\napplicable for the CO2 neutral fuel.\r\nThe filling station (publicly available or\r\nfor captive fleets) is connected to this digital\r\nplatform and ‘consumes’ the certificates according\r\nto the amount of delivered fuel. The\r\nplatform will offer the possibility to define different\r\ncompensation criteria, such as the full\r\ncompensation between fuel delivered and\r\nacquired certificates at the end of a predefined\r\nperiod (for example once a month).\r\nThis solution leverages the existing fuel\r\nsupply infrastructure and certification scheme\r\nfor RFNBOs and biofuels of the European Union\r\n(REDII/III) to provide a solution that enforces\r\nthe use of CO2 neutral fuel vehicles in the\r\nmarket, as long as they tank CO2 neutral fuel.\r\nDIGITAL FUEL TRACKING SYSTEM\r\nFuels\r\nProducer Importer Refinery Tank Farm Distributor\r\nFilling\r\nStation:\r\nAcceptance\r\nFilling\r\nStation:\r\nDelivery\r\nVehicle\r\nCERTIFICATION SCHEME\r\n• Digital Software solution that enables transparency and auditability of CNFl volumes.\r\n• Provides critical digital handshake to the vehicle to continue to operate\r\n• If CNF vehicle tanks without a confirmation through a \"digital handshake\", the vehicle\r\nwill not be able to operate and inducement system will be activated.\r\n• Communication from vehicle to fuel supplier about CO2 neutral fuel\r\nvolumes tanked\r\n• Transfer of responsibility from CO2 neutral vehicle owner to fuel provider\r\nto introduce said fuel into the fuel mix through existing scheme\r\nGraph 5.5\r\n# METHODOLOGY TRACKING\r\nMETHOD\r\nDETECTION\r\nMETHOD\r\nINDUCEMENT\r\nSYSTEM FUEL COMPATIBILITY\r\n1 Mechanical adaption of tank filler /\r\nnozzle Physical Mechanical Not required Gaseous and Liquid fuels\r\n2 Fuel marker along upstream and\r\ndownstream (sensor in vehicle) Physical Sensor YES Liquid fuels\r\n3\r\n100% digital tracking from upstream\r\nto downstream (DFTS w/\r\ndigital handshake)\r\nPhysical\r\nElectronic by\r\nre-using existing\r\ndata\r\nYES Gaseous and Liquid fuels\r\n4\r\nHybrid approach - upstream: fuel\r\nmarker & sensor until EU border\r\n- downstream: DFTS w/ digital\r\nhandshake\r\nPhysical Sensor &\r\nElectronic YES Liquid fuels\r\n5 Vehicle On-board Fuel Detection\r\nFunction Physical Sensor YES Liquid fuels\r\n6 Vehicle On-board Fuel Molecular\r\nSensor Physical Existing Engine\r\nSensor YES Liquid fuels\r\n7 Bidirectional Communication between\r\nvehicle and gas station Physical Electronic YES Gaseous and Liquid fuels\r\n8 EU market exclusively supplied\r\nwith CNF Physical NR Not required Gaseous and Liquid fuels\r\n9 Mass-balanced CNF supply to\r\neach CNF vehicle Virtual None NO Gaseous and Liquid fuels\r\n10 Fuels Usage Balancing - FUB Virtual Electronic YES Gaseous and Liquid fuels\r\n11 Combined mass balancing - DFTS\r\nw/ digital handshake Virtual Electronic YES Gaseous and Liquid fuels\r\nTable 5.2: Tracking; Detection and Inducement Overview by Technology:\r\n5.4. Evaluation Matrix &\r\nOutcomes\r\n51\r\nOutcome of the Evaluation\r\nMatrix\r\nOption 1 - Mechanical adaption of tank filler\r\n/ nozzle: Mechanical adaption of the filler\r\nneck and the nozzle would physically prevent\r\nthat the wrong fuel is filled but in practice it\r\nis prone to tampering and might not be considered\r\nas robust enough when used alone.\r\nAdditionally, it will incorporate high efforts for\r\nthe development of new standards and hardware\r\nat both filling station and vehicle, including\r\nadditional integration efforts.. This option\r\nrequires the physical product to be moved in\r\na dedicated supply chain.\r\nOption 2 - Fuel Marker along upstream and\r\ndownstream: Fuel marker and sensor in the\r\nvehicle physically track the CNF based on already\r\nknown system such as heating oil, but\r\ncurrently no off-the-shelf automotive sensor\r\nis available. New developments for automotive\r\nrequirements (e.g. robustness, selectivity,\r\nsensitivity) with high efforts as well as handling\r\nvehicle hardware variants are expected.\r\nFurther, the tracer system needs calibration\r\nand high selectivity to fuel blends and mixtures.\r\nWith regards to tampering robustness,\r\nmarking the fossil fuel may be a more robust\r\nsolution.. Possible improvement in a hybrid\r\napproach described as Option 4. This option\r\nrequires the physical product to be moved in\r\na dedicated supply chain.\r\nOption 3 - 100% digital tracking from upstream\r\nto downstream (DFTS w/ digital\r\nhandshake): DFTS (Digital Fuelling Tracking\r\nSystem) as a 100 % digital solution along\r\nthe entire delivery chain, completely based\r\non the existing data and infrastructure of the\r\ndifferent stakeholders, can be implemented\r\nfast with the potential of starting field introduction\r\nimmediately with EC’s approval. Via\r\ndigital handshake reliable pairing of vehicle\r\nand nozzle is realized and allows flexible inducement\r\nreaction. Manipulation robustness\r\nis assured by plausibility checks within a multi\r\ntrust centre approach (stakeholder – cloud\r\n- vehicle). Today available data points in high\r\nprecision and based on existing standards\r\nand legal framework (taxation, delivery bills)\r\nat the stakeholders are combined in an intelligent\r\nway on a cloud platform providing maximum\r\nend-to-end robustness. DFTS is further\r\ncapable to include sustainability information\r\nof physical fuel blends and mixtures (as other\r\nsolutions cannot), as well as fuel origin or\r\neven fuel properties. Transparent sustainability\r\ntracking is possible, enabling the vehicle to\r\nincorporate its own climate-consciousness\r\nwhich transparently accounts for a real driving\r\nsustainability footprint. In this way helping\r\nto stimulate a faster switch from fossil\r\nto non-fossil fuel usage. The solution needs\r\ntechnical adaptations in the vehicle, logistics\r\nand the fuelling stations\r\nOption 4 - Hybrid approach – upstream:\r\nfuel marker & sensor until EU border –\r\ndownstream: DFTS w/ digital handshake: A\r\npossible improvement of the sensor & marker\r\napproach could be a hybrid approach in\r\ncombination with DFTS. Within this solution,\r\nthe lack of automotive ready sensors could be\r\nbypassed by performing a digital handshake\r\nwith filling station, based on a sensor signal\r\nwhich measures the fuel marker in the filling\r\nstation itself. So less stringent requirements\r\nfor such a sensor would apply, which leads to\r\nlower integration efforts at OEM side and faster\r\ntime to market. However, sensitivity and selectivity\r\nchallenges of a marker-based system\r\nstill exist (c.f. Option 2). This option requires the\r\nphysical product to be moved in a dedicated\r\nsupply chain.\r\nOption 5 - Vehicle On-board Fuel Detection\r\nFunction: On board fuel detection by\r\nprocessing the existing Engine Control Unit\r\n(ECU) signals is a pragmatic software solution\r\nwhich is based on data already available in the\r\nvehicle. The solution may work for CNFs with\r\nproperties which are different to conventional\r\nones such as HVO and Diesel. However, currently\r\nno solution for gaseous fuels is known.\r\nIt might require calibration to include\r\npossible future fuels, since the actual measurement\r\nvalue (correlating with property)\r\nmay change from one fuel source to another,\r\nresulting in additional deployment efforts in\r\nfield. This option requires the physical product\r\nto be moved in a dedicated supply chain.\r\nOption 6 – Vehicle On-board Fuel Molecular\r\nSensor: Molecular structure sensor is\r\nanother option, which directly tracks the fuel\r\ntype in the vehicle and not a marker as proposed\r\nin Option 2. The on-board sensor is\r\navailable in series production and fulfils the\r\nstandards outlined in EN590 and EN228.\r\nIt is capable of providing the on-board,\r\nreal-time final verification required by the EU,\r\nas it already does in bus and truck applications\r\nto detect fossil fuels. CNF detection has been\r\nsuccessfully implemented for standards such\r\nas EN14214 and EN15940 (using a fingerprint\r\ndatabase), and new databases are currently\r\nbeing developed for eFuel molecules like MtG\r\nand FT.\r\nThis solution is perfectly compatible\r\nwith and can enhance the implementation\r\nof Option 3. This option requires the physical\r\nproduct to be moved in a dedicated supply\r\nchain.\r\nOption 7 - Bidirectional Communication\r\nbetween vehicle and filling station: Bidirectional\r\ncommunication between the vehicle\r\nand the filling station provides a tamper-proof\r\napproach which could be used as a 1-to-1\r\npairing solution between nozzle and vehicle.\r\nNext to the secure authentication process,\r\nthe solution provides a filling monitoring\r\nand blockage device in the filler neck, which\r\ncan inhibit filling with conventional fuel. However,\r\nto fulfil tampering requirements, the solution\r\nneeds technical adaptations (e.g. vehicle\r\nhardware and software, filling station software\r\n(front-end, back-end) and hardware). This\r\noption requires the physical product to be\r\nmoved in a dedicated supply chain.\r\nOption 8 - EU market exclusively supplied\r\nwith CNF: This assumes that CNF is exclusively\r\navailable, likely some years away, and\r\nwould be the result of substantial scale-up of\r\nCNFs for road transport alongside the needs\r\nof other sectors, and also the reduction of\r\noverall liquid and gaseous fuels demand,\r\nachieved by efficiency and electrification.\r\nWhile this scenario is unrealistic to be considered\r\nfor 2035 or earlier, it is one that is certainly\r\npossible in the future and so is worthy\r\nof considering as part of the overall transition\r\nstrategy for transport in the EU.\r\nWith this in mind, it is worthwhile considering\r\nfurther what transition mechanisms,\r\nregulatory reform and business model support\r\ncan be effective to ramp up of the fuel\r\nproduction and supply chain developments,\r\nto meet this desirable objective.\r\nOption 9 - Mass-Balanced CNF supply to\r\neach CNF vehicle: Mass-balancing is an indirect\r\nsolution which focuses on an input-output\r\napproach, controlled by booking and\r\nclaiming of certificates, i.e. not a monitoring\r\ntechnology on vehicle level. Experienced energy\r\ntrading markets such as electricity and\r\ngaseous fuels in pipelines are efficiently controlled\r\nby such an approach. This means for\r\na potential CNF application, that the fuel may\r\nnot be physically consumed in the claiming\r\nCNF vehicle. But the fuel supply system reliably\r\nassures that the CNF amount is introduced\r\nin average elsewhere into the market.\r\nSuch a technical solution would benefit from\r\nhigh system efficiency, fast ramp-up possibility\r\nof fuel production and fuel supply chain\r\nincorporating, that in the introduction phase\r\neach filling station does not need to have a\r\nseparate CNF pump. If the European Commission\r\nwould allow, a proposal could be to\r\n53\r\nhave a transitional approach (already before\r\n2035) and later in time switch over to an approach\r\nwith tracking per individual vehicle including\r\ntracking of fuel origin, possibly by e.g.\r\nOption 11. However, physical real-time tracking\r\nof the CO2 footprint of an individual vehicle is\r\nnot possible with mass-balancing instead an\r\noverall system footprint could be calculated.\r\nOption 10 - Fuel Usage Balancing: Fuel Usage\r\nBalancing solution uses a mass-balancing\r\napproach based on tracking of fuel energy\r\nin the vehicle tank without a handshake\r\nbetween filling station and vehicle. Instead\r\nof the filling station, the responsibility of the\r\ncertificate handling is transferred to the motorist,\r\nwho is directly connected with a certificate\r\nmarketplace, which may be an efficient\r\nsolution for fleet customers in the commercial\r\nvehicle segment. Separating out the filling\r\nstation and corresponding handshake shows\r\nthe simplicity and a potential fast introduction\r\nof the approach. However, still a hardware\r\ndevice (incl. additional integration efforts and\r\ncosts) in the vehicle is necessary. In addition,\r\nthe solution lacks a calibrated fuel amount\r\nsensor in automotive usage, unless financial\r\ntransaction data is used, or it is combined with\r\na digital fuelling tracking system.\r\nOption 11 – Combined mass balancing\r\n– DFTS w/ digital handshake: Since\r\nmass-balancing (Opion 9) is based on a certificate\r\nhandling mechanism which incorporates\r\naverage reporting of the stakeholders to\r\nan authority, a hybrid solution in combination\r\nwith DFTS is proposed. This system benefits\r\nfrom a fast accumulation of certificates on\r\nsingle vehicle level since it can include the\r\nDFTS as monitoring platform and performer\r\nof the digital handshake between the vehicle\r\nand the filling station. So, accurate and in-time\r\ncertificate handling could be assured per individual\r\nvehicle. However, only a virtual real\r\ntime tracking of the CO2 footprint is possible\r\nbased on the in-time certificate handling and\r\nrobust digital platform enabling this process.\r\n\r\n55\r\n06\r\nCUSTOMERS &\r\nRETAIL\r\n57\r\n6.1. Executive Summary\r\nThe adoption of CO2 neutral fuels\r\n(CNF) technologies can be crucial enabler\r\nfor sustainable energy transition within the\r\ntransport sector. This chapter focuses on the\r\nrequirements and considerations for customers\r\nand retail sectors to ensure the successful\r\nintegration and acceptance of CNF powered\r\nvehicles, and the enabling technologies. It\r\naddresses the technology requirements for\r\na successful CNF roll-out and monitoring. To\r\nthis end, it evaluates the technology options\r\npresented in the previous chapter, including\r\navailability, potential costs, ease of use, security\r\nof monitoring and inducement technologies.\r\nThese technologies also have potential\r\napplications beyond the European Union,\r\nthereby laying a robust foundation for the\r\nwidespread adoption of CNF. It is important\r\nto ensure that CNF dedicated vehicles can\r\noperate beyond EU boundaries and to establish\r\ncontrol mechanisms that prevent the use\r\nof non-CNFs. Options for this issue are also\r\naddressed.\r\n6.2. Requirements for the\r\nTechnologies for CNF\r\nPowered Vehicles for\r\nCustomers and Retail\r\nWhen evaluating alternative technologies\r\nfor monitoring CNF powered vehicles, it\r\nis crucial to examine several factors that directly\r\nimpact both customers and retail. Here\r\nis an expanded look at each requirement:\r\nAvailability Across EU Member States: A\r\nconsistent and reliable CNF supply chain\r\nacross the EU is vital for the successful implementation\r\nof CNF-powered vehicles. The\r\ntechnology supporting CNF usage must be\r\nadaptable and scalable to ensure fuel availability\r\nmeets demand growth. This consistency\r\nwould provide consumers confidence that\r\nCNF refuelling options are widely accessible,\r\nhelping to reduce range anxiety and make\r\nCNF-powered vehicles a practical choice.\r\nLeverage of Existing Infrastructure: One\r\nmajor advantage of CNF is the potential to\r\nutilise existing infrastructure with no modifications.\r\nThis is particularly beneficial for retailers\r\nand customers alike, as it reduces the need\r\nfor costly new investments in fuelling infrastructure.\r\nIf technological barriers arise that\r\ndemand significant infrastructure upgrades,\r\nthis advantage may be compromised, reducing\r\nCNFs appeal and cost-effectiveness.\r\nCost Evaluation: The estimated cost of implementing\r\nCNF-related infrastructure, essential\r\nfor both customers and retailers, should include\r\ninstallation, operation, and maintenance\r\nexpenses in order to enable stakeholders to\r\nmore accurately gauge and compare CNF\r\ninfrastructure costs. This comparison helps in\r\nestimating the economic viability of CNF in\r\nrelation to other low-carbon options, enabling\r\ninformed decisions about where and how to\r\ninvest in this technology.\r\nEase of Use: Consumer adoption depends\r\nheavily on user-friendly technology that simplifies\r\nthe transition to CNF-powered vehicles.\r\nSystems for CNF refuelling and monitoring\r\nshould integrate seamlessly with existing vehicle\r\nand station technology, allowing users to\r\nexperience minimal disruption. For example,\r\nintuitive fuelling stations and simplified payment\r\nsystems would contribute to a smooth\r\nexperience, helping to drive customer acceptance\r\nand increase usage.\r\nSafety for Users: Options must offer users\r\nconfidence in fuel quality and compatibility.\r\nWith clear labelling, fuel markers, or on-board\r\ndetection systems, CNF ensures that users\r\nknow exactly what they are putting in their\r\ntanks, reducing the risk of misfuelling and potential\r\ndamage to the vehicle.\r\nSecurity for Retail Stations: Retailers also\r\nneed assurance that the CNF supply and distribution\r\nchannels are secure. This includes\r\nsafeguarding the physical stations and ensuring\r\nfuel quality and authenticity. By implementing\r\nreliable monitoring and verification\r\nsystems, retailers can avoid fuel adulteration\r\nand other security risks, thus ensuring the\r\ntrustworthiness of the CNF supply chain.\r\nGlobal Applicability: As CNF technology\r\nexpands, the capability to use these technologies\r\noutside the EU could present strategic\r\nadvantages. Vehicles powered by CNF\r\nshould ideally be compatible with infrastructures\r\nand regulations globally, allowing users\r\nto rely on CNF both within the EU and abroad.\r\nThis feature is especially relevant for fleet operators\r\nand frequent travellers, ensuring fuel\r\naccessibility regardless of location.\r\nTamper-Proof Solutions: Security extends\r\nbeyond just access; it also involves protecting\r\nagainst tampering with the fuel or the monitoring\r\ntechnology. Tamper-proof solutions ensure\r\nthat neither the CNF nor the associated\r\ntechnology can be manipulated, safeguarding\r\nthe integrity of fuel transactions and protecting\r\ncustomers from fraud. For example,\r\ntamper-resistant seals and digital monitoring\r\nsystems can help verify the authenticity and\r\nquality of the fuel, further enhancing trust in\r\nCNF-powered vehicles.\r\nBy addressing these key requirements,\r\nCNF monitoring technology can become a\r\nviable, competitive, and sustainable alternative\r\nfuel option for consumers and retail stations\r\nalike, helping to foster a smoother transition\r\ntoward carbon-neutral transportation in\r\nthe EU and potentially beyond.\r\n1. Taxation\r\nTo achieve the EU’s climate goals, it’s\r\nessential to move towards a unified approach\r\nin energy taxation that takes into account the\r\nentire lifecycle of energy sources rather than\r\nmerely their energy density. Current taxation\r\nmethods, which often depend on the energy\r\ndensity of fuels (i.e., the amount of energy\r\nper unit volume or mass), can disadvantage\r\nlow-carbon or renewable energy sources\r\nthat might be less dense but are more climate-\r\nfriendly. This structure not only fails to\r\nincentivise greener options adequately but\r\ncan also create market imbalances across the\r\nEU, where individual countries may prioritize\r\nor discourage certain fuels in ways that don’t\r\nalign with EU-wide climate objectives.\r\nHarmonizing energy taxation across\r\nthe EU, as for the Commission's proposal\r\n2021/563, would establish a consistent tax\r\nfloor for all CO2 neutral energy sources. This\r\nwould mean that minimum taxes would apply\r\nuniformly to 100 % CNF, renewable, and\r\nlow-carbon fuels, reducing discrepancies in\r\nhow countries tax such energies domestically.\r\nIt would also ensure that the full environmental\r\nimpact of energy sources is considered,\r\nencouraging both producers and consumers\r\nto shift towards cleaner alternatives by reflecting\r\nthe true cost of emissions in their pricing\r\nstructures.\r\nThe adoption by the Council of the\r\nCommission’s proposal would require member\r\nstates to integrate these principles into\r\ntheir national excise duties on energy and\r\nmineral oil would help build a cohesive, market-\r\ndriven transition to clean energy across\r\nthe EU. This would make it more economically\r\nviable to adopt CO2 neutral solutions,\r\nfurther incentivising innovation and the adoption\r\nof clean energy technologies. In this way,\r\na lifecycle-based approach to energy taxation\r\nwould provide a more accurate reflection of\r\nenvironmental costs, ultimately driving a faster\r\nand fairer transition toward the EU’s climate\r\n59\r\ngoals.\r\n6.3. Assessment of\r\nMonitoring Options Based\r\non the Customer & Retail\r\nPerspective\r\nAll options for Direct Fuel Supply will\r\nrequire the physical product to be moved in\r\na dedicated supply chain. In the introductory\r\nphase, given the limited number of filling stations,\r\nthis could potentially increase costs for\r\ncustomers.\r\nOption 1: Mechanical Adaption\r\nof Tank Filler/Nozzle\r\nAdvantages:\r\n1. Ease of Implementation and High\r\nAcceptance: Modifying the nozzle and filler\r\nsize is a simple, cost-effective solution that\r\ncan be rolled out without extensive changes\r\nto existing infrastructure or vehicle design.\r\nThis option builds on established practices in\r\nthe industry, particularly with gaseous fuels\r\n(e.g., CNG, LPG), where differing nozzle sizes\r\nhave been used successfully. This familiarity\r\ncan increase acceptance among users and\r\nstakeholders, as minimal training or adjustments\r\nare needed.\r\n3. Experience with Gaseous Fuels: The\r\nauto and fuel industries already have significant\r\nexperience with different nozzle sizes for\r\nfuels like compressed natural gas (CNG) and\r\nLPG. Leveraging this expertise reduces the\r\nrisk of deployment, as safety and operational\r\nguidelines are already well-understood and\r\ncould be adapted to CNF.\r\n4. Introduction of New Standards:\r\nWhile new standards for nozzle and receptacle\r\nsizes would need to be introduced, the\r\neffort is likely to be manageable. By establishing\r\nconsistent standards for CNF, the industry\r\ncan ensure compatibility across all new CNF\r\nvehicles and stations, simplifying operations\r\nfor both retailers and customers.\r\n5. Elimination of Inducement Systems:\r\nSince CNF-specific nozzles will not connect\r\nwith standard fossil fuel nozzles, there is no\r\nrisk of misfuelling, and no additional inducement\r\nsystem is required to prevent accidental\r\nfossil fuel usage. This also simplifies the vehicle\r\ndesign, reducing manufacturing costs and\r\npotential points of failure.\r\n6. Adaptability of Legacy Fleet: Legacy\r\nvehicles could be retrofitted with a compatible\r\nfuelling connector, enabling existing fleets\r\nto transition to CNF without significant modifications.\r\nThis enhances the appeal of CNF as it\r\nallows for gradual adoption and extension to\r\nolder vehicles.\r\n7. Globally Recognized Standards for\r\nLiquid and Gas Refuelling: The international\r\nstandards for refuelling (e.g., gasoline, diesel,\r\nCNG, LNG, H2, LPG) address several important\r\nfactors that could apply to CNF:\r\n• Simplicity and Accessibility: Filling CNF\r\nvehicles would be as straightforward as refuelling\r\nconventional vehicles, encouraging\r\nwidespread adoption.\r\n• Low Total Cost of Ownership: Vehicle\r\nmodifications, dispenser equipment, and other\r\nnecessary hardware for CNF are expected\r\nto have a low total cost, which is crucial for\r\nconsumer affordability and widespread infrastructure\r\nadoption.\r\n• Global Reliability and Interchangeability:\r\nComponents such as dispensers and vehicle\r\nfittings would be standardised, ensuring\r\ncompatibility across regions and reducing the\r\nneed for localised adaptations.\r\n• Environmental Benefits: The adaptation\r\nwould involve systems, like vapour recovery,\r\nto prevent the release of hydrocarbons, reducing\r\nenvironmental impact during refuelling.\r\n• Simplicity for All Regions: The system design\r\nwould be straightforward, making it suitable\r\nfor deployment in both developed and\r\nless-developed areas, where complex technology\r\nmight be difficult to maintain.\r\n• Minimal Investment for Petrol Stations:\r\nSince existing stations would only need minor\r\nupgrades, CNF would be accessible at a lower\r\ncost than other energy sources requiring\r\nmajor infrastructure overhauls.\r\nDisadvantages:\r\n1. Adapter Requirement for Non-EU\r\nRegions: Vehicles may require an adapter to\r\nuse the new nozzle configuration outside the\r\nEU. This requirement could increase the burden\r\non travellers or fleet operators working\r\nacross regions, as they would need to carry\r\nadapters.\r\n2. Potential for Tampering with Adapters:\r\nThe presence of adapters may also allow\r\nfor tampering within the EU, posing a risk\r\nof unauthorized or improper refuelling. Strict\r\nstandards and control mechanisms would\r\nneed to be in place to mitigate this risk.\r\n3. Dependence on Nozzle and Receptacle\r\nAvailability: The success of this solution\r\ndepends on the availability of compatible\r\nnozzles and vehicle receptacles, particularly\r\nin the years leading up to the EU’s target of\r\n2035. A coordinated roll-out would be necessary\r\nto ensure widespread availability,\r\npreventing potential logistical bottlenecks as\r\nadoption increases.\r\n4. Nozzle and Receptacle Functionality:\r\nFor CNF Systems and Fuel station infrastructure\r\na functional validation is necessary.\r\nNew nozzle outlet leads a different fuel flow\r\nbehaviour in filler pipe and have deep impact\r\nto the liquid seal of ORVR Fuel Systems.\r\nTherefore all OEMs must develop, validate\r\nand homologate new CNF systems based on\r\ncommon systems to meet all market-specific\r\nlegislations. Also, customer suitability and\r\nsafety must be guaranteed by the car manufacturer.\r\nRequirements for Successful\r\nImplementation\r\nTo ensure this adaptation solution is\r\nsuccessful, a few key elements are essential:\r\n• European Agreement on Nozzle requirements,\r\nDiameter and Shape: The EU must\r\nestablish a unified standard for CNF nozzles,\r\nensuring that all CNF fuelling points and vehicles\r\nare compatible. Ideally, this standard\r\nshould extend internationally to facilitate\r\nglobal CNF adoption and allow for seamless\r\ncross-border travel without adapters.\r\n• Standardization and Global Compatibility:\r\nHarmonization with international standards\r\nwould simplify vehicle and infrastructure\r\ndesign, fostering wider CNF adoption. It would\r\nalso allow manufacturers to produce vehicles\r\ncompatible with CNF across global markets,\r\nboosting economies of scale and reducing\r\nper-unit costs.\r\nOption 2: Fuel Marker along\r\nUpstream and Downstream\r\nAdvantages:\r\n1. Established and Familiar System:\r\nFuel markers are already a well-established\r\ntechnology in the fuel market, and customers\r\nare accustomed to their use. This familiarity\r\ncan streamline acceptance and reduce resistance\r\nto implementation.\r\n2. Inducement Potential: With swift\r\nadoption, fuel markers can effectively support\r\ninducement systems, providing a method to\r\n61\r\nenforce fuel compliance and deter non-CNF\r\nuse.\r\n3. No Major Behavioural Changes for\r\nConsumers: For end users, no changes to\r\nthe fuelling process are required, as the marker\r\nsystem operates seamlessly within the existing\r\nfuel infrastructure. This ease of use encourages\r\nconsumer adoption.\r\n4. Minimal Infrastructure Changes\r\nNeeded: Existing fuel storage, pump capacities,\r\nand other infrastructure remain largely\r\nunchanged, with minimal costs for additional\r\nhardware, such as sensors to detect markers.\r\nThis compatibility reduces implementation\r\ncosts and simplifies the transition for fuel providers.\r\n5. Enhanced Safety and Fraud Prevention:\r\nFuel markers add a layer of security by\r\nenabling visual inspection for colour-coded\r\ntags and sensor checks along the supply\r\nchain. This dual approach helps prevent fuel\r\nfraud and ensures that the correct fuel is used.\r\n6. Low Implementation Costs: Compared\r\nto more complex digital systems, fuel\r\nmarkers require relatively low-cost hardware\r\nadditions and straightforward integration with\r\nexisting fuel systems, making it a cost-effective\r\ncompliance solution.\r\n7. Flexible Monitoring Capabilities:\r\nMarkers allow for visual inspection, sensor\r\nverification along the supply chain, and potential\r\non-board vehicle checks in the future,\r\noffering multiple layers of compliance assurance.\r\nDisadvantages:\r\n1. Limited Usability Outside the EU:\r\nFor this system to function reliably, the same\r\nfuel marker system would need to be adopted\r\ninternationally. If non-EU countries do not\r\nprioritize its implementation, EU drivers could\r\nface challenges when traveling abroad, as the\r\nfuel marker system may not be recognised.\r\nTheoretically, additional markers from non-EU\r\nmarkets could also be recognized as \"valid\r\nmarkers\" through bilateral agreements and\r\nkept in the systems. From the EU's point of\r\nview, it would make sense to have a coordinated\r\nset of markers ready in the software in\r\nadvance, which could then be used by other\r\nmarkets outside the EU. This means that CNF\r\nvehicles from different economic areas could\r\nstill be functional in the other country.\r\n2. Binary Compliance Detection: The\r\nsystem only allows a simple “yes/no” decision\r\nregarding compliance, which may limit flexibility.\r\nFor instance, partial refuelling or mixed\r\nfuel use may not be accurately managed, and\r\nany detected non-compliance would trigger\r\nthe same response regardless of context.\r\n3. Reduced Flexibility in Inducement\r\nMechanisms: Unlike digital solutions, this\r\nsystem doesn’t support nuanced responses,\r\nwhich limits the driver’s ability to control inducement\r\nreactions based on fuel usage patterns\r\nor compliance needs. This rigidity could\r\ninconvenience users in specific scenarios,\r\nsuch as emergency refuelling or when partial\r\nCNF fuelling is detected.\r\n4. Compatibility Issues with Certain\r\nFuels: For gaseous fuels, fuel markers may\r\nbe less effective because chemically identical\r\nfuels cannot be easily distinguished by\r\nmarkers. This limitation restricts the system’s\r\napplicability for a range of fuel types, reducing\r\noptions for consumers who might prefer or\r\nrequire these alternative fuels.\r\n5. Cost Implications for Petrol Stations:\r\nAlthough generally low-cost, implementing a\r\nfuel marker system will require petrol stations\r\nto meet stricter conditions for monitoring and\r\ncompliance, potentially increasing operational\r\ncosts, particularly if specific infrastructure\r\nmodifications are needed such as storage capacities.\r\nOption 3: 100% Digital\r\nFuel Tracking System from\r\nUpstream to Downstream\r\n(DFTS w/Digital Handshake)\r\nDigital Fuel Tracking (DFTS) using a\r\ndigital handshake enables comprehensive\r\ntracking and monitoring of fuel compliance,\r\nsupporting the EU’s goal of CNF-only fuelling.\r\nBy utilizing existing data in the fuel supply infrastructure,\r\nfilling stations, and vehicles, DFTS\r\ncan be implemented with minimal delay and\r\nlow cost.\r\nAdvantages:\r\n1. Technology Availability and Fast Implementation:\r\nDFTS can be deployed quickly,\r\nleveraging existing data networks at most\r\npetrol stations (e.g., for transactions, stock\r\nmanagement, and analytics). Since no new\r\nhardware is required for connected vehicles,\r\nDFTS can roll out rapidly with minimal setup,\r\npending regulatory approval. This solution is\r\nready to start field implementation as soon as\r\nit is approved by the EC.\r\n2. Cost Efficiency: DFTS offers a cost-effective\r\napproach. The scalability of the system\r\nis high, and its compatibility with existing infrastructure\r\nlowers implementation costs.\r\n3. Ease of Use and High Customer Acceptance:\r\nThe fuelling process remains unchanged\r\nfor the end customer, making it easy\r\nfor consumers to adopt. Payment processes\r\ncould also be streamlined via the digital handshake,\r\nand the system can apply region-specific\r\ntax rates automatically, adding convenience.\r\n4. Data Security and Compliance: DFTS\r\nemploys a secure, encrypted data room concept\r\nto manage data shared between stakeholders,\r\nensuring compliance with the EU’s\r\nGDPR. Data anonymity is maintained at the\r\nOEM level, and only non-GDPR-relevant data\r\nis exchanged with DFTS. This approach protects\r\nuser privacy while providing the necessary\r\ndata for compliance.\r\nFurthermore, DFTS fuelling\r\nmonitor is aware of the vehicle fuelling history,\r\nso potential connection latency does not\r\nlead to a loss of filling data. It can be corrected\r\nafter the connection is stabilized again. By\r\nimplementing such a mechanism, the DFTS\r\ntakes care of, that no slip appears in the total\r\nsystem, e.g. if conventional instead of CNF is\r\nrefilled during a lack of data connection.\r\n5. Enhanced Monitoring and Flexibility\r\nMechanisms: DFTS allows for multiple-vehicle\r\nresponses (e.g., performance reduction,\r\nmileage thresholds, or penalty notifications)\r\nbased on compliance. This flexibility supports\r\ncustomized inducement measures based on\r\nlegal requirements and provides transparent\r\ninformation to drivers regarding system status\r\nand any penalties. Drivers are notified of suspicious\r\nfuelling events, enabling full transparency.\r\n6. Regulatory Geofencing Capability:\r\nThe DFTS system can deactivate the fuelling\r\nmonitor when the vehicle exits the EU, allowing\r\noperation outside regulated territories.\r\nThis ensures compliance within the EU while\r\nproviding flexibility for cross-border travel.\r\n7. Future-Ready and Scalable Applications:\r\nDFTS allows carbon-reduced fuel usage\r\nto be counted in sustainability reporting\r\nfrom 2026 onward. It also supports flexible\r\nscalability of CNF production, which can be\r\nmanaged through partial inducement legislation,\r\ngradually increasing CNF demand as\r\nsupply ramps up.\r\n63\r\nDisadvantages:\r\n1. Vulnerability to Data Latency and\r\nTransmission Failures: The DFTS system relies\r\non real-time data transmission, making it\r\nsusceptible to delays or failures, which could\r\nimpact system reliability. Immediate response\r\ntimes are critical in cases where legally mandated\r\nactions are time-sensitive. This latency\r\ncould create compliance risks or increase\r\nsystem costs for fast responses that are not\r\nusually implemented in today‘s existing systems.\r\n2. Susceptibility to System Failures: As\r\nwith all digital systems, DFTS is susceptible to\r\nfailures in both hardware and software. Any\r\ndisruptions in data transfer could compromise\r\ncompliance monitoring, which may lead\r\nto complications in enforcing fuel usage penalties\r\nor reset procedures. In order to avoid\r\nthis, DFTS must use multiple trust centre approaches,\r\nas with all digital systems, so DFTS\r\ncan assure, that in case of system failures data\r\ncan be recovered.\r\n3. Data Privacy and GDPR Compliance\r\nChallenges: The system generates significant\r\namounts of data about vehicle fuelling behaviour,\r\nraising GDPR concerns. Although the\r\ndata is anonymised and handled by OEMs,\r\nbalancing user privacy with data utility may\r\nrequire stringent data management practices\r\nto comply with GDPR regulations.\r\n4. Limitations in Cross-Border Fuelling\r\nFlexibility: If implemented without regulatory\r\ngeofencing, DFTS monitoring may restrict\r\nusers from refuelling with non-CNFs outside\r\nthe EU. While regulatory geofencing can deactivate\r\nDFTS upon exiting the EU, a failure to\r\ndo so could limit cross-border functionality.\r\n5. Limited Infrastructure Availability Initially:\r\nAlthough DFTS utilizes widely existing\r\ninfrastructure, a few filling stations may lack\r\nthe necessary connectivity to the internet in\r\nthe introductory phase.\r\nRequirements for Implementation:\r\n1. Reliable Data-link between Stations\r\nand Central Host: Most petrol stations already\r\nhave data links for transactions and analytics,\r\nbut DFTS requires continuous internet\r\nconnectivity to ensure smooth operation.\r\n2. Qualified Filling Stations: Stations\r\nmust meet connectivity and compliance\r\nstandards to interact with the DFTS system\r\neffectively. They should be capable of supporting\r\nreal-time data exchange.\r\n3. Legislative Definition of Penalty Enforcement:\r\nTo ensure DFTS compliance,\r\nclear guidelines are needed regarding penalty\r\nenforcement. Options include vehicle inducement\r\nresponses, direct prosecution with\r\nfinancial penalties, notification of regulatory\r\nauthorities, or reporting to inspection agencies.\r\nOption 4: Hybrid Approach\r\n– Upstream: Fuel Marker &\r\nSensor until EU Border –\r\nDownstream: DFTS w/Digital\r\nHandshake.\r\nAdvantages:\r\nThis Hybrid Approach allows for partial\r\ninducement to gradually increase the fuel demand\r\naccording to the fuel supply. However,\r\ncustomers can only steer by alternating fuelling\r\nbetween CNF and fossil fuels. The penalty\r\nindication is as well possible when the wrong\r\nfuel was used or whether there is a tampering\r\nsuspicion. The Fuelling history can be saved\r\nin the vehicle as well.\r\nRegulatory Geofencing and flexibility\r\nmechanisms can also be implemented relatively\r\neasily. Several vehicle reactions, such as\r\nperformance reduction, km threshold to stop\r\nthe engine, are possible merely depending on\r\nlegal requirements.\r\nThe driver could use alternate fillings\r\nbetween CNF and fossil fuels for sustainability\r\nreporting already from 2026 onwards.\r\nStarting from 2035 no alternated fuelling is allowed,\r\nbut partial inducement is already possible\r\nbefore 2035.\r\nThe system offers high flexibility in\r\nterms of penalty indication and the driver\r\ncan be easily informed on suspicious fuelling\r\nevents, has full transparency about possible\r\nsuspicious events and penalties, and can run\r\nand fill the vehicle autonomously in case of\r\nemergency cases. For driving outside the EU,\r\nthis solution can deactivate the Fuelling Monitor\r\nwhen leaving the regulated EU territory.\r\nOn-board monitoring of flexibility mechanism\r\ncriteria is possible and can deliver transparent\r\ninformation about the driver, including current\r\nsystem status and potential countermeasures.\r\nDisadvantages:\r\nThis multi-option approach could require\r\ninvestment as well as the prospective\r\nmaintenance costs for filling stations. As\r\nthe sensor does not allow a decision on the\r\nblending ratio, blends between CNF and fossil\r\nfuel cannot be treated by the system. A\r\nchallenge will also be expected when adding\r\nan additional detector to the nozzle to provide\r\ninformation to side controllers which can\r\nretrofit the fueller. Especially, in the ramp-up\r\nphase a flexibility mechanism cannot decide\r\non the blending ratio.\r\nThe proposed solution, which relies on\r\nfuel markers and sensors, may not be feasible\r\nfor certain fuels, thereby limiting user choice.\r\nSpecifically, it can be pointed out that the inability\r\nto use drop-in fuels could restrict options\r\nfor users. For gaseous fuels, the effectiveness\r\nof these markers diminishes when the chemical\r\ncomposition is identical. Implementing\r\nsuch a system would require more stringent\r\nrequests and conditions for petrol stations.\r\nAlthough technically feasible, the associated\r\ncosts could be significant.\r\nCustomers may be limited in terms of\r\nretail site choice, as hardware infrastructure\r\nmay not be available at every retail site, especially\r\nin the introductory phase. Furthermore,\r\nthe individual challenges like connectivity and\r\nlatency as well as the limitations for gaseous\r\nfuels remain with this option.\r\nIn addition, disadvantages for the digital\r\nlink appears as described in Option 3.\r\nOption 5: Vehicle On-Board\r\nFuel Detection Function\r\nAdvantages:\r\n1. Enhanced Fuel Security: The onboard\r\ndetection function provides reliable\r\nverification that only CNF are used, protecting\r\nagainst accidental or unauthorized use\r\nof conventional fossil fuels. This secures both\r\nenvironmental benefits and potential tax incentives\r\nassociated with CNF use.\r\n2. Minimal Infrastructure Requirements:\r\nThis detection system requires no\r\nnew investment or modifications at fuelling\r\nstations, which only need to supply certified\r\nCNF-compliant fuels. For customers, this\r\nminimizes disruption as the technology integrates\r\nseamlessly with existing fuel station\r\ninfrastructure.\r\n3. Cost-Efficiency and Fast Implementation:\r\nAs the technology leverages existing\r\nengine management systems without requiring\r\nnew hardware, the detection function is\r\nrelatively low-cost and could be implemented\r\nquickly. This reduces additional manufacturing\r\ncosts and enhances affordability for customers.\r\n65\r\n4. Privacy and Security Protections:\r\nThe absence of data connectivity and cloudbased\r\ntracking preserves customer privacy,\r\nwhile the system’s low vulnerability to cyber\r\nthreats protects against tampering or fraud.\r\nCustomers benefit from a secure and tamper-\r\nresistant fuel management system.\r\n5. Compatibility with Legacy Vehicles:\r\nThere is potential for retrofitting existing vehicles,\r\nallowing a broader fleet to comply with\r\nCNF mandates. This could encourage faster\r\nCNF adoption without the need for customers\r\nto invest in new vehicles.\r\nDisadvantages:\r\n1. Restricted Cross-Border Functionality:\r\nSince the detection system responds\r\nto non-CNFs by limiting vehicle operation, it\r\nmay restrict vehicle functionality in regions\r\nwhere CNF is not widely available. This can\r\nbe inconvenient for customers who travel\r\noutside the EU, as they may face reduced\r\nperformance or operation stops when refuelling\r\nwith conventional fuels abroad. There are\r\nflexibility mechanisms that can address this\r\ndisadvantage. These are described in Section\r\n6.4.\r\n2. Limited Flexibility for Partial Refuelling:\r\nCustomers may experience sudden performance\r\nlimitations if partial refills with conventional\r\nfuels are detected, reducing system\r\nflexibility and usability in emergency refuelling\r\nsituations.\r\n3. Incompatibility with Drop-in Fuels\r\nand Some Biofuels: Depending on the onboard\r\ntechnology used, the detection function\r\nmay not be compatible with certain renewable\r\nfuels that chemically resemble fossil\r\nfuels. This reduces the flexibility of fuel choices,\r\nparticularly in non-EU regions where biofuels\r\nmay be more accessible\r\n4. Potential for Increased Maintenance:\r\nThe detection function might require regular\r\ninspections to ensure accuracy. Regular sensor\r\nchecks would be necessary to verify that\r\nthe system correctly identifies fuel types without\r\nerroneous inducements.\r\n5. Higher Vehicle Costs: Although the\r\nsystem uses existing technology, retrofitting\r\nor upgrading vehicle management systems\r\nto support CNF detection may increase initial\r\npurchase costs for CNF-compatible vehicles.\r\nThis could be a financial burden for some customers\r\nand impact vehicle affordability. However,\r\nit is important to put this into perspective,\r\nas the cost of the additional functionality\r\nis very low in terms of CAPEX, likely even less\r\nthan that of an ESP/ABS system, especially\r\nwhen compared to the overall cost of a vehicle.\r\n6. Operational Risks with Sensor Malfunctions:\r\nIn cases where the detection\r\nsystem malfunctions, customers could experience\r\nunexpected vehicle shut-downs or\r\nreduced performance, impacting reliability.\r\nIf the sensor mistakenly detects non-CNF, it\r\nmay induce system limitations even when\r\nCNF is used, leading to driver inconvenience\r\nand safety concerns.\r\nWhat is required for the option?\r\nThis option would require an early established\r\nsystem to allow for inducement. The\r\nvehicle also needs to be aware of the actual\r\nfuel quantity filled and report misfuelling\r\nevents to be saved and reported with a separate\r\nsoftware. Additional regulatory geofencing\r\nsoftware must be implemented and be\r\nable to switch of the system outside the EU.\r\nThe test procedure for inspections needs to\r\nbe clearly defined for distinct measurement\r\nparameters per fuel.\r\nOption 6: Vehicle On-board\r\nFuel Molecular Sensor\r\nAdvantages:\r\n1. High Certainty in Fuel Type Detection:\r\nNIR spectroscopy provides a reliable\r\nmethod for identifying the molecular structure\r\nof the fuel used, ensuring that only approved\r\nCNFs are detected and used. This technology\r\ngives drivers and regulatory bodies confidence\r\nthat the vehicle operates within compliance.\r\n2. No Additional Requirements for Petrol\r\nStations: Petrol stations are only required\r\nto supply the correct fuel, with no need for\r\nadditional equipment or modifications to their\r\ninfrastructure. The responsibility for fuel verification\r\nis entirely on the vehicle, streamlining\r\noperations for fuel stations.\r\n3. Security of Fuel Compliance: The\r\non-board NIR system ensures that only\r\nCNF-compliant fuel is used, preventing unauthorized\r\nor incorrect fuel from entering the\r\nvehicle. This measure enhances regulatory\r\ncompliance and reduces the risk of misfuelling.\r\n4. Immediate Availability and already\r\nhomologated: sensors are produced in series\r\nsince 2021 in Europe and already homologated\r\nby Legal Authorities in some countries.\r\n5. High versatility to Measure Fuel\r\nQuantity or Partial Refuelling: On-board\r\nNIR sensors are trained to detect many different\r\nCNF from fossil fuels from 0% to 100%.\r\nSo the addition of new fuel fingerprint or the\r\nlimitation to use only CNF can be updated by\r\nreflashing the sensor memory\r\n6. Increase Flexibility for Drivers Traveling\r\nOutside the EU: By coupling the sensor\r\nwith GPS localization, it is possible to authorise\r\nor not the use of fossil fuels. This option\r\nis already tested for LEZ area to detect low\r\nemissions renewable and non-fossil fuel to\r\nenter or not in the city centre.\r\nDisadvantages:\r\n1. Higher Cost and Need for Maintenance:\r\nNIR spectroscopy is a sophisticated\r\ntechnology, requiring complex on-board\r\nhardware that could significantly increase vehicle\r\ncosts. The addition of such technology\r\nalso raises production costs and could make\r\nCNF vehicles more expensive for consumers.\r\nThe addition of this technology would increase\r\nthe demand for maintenance.\r\n2. Reduced Flexibility for Drivers Traveling\r\nOutside the EU: Drivers may face challenges\r\nusing non-CNFs outside the EU, as\r\nthe system’s inducement mechanism is likely\r\nto activate even with conventional fuels. This\r\nlimits flexibility for travellers and could cause\r\nunintended restrictions during international\r\ntravel, particularly where CNF is unavailable.\r\n3. Working Today Only for Liquid Fuels:\r\nthe technology must be developed ( 3 years)\r\nto also detect gaseous CNF.\r\n4. Need to Have a CNF Database Certified\r\nand Up-to-Date: NIR spectroscopy for\r\nfuel detection relies on an extensive fuel fingerprint\r\ndatabase, which may take time to establish\r\nand maintain by independent authorities.\r\nWhat is required for the option?\r\nThis option is already deployed for\r\nCNF and certified in France to detect fossil\r\nfuels since 2020, and would require an early\r\nestablished system to allow for inducement.\r\nAdditional regulatory geofencing software\r\nmust be implemented and be able to switch\r\n67\r\nof the system outside the EU. The test procedure\r\nfor inspections needs to be clearly defined\r\nfor distinct measurement parameters\r\nper fuel. The CNF-compliant database must\r\nbe certified and monitored by an authority.\r\nOption 7: Bidirectional\r\nCommunication between\r\nVehicle and Gas Station.\r\nAdvantages:\r\n1. Direct Prevention of Misfuelling: This\r\nsystem includes a blockage valve that prevents\r\nthe vehicle from being refuelled with\r\nthe wrong fuel, eliminating the need for penalty\r\nindications. This automatic fuel lock mechanism\r\nprovides a robust preventive measure\r\nfor CNF compliance.\r\n2. Transparency and Information for\r\nDrivers: The system can inform drivers via the\r\ndashboard of any suspicious fuelling events\r\nor potential issues, providing full transparency\r\non system status. Drivers are kept aware\r\nof fuel compliance and can see any countermeasures\r\nin real-time, enhancing confidence\r\nin fuel use.\r\n3. Flexibility Mechanisms: The system’s\r\nbidirectional communication enables flexible\r\ninducement responses based on legal\r\nrequirements, which could include a range\r\nof vehicle reactions to accommodate varying\r\ncompliance needs. This flexibility can be\r\nmanaged by the on-board system, making it\r\nadaptable for different compliance scenarios.\r\n4. On-board Monitoring of System Status:\r\nThe system continuously monitors fuel\r\ncompliance status, providing comprehensive\r\ndata about fuel type, potential tampering, and\r\nany triggered countermeasures. This high level\r\nof monitoring ensures that both users and\r\nregulators have access to detailed compliance\r\ninformation.\r\n5. Enhanced Compliance and Accountability:\r\nWith real-time data exchange between\r\nthe vehicle and the fuel station, authorities\r\nand OEMs can maintain detailed records,\r\noffering a traceable history of fuel transactions.\r\nThis level of accountability could enhance\r\nregulatory compliance and improve fuel integrity\r\ntracking. One particular advantage of\r\nthis system would be the online connectivity\r\nfor safety functions in the event of a disaster\r\nor force majeure. If a natural disaster were to\r\noccur, the valve could be unlocked centrally\r\nvia the regulator \"over the air\" so that vehicles\r\ncould be used in the event of a disaster.\r\nDisadvantages:\r\n1. Limited Usability Outside the EU:\r\nDue to the blockage valve, vehicles may not\r\nbe refuelled outside the EU if non-CNF is detected.\r\nThis restriction limits the vehicle’s functionality\r\nin emergencies or areas where CNF\r\nis unavailable, creating an inconvenience for\r\ncross-border travellers. There are flexibility\r\nmechanisms that can address this disadvantage.\r\nThese are described in Section 6.4.\r\n2. Higher Costs Due to Additional\r\nHardware: The system requires additional\r\non-board sensors and communication hardware,\r\nsuch as NFC, BLE, or Wi-Fi modules,\r\nwhich can increase vehicle manufacturing\r\ncosts. This additional equipment may raise\r\nthe price of CNF-compatible vehicles and\r\nmay not be compatible with the existing fleet.\r\n3. Vulnerability to Data Transmission\r\nFailures: The system’s effectiveness depends\r\non real-time data transmission, which can be\r\nsusceptible to technical failures, latency issues,\r\nor network interruptions. Any delay or\r\nfailure in data transfer could cause disruptions\r\nin fuel monitoring and compliance, which\r\ncould become problematic if strict timing is\r\nlegally required.\r\n4. GDPR Compliance and Privacy Concerns:\r\nThe system generates and transmits\r\ndata about fuel usage and vehicle status,\r\nwhich raises concerns around user privacy\r\nunder the EU’s GDPR regulations. OEMs\r\nwould be responsible for managing and protecting\r\nthis data, but balancing privacy compliance\r\nwith data utility may require careful\r\nplanning and resources.\r\n5. Potential Limitations in Retail Infrastructure:\r\nIn the initial stages, not all fuel stations\r\nmay have the necessary hardware and\r\nsoftware to support bidirectional communication\r\nwith vehicles. This could limit customer\r\nchoices when refuelling, especially during the\r\nintroductory phase, until the infrastructure is\r\nwidely available.\r\n6. Data Latency Concerns: If the system\r\nrelies on precise timing for legal compliance\r\n(such as a DFTS system requiring accurate\r\ntimestamps), any delays in data transmission\r\ncould pose issues for compliance. These latency\r\nvulnerabilities could impact the reliability\r\nof fuel compliance measures in legally\r\nmandated scenarios.\r\nWhat is required for the option?\r\nAn additional regulatory geofencing\r\nsoftware needs to be implemented to switch\r\nof the system outside the EU. In order to gather\r\nflexibility, convention fuel needs to be accepted\r\nto open the filler neck valve. The penalty\r\nenforcement is also still to be defined for\r\nthis option, including the direct prosecution\r\nwith financial penalty, the information of authorities,\r\nor whether the inspection agency\r\ncan enforce the punishment directly.\r\nOption 8: EU Market Exclusively\r\nSupplied with CNF\r\nThis option is described and examined\r\nfor a future year, certainly after 2035. This is\r\nmore realistically an exercise in exploring\r\nthe potential that this could be possible in a\r\nlonger time-scale to help achieve the policy\r\nof the EU for climate neutrality.\r\nAdvantages:\r\n1. Full Transition to sustainable Fuels:\r\nLimiting the market to CNF after 2035 ensures\r\na complete phase-out of fossil fuels within the\r\nEU, directly contributing to EU climate goals\r\nand decarbonisation of the legacy fleet. This\r\napproach eliminates reliance on fossil fuels,\r\nmaking significant progress toward net-zero\r\nemissions.\r\n2. Simplified Fuel Options for Consumers:\r\nConsumers would no longer need to\r\nchoose between fossil fuels and CNF, making\r\nthe transition straightforward. By 2035, all fuel\r\nstations within the EU would only offer CNF,\r\nsimplifying fuel selection and contributing to\r\na more consistent fuelling experience.\r\n3. Compatibility with Current Infrastructure:\r\nThe existing fuel infrastructure\r\ncan remain largely unchanged. Since only\r\nthe type of fuel supplied changes, no extensive\r\nmodifications to the network are needed,\r\navoiding the costs and disruptions associated\r\nwith new infrastructure.\r\n4. Potential to Use Conventional Fuel\r\nOutside the EU: Although only CNF would\r\nbe sold within the EU, vehicles designed to\r\nuse CNF could still operate on conventional\r\nfuel if necessary when traveling outside the\r\nEU. This flexibility supports cross-border travel\r\nwithout requiring modifications to accommodate\r\nboth fuel types.\r\n69\r\n5. No Additional Inspection Requirements:\r\nWith only CNF available, vehicle\r\ninspection processes remain unchanged,\r\nsimplifying compliance requirements. This\r\nconsistency keeps regulatory processes\r\nmanageable for consumers and vehicle inspection\r\nagencies alike.\r\nDisadvantages:\r\n1. Lack of Incentive During the Transition\r\nPhase: There are currently, neither for customers\r\nnor filling stations strong incentives to\r\nadopt CNF if conventional fuels are still available.\r\nWithout additional incentives or regulations,\r\nmany may delay switching to CNF until the final\r\nphase-out, slowing the initial uptake of CNF.\r\n2. Potential Supply Challenges for Non-\r\nEU Travel: If CNF vehicles regularly travel outside\r\nthe EU, drivers could face difficulties refuelling\r\nwith compatible fuels in regions where\r\nCNF isn’t readily available. This could require\r\ntravellers to plan carefully or risk limited access\r\nto compatible fuels in non-EU countries.\r\n3. Market Adjustment and Price Volatility:\r\nThe forced transition to CNF by a specific\r\ndate would cause fluctuations in fuel prices as\r\nthe market adjusts. As fossil fuel suppliers exit\r\nthe market, the initial costs of CNF could rise\r\ntemporarily due to supply and demand shifts,\r\nimpacting consumers.\r\n4. Dependence on Successful CNF\r\nRamp-Up: Achieving a smooth transition to\r\nonly CNF depends on a successful ramp-up\r\nof CNF production, distribution, and supply.\r\nAny delays in scaling up CNF could lead to\r\nsupply shortages, which would disrupt the\r\nfuel market and inconvenience consumers.\r\nOption 9: Mass Balanced CNF\r\nsupply to each CNF vehicle\r\nAdvantages:\r\n1. High Flexibility and Scalability: The\r\nmass balance or extended book-and-claim\r\nsystem provides flexibility for CNF suppliers\r\nand customers, making it highly scalable. This\r\napproach simplifies the implementation process,\r\nbenefiting the legacy fleet without additional\r\ncomplexity.\r\n2. Low-Cost Barrier to Entry: This system\r\nhas a minimal cost impact on CNF vehicles\r\nfor customers. Since mass balancing\r\nworks within the existing fuel distribution network,\r\nit leverages current infrastructure, which\r\nkeeps costs low and reduces the need for\r\nnew facilities or technologies.\r\n3. Positive Impact on Legacy Fleet:\r\nMass balancing is compatible with existing\r\nvehicle fleets, meaning no additional modifications\r\nor technologies are required in most\r\ncases. Vehicles can still operate on conventional\r\nfuel outside the EU, making it practical\r\nfor international use without additional adaptations.\r\n4. Ease of Implementation and Wide\r\nNetwork Coverage: The system can be implemented\r\nquickly and reliably within the current\r\ndistribution networks. This ensures that\r\ncustomers have broad access to CNF without\r\nrequiring separate supply chains, providing a\r\nseamless experience across the entire fuel\r\nnetwork.\r\n5. Reduced Environmental and Logistical\r\nCosts: Mass balancing minimizes logistics\r\nby eliminating the need for CNF to be transported\r\nto every fuel station. This approach reduces\r\nassociated emissions and logistical complexities,\r\ncontributing to a lower ecological footprint.\r\n6. Avoids Complexity in Vehicles: Since\r\nCNF usage is tracked through industry records\r\nrather than vehicle sensors, there’s no\r\nneed for complex on-board sensor technologies.\r\nThis reduces vehicle costs and eliminates\r\nthe need for frequent inspections related\r\nto CNF compliance.\r\n7. Industry Responsibility Over Consumer\r\nBurden: The responsibility for CNF\r\ncompliance lies with the fuel industry rather\r\nthan individual consumers. This reduces\r\nconsumer responsibility and ensures CNF\r\nrequirements are met systematically without\r\nindividual action.\r\n8. Successful Implementation for the\r\nDevelopment of Green Electricity: This approach\r\ncould be replicated for an accelerated\r\nuptake of CO2 neutral fuels.\r\nDisadvantages:\r\n1. Absence of Fuel Usage-Based Penalties\r\nand Offsetting if not Combined with\r\na DFTS: Since individual fuel consumption\r\nisn’t directly traceable, it’s challenging to implement\r\npenalties or offsetting mechanisms\r\nbased on actual CNF use. There’s no way to\r\ndetermine whether a particular consumer is\r\nusing CNF, limiting accountability at the user\r\nlevel.\r\n2. No Physical Traceability: Mass balancing\r\nlacks direct physical traceability of\r\nCNF, as the system tracks quantities on paper\r\nor electronically rather than by physical separation.\r\nThis can make it challenging to verify\r\nCNF usage on a granular level. This requires\r\nadditional measures.\r\n3. Certification and Auditing Needs:\r\nTo ensure system integrity, certification, detailed\r\nrecord-keeping, and regular audits are\r\nrequired. This increases the regulatory and\r\nadministrative burden on the fuel industry to\r\nmaintain accurate and transparent records.\r\n4. Risk of Fraud and Greenwashing\r\nif not combined with a DFTS: The lack of\r\nphysical traceability raises potential concerns\r\naround fraud and greenwashing. Without strict\r\ncontrols, there is a risk that some companies\r\ncould misrepresent CNF usage, undermining\r\nconsumer trust in the system’s environmental\r\nbenefits.\r\nOption 10: Fuel Usage\r\nBalancing – FUB\r\nAdvantages:\r\n1. End-User Focus: The system places\r\nthe responsibility for compliance and monitoring\r\non the vehicle and its operator, removing\r\nthe need for petrol stations to manage\r\ncomplex inducement systems. Regulatory\r\ngeofencing ensures the system is confined to\r\nthe EU, limiting administrative challenges for\r\nfilling stations. This approach simplifies station\r\noperations while giving vehicle users direct\r\ncontrol over compliance.\r\n2. Penalty Indications: The system\r\ncan detect and indicate penalties for specific\r\nnon-compliance events, such as incorrect\r\nfuel usage, missing CNF certificates, or signs\r\nof tampering. This ensures that end-users are\r\naware of their infractions and can take corrective\r\naction. By providing immediate feedback\r\non compliance issues, the system builds trust\r\nand supports enforcement.\r\n3. Fuelling History Storage: The vehicle\r\ncan maintain a complete and secure record\r\nof all fuelling events. This history can be reviewed\r\nto verify compliance, support sustainability\r\nreporting, or provide evidence in case\r\nof disputes. This feature increases transparency\r\nand simplifies monitoring by regulatory\r\nauthorities.\r\n71\r\n4. Compatibility with Inducement Systems:\r\nThe system supports various vehicle\r\nreactions tailored to legal requirements. For\r\nexample, performance reduction, mileage\r\nthresholds, or engine stoppage can be triggered\r\nbased on compliance violations. This\r\nflexibility ensures that the system can adapt\r\nto differing legal frameworks while maintaining\r\neffectiveness in encouraging CNF usage.\r\n5. Virtual CNF Credits for Sustainability\r\nReporting: Drivers can utilise virtual CNF\r\ncredits, allowing them to balance fuel consumption\r\nwith sustainability goals. For example,\r\na regulatory framework could require 50%\r\nof fuel to be compensated by mass balancing\r\ninitially, with full compensation enforced\r\nby 2035. This approach supports incremental\r\nadoption while creating accountability for\r\nsustainability targets. Virtual credits also offer\r\nan opportunity for integrating sustainability\r\ninto digital applications or reporting platforms.\r\n6. Regulatory Geofencing: The system\r\nincludes geofencing capabilities to manage\r\ncompliance based on the vehicle’s location.\r\nFor instance, the Fuel Monitor can be deactivated\r\nwhen the vehicle operates outside EU\r\nborders, allowing users to refuel freely without\r\ninducement restrictions. This ensures\r\nthe vehicle remains fully operational during\r\ncross-border travel while maintaining compliance\r\nwithin EU boundaries.\r\n7. Transparency for Drivers: The onboard\r\nmonitoring system provides clear, real-\r\ntime information to the driver. This includes\r\nthe current system status, compliance level,\r\nand any countermeasures triggered by violations.\r\nBy keeping drivers informed, the system\r\nencourages proactive compliance and reduces\r\nthe likelihood of accidental non-compliance.\r\nTransparency also helps build trust in\r\nthe system, making it more likely to gain user\r\nacceptance.\r\n8. Potential for Retrofitting Older Vehicles:\r\nDeveloping retrofit-compatible FUB\r\ndevices could enable the integration of mass\r\nbalancing into legacy fleets. By providing\r\ncost-effective retrofit options, the system\r\ncould expand its reach, ensuring compliance\r\nacross older vehicles that would otherwise be\r\nexcluded. This strategy supports a smoother\r\nand more inclusive transition to CNF.\r\n9. Integration with Connected Services:\r\nThe FUB system could integrate with\r\nconnected services, such as vehicle dashboards\r\nor mobile applications. Drivers could\r\nuse these platforms to monitor compliance,\r\nmanage CNF credits, and access certificates\r\nin real time. These tools could also simplify\r\nadministrative processes, making the system\r\nmore user-friendly and attractive to consumers.\r\n10. Incentives for Early Adoption: Financial\r\nincentives, such as reduced taxes on\r\nCNF-compatible vehicles, discounted fuel\r\nprices, or subsidies for installing FUB devices,\r\ncould encourage early adoption. This would\r\naccelerate the transition to CNF while offsetting\r\nthe upfront costs of compliance for\r\nend-users.\r\nDisadvantages:\r\n1. Vehicle Equipment Costs: Each vehicle\r\nmust be equipped with a Fuel Usage Balancing\r\n(FUB) device. This hardware requirement\r\nincreases the upfront cost of vehicles.\r\n2. Increased Responsibility for Drivers:\r\nThe system shifts the responsibility for managing\r\nCNF certificates to vehicle operators.\r\nDrivers are required to understand and manage\r\ntheir compliance obligations, including\r\nmaintaining accurate records and resolving\r\npenalties.\r\n3. Potential for Certification Fraud:\r\nWithout robust auditing and verification systems,\r\nthere is a risk of CNF certificates being\r\nfalsified or manipulated. Fraudulent behaviour\r\ncould undermine the integrity of the system\r\nand erode trust among consumers and\r\nstakeholders. Strict certification protocols and\r\noversight mechanisms will be required to address\r\nthis challenge.\r\n4 Dependence on Infrastructure Readiness:\r\nThe success of the system depends\r\non the widespread availability of compatible\r\ninfrastructure, such as reliable CNF supplies,\r\ngeofencing systems, and verification platforms.\r\nAny delays in establishing this infrastructure\r\ncould hinder adoption and limit the\r\neffectiveness of the system.\r\nOption 11: Combined Mass\r\nbalancing - DFTS w/ Digital\r\nHandshake\r\nIn addition to the advantages outlined\r\nunder option 9, the combined option offers\r\nthe following\r\nAdvantages:\r\n1. Flexibility: The option allows for partial\r\ninducement to gradually increase the fuel demand\r\naccording to the fuel supply. The Driver\r\ncould use virtual CNF credits for sustainability\r\nreporting, e.g. if agreed 50% of fuel filling may\r\nonly be compensated by mass balancing. The\r\nfull compensation could be activated within\r\n2035. However, due to mass balancing customers\r\ncan only steer by virtual CNF credits\r\n2. High Flexibility and Scalability: The\r\ncombined Combined – Upstream: Mass\r\nbalancing – Downstream: DFTS w/ Digital\r\nHandshake system provides flexibility for\r\nCNF suppliers and customers, making it highly\r\nscalable. This approach introduces the possibility\r\nto monitor the vehicle operations and\r\nto activate the inducement system, and simplifies\r\nthe implementation process, benefiting\r\nthe legacy fleet without additional complexity.\r\nThe fuelling history can be saved in the vehicle.\r\n3. Low-Cost Barrier to Entry: DFTS offers\r\na cost-effective approach, as no retrofitting\r\nis necessary for vehicles or filling stations.\r\nThe scalability of the system is high, and its\r\ncompatibility with existing infrastructure lowers\r\nimplementation costs.\r\n4. Technology Availability and Fast Implementation:\r\nDFTS can be deployed quickly,\r\nleveraging existing data networks at most\r\npetrol stations (e.g., for transactions, stock\r\nmanagement, and analytics). Since no new\r\nhardware is required for connected vehicles,\r\nDFTS can roll out rapidly with minimal setup,\r\npending regulatory approval. This solution is\r\nready to start field implementation as soon as\r\nit’s approved by the EC. Also mass balancing is\r\ncompatible with existing vehicle fleets, meaning\r\nno additional modifications or technologies\r\nare required in most cases. Since CNF\r\nusage is tracked to a wide extend through\r\nindustry records rather than vehicle sensors,\r\nthere’s no need for complex on-board sensor\r\ntechnologies. This reduces vehicle costs and\r\neliminates the need for frequent inspections\r\nrelated to CNF compliance.\r\n5. Ease of Implementation, Wide Network\r\nCoverage and High Customer Acceptance:\r\nThe fuelling process remains unchanged\r\nfor the end customer, making it easy\r\nfor consumers to adopt. Payment processes\r\ncould also be streamlined via the digital handshake,\r\nand the system can apply region-specific\r\ntax rates automatically, adding convenience.\r\n73\r\n6. Enhanced Monitoring and Flexibility\r\nMechanisms: DFTS allows for multiple vehicle\r\nresponses (e.g., performance reduction,\r\nmileage thresholds, or penalty notifications)\r\nbased on compliance. This flexibility supports\r\ncustomized inducement measures based on\r\nlegal requirements and provides transparent\r\ninformation to drivers regarding system status\r\nand any penalties. Drivers are notified of suspicious\r\nfuelling events, enabling full transparency.\r\n7. Regulatory Geofencing Capability:\r\nThe DFTS system can deactivate the fuelling\r\nmonitor when the vehicle exits the EU,\r\nallowing normal operation outside regulated\r\nterritories. This ensures compliance within the\r\nEU while providing flexibility for cross-border\r\ntravel.\r\nDisadvantages:\r\nAlthough this system offers significant\r\nbenefits and flexibility for customers some\r\ninherent disadvantages exist related to the\r\ncommunication between vehicles and filling\r\nstations and are outlined under option 3:\r\n• Vulnerability to Data Latency and Transmission\r\nFailure\r\n• Susceptibility to System Failures\r\n• Data Privacy and GDPR Compliance\r\nChallenges\r\n• Limitations in Cross-Border Fuelling\r\nFlexibility\r\n• Limited Infrastructure Availability Initially\r\n6.4. Assessment Options\r\nfor Effective Inducement\r\nSystems & Flexibility\r\nMechanisms\r\nTo support the EU's CO2 Neutral Fuel\r\n(CNF) requirements, an effective inducement\r\nsystem must incorporate two essential features:\r\n1. Fuelling Monitor: This system tracks\r\nCNF use to ensure the vehicle is fuelled exclusively\r\nwith CNF.\r\n2. Inducement System: A mechanism\r\nthat reacts if non-CNF is detected, enforcing\r\ncompliance through various responses.\r\nThe EC’s current proposal includes a\r\nstringent inducement system where the vehicle\r\ncannot start if non-CNF is detected. However,\r\nfor practical implementation and customer\r\nacceptance, a flexibility mechanism is essential.\r\nFlexibility could be achieved by adapting\r\napproaches already under discussion in the\r\nEU7 emission standards, such as inducement\r\nsystems for Diesel SCR and OBM (On-Board\r\nMonitoring). References include the “DRAFT\r\nOBM Euro 7 LDV implementing act Annex III\r\n12102023” by the CLOVE consortium, which\r\nsupports progressive inducement measures.\r\nPotential Inducement Steps for\r\nFlexibility\r\nThe following graduated inducement\r\nsteps illustrate potential responses that can\r\nincrease or decrease in severity depending\r\non fuel compliance, which are based on the\r\ncurrently discussed options within EU7 standard:\r\n• “Go”: Allows the vehicle to operate normally\r\nwith a positive CNF confirmation.\r\n• “Suspicious”: In cases where CNF compliance\r\nis unclear (e.g., connectivity issues or\r\nemergency refuelling), the system flags the\r\nevent without immediate action. A penalty\r\ncould be assessed later if non-CNF use is\r\nconfirmed.\r\n• “Warning”: A visual warning is displayed to\r\nthe driver if the system detects repeated suspicious\r\nbehaviour, prompting the user to refill\r\nwith CNF.\r\n• “No Go Step 1”: Displays a warning and restricts\r\nusage within specific mileage or time\r\nlimits. Workshop intervention is required to\r\nverify the refuelling history and reset the system.\r\n• “No Go Step 2”: Implements a start restriction,\r\npreventing the vehicle from starting after\r\nbeing shut down. Restarting is limited until the\r\nvehicle is inspected and reset by a workshop.\r\nInducement system options with regards\r\nto customer and filling station acceptability\r\n1. Stop Vehicle Operations\r\n• Description: This approach involves stopping\r\nthe vehicle if non-CNF is detected. The\r\nvehicle would halt immediately upon detecting\r\nnon-CNF, or at the next engine start if the\r\ndetection occurs while the engine is off (e.g.,\r\nduring fuelling). This approach aligns with the\r\ninitial EC proposal.\r\n• Advantages: This option enforces strict\r\nCNF compliance, ensuring the vehicle can\r\nonly be operated within the regulatory framework.\r\n• Challenges: Abruptly stopping the vehicle,\r\nespecially on the road, poses severe safety\r\nrisks. If the vehicle halts at the next engine start\r\n(e.g., after a refuelling stop), the driver may not\r\nbe able to move the vehicle away from potentially\r\nhazardous areas, such as a fuelling station.\r\nThis restriction also lacks flexibility, which\r\ncan inconvenience users who may encounter\r\ntemporary CNF shortages.\r\n• Restoration of Vehicle Operations: The\r\nvehicle requires workshop intervention to resume\r\noperations.\r\n• User Acceptance: Very low. Safety concerns\r\nand the inability to use the vehicle without\r\nCNF refuelling, especially outside the EU,\r\nwould likely deter customers from accepting\r\nthis option.\r\n2. Progressive Reduction of Vehicle\r\nPerformance\r\n• Description: This option progressively reduces\r\nvehicle performance if CNF is not refilled.\r\nFor instance, the vehicle’s maximum\r\nspeed or engine torque would be incrementally\r\nreduced, limiting its drivability and usability\r\nas non-CNF use continues. This gradual\r\ninducement allows users to return home or\r\nreach a refuelling station, in line with some\r\nUNECE regulations, where vehicles exhibit\r\nreduced performance due to specific system\r\nmalfunctions detected by the OBD system.\r\n• Advantages: This flexible approach permits\r\nemergency travel and is user-friendly as\r\nit provides an option to “limp home” if CNF refuelling\r\nis not immediately available. Reduced\r\nvehicle performance prompts users to refill\r\nwith CNF without fully compromising usability.\r\n• Challenges: If the driver relies on fossil fuels\r\nfor extended periods, the vehicle’s performance\r\nmay be significantly degraded, which\r\ncould pose an inconvenience, though not to\r\nthe extent of halting operations altogether.\r\n• Restoration of Vehicle Operations: Full\r\nfunctionality is restored upon CNF refuelling.\r\n• User Acceptance: High. Users retain emergency\r\nuse options, and the approach is less\r\npunitive than an immediate halt. Acceptance\r\nis also bolstered by its allowance for travel\r\noutside the EU without compliance penalties.\r\n75\r\n3. Maximum Mileage Allowed\r\n• Description: This option defines a set mileage\r\nthreshold after which the vehicle cannot\r\noperate until it refuels with CNF. This inducement\r\nis structured similarly to AdBlue systems\r\nin heavy-duty vehicles, where certain mileage\r\nlimits apply when compliance additives\r\nare low. After the specified mileage is reached,\r\nthe vehicle will not start again unless it has\r\nbeen refuelled with CNF.\r\n• Advantages: By defining a clear mileage\r\nallowance, drivers are informed about the\r\nremaining distance they can travel with non-\r\nCNF, allowing them to plan a compliant refuelling\r\nstop. This staged inducement provides\r\nflexibility while ensuring that compliance is\r\nmaintained within a set distance.\r\n• Challenges: For drivers without access to\r\nCNF, meeting the mileage threshold could require\r\nadditional planning to avoid non-compliance.\r\nThis approach may be restrictive in\r\nareas with limited CNF infrastructure, where\r\nreaching a refuelling station may not always\r\nbe feasible.\r\n• Restoration of Vehicle Operations: Workshop\r\nintervention is required to restore operations\r\nif the threshold is exceeded.\r\n• User Acceptance: High. Drivers appreciate\r\nthe control and advanced notice of mileage\r\nlimits, allowing them to make refuelling decisions\r\npro-actively.\r\n4. Financial Offsetting\r\nThis inducement system maintains vehicle\r\nperformance while imposing financial\r\ncosts for non-CNF use. There are two primary\r\nfinancial offsetting options:\r\na) Payment of Carbon Emissions (at Each\r\nRefuelling)\r\n• Description: When the vehicle detects\r\nnon-CNF use, an additional fee applies at\r\nthe next refuelling. For example, a surcharge\r\ncould be applied directly at the fuel station or\r\nas a separate carbon tax. If refuelling occurs\r\noutside the EU, the vehicle logs the fossil fuel\r\nconsumption, applying the surcharge upon\r\nre-entry.\r\n• Advantages: This method incentivises\r\nCNF use without disrupting vehicle operations,\r\nproviding users flexibility. Additionally,\r\ndynamic pricing could deter non-CNF use\r\nover time, especially with incremental fee increases\r\nfor repeated non-compliance.\r\n• Challenges: Requires advanced digital\r\nsolutions for real-time fee adjustments. Dynamic\r\npricing at stations may be challenging\r\nif stations lack the capability for on-the-fly\r\nprice changes, and compliance monitoring\r\nmay be harder outside the EU.\r\n• Restoration of Vehicle Operations: Not required.\r\n• User Acceptance: Intermediate. Financial\r\npenalties are preferable to operational restrictions,\r\nthough they may frustrate customers if\r\nthe fees accumulate unexpectedly.\r\nb) Payment of Carbon Emissions (During\r\nVehicle Inspections)\r\n• Description: The vehicle tracks non-CNF\r\nuse, with offset fees assessed during regular\r\nvehicle inspections. For vehicles operating\r\noutside the EU, this option may involve a deferred\r\noffset fee upon re-entry. Digital tracking\r\nsolutions would ensure an accurate record of\r\nnon-CNF usage, facilitating the offset calculations\r\nat inspection time.\r\n• Advantages: Minimizes immediate costs\r\nfor users, allowing them to pay offset fees at\r\npre-scheduled inspections. Provides flexibility\r\nfor long-distance travel, and penalties are proportional\r\nor higher to non-CNF use over time.\r\n• Challenges: Delayed fees may be unexpectedly\r\nhigh if non-CNF use has accumulated, leading\r\nto customer dissatisfaction if not promptly\r\ncommunicated. However, via a digital solution\r\n(DFTS) and the refuelling history, the current\r\npayment status could be made available in the\r\nvehicle dashboard to be transparent for the customer\r\nand not overwhelm in next inspection.\r\n• Restoration of Vehicle Operations: Not required.\r\n• User Acceptance: Low. While vehicle operations\r\nare unaffected, delayed penalties can\r\nlead to frustration if users face significant fees\r\nat inspections.\r\n6.5. Regulatory Geofencing\r\nRegulatory geofencing is a direct consequence\r\nfrom the inducement systems chosen\r\nto ensure compliance with CNF requirements.\r\nThis influences how vehicles function\r\noutside EU borders and affecting the resale\r\nvalue of used vehicles in non-EU regions.\r\nThree primary scenarios illustrate the\r\nregulatory geofencing options and their implications\r\nfor vehicle usability, enforcement, and\r\npotential misuse outside the EU:\r\nScenario 1: Restricting Vehicle Operation\r\nOutside the EU\r\nIn this strictest scenario, vehicles are\r\nrestricted from traveling outside the EU unless\r\nCNF fuelling compliance can be guaranteed\r\nin non-EU regions. This option would require\r\nadvanced monitoring and verification mechanisms\r\nthat ensure only CNF-compatible fuels\r\nare used, regardless of geographic location.\r\n• Advantages: This approach ensures full\r\ncompliance with EU standards, eliminating\r\nany risk of fossil fuel usage outside EU boundaries.\r\nVehicles operating in this mode can only\r\nuse CNF, aligning with EU climate goals even\r\nwhen abroad.\r\n• Challenges: The strict limitations on vehicle\r\noperation outside the EU may limit market\r\nappeal for certain users. Additionally, maintaining\r\ncompliance outside EU borders may\r\nrequire a global network of CNF-compatible\r\nfuelling stations or innovative tracking and\r\nvalidation technologies.\r\nScenario 2: Permitting Non-CNF Use Outside\r\nthe EU\r\nIn this scenario, the vehicle is free to\r\nuse any available fuel outside EU borders,\r\nbypassing CNF restrictions when outside\r\nthe EU. While this option offers flexibility for\r\ncross-border travel, it also introduces the risk\r\nof misuse, as some users may attempt to circumvent\r\nCNF requirements by fuelling with\r\nnon-CNF outside the EU.\r\n• Advantages: This flexible approach accommodates\r\ntravel needs and maintains vehicle\r\nfunctionality abroad without restricting\r\nfuel choices. It minimizes operational barriers\r\nfor users who frequently travel or reside near\r\nEU borders.\r\n• Challenges: The lack of CNF enforcement\r\noutside the EU may encourage non-compliance,\r\nas users can take advantage of cheaper\r\nfossil fuels abroad. This scenario would likely\r\nrequire additional tracking measures to monitor\r\nfuel types and consumption, adding complexity\r\nto CNF compliance.\r\nScenario 3: Monitoring and Offsetting Non-\r\nCNF Use upon Re-entry into the EU\r\nThis balanced approach allows vehicles\r\nto use any fuel type outside the EU but\r\nrequires them to account for any non-CNF\r\nuse upon re-entry. When the vehicle crosses\r\nback into the EU, it recognizes non-CNF import\r\nand triggers an offsetting mechanism to\r\nreconcile the use of non-CNF abroad.\r\n• Advantages: This method combines flexibility\r\nfor cross-border travel with a mechanism\r\nfor compliance within the EU. The offsetting\r\nsystem deters fossil fuel use outside\r\nthe EU by associating a financial or regulatory\r\ncost with non-CNF fuelling.\r\n• Challenges: This option relies on accurate\r\nfuel monitoring and consumption data\r\nto avoid discrepancies, and it requires an efficient\r\noffsetting mechanism upon re-entry. Users\r\nmay find the offsetting process inconvenient,\r\nand enforcement may be challenging if\r\nfuel records are incomplete or tampered with.\r\n77\r\nRequirements for Implementing Regulatory\r\nGeofencing\r\nTo implement regulatory geofencing\r\neffectively, several technical and regulatory\r\nmeasures must be addressed:\r\n1. Accurate Fuel Monitoring: Vehicles\r\nmust have a reliable method to track the type\r\nand quantity of fuel used, even in cases of\r\npartial refuelling. This includes:\r\n• Fuel Tracking Technology: Enhanced fuel\r\nsensors are needed to record both the type\r\nand amount of fuel dispensed. Monitoring\r\nsystems must detect misfuelling events, even\r\nwith partial fills, to prevent circumvention of\r\nregulations.\r\n• Digital Fuel Records: A secure, tamper-\r\nproof digital record of fuelling events is\r\nessential, especially for vehicles re-entering\r\nthe EU. This enables accurate offsetting calculations\r\nand helps authorities ensure compliance.\r\n2. Additional Regulatory Geofencing\r\nSoftware: The vehicle needs specific software\r\nto activate and deactivate CNF requirements\r\nautomatically based on location. This\r\nsystem ensures that the vehicle’s inducement\r\nmechanism can seamlessly switch off when\r\nit leaves the EU and is reactivated upon return.\r\na) Yes/No Decision Sensor: To distinguish\r\nbetween CNF and non-CNF use, vehicles\r\nrequire a yes/no sensor system that identifies\r\nfuel type reliably across borders. This\r\nsensor system must enable the inducement\r\nmechanism to adapt based on fuel type and\r\nlocation.\r\nb) Digital solution: No additional hardware\r\nis necessary. A digital option (e.g. DFTS)\r\ncould serve to identify the fuel type (CNF\r\nor non-CNF), since the fuelling history is\r\ntracked. Also, this system must enable the\r\ninducement mechanism to adapt based on\r\nfuel type and location\r\n3. Handling Sensor Malfunctions and\r\nPenalties: If the sensor detects misfuelling\r\ninaccurately, it could penalize users unfairly.\r\nRegular sensor inspections would be needed\r\nto verify proper functionality, as well as\r\nprotocols for handling sensor malfunctions\r\nto prevent false penalties. Additionally, provisions\r\nshould be in place for users to dispute\r\npenalties related to sensor errors, ensuring fair\r\ntreatment. For a digital solution (B) the fuelling\r\nhistory could be checked on implausibility\r\nduring regular inspection to assure proper\r\nfunctioning.\r\n4. Offsetting Mechanism for Non-CNF\r\nUse: Vehicles must have a seamless offsetting\r\nsystem that reconciles non-CNF use\r\nwhen re-entering the EU. Options include:\r\n• Direct Payment Offsets: This system could\r\nautomatically calculate and apply a carbon\r\noffset fee based on recorded non-CNF usage,\r\nproviding a direct financial deterrent to misfuelling\r\nabroad.\r\n• Inspection-Based Offsetting: For vehicles\r\nwithout immediate offset payment capabilities,\r\noffset fees could be settled during regular\r\nvehicle inspections based on the vehicle’s\r\ndigital fuel records.\r\n5. Customer Communication and\r\nTransparency: To foster user acceptance,\r\ncustomers should be informed about how\r\nregulatory geofencing works and any associated\r\ncosts of non-CNF usage. This includes:\r\n• Clear User Notifications: When non-CNF\r\nuse is detected, drivers should receive notifications\r\nthat outline potential offsetting costs,\r\npenalties, or inducement actions.\r\n• Support for Cross-Border Users: For drivers\r\nwho frequently cross EU borders, clear\r\nguidance on regulatory geofencing and offsetting\r\nrequirements would ensure smoother\r\ntravel experiences and prevent unexpected\r\ncosts.\r\n\r\n\r\n07\r\nREGULATORY\r\nEVALUATION\r\n81\r\nThis chapter evaluates the described\r\nmonitoring methodologies from a policy perspective.\r\nRegulations are analysed to identify\r\nadaptations that may be required to recognise\r\nindividual CNF monitoring methodologies.\r\nWe describe the advantages, disadvantages\r\nand impacts from a regulatory side. We\r\nestimate the probability and time duration\r\nfor potential implementations and formulate\r\nbrief amendments if possible. Step by step, all\r\nmonitoring options are described in the next\r\nsections.\r\nFirst, we would like to describe the\r\ngeneral regulative amendments, which are\r\nnecessary for all monitoring methodologies.\r\nAdditional required changes are described in\r\neach option below.\r\n• New Euro 7 Regulation (EU) 2024/1257\r\nDelegated Regulation, originally the introduction\r\nof a new vehicle class for the exclusive\r\nuse of CNFs was planned for Euro 6.\r\nMeanwhile, Euro 7 fully entered into force. A\r\ndelegated act is required to allow the Commission\r\nto propose an implementing act for a\r\nnew CNF-only vehicle class. A delegated act\r\ncould be rejected by parliament or council if a\r\nmajority is formed. Also, a 2-month consultation\r\nperiod is set, which can be expanded by\r\nanother 2 months if requested by the parliament.\r\nThe necessity of a delegated act would\r\nlikely delay the introduction of a new vehicle\r\nclass.\r\n• New Euro 7 Regulation (EU) 2024/1257\r\nImplementing Regulation, in this act the\r\ndefinition of CO2 neutral fuels as proposed in\r\nChapter 4 should be introduced. In addition,\r\nall eligible monitoring methodologies should\r\nbe mentioned. Third, the Commission should\r\npropose an inducement and should propose\r\na flexibility mechanism as discussed in Chapters\r\n5 & 6. This is the main regulative component\r\nfor a new vehicle class.\r\n• Amendment to Regulation (EU) 2023/851\r\n(CO2 regulation for cars and light-duty vehicles)\r\nto consider all light-duty vehicles powered\r\nexclusively by CO2 neutral fuels and within\r\nthe criteria of the developed implementing\r\nact in EURO 7 as zero-emission vehicles and\r\nprovide calculation rules for the fleet average\r\nof manufacturers.\r\n• Amendment to Regulation (EU) 2024/1610\r\n(CO2 regulation for heavy-duty vehicles) to\r\nconsider all light-duty vehicles powered exclusively\r\nby CO2 neutral fuels and within the\r\ncriteria of the developed Implementing Act in\r\nEURO 7 as zero-emission vehicles and provide\r\ncalculation rules for the fleet average of\r\nmanufacturers.\r\nConsideration of Alternative Fuels Infrastructure\r\nDirective AFIR Regulation\r\n2023/1804:\r\nThe recognition of CNF filling stations\r\nand CNF products in AFIR could assist their\r\nwider and faster implementation. The deployment\r\nof alternative fuel infrastructure across\r\nthe EU has been addressed since the European\r\nUnion Directive 2014/94/EU, now repealed\r\nby Regulation 2023/1804. Both the Directive\r\nand the Regulation address the need for wider\r\naccess to \"alternative fuels\"8 in Europe and\r\ninclude a requirement for both new vehicles\r\nand refuelling and charging stations to display\r\nlabels that allow drivers to select the appropriate\r\nfuel for their vehicle.\r\nTo ensure traceability of biogenic content\r\nthroughout the supply chain, biofuel pro-\r\n8. Alternative fuels definition according to Article 2(4) of Regulation 2023/1804 ‘alternative fuels’ means fuels or power sources\r\nwhich serve, at least partly, as a substitute for fossil oil sources in the energy used for transport and which have the potential\r\nto contribute to its decarbonisation and enhance the environmental performance of the transport sector, including:\r\n(a)‘alternative fuels for zero-emission vehicles, trains, vessels or aircraft’: electricity, hydrogen,\r\nAmmonia. (b) ‘renewable fuels’: biomass fuels, including biogas, and biofuels as defined in Article 2, points (27), (28) and (33),\r\nrespectively, of Directive (EU) 2018/2001, synthetic and paraffinic fuels, including ammonia, produced from renewable energy,\r\n(c) ‘non-renewable alternative fuels and transitional fossil fuels’: natural gas in gaseous form (compressed natural gas (CNG))\r\nand liquefied form (liquefied natural gas (LNG)), liquefied petroleum gas (LPG), synthetic and paraffinic fuels produced from\r\nnon-renewable energy;\r\nducers have implemented sustainability management\r\nsystems that include certification\r\nand verification processes. These systems\r\nensure compliance with the sustainability and\r\ngreenhouse gas (GHG) reduction requirements\r\nset out in Article 29 of the Renewable\r\nEnergy Directive. The adoption of recognised\r\ncertification schemes, such as ISCC EU and\r\n2BS, among others, provides a framework to\r\nvalidate compliance with environmental and\r\nsocial criteria, as well as traceability from the\r\norigin of raw materials to delivery to the final\r\nconsumer. These efforts not only promote\r\nsustainability and biodiversity protection, but\r\nalso enable the verification of greenhouse gas\r\nemissions reductions along the entire supply\r\nchain.\r\nBoth provide for the use of a new single\r\nharmonised set of fuel labels. These labels\r\nare displayed:\r\n• On the owner's manual and near the fuel\r\nfiller cap or cap on new cars, and cars and\r\nmay also appear on electronic manuals available\r\nthrough the car's multimedia centre.\r\n• On fuel dispensers and nozzles at all public\r\nservice stations.\r\n• At vehicle dealers.\r\nWith regard to the labelling of alternative\r\nfuels on dispensers, it is specified that if\r\nthe technical specification standards for a fuel\r\ndo not include labelling provisions, the Commission\r\nmay order the European standardisation\r\nbodies to introduce labelling specifications\r\nin order to comply with the Regulation.\r\nIn the absence of labelling provisions\r\nin the product specifications, the Commission\r\nrequested CEN (European Committee for\r\nStandardisation) to undertake the design and\r\nformatting of new labels to comply with the\r\ngeneral provisions of the Directive 2014/94/\r\nEU. This work was carried out in the Technical\r\nCommittee 441 (TC 441), which included\r\nexperts from the EU automotive and fuel industries,\r\nrepresentative consumer organisations,\r\nnational standardisation bodies, several\r\nEU governments and the European Commission.\r\nThis work resulted in the publication of\r\nEN 16942, which defines the design and size\r\nof these new labels. The legislation requires\r\nthe labels only on new vehicles placed on the\r\nmarket for the first time or registered on or after\r\n12 October 2018.\r\nThe existing labels that must be displayed\r\non vehicles and at petrol pumps are\r\nshown in table 7.1:\r\nCNFs may be labelled, for example, as\r\nXTL in the case of paraffinic diesel such as\r\nHVO or B100 in the case of 100% biodiesel.\r\nFor the visibility of the end-user, it is important\r\nthat CNFs are labelled and recognized at filling\r\nstations\r\nOption 1 – Mechanical\r\nAdaptation of Tank Filler/ Nozzle\r\nThe mechanical adaptation of filler\r\nnozzle/receptacle requires mainly adaptation\r\nin new standardization of fraud-proof new\r\nfilling technologies. In the following, the main\r\nTable 7.1\r\nFuel Grade Marking to EN\r\n16942:2016 Part Number\r\nGasoline with up\r\nto 5% Ethanol EK FG!-E5\r\nGasoline with up\r\nto 10% Ethanol EK FG!-E10\r\nGasoline with up\r\nto 85% Ethanol EK FG!-E85\r\nDiesel with up to\r\n7% Biodiesel EK FG!-B7\r\nDiesel with up to\r\n10% Biodiesel EK FG!-B10\r\nDiesel with up to\r\n20% Biodiesel EK FG!-B20\r\nDiesel with up to\r\n30% Biodiesel EK FG!-B30\r\nDiesel with up to\r\n100% Biodiesel EK FG!-B100\r\nParaffinic Diesel\r\nFuel EK FG!-XTL\r\nLPG EK FGI-LPG\r\nE5\r\nE10\r\nE85\r\nB7 B10\r\nB20 B30\r\nB100\r\nXTL\r\nLPG\r\n83\r\nregulations are described, which could be\r\namended.\r\nThe necessary standardization for mechanical\r\nadaptations of filler nozzles for liquid\r\nfuels are described in the appendix. The modification\r\nof the nozzle/filler neck will involve\r\nthe following standards and related working\r\ngroups, as well as an amendment to the Directive\r\n2009/126/EC of the European Parliament\r\nand of the Council of 21st October 2009\r\non Stage II petrol vapour recovery during refuelling\r\nof motor vehicles at service stations.\r\nAlso for gaseous fuels the standardization\r\nfor fuel nozzles are described in the annex.\r\nAs described in the applicable chapter 4,\r\nthe CNF receptacle will require a new profile\r\nor size, not compatible with traditional fuel or\r\nother gaseous fuels.\r\nThe profiles of the receptacles and the\r\ncritical dimensions of the nozzles are standardized\r\nand described in CEN, ISO standards\r\nor in UNECE regulations, which shall be\r\namended accordingly.\r\nThe number of new standardizations\r\nshow the high effort and time required to introduce\r\nsuch a monitoring methodology. From a\r\npolitical perspective, a mechanical solution such\r\nas requirement for new nozzles comes with high\r\nadministrative burden, enormous international\r\nefforts and will take many years to be realized.\r\nOption 2 – Fuel Marker along\r\nUpstream and Downstream\r\n1. How to define a coloured marker\r\nfor fuels?\r\n• A coloured marker is a chemical additive\r\nthat is added to fuels to make them visually\r\nidentifiable, often used to combat fraud (distinguishing\r\nbetween subsidized and non-subsidized\r\nfuels, different taxation schemes, etc.).\r\n• The marker must meet several criteria: it\r\nshould be easily detectable, stable over time\r\nand under different conditions (temperature,\r\npressure, storage), and should not alter the\r\nfuel’s properties.\r\n2. Types of Markers Used:\r\nSee table 7.2\r\n3. Necessary Additives for Fuel\r\nMarking:\r\n• Dyes and chemical markers must be stable\r\nin the fuel, inert to avoid reactions with\r\nother fuel components, and must not produce\r\ntoxic by-products during combustion.\r\n• Fluorescent markers must be visible under\r\nspecific wavelengths, usually in the UV\r\nMarker Type Description Use Detection Method Advantages Disadvantages\r\nVisible Dyes Organic dyes dissolved\r\nin fuel, often azo or pyridine-\r\nbased compounds.\r\nVisual identification\r\nfor subsidized\r\nfuels\r\n(agricul tural,\r\nmarine).\r\nVisual observation,\r\nsimple test\r\nSimple to use,\r\nquick identification\r\nCan be counterfeited,\r\nnon-discreet\r\ndetection\r\nMolecular\r\nMarkers\r\nInvisible chemical compounds\r\ndetectable by\r\nchemical analysis (e.g.,\r\nspectrometry).\r\nFuel traceability,\r\nanti-tax evasion.\r\nSpectrometry,\r\nchromatography\r\nVery precise,\r\nhard to counterfeit\r\nRequires expensive\r\ndetection\r\nequipment\r\nIsotopic\r\nMarkers\r\nStable isotopes embedded\r\nin the fuel, unique to\r\neach batch or region.\r\nHighly secure\r\ntracking, fiscal\r\ncontrol.\r\nMass spectrometry\r\nHigh reliability,\r\ndiscreet detection\r\nHigh production\r\ncost, specialized\r\ndetection\r\nFluorescent\r\nMarkers\r\nMolecules that absorb\r\nUV light and emit visible\r\nfluorescence.\r\nQuick detection\r\nin the supply\r\nchain.\r\nUV lamps, optical\r\nsensors\r\nEasy detection,\r\nportable\r\nLimited to lowlight\r\nenvironments,\r\nmoderate\r\ncost\r\nNano-particles\r\nUltra-fine particles detected\r\nby physical methods\r\nlike light scattering.\r\nSecuring the\r\nsupply chain.\r\nLight scattering,\r\nmagnetic methods\r\nVery discreet,\r\nhard to counterfeit\r\nComplex to produce\r\nand detect\r\nTable 7.2\r\nspectrum, while isotopic markers require\r\nmore complex detection techniques (mass\r\nspectrometry).\r\n4. Institutions and Authorities\r\nResponsible for Setting Standards:\r\n• At the international level, organizations such\r\nas the International Organization for Standardization\r\n(ISO) issue recommendations for fuels,\r\nthough they don’t specifically cover markers.\r\n• In Europe, regulations are covered by directives\r\nlike the Fuel Quality Directive (98/70/EC)\r\nand REACH regulations for chemical substances.\r\n5. Time Required to Establish New\r\nStandards:\r\n• Establishing new standards can take several\r\nyears, particularly when markers need to\r\nbe assessed for their environmental impact,\r\nsafety during combustion, and compliance\r\nwith local and international regulations.\r\n• The process typically involves technical trials,\r\nstakeholder consultations (governments,\r\noil industries), and adjustments based on test\r\nresults.\r\n6. Where to Add Markers and\r\nPerform Controls (Including Time\r\nRequired)\r\nDefining a coloured marker for fuels\r\ndepends on various factors, including the\r\nneed for stability, visibility, and adherence\r\nto environmental and safety regulations. International\r\nauthorities like ISO and national\r\nregulators play key roles in setting standards,\r\nthough the process can be lengthy. Different\r\ntypes of markers vary in detection methods\r\nand technical constraints, with varying costs\r\nand levels of complexity.\r\nPhase Add Marker\r\nHere?\r\nPerform\r\nControl\r\nHere?\r\nMethods of\r\nDetection\r\nPersonnel Required Time Required for Control\r\nRefinery (Production) Yes No Not applicable\r\nat this\r\nphase\r\nNone Not applicable\r\nFuel Terminals/Depots\r\nYes Yes Spectrometry,\r\nUV\r\ndetec t i o n ,\r\nvisual check\r\nTrained inspectors,\r\nlab staff\r\n15 - 30 min (per batch,\r\nincluding sampling and\r\nanalysis)\r\nPipeline Injection\r\n(Transport)\r\nYes (occasionally)\r\nNo Not applicable\r\nat this\r\nphase\r\nNone Not applicable\r\nRetail Stations Yes (sometimes)\r\nYes Visual check,\r\nUV detection\r\nBasic personnel\r\nfor visual; trained\r\nfor advanced\r\ntests\r\n5 - 15 min (quick check\r\nfor visual or UV detection)\r\nIn-Transit Vehicle Inspection\r\nNo Yes UV detection,\r\noptical\r\nsensors,\r\nsampling\r\nMinimal for basic\r\nchecks\r\n5 - 10 min (on-the-spot\r\ndetection with UV or optical\r\ntools)\r\nBorder/Customs No Yes UV det\r\ne c t i o n ,\r\nspec t r ometry\r\n(portable)\r\nBasic training or\r\nspecialized\r\n10 - 20 min (depending\r\non detection method and\r\nsample size)\r\nLaboratory Analysis No Yes (ind\r\ne p t h\r\nchecks)\r\nMass spect\r\nr ome t r y ,\r\nchromatography\r\nHighly trained\r\npersonnel\r\n1 - 3 hours (for detailed\r\nchemical analysis)\r\nTable 7.3\r\n85\r\nOption 3 – 100% Digital Fuel\r\nTracking from Upstream to\r\nDownstream (DFTS w/ Digital\r\nHandshake)\r\nThe Digital Fuel Tracking System allows\r\na reliable, verifiable and audit-proof digital\r\ntracking of the CO2 intensity of fuels in fuel\r\nblends as well as the proof of an exclusive\r\nuse of CNF in vehicles. It offers advantages\r\nbeyond the verification of renewable fuels in\r\nCNF vehicles. Along the supply chain, a digital\r\ntag is attached to every step of fuel delivery\r\nuntil the vehicle user which certifies the\r\nCO2 emissions of the fuel at every stage of the\r\nsupply process. A certification scheme allows\r\noperators along the supply chain and especially\r\nend users (companies, transport service\r\nproviders) to use the CO2-related information\r\nfor their carbon footprint calculations and CO2\r\nreporting required e.g. by CSRD, CountEmissionsEU\r\nand/or the Taxonomy Regulation.\r\nUpstream part: Digital Tracking of Physical\r\nFuel Distribution Network\r\nCurrently, this methodology is in use\r\nin pilot projects for CO2 footprint reporting in\r\ncommercial fleets.\r\nWe assume that the current certification\r\nscheme can be used to introduce digital\r\ntracking of fuel distribution network where the\r\nupstream data corresponds fully to those reported\r\nto the Union Database (UDB). Following,\r\nCNF's shall also report/provide upstream\r\ndata with their proof of sustainability.\r\nLike for all other monitoring methodologies\r\nas well, the relevant retail standards\r\nshall be amended to ensure that only qualified\r\nretail is able and allowed to sell CNF and\r\nprovide corresponding audit-proof data for\r\nthe fuel characteristics.\r\nDownstream part: Digital handshake between\r\nfuel station and vehicle\r\nCurrently this methodology is in proofof-\r\nconcept stage and ready for demonstration.\r\nAudit-proof retail qualification selling\r\nCNF: existing standards for fuel retail should\r\nbe amended to ensure that only qualified\r\nretail is allowed to sell CNF as being able to\r\ndeliver the necessary audit-proof evidence/\r\nprocesses ensuring compliance to specified\r\nstandards.\r\nCommon ISO standard(s): Standard\r\ninterfaces for fuel stations should be developed\r\nto ensure interoperability between different\r\nfuel suppliers and vehicle manufacturers\r\nand enable a swifter market penetration of\r\nthe DFTS. They describe in detail the communication\r\nprotocol, and the dataset that DFTS\r\nshall manage. The final customer should be\r\nable to refuel their vehicle in any fuel station\r\nequipped with an ISO-compliant DFTS system.\r\nIt may take 3-5 years to develop a\r\ncommon ISO standard. The standard is however\r\nnot a prerequisite for the operability of\r\nthe DFTS. Fuel stations could provide CNFs\r\ntogether with DFTS with proprietary interfaces\r\nand data already before a common standard\r\nis set. This way, an early introduction and\r\nuse of DFTS methodology for e.g. automated\r\nCSRD reporting is possible.\r\nData privacy and cyber security: The\r\nownership of data remains with the corresponding\r\ndata provider along the fuel supply\r\nchain. All data processed on DFTS are anonymised,\r\nencrypted and therefore have no\r\nGDPR relevance. This means that there are\r\nno increased requirements for data protection.\r\nThe existing framework of data privacy\r\nand cyber security rules already covers the\r\ndata communication process related to the\r\nDFTS and must at most be formally adapted\r\nas described below.\r\nFor the cyber security of the data along\r\nthe value chain (data, storage, back-end), the\r\nCyber Resilience Act (CRA) and NIS2 Directive\r\napply. NIS2 Annex I “Sectors of high criticality,\r\n1.) Energy”; might need to be amended\r\nto introduce a new category “renewable fuels”\r\nbeside the existing oil, gas and hydrogen categories.\r\nCyber security of in-vehicle data: According\r\nto Regulation (EU) 2024/1257, vehicle\r\nmanufacturers must ensure the secure transmission\r\nof data related to emissions by taking\r\ncyber-security measures in accordance\r\nwith UN R155. UN R155 refers to ISO/SAE\r\n21434 and follows a risk-based approach. It\r\nobliges the OEM to implement and process\r\na risk assessment as part of a cyber security\r\nmanagement system (CSMS). The OEM must\r\nconsider any potential for misuse/ manipulation\r\naccordingly by identifying and considering\r\nsecurity assets during the engineering\r\nphase and mitigate the risk through appropriate\r\ntechnical measures (security concept).\r\nThis is already commonly applied today as\r\nprotection against tuning. UN R156 regulates\r\nSoftware update and software update management\r\nsystem (SUMS).\r\nVehicle Type Approval: Regulation\r\n(EU) 2024/1257 should be amended to extend\r\nrules in regard to data access, data communication\r\nand data protection against misuse\r\nand manipulation to DFTS-relevant data.\r\nFuel-related data should be made available to\r\nvehicle users, similar to environmental data.\r\nThe intended new Implementing Regulation\r\nto Regulation (EU) 2024/1257 for the\r\ntype approval of CNF vehicles will need to remain\r\ntechnology-neutral to allow for the possibility\r\nto monitor the use of CNF through a\r\ndigital device, able to communicate with the\r\nfilling station (DFTS). The implementing regulation\r\nshould describe a proper inducement\r\nsystem, that would activate in case of filling\r\noperation of non-CNF.\r\nOption 4 - Hybrid Approach\r\n- Upstream: Fuel Marker &\r\nSensor until EU Border -\r\nDownstream: DFTS w/ Digital\r\nHandshake.\r\nUpstream part: Fuel Marker (as described in\r\noption 2)\r\nDownstream part: Digital Fuel Tracking System\r\n(as described in option 3\r\nOption 5 – On-Board Fuel\r\nDetection Function\r\nThe vehicle on-board fuel detection\r\nfunction represents a significant advancement\r\nin enabling the use of CNF in modern\r\nvehicles. Its key advantage is the ability to detect\r\nthe correct fuel without requiring significant\r\nchanges to the infrastructure or vehicle,\r\nas it utilises existing sensors in the vehicle.\r\nThis makes it a more practical and less disruptive\r\nsolution, requiring fewer regulatory\r\nchanges for compliance. However, the effective\r\nimplementation of the on-board fuel detection\r\nfunction depends on the harmonization\r\nacross diesel and gasoline standards.\r\n• Specifically, the standards need to ensure\r\nthat CNF, such as biodiesel blends (e.g., B20,\r\nB30) or paraffinic diesel (e.g., HVO, GTL), are\r\nstandardized to allow consistent engine calibration\r\nand the accurate detection of fuel\r\nproperties.\r\n• Therefore, CO2 neutral diesel and gasoline\r\nfuels should either comply with EN 590\r\nor EN228 standards or a new harmonized\r\nstandard will need to be developed to ensure\r\nthat this technology can reliably detect the\r\nfuel's physical properties such as density, viscosity,\r\nheating value, cetane number and bulk\r\nmodulus, similarly to what is currently done\r\nwith certified fuels. This standard alignment is\r\nessential for maintaining vehicle performance\r\nand emissions compliance, regardless of the\r\n87\r\nspecific CNF used.\r\n• Developing or revising ISO EN standards\r\nfor carbon-neutral diesel and gasoline fuels\r\ninvolves a multi-step process including industry\r\nexperts, creation of a specialised working\r\ngroup, a period for public consultation, approval,\r\npublication and lastly, the implementation\r\nof the new standard across several countries.\r\n• The time frame for these steps can vary\r\ndepending on stakeholder consensus, regulatory\r\nurgency and the potential acceleration\r\ndriven by political or environmental pressures.\r\nHowever, given the current push for decarbonisation\r\nthis process is expected to take a\r\ntotal of 3 to 5 years.\r\nOption 6 – Vehicle On-Board\r\nFuel Molecular Sensor:\r\nIn contrast to the physical sensor approach\r\nin Option 5, which would likely require\r\nthe combination of two or three sensors to\r\nachieve acceptable accuracy, Option 6 employs\r\na single, advanced Near-Infrared (NIR) spectroscopy\r\nsensor. This sensor provides precision akin\r\nto a \"DNA fingerprint\" by scanning thousands of\r\nmolecules in the fuel, accurately identifying its\r\nmolecular structure. NIR technology allows for\r\ndetailed and reliable differentiation of CNFs, far\r\nbeyond what traditional physical properties like\r\nviscosity or density can reveal.\r\nThe NIR sensor is based on opto-electronics\r\nand semiconductor existing technology,\r\nhas been commercially deployed in the\r\ntruck and bus market since 2021 and due to\r\nthe absence of technological barriers, enabling\r\nimmediate mass production at a controlled\r\ncost. The technology has been in use\r\nfor more than three years in Europe, particularly\r\nfor trucks and buses, and is now ready\r\nfor deployment in light-duty vehicles.\r\nOption 6 works seamlessly with digital\r\nhandshake systems, which ensure traceability\r\nfrom fuel production through distribution\r\nto the vehicle’s fuel tank. The NIR sensor confirms\r\nthat the molecular structure of the fuel\r\ngoing into the engine matches the fuel traced\r\nthroughout the supply chain. These two systems\r\nare complementary, combining the\r\npower of molecular detection with end-to-end\r\ndigital certification to guarantee compliance.\r\nOption 7 – Bidirectional\r\nCommunication between\r\nvehicle and gas station.\r\nTable 7.4 describes key criteria of bidirectional\r\ncommunication between vehicle and gas\r\nstation from a regulatory perspective. Items like\r\nsecurity and fraud resistance, data security and\r\ninvolved public authorities are mentioned below.\r\nCriteria NFC Bidirectional Communication\r\nLocks/Constraints to Address Deployment Feasibility (+/–)\r\nSecurity and\r\nFraud Resistance\r\nVery high: Third-party authentication,\r\nanti-tampering\r\nduring refuelling.\r\nWho controls: A trusted third-party\r\n(e.g., a certification authority or\r\nregulatory body) must issue and\r\nmanage digital certificates for fuel\r\nstations and vehicles.\r\n++ High level of security ensures\r\nwidespread adoption.\r\n–: Requires establishment of a global/\r\nregional control authority, adding\r\ncomplexity.\r\nImplementation\r\nComplexity\r\nModerate: Requires NFC\r\ninfrastructure, digital certificates,\r\ninternet connectivity.\r\nHow to control: Ensure interoperability\r\nbetween different fuel stations\r\nand vehicle manufacturers.\r\nStandardization across regions\r\nneeded.\r\n++: NFC technology is mature and widely\r\navailable.\r\n–: Requires new infrastructure in many\r\nfuel stations, adding costs and time for\r\nroll-out.\r\nFuel Detection\r\nAccuracy\r\nGood: Only verifies the authenticity\r\nof the CNF provider,\r\nno fuel composition\r\ndetection.\r\nFrequency of checks: Regular audits\r\nand certification renewals for\r\nfuel stations. Vehicles could perform\r\nperiodic checks during refuelling or\r\nthrough on-board diagnostics (OBD).\r\n++: Verifies fuel provider authenticity,\r\nwhich is sufficient for CNF certification.\r\n–: Lacks direct fuel composition verification,\r\nreducing precision in fuel quality\r\nchecks.\r\nTable 7.4\r\nOption 8 – EU Market\r\nExclusively Supplied with CNF\r\nAs described in chapter 5 this option\r\nwould mean that only fuels, which fits in the\r\ndefinition of CNF (see chapter 4) are available\r\nin all EU Members States from 2035. This\r\nis highly improbable taking into account the\r\ncurrent announced investment and legislative\r\ndevelopment.\r\nThe share of renewable energy carriers\r\nin the transport sector is regulated in the Renewable\r\nEnergy Directive (RED). A basic description\r\nof this regulation is provided in the\r\nannex of this report (please insert link). The\r\ncurrent goal of the RED III is an energetic share\r\nof renewable energy of 29% in 2030, which includes\r\nmultipliers for different compliance options,\r\nor a greenhouse gas (GHG) reduction of\r\n14.5%. Targets beyond 2030 are not available\r\nand will be discussed in the next review in\r\n2027. EU member states are currently implementing\r\nthe RED III in national law until May\r\n2025. According to Eurostat, Sweden has the\r\nhighest share with 29% renewable sources in\r\nthe transport sector – Croatia has the lowest\r\nshare with 2.4% in 2022.\r\nBased on current EU climate goals, the\r\nEU wants to achieve -55% GHG emissions in\r\n2030 and is currently debating -90% in 2040.\r\nProvided the availability of CNF is\r\ndedicated to the supply of all new LDVs\r\nand HDVs, this could be a more realistic\r\napproach for the near future, as the production\r\ncapacity could meet that demand\r\nwhilst growing over time in line with the increased\r\nnumber of new vehicles sold.\r\nOnce 100% CNF in the European fuel\r\nCriteria NFC Bidirectional Communication\r\nLocks/Constraints to Address Deployment Feasibility (+/–)\r\nCost o f D eployment\r\nModerate: Infrastructure\r\ncosts for gas stations and\r\nsome vehicle retrofits.\r\nHow to control costs: Explore\r\ncost-sharing models between fuel\r\nstations, fuel suppliers, and vehicle\r\nOEMs. Standardize hardware and\r\ncertification to minimize costs.\r\n++: Moderate costs, with potential for\r\nshared infrastructure costs.\r\n–: High initial investment required\r\nfor fuel stations, especially in regions\r\nwithout NFC-enabled infrastructure\r\nRe a l -Time\r\nFuel Validation\r\nYes: Ensures only CNF is\r\nused during the refuelling\r\nprocess.\r\nCyber-security compliance: Adherence\r\nto ISO/SAE 21434 for\r\ncyber-security risk management\r\nin automotive systems. Communications\r\nbetween vehicle and fuel\r\nstation must be encrypted and\r\nsecure.\r\n++: Ensures secure, real-time validation,\r\npreventing fraud.\r\n–: Requires secure, encrypted communication\r\nand compliance with cyber-\r\nsecurity standards, which adds\r\ncomplexity.\r\nFlex i b i l i t y\r\nand Scalability\r\n:\r\nHigh Can be scaled across\r\ndifferent fuel stations and\r\nvehicles with CNF.\r\nScalability constraint: Requires\r\nglobal/regional agreement on\r\nstandards and protocols to ensure\r\ncross-border compatibility.\r\n++: High scalability across regions\r\nwith the right standards in place.\r\n–: May face challenges in regions with\r\ndifferent regulatory frameworks or infrastructure\r\ngaps.\r\nDeployment\r\nComplexity\r\nand Cost\r\nRequires retrofitting fuel stations\r\nand vehicle compatibility\r\n(for NFC). Costs include\r\nNFC hardware installation,\r\nsoftware integration, and\r\ncertification management.\r\nDeployment constraints: The cost\r\nof retrofitting existing infrastructure,\r\nincluding fuel dispensers and\r\nvehicles. Training for fuel station\r\nstaff and ongoing certification renewals.\r\n++: Infrastructure already exists in\r\nsome industries (payment terminals,\r\netc.), making the transition easier.\r\n–: High up-front cost for wide-scale\r\ndeployment and certification management,\r\nespecially in less developed\r\nregions.\r\nCybe r- se -\r\ncurity Compliance\r\n(ISO\r\n21434)\r\nRequires full compliance\r\nwith ISO/SAE 21434 for cyber-\r\nsecurity in automotive\r\nsystems. This ensures the\r\nencryption of data and protection\r\nfrom potential cyber-\r\nattacks.\r\nHow to control: Secure communication\r\nprotocols and encryption\r\nmeasures are essential. Regular\r\naudits and updates to maintain\r\ncompliance with cyber-security\r\nstandards.\r\n++: High level of cyber-security enhances\r\ntrust in the system and prevents\r\nfraud.\r\n–: Adds complexity and cost for compliance,\r\nespecially for smaller operators.\r\n89\r\nmarket is achieved e.g. in 2050 then monitoring\r\nmethodology will become obsolete. All\r\nnew vehicles would run exclusively on CNF. If\r\nthe revision of the RED leads to 100% CNF in\r\nfuture it automatically limits the necessity of a\r\nCNF monitor methodology.\r\nOption 9 - Mass-Balanced CNF\r\nSupply to Each CNF Vehicle\r\nFrom a regulation methodology perspective\r\nmass balancing is a well-established\r\nand highly efficient concept, recognised under\r\nseveral policies. For example, the RED\r\nand European Emission Trading System (ETS)\r\nare based on mass balancing concepts. Such\r\na monitoring methodology could be implemented\r\nfor already existing vehicles if customers\r\nwish to drive exclusively with CNFs. In the\r\nRED, fuel suppliers must prove that a certain\r\namount of renewable energy is brought to the\r\ntransport market. It doesn’t matter which gas\r\nfilling station (in national borders) is supplied\r\nnor which vehicle uses the fuel. A certification\r\nscheme along the value-chain from the producer\r\nto the filling station verifies that all production\r\nand sustainability criteria are met. The\r\nEU has built the Union database for renewable\r\nfuels to ensure the traceability of these\r\nfuels. With careful but feasible development,\r\nthe existing RED mass balancing system\r\ncould be extended to enable the monitoring\r\nof CNF-only vehicles.\r\nTo link the fuel to the vehicle the RED\r\nneeds to be coupled to vehicle regulations\r\nand (national) registration. Otherwise, it is impossible\r\nto show which CO2 tailpipe emissions\r\nhave been compensated using CNFs. In\r\nprinciple, automotive manufacturers require\r\naccess to the RED system for verification.\r\nProposals to combine fuel and vehicle\r\nregulations already exist. In May 2020, the German\r\nMinistry for Economic Affairs and Energy\r\nhas commissioned a study on a ‘Crediting\r\nSystem For Renewable Fuels’. Here, automotive\r\nmanufacturers can purchase credits from\r\nCNF producers to reduce the carbon footprint\r\nof their vehicles. It should be mentioned that\r\ncredits for CNF-only vehicles can’t be used to\r\nmeet RED targets in addition. The study includes\r\nnecessary political amendments for\r\nan introduction of a crediting system. The authors\r\naddress both regulations: the CO2 emission\r\nstandards and type approval regulation.\r\nIn a follow-up study commissioned by Neste,\r\nadvantages and cost calculations for such a\r\ncrediting system have been made (more information\r\nis available here). In Switzerland, a\r\ncrediting system for eFuels will be introduced\r\nfrom 2025 onwards. The crediting system is\r\nan option to prove the exclusive use of CNFs\r\nfollowing a mass balancing approach.\r\nAn alternative approach would be to\r\nobligate the fuel supplier to meet an additional\r\nquota, which is as high as new CNF-only\r\nvehicles consume in a respective year. Here,\r\nthe responsibility switches from the automotive\r\nmanufacturer to the fuel supplier. Therefore,\r\nprobably an additional quota has been\r\nbrought in the RED. In any case, it must be\r\nproven that enough additional CNFs are\r\nbrought into the market that meet the consumption\r\nof a new vehicle. The consumption\r\ncan be reported digitally via on-board\r\nmetering or based on statistical values. This\r\ncan be done upfront or year-by-year. As mentioned,\r\nfollowing a mass balancing approach\r\nthe purchased CNF might be not exactly in a\r\ndedicated vehicle but from a holistic perspective\r\nthe GHG emissions are neutralized, and\r\nthe customer of the CNF-only vehicle has\r\npurchased additional CNF amounts.\r\nThe existing Commission proposal on a\r\nnew vehicle class for CNF excluded any mass\r\nbalancing approach. The allowance of a mass\r\nbalancing system requires a policy shift, which\r\nwould need to recognise the degree of security\r\nthat can be achieved by the available technologies\r\nand operational methodologies. Given the\r\nefficiencies that are available, a mass balancing\r\nconcept should not be neglected per se.\r\nOption 10 – Fuel Usage\r\nBalancing – FUB\r\nThe Fuel Usage Balancing proposes\r\nthat individual vehicles track their carbon\r\nemissions and balance them against the\r\namount of CNF they consume. This method\r\nmonitors carbon output at the vehicle level,\r\nensuring that emissions are balanced with\r\nthe CNF used. However, it focuses on CO2-intensity\r\nof the fuel used rather than verifying\r\nthe actual fuel composition.\r\nBenefits:\r\n• Emission Monitoring: Provides vehicle-specific\r\ndata on carbon emissions, encouraging\r\naccountability and allowing drivers to track\r\ntheir environmental impact.\r\n• Carbon Balancing: Helps ensure that emissions\r\nare balanced with the carbon-neutral\r\nfuel consumed.\r\n• End-User Balancing provides data regarding\r\nactual CNF-use-share for individual vehicles.\r\nThis data can be used for incentives e.g.\r\nlower road-tolls (Eurovignette).\r\n• Fuel Usage-Based Incentives/Penalties\r\nand Offsetting: Since individual fuel consumption\r\nis directly traceable, it is easy to implement\r\npenalties or offsetting mechanisms\r\nbased on actual CNF use. EUB creates a reliable\r\nway to determine whether a particular\r\nconsumer is using CNF, ensuring accountability\r\nat the user level.\r\nChallenges:\r\n• No Direct Fuel Verification: The system\r\ntracks emissions but does not guarantee that\r\nCNF is being used. There is no direct monitoring\r\nof fuel composition, leaving potential gaps\r\nin compliance.\r\n• Software and cloud services require cyber\r\nsecurity and fraud resistance as discussed in\r\noption 3. New digital protocols and standards\r\nmight be developed and online connection is\r\nrequired.\r\nOption 11 – Combined –\r\nUpstream: mass balancing –\r\nDownstream: DFTS w/ Digital\r\nHandshake)\r\nUpstream part: Mass balancing\r\nSee mass balancing in option 9.\r\nDownstream part: Digital Fuel\r\nTracking System\r\nSee DFTS in option 3.\r\n91\r\n\r\n\r\n\r\nCONCLUSION\r\nThis comprehensive report is the outcome of a cross-sectoral industry cooperation,\r\nwith individual companies and trade associations from various sectors\r\nsuch as OEMs, OEM suppliers, fuel producers and suppliers, fuel retailers and\r\nretail equipment suppliers.\r\nThe report materialises the members’ engagement to respond positively to\r\nthe Commission’s request to the industry to propose an overview of the methodologies\r\nable to prove the use of the CO2 neutral fuels.\r\nThe experts of the WGMM have performed this overall assessment of all\r\nidentified monitoring methodologies to provide to the Commission and Member\r\nStates experts the best overview and technical input to enable an informed decision\r\nin this regulatory process. The WGMM experts are furthermore ready to\r\nsupport the work of the TCMV with complementary technical advice and clarification.\r\nMoreover, the WGMM members also issued a series of recommendations\r\nregarding the definition of CO2 neutral fuels and the consistency of this definition\r\nthroughout European regulations. This is an important aspect to consider when\r\ndesigning the methodology for the recognition of zero-emission vehicles running\r\non CO2 neutral fuels.\r\n09\r\nAPPENDIX\r\n97\r\n9.1. Detailed Description of\r\nTechnology Options\r\nOption 1 – Mechanical adaption\r\nof tank filler / nozzle\r\nDescription\r\nThis system involves the “downstream”\r\npart of the fuel chain. The mechanical adaptation\r\nof the fuel receptacle alone is not enough\r\nto be accounted as a complete monitoring\r\nsystem and it shall be combined with another\r\nmethod covering the “Upstream” part of the\r\nfuel chain. For example, with a certification\r\nscheme (see method #7 for a description of\r\nthis part).\r\nWith this preamble, we assume that\r\nthe right fuel arrives at the filling station and\r\nit is placed in a dedicated storage. The fuelling\r\nstation installs a dedicated dispenser\r\nequipped with a specific fuel nozzle, which is\r\nnot able to connect with the receptacle used\r\nfor the fossil version of the fuel in use. In this\r\nway, the vehicle can receive only the correct\r\nfuel and no further methods are required onboard,\r\nlike sensors or inducement systems.\r\nWorldwide accepted standards have\r\nbeen designed to cover the following aspects\r\nof liquid and gaseous refuelling:\r\n• Definition of all technical requirements that\r\nlead to a well-known, simple and easy filling\r\nof vehicles with fuel.\r\n• Low total cost of ownership of car filler\r\nnecks, nozzles, and dispenser equipment.\r\n• Reliability all over the world.\r\n• Exchangeability of components on both\r\nsides: dispensers and vehicles.\r\n• Environmental aspects: no exhaust of hydrocarbon,\r\ne.g. vapour recovery systems.\r\n• Simple systems, usable in highly and less\r\ndeveloped areas.\r\nRegarding liquid fuels, the modification\r\nof the nozzle/filler neck will involve\r\nthe following standards and related working\r\ngroups, as well as an amendment to the Directive\r\n2009/126/EC of the European Parliament\r\nand of the Council of 21st October 2009\r\non Stage II petrol vapour recovery during refuelling\r\nof motor vehicles at service stations.\r\nEN 13012 Scope: This document specifies\r\nsafety and environmental requirements for\r\nResponsible Stakeholders Involved\r\nFuels\r\nProducer Importer Refinery Tank Farm Distributor\r\nFilling\r\nStation:\r\nAcceptance\r\nFilling\r\nStation:\r\nDelivery\r\nVehicle\r\nFuels Producer Mechanical Design of Nozzle/Receptacle\r\nUPSTREAM: fuel chain from the point of\r\norigin or from the fuel producer to the filling\r\nstation (fuel incoming side).\r\nThe fuel provider is responsible to provide\r\nthe CO2 neutral fuels and use existing\r\nschemes as proof of origin\r\nDOWNSTREAM: fuel chain from the fuel station\r\n(delivery side) to the vehicle.\r\nThe CO2 NF Vehicle can be filled only by special\r\ndispenser equipped with the mating nozzle.\r\nNo other devices needed on-board the vehicle.\r\nthe construction and performance of nozzles\r\nto be fitted to metering pumps and dispensers\r\ninstalled at filling stations and which are\r\nused to dispense liquid fuels and aqueous\r\nurea solution into the tanks of motor vehicles,\r\nboats and light aircraft and into portable containers,\r\nat flow rates up to 200l/min-1.\r\n• EN 16321-1 and 2 Scope: This European\r\nStandard specifies the measurement and test\r\nmethods for the efficiency assessment of petrol\r\nvapour recovery systems for service stations\r\n(Stage Il).\r\n• ISO 9158 Main issue: Nozzle outside diameter\r\nunleaded gasoline: max. 21,3mm\r\n• ISO 9159 Main Issue: Nozzle outside diameter\r\nleaded gasoline and diesel ≤50 L/min:\r\nmin. 23,6 mm to max. 25,5 mm\r\n• ISO 13331 Scope: This International Standard\r\nensures compatibility between new petrol-\r\npowered vehicle designs and refuelling\r\nvapour recovery nozzles — both active and\r\npassive systems — by their dimensions and\r\nspecifications.\r\n• SAE J 285 Scope: This SAE Recommended\r\nPractice provides standard dimensions for\r\nliquid fuel dispenser nozzle spouts and a system\r\nfor differentiating between nozzles that\r\ndispense liquid into vehicles with spark ignition\r\nand compression ignition...\r\n• SAE J1140 Scope: This SAE Recommended\r\nPractice was developed primarily for gasoline-\r\npowered passenger car and truck applications\r\nto interface vapour recovery systems,\r\nbut may be used in diesel applications,... for\r\nfilling.\r\n• SAE J829 / SAE J1114 / SAE J 3144: Different\r\nfuel filler caps that are in use with the equipment\r\nthat is defined above.\r\nRegarding gaseous fuels, where there\r\nare leak-proof connections, the CO2 neutral\r\nfuel receptacle will require a new profile or\r\nsize, never used for traditional fuel or other\r\ngaseous fuels.\r\nThe profiles of the receptacles and the\r\ncritical dimensions of the nozzles are standardized\r\nand described in CEN, ISO standards\r\nor in UNECE regulations, which shall be\r\namended accordingly:\r\n• ISO 14469-1 Road vehicles — Compressed\r\nnatural gas (CNG) refuelling connector (nozzles\r\nand receptacles)\r\n• ISO 16380 CNG/H2 blends receptacle and\r\nnozzle\r\n• ISO 12617 3.1MPa LNG connector\r\n• ISO TS 21104 1.8 MPa LNG connector\r\n• ISO 19825 LPG receptacle\r\n• EN 13760 LPG nozzles\r\n• ISO 16923 CNG/biomethane filling stations\r\n(no nozzle)\r\n• ISO 16924 LNG filling stations (no nozzle)\r\n• UNECE Regulation 110 (CNG vehicles)\r\n• UNECE Regulation 67 (LPG vehicles)\r\nOption 2 – Fuel Marker along\r\nUpstream and Downstream\r\nDescription\r\nThe Renewable Fuel Marker enables\r\nall market participants (from the mineral oil industry\r\nto vehicle manufacturers) to introduce\r\nclimate-neutral fuel as a new fuel variant with\r\ntwo safety features with very little effort, maximum\r\nspeed and flexibility in the introduction\r\nby 2035. The physical features are already being\r\ntested in the field, for instance during the\r\nDeCarTrans project, where physical safety\r\nfeatures are:\r\n• Colour\r\n• Chemical tag\r\nFuel marker products can be used for\r\nthe marking and colouring of synthetic products\r\nsuch as ‘methanol to gasoline’, GTL, HVO,\r\nor petroleum products, mineral oils, aliphatic\r\nand aromatic hydrocarbon solvents and fuels.\r\nThey usually are free-flowing liquids and\r\nmay contain an additional labelling system.\r\nThe product can be easily pumped, poured\r\nor dispensed directly from the container. As\r\nsynthetic fuels are being developed as drop99\r\nin alternatives to conventional fossil fuels, they\r\nare very similar in their chemical composition.\r\nThey are burnt under the same engine conditions.\r\nTarget\r\nThe Fuel Marker is connected to all\r\nrelevant stakeholders, including the Customs\r\nDirectorate and the Ministry of Finance. Confirmation\r\nof CNF for pure CNF vehicles, plausibility\r\ncheck and tracking of the fuel (incl. CO2\r\nfootprint).\r\n• Visual inspection of only CNF vehicles using\r\ncolour recognition similar to the known\r\nprocedures for “red” diesel or heating oil. The\r\nblue colour could be used to visually distinguish\r\nbetween renewable and fossil fuels.\r\n• The colour of the chemical tag is checked\r\nby a marker to prevent fraud. For the Customs\r\nDirectorate, analysis methods can typically be\r\nsupplied by the additive supplier, and supervised\r\nby the regulator.\r\n-> Additives are already available that\r\nhave Customs tariff numbers for some Member\r\nStates\r\n-> By adding the blue dye, mixing of CNF\r\nwith petroleum fuels can be chemically detected.\r\nThis property is helpful in a quick test\r\nby customs, e.g. at a motorway service station.\r\n-> Technical data sheets would give the\r\ncorrect dosage rate for the additive.\r\n-> The owner of the labelling company\r\nwould then be obliged to carry out proper labelling\r\nof the renewable fuel and to monitor\r\nthis regularly.\r\n-> Since 01.04.2010, two new analytical\r\nmethods for determining the content of colourants\r\nhave been legally valid in Germany,\r\nwhich are more precise, reliable and time-saving\r\ncompared to the old methods. These are\r\ncalled HPLC methods. HPLC means ‘high\r\nperformance liquid chromatography’ (is no\r\nlonger correct, it is HPLC and GCMS method\r\nand in my opinion not so important).\r\nBoundary Condition\r\nThe option utilises data that is already\r\navailable in the fuel supply system, which ensures\r\nrapid implementation.\r\nMarker\r\n• The marking of fuels is already known and\r\nestablished in the market.\r\n• Marking can be carried out in the tank farm\r\n• Marking can be carried out in the tanker vehicle\r\nSensor Layout\r\nChemical detection of the additive using\r\na yet-to-be-developed sensor integrated\r\neither in the car or in the fuel dispenser is an\r\ninnovative development that has the potential\r\nto significantly improve safety and efficiency\r\nin the handling of renewable fuels. Such an\r\nadditive sensor would be designed to detect\r\nthe specific chemical compounds of the\r\nspecific additive and measure their concentration\r\nby analysing the chemical properties\r\nof it and converting them into electrical signals.\r\nThis could be realized by different mechanisms\r\nsuch as electrochemical, optical or\r\nmass sensitive detection methods. For example,\r\nan electrochemical sensor based on\r\na specific redox mechanism could be used\r\nto detect traces of the specific additive in the\r\nfuel. Alternatively, an optical sensor based on\r\nthe absorption or emission of light at specific\r\nwavelengths could be used to detect volatile\r\norganic compounds (VOCs). By integrating\r\nsuch a sensor into the fuel dispenser, real-time\r\nmonitoring of fuel quality could take place.\r\nInstalled in the car, the sensor could continuously\r\nmonitor fuel quality. The development\r\nof such a chemical sensor requires interdisciplinary\r\ncollaboration between fuel developers,\r\nadditive manufacturers, the automotive\r\nindustry and its suppliers, and gas station\r\nequipment manufacturers to create a robust,\r\nsensitive and selective device that meets the\r\nspecific requirements of the application site.\r\nSystem Layout\r\nThe Fuel marker (colour and chemical\r\ntag) in combination with digital fuel tracking\r\nsystem comprises the following tasks:\r\n• Colouring for the clear identification of\r\nCO2-reduced products\r\n• Chemical marking for physical labelling of\r\nrenewable fuels with CO2-reduced effects\r\n• Detection of fuel blends - intentional or unintentional\r\n(tamper resistance)\r\nResponsible Stakeholders\r\nAll stakeholders associated with the\r\nfuel marker, from the tax warehouse (optional\r\nrefinery) to the vehicle (end customer).\r\nOption 3 – 100% Digital Tracking\r\nfrom Upstream to Downstream\r\n(DFTS w/ Digital Handshake)\r\nResponsible Stakeholders\r\nAll stakeholders which are connected\r\nto DFTS, upstream from tank farm (optional\r\nrefinery) to the vehicle (end customer).\r\nDescription\r\nDFTS enables all market stakeholders\r\n(from fuel production to consumption) to utilise\r\nCO2 Neutral Fuel (CNF) as new fuel variant\r\nby digital certification.\r\nIt includes CO2 tracking and certification\r\nof sustainability reports of CNF along the\r\nfuel supply chain from the refinery to the filling\r\nstation (Upstream). And incorporates digital\r\nfuelling monitor as software variant in vehicle.\r\nThe vehicle will perform a digital handshake\r\nwith filling station to allocate refilling\r\nevent with filling station (Downstream). Based\r\non this filling event, the vehicle can check,\r\nwhether filled fuel was CNF and accordingly\r\ncan perform an inducement reaction, if the\r\ncheck result is negative.\r\nTarget\r\nDFTS digitalizes the entire fuel supply\r\nchain from fuel production to end consumer\r\n(all relevant stakeholders). DFTS provides\r\nconfirmation of CNF for CNF only vehicles,\r\nplausibility checks and tracking of fuel (incl.\r\nCO2 footprint). DFTS performs digital pairing\r\nof vehicle and fuel supply chain.\r\nDigital Tracking and Reporting of CNF.\r\nFuels\r\nProducer Importer Refinery Tank Farm Distributor\r\nFilling\r\nStation:\r\nAcceptance\r\nFilling\r\nStation:\r\nDelivery\r\nVehicle\r\nCertification Scheme\r\nUPSTREAM DOWNSTREAM\r\nDigital Handshake\r\nTechnical\r\nInspection\r\nProof of Sustainability\r\n101\r\nBoundary Condition\r\nOption utilizes data, which is already\r\navailable in fuel supply system, assuring fast\r\non-boarding. Willingness to share data at\r\nspecific data points (see system layout). The\r\noption considers the supply chain from tank\r\nfarm (optional refinery) to fuel consumption in\r\nevery vehicle. DFTS can be used for all types\r\nof fuels (e.g. Diesel, Gasoline, Gaseous Fuels)\r\nand all types of vehicles (e.g. passenger cars,\r\nheavy-duty vehicles or non-road applications).\r\nSystem Layout\r\nDFTS digitally links the different stakeholders\r\nfrom fuel production to consumption.\r\nThe setup starts at the tank farm with\r\nthe proof of sustainability (PoS) as the main\r\nentry information. The PoS is originated by an\r\nalready established certification scheme (e.g.\r\nNabisy, ISCC), and transferred to DFTS. DFTS\r\nwill hand it through the fuel supply chain to\r\nthe end customer. Optionally, DFTS could\r\nalso on-board stakeholders further upstream\r\nof the tax warehouse, if necessary, depending\r\non PoS availability.\r\nDFTS provides an accurate, certified\r\nproof of the fuel quantities consumed in the\r\nsystems. At the end of the chain, every CNF\r\nvehicle is provided with this certificate. The\r\nvehicle is able to decide for an inducement\r\nreaction.\r\nDFTS includes the following tasks:\r\n• Monitoring of CO2 tracking\r\n• Quantity balancing through each stakeholder\r\nalong the supply chain\r\n• Recognition of fuel mixing - intended or unintended\r\n(manipulation robustness) along the\r\nfuel supply chain up to the filling station, as\r\nwell as in the vehicle’s tank\r\n• Takes care of time delays in the supply chain\r\n(delayed certification)\r\n• Performs long-term plausibility check on\r\nsystem inconsistencies\r\n• Takes care of regularly recertification if system\r\nrequires adaptations (also legally initiated)\r\nFor each stakeholder specific DFTS\r\ndata entry points are defined e.g., tank level\r\nsensor data, incoming/outgoing delivery\r\nbills, calibrated dispenser pump data. These\r\ndata entry points need to be connected to the\r\nDFTS by one-time digital on-boarding via a\r\nstandardized interface. Data will be hosted by\r\nthe DFTS operator in a secure, encrypted, and\r\nprivate data space including dedicated data\r\nsharing agreement between DFTS provider\r\nand the individual market participants. The\r\nDFTS operator will also be certified.\r\nDFTS also cares about vehicle and\r\nfilling station connection – the digital handshake\r\n– which monitors the filling events of\r\nthe vehicles. DFTS digital handshake should\r\nbe as simple as possible, a software variant\r\nonly (without additional hardware for OEM)\r\nand vehicle needs to be connected to the internet.\r\nDFTS has the flexibility of gradual\r\ntracking of the CO2 footprint and the potential\r\nblending ratio with fossil components. It\r\ncan further support monitoring of CO2 footprint\r\nduring an introduction period of CNF\r\n(e.g. gradual increase of GHG reduction from\r\n80% in 2030 to future 100%). Furthermore,\r\nDFTS can provide the end customer with a\r\nCO2 footprint certificate, which can be utilized\r\nfor sustainability reporting as proof of compliance\r\nwith contractual CO2 reductions or as a\r\nmarketing and advertising instrument.\r\nOption 4 – Hybrid Approach\r\n– Upstream: Fuel Marker\r\n& Sensor until EU Border –\r\nDownstream: DFTS w/ Digital\r\nHandshake\r\nThis “Triple Solution” enables all market\r\nparticipants (from the fuels industry to vehicle\r\nmanufacturers) to introduce climate-neutral\r\nfuel as a new fuel variant by combining two\r\nsafety features and a digital solution with very\r\nlittle effort, maximum speed and flexibility in\r\nthe introduction by 2035. The physical features\r\nare already active in field tests as part\r\nof the DeCarTrans project (funded by the\r\nFederal Ministry of Transport and Digital\r\nInfrastructure).\r\nThe physical safety features are:\r\n• Colour\r\n• Chemical tag\r\nFuel marker products can be used for\r\nthe marking and colouring of synthetic products\r\nsuch as ‘methanol to gasoline’, GTL, HVO,\r\nor petroleum products, mineral oils, aliphatic\r\nand aromatic hydrocarbon solvents and fuels.\r\nThey usually are free-flowing liquids and\r\nmay contain an additional labelling system.\r\nThe product can be easily pumped, poured\r\nor dispensed directly from the container. As\r\nsynthetic fuels are being developed as dropin\r\nalternatives to conventional fossil fuels, they\r\nare very similar in their chemical composition.\r\nThey are burnt under the same engine conditions.\r\nThe marking system includes CO2\r\ntracking and certification of sustainability reports\r\nfor carbon-neutral fuel along the fuel\r\nsupply chain from the fuel depot to the filling\r\nstation (upstream), and includes a digital refuelling\r\nmonitor as a software variant in the\r\nvehicle. The vehicle performs a digital handshake\r\nwith the petrol station in order to assign\r\nthe refuelling event to the petrol station\r\n(downstream). Based on this event, the vehicle\r\nchecks whether the refuelled fuel is CNF\r\nand, if the test result is negative, reacts accordingly.\r\nBoundary Condition\r\nThe option utilises data that is already\r\navailable in the fuel supply system, which\r\nensures rapid implementation.\r\nMarkers:\r\n• The marking of fuels is already known and\r\nestablished in the market.\r\n• Marking can be carried out in the tank farm\r\n• Marking can be carried out in the tanker vehicle\r\nDFTS:\r\n• DFTS digitises the fuel supply chain and\r\nmaps the transfer of the marker plausibility\r\ncheck, e.g. by a sensor. Readiness to share\r\ndata at certain data points (see system structure).\r\nThe option takes into account the supply\r\nchain from the control depot (optional refinery)\r\nto fuel consumption in each vehicle.\r\nSystem Layout\r\nFuel Marker & DFTS connect the various\r\nstakeholders from fuel production to consumption\r\nphysically and digitally in a secure\r\ndata space. The current structure for the DFTS\r\nstarts in the tax warehouse with the proof of\r\nsustainability (PoS) as the main input information\r\nfrom an already established certification\r\nsystem (e.g. Nabisy, ISCC). The marker concept\r\ncan be applied both at the tax warehouse\r\nand at the supply stage by means of\r\nadditivation in the truck. Optionally, DFTS\r\ncould also integrate actors upstream of the\r\ntax warehouse if this is necessary from the\r\nPoS perspective.\r\nThe DFTS provides the exact certified\r\nfuel quantities at vehicle level. At the end of\r\nthe chain, each CNF vehicle receives a certificate\r\nand can opt for an incentive response/\r\nmode.\r\nThe triple solution is certified and takes\r\nresponsibility for data hosting and can be\r\nseen as a data container that carries the certificate\r\nthrough the system.\r\nThe Fuel marker (colour and chemical\r\ntag) in combination with DFTS includes the\r\n103\r\nfollowing tasks:\r\n• Colouring for clear identification of CO2-reduced\r\nproducts\r\n• Chemical labelling for the physical identification\r\nof renewable fuels with CO2-reduced effects\r\n• Monitoring of the CO2 tracking process\r\n• Quantity balancing by each actor along the\r\nchain\r\n• Detection of fuel blending - intentional or\r\nunintentional (tamper resistance)\r\n• Colour\r\n• Chemical\r\n• Digital\r\n• Consideration of time delays (delayed certification)\r\n• Carries out a long-term plausibility check\r\nof system inconsistencies both in the supply\r\nchain and in the vehicle's tank.\r\n• Takes care of regular recertification if the\r\nsystem requires adjustments (also initiated by\r\nlaw)\r\nSpecific DFTS data input points (data is\r\nalready available) are defined for each stakeholder,\r\ne.g. tank level sensor data, incoming/\r\noutgoing delivery notes, calibrated petrol\r\npump data. The data points must be linked\r\nto the DFTS once via standard interfaces.\r\nThe data is hosted by the DFTS in a secure,\r\nencrypted and private data room, including\r\na special data sharing agreement with each\r\npartner. If desired, the data can be used for\r\nadditional new services with third parties if\r\nthe participant agrees. The DFTS operator is\r\nalso certified.\r\nOf course, DFTS also takes care of the\r\nconnection between the vehicle and the petrol\r\nstation - digital handshake, refuelling processes\r\nto be monitored. DFTS digital handshake\r\nshould be as simple as possible, a pure\r\nsoftware variant (without additional hardware\r\nfor OEM), and the vehicle must be connected\r\nto the Internet.\r\nDFTS offers the flexibility of tracking\r\ngradual changes in the CO2 footprint and the\r\npossible blending rate with fossil fuel. In the\r\ntransition phase from fossil fuels to CNF, DFTS\r\nwill be able to monitor the gradual increase in\r\nGHG reduction (e.g. when introducing CNF,\r\nit could start with 80% GHG reduction and\r\ngradually increase to 100% in the future).\r\nIn addition, a certificate can be issued\r\nto the end customer using DFTS, which could\r\nbe used for sustainability reporting (CSRD).\r\nThis could provide certified proof of significant\r\nCO2 reduction. The data from the DFTS can\r\nalso be used as a marketing tool for sustainable\r\nproducts or services.\r\nResponsible Stakeholders\r\nAll stakeholders involved in the triple\r\nplay, from the tax warehouse (optional refinery)\r\nto the vehicle (end customer).\r\nOption 5 – Vehicle On-Board\r\nFuel Detection Function\r\nResponsible Stakeholders\r\nThe Vehicle On Board Fuel Detection\r\nFunction is a methodology that is related to\r\nvehicle and engine manufacturers (OEMs).\r\nThe responsibility is with the OEM to homologate\r\nand certify a vehicle fulfilling the related\r\nregulations. Suppliers will be able to develop\r\ntogether with OEMs the required technology\r\nfor this purpose. Upstream of the vehicle, the\r\nfuel producers, logistics and retailing industries\r\nto ensure and guarantee that the fuel released\r\nat the filling station under a certain label\r\nis according to the defined fuel standards\r\nand also to be guaranteed e.g. by an audit\r\nprocess that the retailed fuel is a CO2 Neutral\r\nFuel.\r\nDescription\r\nToday’s existing vehicle and combustion\r\nengine technology has a high reliability\r\nand is affordable to enable individual mobility,\r\ntransportation of goods and raw materials\r\nand many other purposes. Typical vehicles\r\nsold today have a lifetime >10 years and will\r\noperate beyond year 2040.\r\nAlready most of today’s vehicles are\r\nsuitable for the use of synthetic fuels such as\r\nparaffinic fuels (EN15940 labelled as “XTL”)\r\nand synthetic gasoline fuel (from Methanol-\r\nto-Gasoline process denoted as “MTG”).\r\nBoth are often denoted as “eFuels”. Paraffinic\r\nfuels and MTG have a strong potential for\r\nemissions reduction due to the absence of aromatic\r\nhydro-carbon molecules and produce\r\nless soot emissions than fossil fuels. These\r\nfuels can be produced carbon-neutrally by\r\nusing green hydrogen and capturing the CO2\r\nfrom renewable sources, air or by using biomass\r\nas input feed to the production process.\r\nAn audit process must be established\r\nto certify that the fuels are carbon-neutrally\r\nproduced. Thanks to their differences in the\r\nchemical composition, the fuel properties differ\r\nfrom the fossil fuels and the usage of these\r\nnew fuels could induce a different system\r\nresponse for CNFs. A fuel detection function\r\ncould be based on the existing vehicle and\r\nengine system technology without new sensors\r\nor interfaces to implement.\r\nWhile such functions could be realized\r\nin an engine management system, it is also\r\nlikely to realize functions that alter the engine\r\noperation when a non-carbon-neutral fuel\r\nwould be used, likely to reduce performance\r\nand/or operability. Several levels of alteration\r\nfrom initially warning the driver and then limiting\r\nor stopping the vehicle operation could be\r\nconsidered, like those applicable to the latest\r\ndiesel cars/vans/trucks with SCR (Selective\r\nCatalytic Reduction).\r\nThe detection function possibly could\r\nalso be implemented in vehicles that are\r\nalready on the market. The fuel detection\r\nfunction could operate on a vehicle and engine\r\nmanagement system level without any\r\nfurther data connection and services in the\r\ndata cloud. Therefore, in such a configuration\r\nthis methodology would protect the owner’s\r\ndata privacy and also should be resilient\r\nagainst cyber-attacks and IT fraud or tamper\r\nattempts. The comparatively low complexity\r\nof detection function and lower demands on\r\nadditional infrastructure would allow also a\r\nfast realization and effective implementation\r\non a vehicle.\r\nTarget\r\nThe On-board fuel detection targets\r\nthe powertrain system to be capable to detect\r\nthat the vehicle was fuelled with a defined fuel\r\ngrade that has certain properties.\r\nBoundary Condition\r\nThe fuel detection refers to CO2 Neutral\r\nFuels that are defined through an own\r\nfuel standard and differing from the fossil fuel\r\nstandard with reference to its fuel properties.\r\nIt also must be ensured that the fuel retail industry\r\nguarantees that the sold CO2 Neutral\r\nFuels are within the agreed and regulated\r\nCO2 reduction (currently 100% proposed.)\r\nFuel Industry OEM & Supplier\r\nB7 R33 CNF\r\nEN590\r\n(Fossil Diesel and Blends)\r\nNot 100% green\r\nEN15940\r\n(Paraffinic Diesel)\r\n100% green\r\nOn-Board Fuel\r\nDetection Function\r\nH2 + DAC\r\neFuel Tanker Pipeline Refinery Truck Gas\r\nStation Vehicle\r\nReal-Time Fuel\r\nDetection\r\nB7 CNF\r\nStop Go\r\n105\r\nSystem Layout\r\nThe system consists of a vehicle with\r\na tank system and a powertrain drive which\r\nconsists of an engine, a transmission gear and\r\noptionally of an electric motor (e.g. HEV P0,\r\nP1 or P2 topology). Both fuel tank and engine\r\nare connected and fuel is supplied from the\r\ntank to the engine and in particular to a fuel\r\ninjection system. Also, the injection system\r\nhas a return line to the tank for the leakage\r\nfuel from the high-pressure fuel pump, from\r\nthe fuel injectors and from the fuel rail. Such\r\na system is controlled by an Engine Control\r\nUnit. The Software consists of several layers\r\namong whereas the application layer is often\r\ndenoted as Engine Management System\r\n(EMS). The EMS regulates the driver’s pedal\r\ninput on the engine response and controls the\r\nair path and fuel injection in an optimal way\r\nwhile respecting the emissions regulations\r\nSuch systems are calibrated on certified fossil\r\nfuels. Using a CO2 Neutral Fuel with different\r\nproperties would lead to a different system response\r\nin various sub-systems and therefore\r\nsensed. Hence a Fuel Detection Function can\r\nmeasure the difference in system response\r\nand therefore recognize when a fossil fuel or\r\na CO2 Neutral Fuel is in use. While the detection\r\nfunction is embedded in an EMS, also\r\nthe inducement method could be defined in\r\nthe same layer. Certain actions could be implemented\r\nin case that a non-Carbon Neutral\r\nFuel would be in use e.g. from MIL Lamp\r\non, limp home mode, engine stop could be\r\neasily implemented like it is already available\r\non SCR after treatment systems when aquas\r\nurea is not sufficiently available anymore.\r\nSummary of Vehicle On-Board Fuel\r\nDetection\r\n• The Vehicle On-Board Fuel Detection could\r\ndetect CO2 Neutral Fuels which have different\r\nproperties compared to the fossil fuels.\r\n• Fuel producers, logistics and retail industry\r\nto audit that the sold fuels are Carbon Neutral\r\nby an audit process.\r\n• The Vehicle On-Board Fuel Detection can\r\nbe used on existing vehicle technology. It\r\ncould be implemented on new vehicles as\r\nwell as retrofit to existing vehicles. It would\r\nwork on existing Engine Management Systems\r\nwith existing sensors and actuators.\r\n• The methodology would not rely on any\r\nvehicle connectivity technology and therefore\r\nwould independently work. However, for\r\nmonitoring purpose, a connection to a data\r\ncloud would be beneficial and could be combined\r\nwith other services and functionalities.\r\nOption 6 – Vehicle On-board\r\nFuel Molecular Sensor\r\nIn the realm of fuel quality measurement,\r\nseveral sensor technologies are employed\r\nto assess the physical and chemical\r\nproperties of fuels. However, these technologies\r\nare limited in their ability to distinguish\r\nbetween different fuel types within the defined\r\nEuropean fuel standards (EN590,\r\nEN228, EN15940, EN14214, EN15293). This\r\nlimitation arises because the physio-chemical\r\nproperties of fossil fuels or CNF within these\r\nstandards do not significantly differ to allow\r\nclear separation between fossil and 100% fossil-\r\nfree fuels.\r\nIn contrast, NIR spectroscopy has been\r\nextensively used in various process industries\r\n(chemical, refining, pharma...) since the\r\n1970s-80s for quality control of organic products\r\n(feedstocks; finished products), including\r\nfuels in refineries since the 1990s. This method\r\nis rapid, miniaturized, non-destructive, and\r\ncan be conducted in situ, making it ideal for\r\nreal-time applications to create intelligent vehicles.\r\nBy directly analysing the molecular\r\nstructure of fuels, NIR spectroscopy provides\r\ndetailed insights into the fuel's origin and\r\ncomposition (99.9% composed with Carbon,\r\nhydrogen and oxygen atoms), thus enabling\r\nthe identification of CNFs fingerprint. This capability\r\nsupports the accurate and reliable differentiation\r\nbetween fossil fuels and renewable,\r\nsynthetic, or carbon-neutral fuel\r\nNeed for Trust and Confidence\r\nThe ability to guarantee that only CNFs\r\nare being burned in internal combustion engines\r\n(ICE) is crucial for gaining the trust and\r\nconfidence of regulatory bodies in Europe.\r\nEnsuring the integrity of the fuel supply chain\r\nfrom production to combustion requires a robust\r\nand reliable detection system. The NIR\r\nspectroscopy technology provides this assurance\r\nby acting as the final verification step\r\nbetween the fuel tank and the engine. This\r\nsystem confirms the molecular content of the\r\nfuel, providing 100% confidence that the fuel\r\nbeing used meets CNF standards. This final\r\ncheck is key to securing regulatory approval\r\nand supporting the transition to sustainable\r\nfuel solutions.\r\nDescription\r\nThe On-board HW Fuel Molecular\r\nStructure Detection system utilizes Near-Infrared\r\n(NIR) spectroscopy technology to analyse\r\nand identify the molecular structure of\r\nfuels in real-time. This advanced method is\r\ncapable of distinguishing between various\r\ntypes of fuels, including carbon-neutral fuels\r\n(CNF), based on their unique molecular fingerprints.\r\nThis technology has been widely\r\nused in process industries since the 1970s\r\nand is recognized for its rapid, non-destructive,\r\nand in situ capabilities, making it ideal for\r\nreal-time applications in vehicles.\r\nUPSTREAM DOWNSTREAM\r\nProducer Importer Refinery\r\nTank Farm/\r\nTax\r\nWarehouse\r\nDistributor/\r\nIntermediate\r\nStorage\r\nFilling\r\nStation Vehicle\r\nFuel Molecular Structure Detection NIR\r\nOn B-Board Fuel Sensors\r\nCNF certificate is produced in continuous mode, and in real\r\ntime by the vehicle, able to analyse the digital fingerprint\r\n(DNA) of the fuel using a sensor able to identify CNF molecular\r\nstructure before the combustion\r\nFuel\r\nNIR\r\nOn - B o a r d\r\nSensor\r\nMolecular\r\nStructure ID\r\n> Box ID 'n'\r\nInput\r\nECU\r\nOutput\r\nMIL\r\nOBD\r\nVehicle CHECK\r\nENGINE\r\nUltimate hand check\r\nbefore CNF going to\r\ncombustion chamber\r\nby checking molecular\r\ncontent\r\nMolecular analysis 300\r\nNIR absorbencies\r\nMolecular Structure ID\r\nFuel\r\nType 1\r\nFuel\r\nType 2\r\nFuel\r\nType 3\r\nFuel\r\nType X\r\nComparison with:\r\nFuels Digital\r\nTwin NIR\r\nSpectra\r\nLibrary\r\nEU Boarder\r\n107\r\nPostulate 3 is linked to Near Infrared Spectroscopy Principle\r\n3/ CNF propoerties are measured inside defined European fuel standards\r\n• Diesel: EN590 (B7) / EN15940 (XtL)/ EN14214\r\n• Gasoline: EN228 (E-5 / E-10) / EN 15293 (Super Ethanol E85)\r\n• CNF molecular structure and chemistry is very different than standard fossil fuels molecular structure and chemistry\r\nIdeal target for CNF\r\nThen if difference in the molecular content is significant (in %v), it s feasible to identify any biofuel, renewable fuel,\r\nsynthetic fuel, CNF from fossil fuel by optical sensors (NIR) and models ID predicting molecular structure\r\nPostulate 3 is linked to Near Infrared Spectroscopy Principle\r\n• Molecular Structure is function of\r\n• The process used for producing the finished product\r\n• The feedstock\r\nIdeal target for CNF\r\nFuel Molecular Structure & Chemistry = F (Process; Feedstock)\r\nFuel Molecular Structure & Chemistry = A (NIR) - Absorbencies\r\nTarget\r\nThe primary target of this technology\r\nis to enable vehicles to autonomously identify\r\nthe molecular content of the CNF being\r\nused in compliance with environmental regulations.\r\nBoundary Condition “Fit for life\r\napproach”\r\nThe effectiveness of NIR spectroscopy\r\nin fuel molecular structure detection can\r\nbe influenced by several factors, all of which\r\nhave been resolved through extensive use\r\nand implementation of these sensors in current\r\nvehicle systems:\r\n• Fuel Temperature: Accurate measurements\r\nrequire temperature compensation mechanisms\r\nto account for variations in molecular\r\nvibrations. Current sensors in use already include\r\nthese compensation features, ensuring\r\nprecise readings regardless of temperature\r\nfluctuations.\r\n• Flow Conditions: Stable flow conditions\r\nare essential for precise readings, as turbulence\r\ncan cause measurement inaccuracies.\r\nThis has been addressed in existing sensors\r\nthrough design optimizations that ensure stable\r\nflow during fuel analysis.\r\n• Fuel line Pressure: Sensors must be designed\r\nto operate under specific pressure\r\nconditions or include pressure compensation\r\nto ensure reliable data. Modern sensors\r\nalready in service are designed to answer to\r\nthese features, making them robust and reliable\r\nunder varying fuel line pressure conditions.\r\nSystem Layout\r\nThe system layout for the on-board\r\nfuel molecular structure detection sensor includes:\r\n• NIR Sensor: Installed in the fuel line, it emits\r\nNIR light through the fuel, with downstream\r\ndetectors measuring the absorption spectrum\r\nto determine the molecular structure of\r\nthe fuel, leveraging extensive calibration models\r\nand databases.\r\n• ECU Integration: The processed data is\r\ntransmitted to the Engine Control Unit (ECU)\r\nto put the engine in degraded mode if the fuel\r\nmeasured in not a CNF at 100%.\r\n• Communication Module: Interfaces with\r\non-board diagnostic systems (OBD) and external\r\nmonitoring platforms for continuous\r\ndata transmission and regulatory compliance.\r\nResponsible Stakeholders\r\nThe successful implementation and operation\r\nof this technology involve various stakeholders:\r\n• Technology Providers: A wide range of\r\ncompanies worldwide specialize in providing\r\nNIR spectrometers and analysers.\r\n• Vehicle Manufacturers: Integrate the NIR\r\nsensor and data processing units into new\r\nand existing vehicle models.\r\n• Regulatory Bodies: Establish standards and\r\nguidelines for the use of molecular structure\r\ndetection technologies in automotive applications.\r\nThis technology can also be combined\r\nwith other advanced options such as the Digital\r\nHandshake, which involves mass balancing\r\nand digital tracking of fuel origin to ensure\r\nthe authenticity and compliance of CNFs\r\nthroughout the supply chain.\r\nSummary of key Advantages of\r\nOn-board Fuel Molecular Structure\r\nDetection by NIR Spectroscopy\r\n• Direct Molecular Structure Analysis: Allows\r\nfor precise identification of any CNF types\r\nbased on their molecular fingerprints.\r\n• In Situ Measurements: Enables real-time\r\nanalysis and decision-making, enhancing vehicle\r\n100% autonomy (smart cars) to decide\r\nif the fuel is fossil or non-fossil in compliance\r\nwith CNF Regulations\r\n• Established Technology: Widely used in\r\nvarious industries for decades, providing a\r\nproven, reliable method for fuel quality control.\r\n• Available in mass volume (opto-electronics\r\n/ semicon market)\r\n• Non-Destructive Testing: Maintains the\r\nintegrity of the fuel sample while providing\r\ncomprehensive analysis.\r\n• Fit for Life: Monolithic system with automotive\r\ncomponents with lifespans compatible\r\nwith the vehicle's lifespan, eliminating the\r\nneed for recalibration.\r\nOption 7 – Bidirectional\r\nCommunication between\r\nVehicle and Filling Station\r\nBasic Principle\r\nThe basic principle targets two main\r\naspects:\r\n• How to generate trust in the CNF delivering\r\npartner?\r\n• How to ensure, that no manipulation takes\r\nplace during the whole fuel transfer duration\r\n(anti-tampering)?\r\nTherefore, this solution contains an authentication\r\nmethod of the CNF delivering\r\npartner before the start of fuel transfer and a\r\ntampering protection during the fuel transfer.\r\nThe method was developed for the refilling\r\nat a filling station, but it could be used\r\nwherever CNF is transferred from one area\r\nof responsibility to another (e.g.: tank farm à\r\ntanker truck). In the following description the\r\nexample of a refilling of a vehicle at a filling\r\nstation is described:\r\n• Delivering partner = filling station\r\n• Receiving partner = vehicle\r\nDescription\r\nAuthentication of the delivering partner\r\nFor the authentication of the delivering\r\npartner (filling station) at least one partner\r\n109\r\nneeds an internet connection to an authentication\r\nauthority. The authentication authority\r\ncan be any trustworthy organization or association\r\nwhich provides a digital authentication\r\nservice accessible via internet. Additionally,\r\ndigital communication between the two partners\r\nis necessary. The communication method\r\nis not important as long as it is bidirectional.\r\nAn NFC communication between the filling\r\nnozzle and the filler neck in the vehicle is used\r\nto initiate the authentication process and to\r\nbe robust against tampering during the whole\r\nrefilling process. Depending on the gas station's\r\ncommunication infrastructure, a bi-directional\r\nNFC communication could be used.\r\nAlternatively, unidirectional NFC communication\r\nwith a passive sender in the nozzle and\r\nan active receiver in the filling neck plus an\r\nover-the-air (OTA) communication using BLE\r\nor Wi-Fi is possible.\r\nThe NFC antenna must be designed in\r\na way that NFC communication starts earliest\r\nwhen the filling nozzle is completely plugged\r\ninto the filler neck and is immediately interrupted\r\nwhen the nozzle starts to be removed.\r\nOne advantage of the suggested solution\r\nis that the vehicle does not need to be\r\nconnected to the internet/cloud during the\r\nrefilling process. The authentication process\r\nof the filling station works in the following way:\r\n1. Start of communication triggered by\r\nNFC (nozzle entered filler neck).\r\n2. The vehicle sends a random challenge\r\nto the filling station. The random challenge\r\ncan be any kind of digital security methods\r\n(PIN-TAN, Challenge-Response-Method, encrypted\r\nmessage,...). Important: the filling station\r\ncannot solve it, only authentication authority\r\ncan\r\n3. The filling station contacts the authentication\r\nauthority. Therefore, it must identify\r\nitself using a digital certificate of a certified\r\nCNF filling station.\r\n4. If the filling station is registered as certified\r\nCNF filling station the authentication\r\nauthority will trust the filling station, solve the\r\nchallenge and hand back the solution.\r\n5. Filling station will hand over solution to\r\nvehicle and the vehicle can check the solution:\r\nIf the solution is correct the vehicle trusts\r\nthe filling station.\r\nIf the vehicle has an internet connection\r\nthe authentication process works in a\r\nsimilar way. The difference is that the vehicle\r\ngets the challenge from the authentication\r\nauthority, which can only be solved by the\r\ncertified filling station.\r\nAnti-Tampering during fuel transfer\r\nTo avoid cheating during the refilling\r\nprocess, the NFC communication may not be\r\ninterrupted during the whole refilling process.\r\nFor example, after successful authentication\r\nthe CNF nozzle shall not be replaced by a fossil\r\nfuel nozzle. An interrupted NFC communication\r\nindicates that the CNF nozzle has been\r\nremoved. Furthermore, the fuel tank level is\r\ncontinuously monitored. If the fuel tank level\r\nincreases in the absence of an active NFC\r\ncommunication, then the refilling process is\r\nconsidered to be tampering and appropriate\r\ninducement measures can be started.\r\nPrevention of wrong refuelling\r\nIn most solutions the detection of the\r\nwrong fuel takes place after the refilling. With\r\nthis proposal the vehicle can prevent the refilling\r\nwith incorrect fuel when equipped with\r\na device that blocks the fuel flow into the tank\r\n(e.g.: valve after filling neck). This is possible\r\nbecause the check for CNF takes place prior\r\nto the refilling process.\r\nThis solution guarantees an exclusive\r\nrefilling with CNF as required by EU regulation\r\nproposal.\r\nInteractions with other solutions\r\nThe solution can be used whenever\r\nCNF is transferred, so that further use cases\r\ncan be taken into consideration. This is helpful\r\neach time the partners do not know each\r\nother, and trust must be generated (like in the\r\nexample of refilling at a filling station). In most\r\nother cases (upstream) the partners know\r\neach other because the fuel was for example\r\nordered at the distributor by the filling station.\r\nIn that case the advantage of a communication\r\nis, that additional information can be exchange\r\nbetween the delivering partner and\r\nthe receiving partner (e.g.: a digital delivery\r\nnote). NFC communication and additional information\r\ncan help to avoid unintended errors\r\nand it can improve the accuracy of other solutions.\r\nExample of avoiding unintended errors:\r\nIf there is NFC at the filling nozzle of the\r\ntanker truck which delivers the CNF to the filling\r\nstations and there is an NFC counterpart\r\nat the connection of the filling station, an unintended\r\nfilling up of the wrong fuel tanks could\r\nbe avoided: The tanker truck rejects the fill-up\r\nif it is not connected to the correct CNF tank.\r\nExample of improving the robustness of\r\nother solutions:\r\nThe fuel tank level sensor is not a reliable\r\nand accurate solution to determine the\r\ntransferred fuel amount. Using a time-stamp\r\ncould also be critical to ensure synchronicity\r\nand uniqueness of refuelling transactions for\r\nexample if many vehicles are refilling at the\r\nsame time.\r\nBut if there is a communication between\r\nvehicle and filling station, the flowing\r\ninformation can be exchanged (electronic receipt):\r\n• VIN (Vehicle Identification Number)\r\n• Information about filling station and used\r\nnozzle\r\n• Amount of refilled CNF\r\n• Date, Time\r\nWith this information, it’s easy to assign\r\nthe CNF refiling to the right vehicle.\r\nOption 8 – CNF exclusively\r\navailable in EU market\r\nClassic/fossil fuels will be banned in\r\nthe EU (or in certain member states) after\r\n2035 for some or all vehicle categories (e.g.\r\ndiesel or gasoline or methane). All affected\r\nvehicles will have to use CNF. When crossing\r\nthe borders (entry) into the EU (or into\r\naffected member states), suitable measures\r\nmay still have to be defined. The responsible\r\nstakeholder is the legislator.\r\nOption 9 – Mass-Balanced CNF\r\nsupply to each CNF vehicle\r\nResponsible Stakeholders\r\nNOT COVERED\r\nFuels\r\nProducer Importer Refinery Tank Farm Distributor\r\nFilling\r\nStation:\r\nAcceptance\r\nFilling\r\nStation:\r\nDelivery\r\nVehicle\r\nCERTIFICATION SCHEME\r\nHow much CO2 Neutral fuel should be introduced\r\ninto the fuel mix?\r\nTargets must be established for mass balance\r\nsystem, for example:\r\n• Targets based on CO2 Neutral Fuels\r\nonly vehicle proportion in the car park.\r\nUses Existing certification system approved by the EU\r\n111\r\nTarget\r\n1. To supply CO2 neutral fuels into the\r\nmarket-based on the established target.\r\n2. Increasing availability in markets/areas\r\nwhere renewable fuels are not currently available\r\n3. Opportunity for renewable fuels when\r\nproduction or distribution processes do not\r\nallow for differentiation between fossil and renewable\r\ncomponents\r\n4. A mechanism to track CO2 neutral fuels\r\ncan also include sustainability data for easier\r\nreporting.\r\nDescription\r\nMass Balancing is already used in several\r\nsectors today such as:\r\n• Electricity\r\n• Aviation fuel\r\n• Chemical industry\r\n• Biomethane and biofuels\r\nMass Balancing is often used when\r\nproduction or distribution processes do not\r\nallow for differentiation between fossil and renewable\r\ncomponents or when the physical\r\nproduct is not available.\r\nAnother approach is the “Book and\r\nClaim” system. Where the customer claiming\r\nCO2 neutral fuels does not necessarily use the\r\nphysical renewable product, but this mechanism\r\nensures that the same quantity is put on\r\nthe market on a global basis, and therefore\r\nconsumed elsewhere. A certification mechanism\r\nwill keep track of all CO2 neutral fuels\r\nproduced and then claimed.\r\nFor instance, if a certain percentage of\r\nvehicles registered in a market (such as Germany)\r\nare exclusively powered by CNF (%\r\nunit), fuel suppliers are obligated to ensure\r\nthat an equivalent percentage of CO2 neutral\r\nfuel (%vol) is available within the fuel network.\r\nHowever, this method does not provide\r\na mechanism for vehicles to identify whether\r\nthey are running on CO2 neutral fuel. Additionally,\r\nsince there is no distinction between\r\nfuels at the point of sale, the inclusion of CO2\r\nneutral fuels is likely to result in an increase in\r\nthe overall fuel prices in the market.\r\nTo ensure compliance and transparency,\r\nthe proportion of CO2 neutral fuel introduced\r\nmust be verified through existing\r\ncertification processes recognized by the European\r\nUnion.\r\nSystem Layout and Boundary\r\nConditions\r\nThis mechanism consists of 3 aspects:\r\n1. Existing certification schemes in compliance\r\nwith RED II to certify the supply from\r\nthe point of origin to the trader with or without\r\nStorage (Distributor).\r\n2. A set of targets established by EU/National\r\nRegulation that determine the amount\r\nof fuel to be introduced into the fuel mix.\r\n3. There is no distinction between fossil\r\nand CO2 fuels at the retail stations\r\nOption 10 – Fuel Usage\r\nBalancing\r\nThe Fuel usage Balancing is a\r\nsoftware solution that tracks each vehicle's\r\nfuel usage. A device in the vehicle measures\r\nfuel consumption, transmits this data\r\nwirelessly to the software, and stores it in the\r\nvehicle's account. The vehicle operator must\r\npurchase CNF certificates matching the\r\nfuel used. The software platform facilitates\r\nacquiring these certificates and directly\r\ncommunicates with the CNF registry to\r\nvoid used certificates. Based on certificate\r\ncompliance, the system signals the vehicle to\r\nactivate or not activate inducement actions.\r\nDescription\r\nThe Fuel Usage Balancing device\r\nmeasures the amount of fuel, e.g. 250kg of biomethane,\r\nthat is filled into the vehicle’s tank\r\nsystem. The Fuel Usage Balancing device\r\ncan be adapted to all types of fuels, i.e. gaseous,\r\nliquid or electricity. It does not detect the\r\norigin of the fuel, i.e. whether it is fossil or renewable\r\nmethane (=biomethane or synthetic\r\nmethane).\r\nThe Fuel Usage Balancing communicates\r\nover the air with the Fuel Usage Balancing\r\nsoftware solution. The software provides\r\nan account for each individual vehicle,\r\nreceives the amount of fuel-filled information\r\nover the air and attributes a corresponding\r\nnumber of CNF-certificates to this vehicle’s\r\naccount transferring them from the operator’s\r\naccount also provided by the software. The\r\nFuel Usage Balancing software is in direct\r\ncommunication with the CNF-certificates\r\ntrading platform / registry. CNF-certificates\r\nIDs that have been attributed to a vehicle’s account\r\nare transmitted to the trading platform/\r\nregistry and hence voided as having been\r\nused.\r\nThe operator of the vehicle is responsible\r\nfor acquiring a sufficient number of\r\nCNF-certificates in time for each filling process\r\nof the vehicle. The Software is open for\r\nconnecting the operator of the vehicle with\r\nother market players involved in providing\r\nand distributing CNF creating a digital marketplace\r\nfor CNF and CNF certificates. Thus,\r\noperators have easy and convenient access\r\nto acquire CNF-certificates for their vehicles.\r\nIf the amount of fuel filled is covered\r\nby CNF-certificates as required, the software\r\nsends a signal back to the vehicle and the Fuel\r\nUsage Balancing Device enables unrestricted\r\noperation of the vehicle. In case of insufficient\r\nCNF-certificates, the fuel usage balancing\r\ncan implement a wide range of inducement\r\nMARKET PLACE\r\nEU-wide registry for\r\nCNF-Certificates\r\nOngoing EU-activities\r\nCNF-Certificates\r\nTracking Platform\r\nFuel producers\r\nregister their\r\nCNF-certificate\r\nwith the registry\r\nFUEL USAGE BALANCING\r\n100%\r\n25%\r\n50%\r\n75%\r\nCNF-certificate are\r\ntransferred to vehicle’s\r\naccount as vehicle is filled\r\nCNF-Certificate Balance\r\nOperator Account\r\n“Consumed”\r\nCNF-certificates\r\nare void in the\r\nregistry\r\nOperator acquires\r\nCNF-certificates as\r\nrequired for operation\r\nof vehicle\r\nFUB\r\n“FUEL USAGE BALANCING”\r\nDEVICE\r\nIntegrated in Vehicle\r\nIf CNF-Requirement R\r\nis NOT met, inducement\r\nactions are activated\r\nMeasures and transmits\r\namount of fuel filled\r\nFuel bill could be utilized to\r\nverify amount filled\r\nVA - Vehicle Account:\r\nFor all Filling Events\r\nCNF\r\nCertificate\r\nAmount\r\nof Fuel R\r\nFuels\r\nProducer Importer Refinery Tank Farm Distributor Filling Station:\r\nAcceptance\r\nFilling Station:\r\nDelivery\r\nNOT PART OF THE FUEL USAGE BALANCING METHODOLOGY: IT IS OPEN FOR DATA EXCHANGE WITH THE\r\nSUPPLY CHAIN BUT ITS INTEGRATION IS NOT REQUIRED.\r\nSoftware Solution is compatible for and open to third parties for communications to optimize and facilitate a convenient\r\nmarketplace for CNF\r\nGraph 5.4\r\n113\r\nactions up to denial of operation.\r\nHence, the Fuel Usage Balancing is capable\r\nof controlling the operation of individual\r\nvehicles depending on complying with required\r\nCNF-share in operation and it is capable\r\nof activating a broad range of inducement\r\nactions. The device can either (a) directly activate/\r\ndeactivate/limit the filling of or (b) deactivate\r\nor limit the consumption (rate) out of the\r\ntank system itself, or (c) the device can provide\r\nan electronic signal to the vehicle’s on-board\r\ncontrol system for implementation of inducement\r\nactions, or (d) provide data e.g. the actual\r\nCNF-coverage for purposes of monetary\r\nconsequences (incentives to exceed and/or\r\npenalties for missing CNF-certificate coverage).\r\nEach vehicle is equipped with a\r\nFUB-Device (functionality). The rest of the implementation\r\nis software-based. This software\r\nconnects CNF-certificates directly with individual\r\nvehicles. Thus, the Fuel Usage Balancing\r\nMethodology eliminates a major barrier to\r\nalternative fuels — limited filling infrastructure\r\navailability — by enabling the complete supply\r\nchain to operate without any changes.\r\nThe Fuel Usage Balancing software\r\nsolution is certified, its communication is\r\nencrypted, its data storage and verification\r\nmethods ensure a reliable proof for each vehicle’s\r\nCNF compliance. The software solution\r\nprovides interfaces to all other stakeholders\r\nalong the supply chain for their documentation\r\nrequirements if needed. No direct communication\r\nbetween a specific filling station\r\nand a specific vehicle is required.\r\nTechnically, this method tracks the\r\nshare of CNF-fuel used by each vehicle,\r\nwhich is analogue to other methodologies\r\npreviously debated in various drafts of emissions\r\nregulations. The vehicle class “running\r\nexclusively on CNF” equals the requirement\r\nof a 100% actual CNF share. However, during\r\na transitional period, the continuous tracking\r\nof the CNF share and the possibility to\r\n“program” a minimum required CNF share\r\nfor each individual vehicle opens up a wide\r\nrange of incentives and transitional definitions\r\nto facilitate a market-driven transition to CNF.\r\nThis Method works for all types of energy-\r\ncarriers, it is applicable to gaseous fuels as\r\nwell as liquid or electricity. It enables politics to\r\nimplement a wide range of policies and regulations\r\nspecifically tailored to the challenges\r\nof each type of fuel.\r\nSome more aspects about the Fuel Usage\r\nBalancing:\r\n1. It provides extensive flexibility during\r\nthe transitional phase from its introduction until\r\n2035. This flexibility can be decisive for balancing\r\ndemand with CNF-production capacities\r\nover time and can help assure continued\r\ncommercial viability from early on throughout\r\nthe transition period.\r\n2. The CNF-requirements or inducement\r\nactions can be activated depending on the\r\ngeographic position of the vehicle i.e. inducement\r\nactions are only activated within the EU,\r\nselected states of the EU, country-specific (i.e.\r\nroad toll), new Member States of the EU.\r\n3. Fuel Usage Balancing can be deactivated\r\ncompletely if sold outside of the EU.\r\n4. The method provides certainty for impact\r\nof CNF vehicles to vehicle manufacturers\r\nand their CO2-fleet-emissions planning and\r\nreporting purposes as the software provides\r\ncredible tamper-proof verification of CNF-vehicle\r\nnumbers and CNF-shares in use for\r\neach manufacturer.\r\n5. The Fuel Usage Balancing has an interface\r\nfor vehicle manufacturers for service\r\nand repair purposes e.g. if a FUB relevant part\r\nneeds to be replaced due to damage or defect.\r\n6. If fully integrated into the tank system,\r\nthe device can also be retrofitted to existing\r\nvehicles if so desired.\r\n7. Implementation and flexible adaptations\r\nto market developments of the future\r\nare possible, e.g. allow a balancing period, i.e.\r\nCNF certificates coverage needs to reach the\r\nrequired CNF-share level (a) ahead of the filling\r\nprocess or (b) within a certain period after\r\nthe filling process, e.g. a day, week or calendar\r\nyear.\r\n8. Certificates are as reliable as the certificate\r\nscheme itself. As an EU-specific audit is\r\nforeseen for fuel producers that enables them\r\nto issue CNF certificates and as all CNF-certificates\r\nare registered within an EU-wide registry,\r\nonly the available amount will be sold, i.e.\r\ndouble counting is prevented.\r\nDifference to Option 11:\r\n#11: “Combined Mass Balancing – DFTS w/\r\nDigital Handshake”\r\n1. The Fuel Usage Balancing follows the\r\nfundamentally different approach of directly\r\nlinking the vehicle with the CNF-certificates\r\nwithout the need of involvement of any party\r\nin between. This is a key element for a swift and\r\nconvenient transition to CNF as the complete supply\r\nchain can operate without any changes.\r\n2. It shifts the responsibility of acquiring\r\nCNF-certificates to the operator of the vehicle,\r\nthe same entity that is responsible for acquiring\r\nthe fuel.\r\n3. The FUB does not require the key element\r\nof method #11 – a digital handshake\r\nwith the filling station, but rather a handshake\r\nwith the FUB software on the vehicle’s operator\r\nside.\r\n4. A Fuel Usage Balancing is not intended\r\nto physically track CNF, i.e. whether the actual\r\nmolecules are of Carbon-neutral origin or not.\r\nIt is based on the mass-balancing principle\r\napplied and controlled on an individual vehicle\r\nlevel.\r\nOption 11 – Combined –\r\nUpstream: Mass Balancing –\r\nDownstream: DFTS w/ Digital\r\nHandshake)\r\nResponsible Stakeholders\r\nTarget\r\nTo enforce and monitor the amount of\r\nCO2 neutral fuels that are used by CO2 neutral\r\nDIGITAL FUEL TRAKING SYSTEM\r\nFuels\r\nProducer Importer Refinery Tank Farm Distributor\r\nFilling\r\nStation:\r\nAcceptance\r\nFilling\r\nStation:\r\nDelivery\r\nVehicle\r\nCERTIFICATION SCHEME\r\n• Digital Software solution that enables transparency and auditability\r\nof CNFl volumes.\r\n• Provides critical digital handshake to the vehicle to continue\r\nto operate\r\n• If CNF vehicle tanks without a confirmation through a \"digital\r\nhandshake\", the vehicle will not be able to operate and inducement\r\nsystem will be activated.\r\n• Communication from vehicle to fuel supplier about CO2 neutral fuel\r\nvolumes tanked\r\n• Transfer of responsibility from CO2 neutral vehicle owner to fuel provider\r\nto introduce said fuel into the fuel mix through existing scheme\r\n115\r\nOfficial registration\r\nof certificated\r\nand transactions\r\nBuffer database\r\nof transactions\r\nCreation of\r\ncertificates\r\nUNION DATABASE\r\nFUEL\r\nPLATFORM\r\nFUEL\r\nPRODUCER\r\nSUPPLIER\r\nPLATFORM\r\nON-BOARD\r\nDEVICE\r\nNOTE: Standardisation needed to allow interoperability between\r\ncars, supplier platforms and fuel platforms\r\nfuel-only vehicles introduced into the market.\r\nTo enable a transition toward CO2 neutral\r\nfuels while ensuring market viability.\r\nDescription\r\nThis strategy is founded on two core\r\nprinciples: Mass Balancing and DFTS\r\nMass Balancing\r\nSee option 9.\r\nDigital Fuel Tracking System (Software\r\nsolution)\r\nIn this case, DFTS digitally connects\r\nthe data provided by the existing certification\r\nscheme with the CO2 Neutral only vehicle\r\nat the retail station. All data should be stored\r\nand secured in a data-space. The current setup\r\ncould start at the tax warehouse with the\r\nproof of sustainability (PoS) as the main entry\r\ninformation. DFTS solution will be certified\r\nand takes the responsibility for data hosting\r\nand can be considered as a data container to\r\ntake the certificate through the system. The\r\ndata provided by the DFTS will ensure that\r\nthe vehicle only operates with retail stations\r\nthat ensure that their absolute value of CO2\r\nneutral fuel is introduced in their fuel mix.\r\nThe combination of these two principles\r\nallows to operate on a market-driven basis,\r\nmandating that owners of CO2 neutral vehicles\r\nexclusively purchase CO2 neutral fuels.\r\nThese consumers will select their preferred\r\nfuel service provider, which must offer a digital\r\nsoftware solution to facilitate the accurate\r\nallocation of CO2 neutral fuel from the vehicle\r\nowner to the fuel provider, thereby supplying\r\nthe resulting CO2 neutral fuel into the overall\r\nmix.\r\nUnder this system, customers who opt\r\nfor CO2 neutral fuels are not guaranteed to\r\nreceive the physical renewable product, Instead,\r\nthe approach ensures that an equivalent\r\namount of CO2 neutral fuel is supplied to\r\nthe market and consumed elsewhere, aligning\r\nwith the principles of sustainability and\r\nenvironmental responsibility based on the\r\nrenewable energy directive approved certification\r\nschemes. This method emphasizes the\r\nimportance of digital tracking to maintain the\r\nintegrity of the CO2 neutral fuel claims.\r\nThis monitoring solution leverages\r\nboth principles to ensure that the vehicle has\r\nan inducement system mechanism to monitor\r\nthe usage of CO2 neutral fuels.\r\nSystem Layout and boundary\r\nconditions\r\nThis mechanism consists of 2 aspects:\r\n1. Existing certification schemes in compliance\r\nwith RED II to certify the supply from the\r\npoint of origin to the trader with or without Storage\r\n(Distributor).\r\n2. A Software solution that leverages different\r\ndevices that are installed in the filling station\r\nand on the vehicle, which can communicate\r\nwith each other over the air (OTA). The device\r\nin the filling station is in turn connected to the\r\ndigital fuel platform mentioned before. The device\r\non the vehicle is connected to the engine\r\ncontrol unit of the vehicle. Each time that the\r\nCNF vehicles require a filling operation, a new\r\ndigital handshake between the vehicle and the\r\nfilling station takes place. CNF vehicles transmit\r\nto the Fuel supplier the mandate of bringing\r\nCNF to the pool through the fuel digital platform.\r\nOnly if the certificates are available (or can be\r\nbooked), the digital handshake will be completed\r\nsuccessfully, and the vehicle will continue to\r\noperate normally. If CNF is not available or if the\r\nhandshake doesn’t take place, the vehicle activates\r\nthe inducement system (to be defined).\r\nThis software solution will have to be\r\ntransparent and auditable (similar to existing\r\nEuropean certification scheme) to enable a\r\ncorrect and clear accounting of the CO2 neutral\r\nfuel volumes that the fuel supplier has sold\r\nto CNF vehicles. The resulting volume would\r\nhave to be introduced to the fuel mix accompanied\r\nwith the respective European certificate\r\napplicable for the CO2 neutral fuel.\r\nThe filling station (publicly available or\r\nfor captive fleets) is connected to this digital\r\nplatform and ‘consumes’ the certificates according\r\nto the amount of delivered fuel. The\r\nplatform will offer the possibility of defining\r\ndifferent compensation criteria, such as the\r\nfull compensation between fuel delivered\r\nand acquired certificates at the end of a predefined\r\nperiod (for example once a month).\r\nThis solution leverages the existing fuel\r\nsupply infrastructure and certification scheme\r\nfor RFNBOs and biofuels of the European Union\r\n(REDII/III) to provide a robust solution that\r\nenforces the use of CO2 neutral fuel vehicles\r\nin the market, as long as they tank CO2 neutral\r\nfuel.\r\nThis solution has a market-driven approach\r\nas the CO2 neutral vehicle owners will\r\nhave the mandate to only buy CO2 neutral fuels.\r\nThey will choose their fuel service provider\r\nwhich will need to have a software solution\r\navailable that allows for the correct transfer\r\nfrom the vehicle owner to the fuel provider\r\nto introduce the CO2 neutral fuel into the fuel\r\nmix.\r\nSimilar to solution 5 (DFTS 100%), this\r\napproach enables for an efficient deployment\r\nof CO2 neutral fuels into the market which\r\nleverages the existing infrastructure and minimizes\r\nunnecessary costs in order to successfully\r\ndecarbonise this new type of vehicle\r\nclass. Furthermore, by leveraging existing\r\ncertification schemes, certification of sustainable\r\nfuels will be kept harmonized based on\r\nthe Renewable Energy Directive.\r\n9.2. Description of\r\nRelevant Regulations\r\n117\r\nCategory A: Other regulations that suggests requirements towards CNF Definition, Fuelling Monitor or Fuelling Inducement\r\nSystem\r\nCategory B: Other regulation that might adopt its scope with introduction of new vehicle category running exclusively on CNF\r\nAbbreviated\r\nRegulation\r\nCategory Context\r\nRED A The European Renewable Energy Directive (RED III) is part of the “Fit for 55” package, increases\r\nthe ambition of the 2030 renewable energy target and sets concrete targets for Member States\r\nto meet in sectors such as industry, transport and buildings (district heating and cooling).\r\n1. Overall objective:\r\nRED III aims to increase the share of renewable energy in the EU’s overall energy consumption\r\nto 42.5% by 2030, with an additional indicative target of 2.5%.\r\n2. Definitions:\r\n‘Renewable fuels’ means biofuels, bioliquids, biomass fuels and renewable fuels of non-biological\r\norigin;\r\n‘Biofuels’ means liquid fuel for transport produced from biomass;\r\n‘Biomass’ means the biodegradable fraction of products, waste and residues from biological\r\norigin from agriculture, including vegetable and animal substances, from forestry and related\r\nindustries, including fisheries and aquaculture, as well as the biodegradable fraction of waste,\r\nincluding industrial and municipal waste of biological origin;\r\n‘Renewable fuels of non-biological origin’ means liquid and gaseous fuels the energy content\r\nof which is derived from renewable sources other than biomass\r\n3. Transport Sector\r\nMember States must choose between two compliance options:\r\nA binding share of at least 29% renewables in the final energy consumption in the transport\r\nsector by 2030.\r\nA binding target to reduce greenhouse gas intensity in transport by 14.5% within the same\r\ntime-frame.\r\nThe new rules also set a combined binding secondary target of 5.5% for advanced biofuels\r\n(feedstocks set in Annex IX part A) with at least 1% of RFNBO in the share of renewable energy\r\nsupplied to the transport sector by 2030.\r\nThe energetic quotas include several multipliers e.g. a double counting for advanced biofuels\r\nand RFNBOs\r\nSustainability and greenhouse gas criteria: Renewable fuels must meet the sustainability\r\ncriteria set in the Directive to ensure that there is no adverse impact on biodiversity and the food\r\nand feed chain. In addition, all renewable fuels must meet emission reductions (50-65% biofuels,\r\n70% RFNBOs).\r\nEurovignette B Regulation for truck toll system within the EU. Different CO2 classes exist based on tailpipe CO2\r\nvalue. CNF trucks may have a huge economic benefit if they are considered as zero-emission\r\nvehicles in this regulation.\r\nCO2 emission class 5 – zero-emission vehicles explicitly including vCNF. See Recital (26) In\r\norder to reward the best performing heavy-duty vehicles, Member States should be allowed to\r\napply the highest level of reductions in charges to vehicles operated without tailpipe emissions.\r\nGHG Accounting\r\nTransport\r\nServices\r\nB \"Input data and sources – providing a harmonised approach to input data, by creating incentives\r\nto use primary data, permitting modelled data, increasing the reliability, accessibility and\r\nappropriateness of default values, and mitigating discrepancies between national, regional and\r\nsectoral datasets.\" vCNF should take default data \"0\" but receive full incentive as primary data.\r\nCVD B Clean heavy-duty vehicles should be defined through the use of alternative fuels in line with\r\nDirective 2014/94/EU. Where liquid biofuels, synthetic or paraffinic fuels are to be used by procured\r\nvehicles, contracting authorities and contracting entities have to ensure, through mandatory\r\ncontract clauses or through similarly effective means within the public procurement procedure,\r\nthat only such fuels are to be used in those vehicles. vCNF need to be recognised without\r\nfurther public fuel procurement procedures.\r\nDE-EstG B CNF income tax reduction.\r\nCyber Resilience\r\nAct\r\nA Requirements on cyber security for digital solutions shall comply with this Expert Regulation, +\r\nUN155.\r\nEU7 A CO2 targets Regulation (EU) 2019/631 mentions in Article 1.2 “... measured in accordance with\r\nRegulation (EU) 2017/1151”. This means the emissions type-approval legislation contains the CO2\r\nmeasurement procedure (in Annex XXI). CO2 measured at tailpipe is used, there is no recognition\r\nof CNF.\r\nEuro 7 is published as Regulation (EU) 2024/1257, defining general obligations for manufacturers\r\nrequesting an emissions type approval of an LDV or HDV vehicle. The implementing legislation\r\nwith details of the measurement procedures is still under development. Only remaining\r\nreference to special vehicle category for CO2-neutral fuels is in Recital 30: “Where the Commission\r\nmakes a proposal for the registration after 2035 of new light-duty vehicles that run exclusively\r\non CO2 neutral fuels outside the scope of the CO2 fleet standards, and in conformity with\r\nUnion law and the Union’s climate-neutrality objective, this Regulation will need to be amended\r\nto include the possibility to type-approve such vehicles.”\r\nImplementing\r\nAct under ETS\r\nA Under ETS (art.14.1), a zero-emission factor is attributed to the biomass in all sectors under this\r\nDirective, including aviation, maritime and transport. However, RFNBOs and RCFs are also considered\r\nas zero, raccording to a new Implementation Act in summer 2024.\r\nIPCC Guidelines B Defines accounting rules for national CO2 inventories, all sectors incl road transport. Biofuels\r\ndefined as carbon neutral, eFuels not defined and hence might be treated with TTW logic like\r\nfossil.\r\nADR B European Agreement concerning the International Carriage of Dangerous Goods by Road”. The\r\nADR comprises regulations for road transport with regard to packaging, load securing, classification\r\nand labelling of dangerous goods. Today, all EU members are also signatories to the\r\nADR. The ADR becomes effective through implementation in the respective national law. The\r\nprovisions of the ADR are thus legally anchored and thus mandatory for the transport of dangerous\r\ngoods. Furthermore, the ADR regulates how infringements or complete disregard of the\r\nregulations are handled and sanctioned.\r\nRID B The Regulation concerning the International Carriage of Dangerous Goods by Rail (RID). This\r\nRegulation applies to international traffic. Directive 2008/68/EC transposes RID into the EU’s\r\ninternal law, including for national transport. The provisions on the carriage of dangerous goods\r\nby rail are also harmonised with the provisions for road transport (ADR) and inland waterways\r\ntransport (ADN).\r\nADN B The European Agreement concerning the International Carriage of Dangerous Goods by Inland\r\nWaterways (ADN) aims at ensuring a high level of safety of international carriage of dangerous\r\ngoods by inland waterways; contributing effectively to the protection of the environment by preventing\r\nany pollution resulting from accidents or incidents during such carriage; and facilitating\r\ntransport operations and promoting international trade in dangerous goods.\r\nEN228 B Automotive fuels - Unleaded petrol - Requirements and test methods. This European Standard\r\nspecifies requirements and test methods for marketed and delivered unleaded petrol. It is applicable\r\nto unleaded petrol for use in petrol engine vehicles designed to run on unleaded petrol.\r\nEN590 B Automotive fuels - Diesel - Requirements and test methods. This European Standard specifies\r\nrequirements and test methods for marketed and delivered automotive diesel fuel. It is applicable\r\nto automotive diesel fuel for use in diesel engine vehicles designed to run on automotive\r\ndiesel fuel.\r\nEN589 A Specifies requirements and test methods for marketed and delivered automotive liquefied petroleum\r\ngas (LPG), with LPG defined as low pressure liquefied gas composed of one or more\r\nlight hydrocarbons which are assigned to UN 1011, 1075, 1965, 1969 or 1978 only and which consists\r\nmainly of propane, propene, butane, butane isomers, butenes with traces of other hydrocarbon\r\ngases.\r\nThis standard is applicable to automotive LPG for use in LPG engine vehicles designed to run on\r\nautomotive LPG. It could accommodate BioLPG.\r\n119\r\nEN15940 B Automotive fuels - Paraffinic diesel fuel from synthesis or hydro-treatment - Requirements and\r\ntest methods. This European Standard describes requirements and test methods for marketed\r\nand delivered paraffinic diesel fuel containing a level of up to 7,0 % (V/V) fatty acid methyl ester\r\n(FAME). It is applicable to fuel for use in diesel engines and vehicles compatible with paraffinic\r\ndiesel fuel. It defines two classes of paraffinic diesel fuel: high cetane and normal cetane.\r\nEN858-1 B Separator systems for light liquids (e.g. oil and petrol). Principles of product design, performance\r\nand testing, marking and quality control. This standard specifies definitions, nominal sizes, principles\r\nof design, performance requirements, marking, testing and quality control for separator\r\nsystems for light liquids. This standard applies to separator systems for light liquids, where light\r\nliquids are separated from wastewater by means of gravity and/or coalescence.\r\nEN858-2 B Separator systems for light liquids (e.g. oil and petrol). Selection of nominal size, installation,\r\noperation and maintenance. This European Standard applies to separator systems used to separate\r\nhydrocarbons of mineral origin from wastewater. It does not apply to grease and oils of\r\nvegetable or animal origin nor to separation of emulsions or solutions. This European Standard\r\nprovides guidance on the selection of nominal sizes, as well as the installation operation and\r\nmaintenance of light liquid separators manufactured in accordance with EN 858‑1. It also gives\r\nadvice on the suitability of cleansing agents if they are discharged to a separator.\r\nTRBS-3151 B Machinery and System Safety: Vermeidung von Brand-, Explosions- und Druckgefährdungen an\r\nTankstellen und Gasfüllanlagen zur Befüllung von Landfahrzeugen\", or respective EU/national\r\nregulations.\r\n10th BlmSchV B Tenth Ordinance on the Implementation of the Federal Emission Control Act (Ordinance on the\r\nProperties and the Labelling of the Qualities of Fuels - 10th BImSchV.\r\nDWA TrWS 781 B Technical guideline for water-hazardous substances - Filling stations for motor vehicles. The\r\nTrWS is a generally accepted rule for the technical and operational requirements for filling stations\r\nfor motor vehicles.\r\nEN15293 B Automotive fuels - Automotive ethanol (E85) fuel - Requirements and test methods. This document\r\nspecifies requirements and test methods for marketed and delivered automotive ethanol\r\n(E85) fuel. It is applicable to automotive ethanol (E85) fuel for use in spark ignition engine vehicles\r\ndesigned to run on automotive ethanol (E85) fuel.\r\nEU Taxonomy B Annex 6.5.: \"Acquisition, financing, hiring, leasing and operation of vehicles of categories M1\r\n(232), N1 (233), both of which are covered by Regulation (EC) No 715/2007 of the European\r\nParliament and of the Council (234), or L (two- and three-wheeled vehicles and quadricycles)\r\n(235).\"\r\nAnnex 6.6.: \"\"Acquisition, financing, leasing, rental and operation of vehicles of classes N1,\r\nN2 (240) or N3 (241) for the carriage of goods by road that fall under the EURO VI standard (242)\r\nstage E or its successor.\"\r\nCO2 Emissions\r\nPe r f o rmanc e\r\nStandards for\r\nnew passenger\r\ncars and for new\r\nlight commercial\r\nvehicles\r\nB In 2019, the EU published the CO2 emissions performance standards for new passenger cars and\r\nfor new light commercial vehicles (2019/631), replacing the regulations 443/2009 and 510/2011\r\nwith stricter targets for 2025 and 2030. These standards apply to light-duty vehicles, including\r\nboth passenger cars (M1) and light commercial vehicles (N1). As part of the Fit-for-55 package,\r\nthe regulation was revised in 2023 to align with the EU's greenhouse gas emissions targets,\r\naiming for a reduction of 55% by 2030 and to achieve climate neutrality by 2050.\r\nSince 2021, the average emissions target has been set at 95 gCO2/km for passenger cars\r\nand 147 g CO2/km for light commercial vehicles, based on the NEDC (New European Driving\r\nCycle) emission test procedure. For targets applicable from 2025 onwards, emissions will be\r\nmeasured using the WLTP (Worldwide Harmonised Light Vehicles Test Procedure), with the\r\n2021 average emissions as a baseline. These baseline values have been adjusted using the ratio\r\nof measured WLTP to the declared NEDC CO2 emissions, resulting in a 118 gCO2/km for passenger\r\ncars and 205 gCO2/km for light commercial vehicles.\r\nIn the 2023 revision of the regulation, the 2030 reduction targets were strengthened, increasing\r\nfrom -37.5% to -55% for new cars and -31% to -50% for light commercial vehicles,\r\nrelative to the 2021 baseline. This translates to targets of 95g CO2/km for passenger cars and\r\n147 g/km for light commercial vehicles. Furthermore, the revision introduced a 100% reduction\r\ntarget for both cars and light commercial vehicles, effectively setting the target at 0 gCO2/km.\r\nSince these standards focus only on tank-to-wheel CO2 emissions and not on the total\r\ngreenhouse gas emissions of a vehicle over its lifetime, they essentially limit the viable technology\r\noptions to vehicles with zero greenhouse gas emissions during their use phase. This\r\napproach, rather than adopting a more technology-neutral stance that also considers the wellto-\r\ntank CO2 emissions, narrows the range of potential solutions and fails to fully address these\r\nemissions, potentially undermining the goal of climate neutrality by 2050. However, the revised\r\nregulation includes a provision for the development of a life cycle assessment methodology by\r\nthe European Commission by December 2025, where vehicle manufacturers may voluntarily\r\nreport their life cycle CO2 emissions from January 2026.\r\nThe regulation also includes several other provisions such as an incentive mechanism for\r\nzero- and low-emission vehicles to encourage their uptake of in the market, financial penalties\r\nto manufacturers that exceed their fleet average targets, pooling options of manufacturers to\r\njointly meet their emissions targets and eco-innovations aimed at promoting the development\r\nof technologies that reduce real-world CO2 emissions that are not reflected in the type-approval\r\nprocess. Additionally, a revision of the regulation is required in 2026, based on a biennial report\r\nby the European Commission, to assess its progress and effectiveness.\r\nCO2 Emissions\r\nPerformance\r\nStandards for\r\nnew Heavy-Duty-\r\nVehicles\r\nB Manufacturers will have to comply with targets for fleet-wide average CO2 emissions starting\r\nfrom 2025. These targets will apply to new HDVs registered in the reporting period of a given\r\nyear, namely from 1 July of that year to 30 June of the following year.\r\nThe amended Regulation has a wider scope, covering nearly all emissions from HDVs as it applies\r\nnot only to heavy lorries but also to medium lorries, city buses, coaches, and trailers. As illustrated\r\nbelow, the revised targets are also more ambitious, aiming for increasing CO2 emission\r\nreductions in the coming decades:\r\n• 45% by 2030\r\n• 65% by 2035\r\n• 90% by 2040\r\nDefinition for zer-emission and low-emission vehicles exist. Apply financial penalties in case of\r\nnon-compliance with CO2 targets. The penalty level is set at 4,250 euro per gCO2/tkm, starting\r\nfrom 2025.\r\nUnion Database\r\n(UDB)\r\nB The RED II envisions the application of a “Union database” (UDB) for liquid and gaseous transport\r\nfuels (see Art. 28(2) Directive (EU) 2018/2001 – RED II). The database aims to ensure the\r\ntracing of liquid and gaseous transport fuels that are eligible for being counted towards the\r\nshare of renewable energy in the transport sector in any Member State.\r\nEN13012 This document specifies safety and environmental requirements for the construction and performance\r\nof nozzles to be fitted to metering pumps and dispensers installed at filling stations\r\nand which are used to dispense liquid fuels and aqueous urea solution into the tanks of motor\r\nvehicles, boats and light aircraft and into portable containers, at flow rates up to 200l/min-1.\r\nEN 16321-1 and 2\r\nScope\r\nThis European Standard specifies the measurement and test methods for the efficiency assessment\r\nof petrol vapour recovery systems for service stations (Stage Il).\r\n121\r\nEN 13760:2021\r\nLPG equipment\r\nand accessories\r\n- Automotive\r\nLPG filling\r\nsystem for light\r\nand heavy duty\r\nvehicles - Nozzle,\r\ntest requirements\r\nand\r\ndimensions\r\nThis document specifies the minimum design, construction, test requirements and the critical\r\ndimensions for filling nozzles for the dispensing of automotive Liquefied Petroleum Gas (LPG) to\r\nvehicles of categories M and N, as defined in Regulation (EU) 2018/858, that are fitted with the\r\nEuro filling unit (light-duty or heavy-duty).\r\nEN 14678-1:2013\r\nLPG equipment\r\nand accessories\r\n- Construction\r\nand performance\r\nof LPG\r\nequipment for\r\nautomotive\r\nfilling stations -\r\nPart 1: Dispensers\r\nThis European Standard covers the requirements for the design, manufacture, testing and marking\r\nof LPG dispensers for automotive LPG filling stations with a maximum allowable pressure of\r\n25 bar (2 500 kPa).\r\nEN 14678-3:2013\r\nLPG equipment\r\nand accessories\r\n- Construction\r\nand performance\r\nof LPG\r\nequipment for\r\nautomotive\r\nfilling stations -\r\nPart 3: Refuelling\r\ninstallations\r\nat commercial\r\nand industrial\r\nContains the equipment and installation requirements for LPG refuelling installations, which are\r\nrequired to safely dispense LPG at commercial and industrial premises.\r\nEN 13856: 2002\r\nMinimum requirements\r\nfor\r\nthe content of\r\nthe user manual\r\nfor automotive\r\nLPG systems\r\nThis standard specifies the minimum requirements for the contents of the user manual for Automotive\r\nLPG propulsion systems fitted in road vehicles.\r\nEN16942: + A1:\r\n2021 Fuels -\r\nIdentification of\r\nvehicle compatibility\r\n- Graphical\r\nexpression for\r\nconsumer information\r\n- Use of\r\nlabels described\r\nin the standard\r\nand creation of\r\na repository of\r\nsymbols\r\nThis standard lays down harmonized identifiers for marketed liquid and gaseous fuels. The requirements\r\nin this standard are to complement the informational needs of users regarding the\r\ncompatibility between the fuels and the vehicles that are placed on the market. The identifier is\r\nintended to be visualized at dispensers and refuelling points, on vehicles, in motor vehicle dealerships\r\nand in consumer manuals as described in this document.\r\nMarketed fuels include for example petroleum-derived fuels, synthetic fuels, biofuels, natural\r\ngas, LPG, hydrogen and biogas and blends of the aforementioned delivered to mobile applications.\r\nISO 9158 B Nozzle outside diameter unleaded gasoline: max. 21,3mm\r\nISO 9159 B Nozzle outside diameter leaded gasoline and diesel ≤50 L/minute: min. 23,6 mm to max. 25,5\r\nmm.\r\nISO 13331 Scope B This International Standard ensures compatibility between new petrol-powered vehicle designs\r\nand refuelling vapour recovery nozzles — both active and passive systems — by their dimensions\r\nand specifications.\r\nSAE J 285 Scope B This SAE Recommended Practice provides standard dimensions for liquid fuel dispenser nozzle\r\nspouts and a system for differentiating between nozzles that dispense liquid into vehicles with\r\nspark ignition and compression ignition...\r\nSAE J1140 Scope B This SAE Recommended Practice was developed primarily for gasoline-powered passenger car\r\nand truck applications to interface vapour recovery systems, but may be used in diesel applications,...\r\nfor filling.\r\nSAE J829 / SAE\r\nJ1114 / SAE J\r\n3144\r\nB Different fuel filler caps that are in use with the equipment that is defined above.\r\nISO 21058:2019\r\nRoad vehicles —\r\nDimethyl Ether\r\n(DME) refuelling\r\nconnector\r\nThis document applies to Dimethyl Ether refuelling connectors, which consist of the Nozzle\r\n(mounted on dispenser side) Receptacle (mounted on vehicle). Referred to in this document as\r\nD15.\r\nISO 24605:2024\r\nRoad vehicles —\r\nDimethyl ether\r\n(DME) refuelling\r\nconnector with\r\npressure equalizing\r\nport\r\nIt applies only to dimethyl-ether refuelling connectors with a pressure-equalising port, with a\r\npressure-equalising port consists of a nozzle with a pressure-equalising port and a receptacle\r\nwith a pressure-equalising port (mounted on vehicle). The refuelling nozzle and pressure-equalising\r\nport are integrated so that the connecting of the refuelling path and pressure-equalising\r\npath is performed with a single action (mounted on the dispenser side). Referred to in this document\r\nas M15.\r\nISO 17840-\r\n4:2018 Road vehicles\r\n- Information\r\nfor first and\r\nsecond responders\r\n- Part 4: Propulsion\r\nenergy\r\nidentification\r\nThis document defines the labels and related colours for indication of the fuel and/or energy\r\nused for propulsion of a road vehicle, especially in the case of new vehicle technology and/or\r\npower sources, including hybrid drive lines.\r\nISO 14469:2017\r\nRoad vehicles\r\n- Compressed\r\nnatural gas\r\n(CNG) refuelling\r\nconnector\r\nB It specifies CNG refuelling nozzles and receptacles constructed entirely of new and unused\r\nparts and materials, for road vehicles powered by compressed natural gas.\r\nISO 16380:2014\r\n+ Amd1:2016\r\nRoad vehicles\r\n- Blended fuels\r\nrefuelling connector\r\nB It applies to compressed blended fuels (CNG/H2) vehicle nozzles and receptacles hereinafter\r\nreferred to as devices, constructed entirely of new, unused parts and materials.\r\nISO 12617:2015\r\nRoad vehicles\r\n- Liquefied natural\r\ngas (LNG)\r\nrefuelling connector\r\n- 3,1 MPa\r\nconnector\r\nB It specifies liquefied natural gas (LNG) refuelling nozzles and receptacles constructed entirely\r\nof new and unused parts and materials for road vehicles powered by LNG. This International\r\nstandard is applicable only to such devices designed for a maximum working pressure of 3,4\r\nMPa (34 bar) to those using LNG as vehicle fuel and having standardized mating components.\r\n123\r\nISO TS\r\n21104:2019 Road\r\nvehicles - Liquefied\r\nnatural gas\r\n(LNG) integrated\r\nlow pressure\r\nrefuelling and\r\nventing connector\r\n- 1,8 MPa\r\nconnector\r\nB Withdrawn standard which specifies liquefied natural gas (LNG) refuelling nozzles and receptacles\r\nconstructed entirely of new and unused parts and materials for road vehicles powered by\r\nLNG. This document is applicable only to such devices designed for a working pressure of 1,8\r\nMPa to those using LNG as vehicle fuel and having standardized mating components.\r\nISO 16923:2016\r\nNatural gas fuelling\r\nstations -\r\nCNG stations for\r\nfuelling vehicles\r\nB It covers the design, construction, operation, inspection and maintenance of stations for fuelling\r\ncompressed natural gas (CNG/biomethane) to vehicles, including equipment, safety and control\r\ndevices. The nozzle is not included in this standard.\r\nISO 16924:2016\r\nNatural gas fuelling\r\nstations -\r\nLNG stations for\r\nfuelling vehicles\r\nB It specifies the design, construction, operation, maintenance and inspection of stations for fuelling\r\nliquefied natural gas (LNG/bioLNG) to vehicles, including equipment, safety and control\r\ndevices. The nozzle is not included in this standard.\r\nISO 19825:2018\r\nRoad vehicles -\r\nLiquefied petroleum\r\ngas (LPG)\r\nrefuelling connector\r\nIt applies to Liquefied Petroleum Gas vehicle nozzles and receptacles, which have a gauge service\r\npressure in the range of 110 kPa (Butane rich at 20 °C) and 840 kPa (Propane at 20°C).\r\nUNECE Regulation\r\n115\r\nThis Regulation applies to:\r\nPart I: Specific LPG retrofit systems to be installed in motor vehicles for the use of LPG in\r\nthe propulsion system.\r\nPart II: Specific CNG retrofit systems to be installed in motor vehicles for the use of CNG in\r\nthe propulsion system.\r\nUNECE Regulation\r\n110 revision\r\n7 – May 2024\r\nUniform provisions concerning the approval of:\r\nI. Specific components of motor vehicles using compressed natural gas (CNG) and/or liquefied\r\nnatural gas (LNG) in their propulsion system\r\nII. Vehicles with regard to the installation of specific components of an approved type for\r\nthe use of compressed natural gas (CNG) and/or liquefied natural gas (LNG) in their propulsion\r\nsystem.\r\n* This is not an exhaustive list\r\n*Equivalents might be used to technical standards\r\nDrop-in Fuels\r\nDiesel Engine\r\n(Compression Ignition)\r\nPetrol Engine\r\n(Positive Ignition)\r\nLiquefied Petroleum Gas\r\n(LPG) Engine\r\n(Positive Ignition)\r\nNatural Gas Vehicle (NGV)\r\nEngine\r\n(positive Ignition)\r\nDiesel type HVO, Biodiesel,\r\nDiesel type eFuel (eDiesel)\r\nPetrol type HVO (bionaphta),\r\nBioethanol, Petrol type\r\neFuel (eGasoline), Ethanol-\r\nto-Gasoline (ETG), Methanol-\r\nto-Gasoline (MTG),\r\nbioETBE\r\nLPG type HVO (bioLPG), LPG\r\ntype efuel (eLPG), renewable\r\nDiMethylEther, eDiMethyl-\r\nEther (from eMethanol)\r\nBiomethane, eMethane\r\nB7: 7% biodiesel + 93% of\r\nmixture of Diesel HVO and\r\neDiesel (EN 590)\r\nE10: up to 10% bioethanol, up\r\nto 22% bioETBE + mixture\r\nof bionaphta, bioETBE, ETG,\r\nMTG, and eGasoline. (EN\r\n228)\r\n100% bi-LPG (EN 589) 100% biomethane (EN 16723-\r\n2)\r\nB10: 10% biodiesel + 90% of\r\nmixture of Diesel HVO and\r\neDiesel (EN 16734)\r\nE20: Up to 20% bioethanol,\r\nup to 22% bioETBE + mixture\r\nof bionaphta, bioETBE, ETG,\r\nMTG and eGasoline. (EN\r\nXXX) On going discussions at\r\nCEN level\r\nBioPropane and renewable\r\npropane with up to 12% dropin\r\nrenewable DME\r\nMixture biomethane and\r\neMethane\r\nB20: 20% biodiesel + 80% of\r\nmixture of Diesel HVO and\r\neDiesel (EN 16 709)\r\nE85: 60% to 85% bioethanol\r\nand 15% to 40% other renewable\r\nfuels (bionaphta, bioETBE,\r\neGasoline or ETG, MTG or\r\nmixture of those). (EN 15293)\r\nRenewable DME and renewable\r\nLiquid Gas blends for\r\nDrop-In and Non-Drop-In\r\nDME.\r\n100% eMethane\r\nB30: 30% biodiesel + 70% of\r\nmixture of Diesel HVO and\r\neDiesel (EN 16 709)\r\n98-E5: around 14% bioETBE\r\n+ complement with a mixture\r\nof bionaphta, ETG, MTG and\r\neGasoline. (EN 228)\r\nRenewable & Recycled Carbon\r\nDME Diesel engines or\r\nblended with 100% BioLPG/\r\nBioPropane\r\nB100: 100% biodiesel (EN 14\r\n214)\r\nStandard for DME and LPGDME\r\nblends are in the process\r\nto be developed.\r\nList of possible CO2 Neutral Fuels (already commercialised today or possibly commercialised\r\nin the future)\r\nList of\r\nrenewable\r\ncomponents\r\nHDV & LDV LDV LDV & HDV HDV & LDV\r\nHVO100: 100% Diesel type\r\nHVO (EN 15940)\r\nMixture bioLPG and eLPG\r\n(EN 589)\r\n100% eDiesel (EN 15940) 100% eLPG (EN589)\r\nED95: 95% bioethanol + 5%\r\ncetane improver\r\n9.3. List of Possible CO2\r\nNeutral Fuels at the\r\nPump by Type of Engine\r\nTechnology\r\nNon Drop-in Fuels\r\nDiesel Engine (Compression Ignition) Otto Engine (Positive Ignition)\r\neDME & bioDME\r\nBlends of Diesel type renewable hydrocarbons\r\nand renewable alcohols\r\nM100 (ISO 6583, eMethanol and biomethanol)\r\nfor PC, HDV and off-road vehicles\r\n* This is not an exhaustive list\r\n125\r\nAbbreviation Full Name\r\nHVO Hydro-treated Vegetable Oil\r\nICE Internal Combustion Engine\r\nISCC International Sustainability and Carbon\r\nCertification\r\nLCA Life-Cycle Analysis\r\nLDV Light Duty Vehicle\r\nLNG Liquefied Natural Gas\r\nMtD Methanol to middle distillates\r\nMTG Methoxytriglycol\r\nNFC Near Field Communication\r\nNIR Sensor Near-infrared spectroscopy\r\nOBD On-board diagnostic systems\r\nOEMs Original Equipment Manufacturer\r\nOPEX Operational Expenditures\r\nPoS Proof of Sustainability\r\nRFNBO Renewable Fuels of Non-Biological\r\nOrigin\r\nSAF Sustainable Aviation Fuel\r\nTCMV Technical Committee on Motor Vehicles\r\nUCO Used Cooking Oil\r\nUDB Union database\r\nW-t-W Well to Wheel\r\nXTL Anything to Liquid\r\nZEV Zero Emission Vehicle\r\nAbbreviation Full Name\r\nBEV Battery Electric Vehicle\r\nbioETBE Bio Ethyl Tertiary-Butyl Ether\r\nBLE Federal Office for Agriculture and\r\nFood of Germany\r\nCAPEX Capital Expenditures\r\nCBAM Carbon Border Adjustment Mechanism\r\nCCS Carbon Capture Storage\r\nCNF CO2 Neutral Fuel\r\nCNG Compressed Natural Gas\r\nCOREPER Committee of Permanent Representatives\r\nin the European Union\r\nDFTS Digital Fuel Tracking System\r\nDG CLIMA Directorate General for Climate Action\r\nDG GROW Directorate General for Internal Market,\r\nIndustry, Entrepreneurship and\r\nSMEs\r\nDME DiMethylEther\r\nECU Engine Control Unit\r\nETG Ethyl glucuronide\r\nFAME Fatty Acid Methyl Ester\r\nFUB Fuel Usage Balancing\r\nGTL Gas-to-Liquid\r\nHDV Heavy Duty Vehicle\r\nHEFA Hydro processed Ester and Fatty Acids\r\n9.4. List of Abbreviations\r\nREFERENCES\r\nACEA. \"New Car Registrations: +13.9% in 2023; Battery Electric 14.6% Market Share.\"\r\nAccessed November 13, 2024. https://www.acea.auto/pc-registrations/new-carregistrations-\r\n13-9-in-2023-battery-electric-14-6-market-share/.\r\nACEA. \"Vehicles on European Roads.\" Accessed November 13, 2024. https://www.acea.\r\nauto/files/ACEA-Report-Vehicles-on-European-roads-.pdf\r\nBioethanol Carburant. \"Rapport Etude IFPEN ACV PHEV E85 2022-2030-2040.\" September\r\n2024. https://www.bioethanolcarburant.com/wp-content/uploads/2024/09/\r\nRapport_Etude-IFPEN-ACV-PHEV-E85-2022-2030-2040-1.pdf.\r\nBioethanol France. \"Evaluation des performances sur véhicule de carburants renouvelables\r\nà haute teneur en éthanol.\" August 2024. https://bioethanolfrance.fr/wp-content/\r\nuploads/2024/08/Evaluation-des-performances-sur-vehicule-de-carburants-\r\nrenouvelables-a-haute-teneur-en-ethanol_VF.pdf.\r\nCerulogy. \"What Role for Electrofuel Technologies in European Transport's Low Carbon\r\nFuture?\" Transport & Environment, November 2017. https://www.transportenvironment.\r\norg/uploads/files/2017_11_Cerulogy_study_What_role_electrofuels_final_\r\n0.pdf.\r\nConcawe. \"eFuels: A Techno-Economic Assessment of European Domestic Production\r\nand Imports Towards 2050.\" Accessed November 13, 2024. https://www.concawe.\r\neu/publication/e-fuels-a-techno-economic-assessment-of-european-domestic-\r\nproduction-and-imports-towards-2050/.\r\nConcawe. \"Low-Carbon Liquid Fuels: Exploring Potential Ways to Contribute to the 2050\r\nEU Climate Ambition Goals.\" Concawe Review 30, no. 2 (January 2022). 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LUT University and Deutsche Energie-Agentur GmbH\r\n(dena). Lappeenranta, Berlin.\r\nScarlat, Nicolae, Jean-François Dallemand, Fabio Monforti-Ferrario, and Viorel Nita.\r\n\"The Role of Biomass and Bioenergy in a Future Bioeconomy: Policies and Facts.\"\r\nEnvironmental Development 15 (2015): 3-34. https://publications.jrc.ec.europa.\r\neu/repository/handle/JRC98626.\r\nSNPAA. Study on fully renewable E85 fuel executive summary April 2024, April\r\n2024 https://snpaa.wimi.pro/shared/#/file/2f2c1217c9bee3aa57e015dd-\r\n26b06a3c0f686b9d98f549bfa2cf24979382a0ae.\r\nSwiss Federal Council. \"Bundesrat beschliesst Einführung eines Anrechnungssystems\r\nfür erneuerbare Treibstoffe.\" June 26, 2024. https://www.admin.ch/gov/de/start/\r\ndokumentation/medienmitteilungen.msg-id-101588.html.\r\nTable.Media. \"CO2 Neutral Fuels.\" September 2023. https://table.media/wp-content/\r\nuploads/2023/09/CO2-neutral-fuels-clear.pdf.\r\nThe Role of E-Fuels in Decarbonising Transport, by the IEA (January 2024)\r\nUNECE. \"UN Regulation No. 155 - Cyber Security and Cyber Security Management System.\"\r\nMarch 2021. https://unece.org/transport/documents/2021/03/standards/\r\nun-regulation-no-155-cyber-security-and-cyber-security.\r\nUNECE. \"UN Regulation No. 156 - Software Update and Software Update Management\r\nSystem.\" March 2021. https://unece.org/transport/documents/2021/03/standards/\r\nun-regulation-no-156-software-update-and-software-update\r\n\r\nFor further information and press enquiries\r\nplease contact the WGMM Secretariat:\r\noffice-wgmm@vbcoll.de"},"recipientGroups":[{"recipients":{"parliament":[],"federalGovernment":[{"department":{"title":"Bundesministerium für Digitales und Verkehr (BMDV) (20. WP)","shortTitle":"BMDV (20. WP)","url":"https://bmdv.bund.de/DE/Home/home.html","electionPeriod":20}}]},"sendingDate":"2024-12-12"}]}]},"contracts":{"contractsPresent":false,"contractsCount":0,"contracts":[]},"codeOfConduct":{"ownCodeOfConduct":false}}