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Abdulla Ali, Maryam Waheed and Rawan Nabeel

20900550, 20900045, 20900033

Efce Van

26 April 2014 26 April 2014

By submitting this assessment for marking, either electronically or as hard copy, I confirm the following:

This assignment is my own work Any information used has been properly referenced. I understand that a copy of my work may be used for moderation. I have kept a copy of this assignment I have read and/or attached the Turnitin Originality Report

Transport and energy

Transport and Logistic

TLB7002

Assessment 2

26/4/2014 TLB7002 Transport Energy

France Transport Energy

Done By:Rawan Nabeel Maryam Waheed and Abdulla Ali

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ContentsCover Page.............................................................................................................................................1

...........................................................................................................................................................2

The changing nature of Maritime, Road, Rail and Pipeline as a means of transporting Transport Energy....................................................................................................................................................4

France energy Trade & Transport......................................................................................................4

Factors influencing change................................................................................................................5

Geo-political..................................................................................................................................5

Russia-Crimea Controversy –.........................................................................................................6

How could this affect France’s?.........................................................................................................8

1) Alternate routes.........................................................................................................................8

The South Stream..........................................................................................................................9

2) Alternative methods................................................................................................................10

Safety & Regulations -.....................................................................................................................10

Nuclear waste management............................................................................................................10

The future of aviation fuel and its supply globally...............................................................................12

General information about aviation................................................................................................12

Benefits from Aviation to France.....................................................................................................12

Alternative Aviation Fuel for the Future..........................................................................................13

Features and characteristics of Algae Biofuel..................................................................................13

Reasons why other sources like Hydrogen, Solar or Nuclear energy won’t be sustainable on aircrafts............................................................................................................................................14

Algae Supply (Algae production requirements and growth environments).....................................15

Algae to crude oil in less than an hour.............................................................................................17

Justification......................................................................................................................................21

The outlook for electrical network distribution systems within your chosen country.........................23

France & Energy Distribution...........................................................................................................23

Energy Transmission lines................................................................................................................25

Future outlook for France electricity distribution:...........................................................................27

Development caused by increased demand................................................................................27

UK and France linked power grid.................................................................................................27

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North Sea grid..............................................................................................................................27

Electric vehicles challenge...........................................................................................................27

Rail network expansions..............................................................................................................29

Transport Energy Infrastructure Requirements for France..................................................................30

Bibliography.........................................................................................................................................36

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The changing nature of Maritime, Road, Rail and Pipeline as a means of transporting Transport Energy

France energy Trade & Transport

In the recent decades, France has been regarded as one of the leading countries in Energy production and trade, and in regards to GDP (Gross domestic Product), it is known as the 2nd best in Europe, and the 5th worldwide. And in 2012, France was known as one of the20 largest oil consumers around the world. It depends heavily on importing Oil and Gas, given its low amount of oil & gas reserves. Oil stands at almost 1/3 of the country’s total energy consumption, however this number has been decreasing year by year; given France’s continuous efforts in using renewable/sustainable energy. There are three main sea ports importing crude oil in France; they are located in Saint-Nazaire, Le Havre, and Marseille. Another vital asset is the South European Pipeline System (SPSE) connected to Germany, which is one of the major oil and gas importing countries in the EU.

France has relatively low production of natural gas, in fact the country has banned the controversial

natural gas and oil extraction method called Hydraulic fracturing, also known as “Fracking”. Such

decision was made to minimize pollution caused by this aggressive method, and ensure public

safety. Therefore it relies on renewable resources for energy production, and covers its oil & gas

necessities by importing from neighboring countries such as; Norway, Netherlands, and Russia.

However there are overseas imports of LNG (Liquefied Natural Gas) from countries like; Qatar,

Egypt, and Algeria. (eia.gov, 2014)

The country's main source of electricity generation is nuclear power, with almost 75% of its

electricity from nuclear energy. In 2012, the country’s nuclear generation reached more than 407

terawatt hours, and about 83% of the country’s total production. France imports its main nuclear

energy sources from countries like; from Australia, Kazakhstan and Russia, mostly under long-term

contracts (Bilateral agreements). Recycling of nuclear fuel produces about 17% of France's

electricity; therefore there is evidence of responsible waste management. France has been claimed

as the 2nd highest Biofuel producer in Europe, given its high reliance on renewable sources. And the

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majority of biofuel/biodiesel produced; is used for transportation, as there has been huge boost for

use of biofuel on private vehicles, as well as Public bus transport.

Nowadays France is widely known as the world’s largest electricity net exporter, thanks to its

innovative methods in generating high energy with very low cost of production. The Electricity

exporting alone has gained France annually more than EUR 3 Billion. And it is one of the biggest

influences on the country’s economy and GDP (Gross Domestic Product). (world-nuclear.org, 2014)

Factors influencing change

There are many factors in the Transport Energy industry that may cause or force change in common

practice. One major factor is the Geo-political interests, which could interfere with the country’s

trade relations, and hinder its revenue from transporting energy. The Economic well-being of

France’s main energy consumers or suppliers; could also affect the demand and price of transport

energy. Even Safety & Regulations could enforce new measures and procedures in handling

transport energy, such factors could as well affect the choice of energy source, transport mode, or

even trade routes.

Geo-political

The French government holds a strong political presence; being part of EU three (France, Italy,

Germany), as well as the P5 +1(United States, Russia, China, United Kingdom, and France, plus

Germany). And such political involvement could affect the regional energy transport, as energy

sources could be used as bargaining power to influence political interests. France’s trade of energy

by maritime and Rail is not threatened in the meantime; however pipelines transporting gas across

European countries; are involved in a huge geopolitical controversy. Failure to maintain a neutral

position in International Political conflict could collapse energy trade agreements.

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Russia-Crimea Controversy –

Following Ukraine’s pro-Russia president Viktor Yanukovych refusal of the EU trade deal, and instead

Russia’s $ 20bn with 30% discount offer, huge outrage and protest started in Kiev, in response to his

clearly Bias towards Russian interests. And following by these violent protests, he was forced out of

office. And a new Interim government was formed by national referendum.

Russia’s leader Putin chose to invade Ukraine, as soon as the interim government was formed, given

that he doesn’t consider it a legitimate government, and the fact that they were not from ethnic

Russian descent, but from the western part of Ukraine. And Russia feared that the new

government’s Bias towards EU’s trade interests, and that they would seek other gas suppliers in the

region.

Prime Minister Putin has reportedly threatened to cut off gas supplies from Ukraine, unless it pays

its due debts, and the Gas debt is believed to be around $2.2 billion for this year alone. Cutting off

Gas pipelines through Ukraine wouldn’t just affect Ukraine’s economy, but it would also cause chaos

in the EU, as the majority of countries rely on Russian exports. (Rettman, 2014)

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The graph above, describes the ethnic division in Ukraine, and highlights its effect on gas trade;

especially on countries like France, Germany, and Italy. (businessinsider.com, 2014)

(theguardian.com, 2014)

The pipelines through Ukraine are connecting Russia to the EU, they are acknowledged as

responsible for up to 80% of oil imports from Russia to the EU. There was dispute between the two

countries back in 2009 on gas transport through pipelines, which alerted Russia to its reliance on its

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political relationship with Ukraine, and how any conflict could hinder Russia’s exports to the EU. This

was one of the events that triggered the Russian plans to build alternative pipeline routes, like the

Nord Stream & South Stream.

How could this affect France’s?

Given that France is one of the world’s most developed countries in the energy production; which

demonstrates continuous innovation in renewable alternatives, yet it is under continuous pressure

to keep developing and supplying renewable, clean energy. In the EU there is large dependence on

France for energy production, and the reliance on France as a major energy source for the majority

of European countries; gives it the huge responsibility to supply power to the changing demand in

the region, no matter what the cost.

Even though the majority of energy production in the country relies on nuclear power, yet suddenly

stripping it from its only oil/gas resources; will cause a huge hiccup in energy production, and being

the largest energy provider in the region; France will have to deal with the repercussions of sudden

rise in demand. (livescience.com, 2014)

France would have to be obligated to reach for different measures and strategies to provide itself

with sufficient energy sources. There are several methods and tactics to implement in this situation,

such as:

1) Alternate routes

Many reports have suggested that EU countries should look for different trade paths to transport

Russian exports, and there have been plans to look for other exporters in the region as well. Due to

the conflict between Russia and Ukraine, Russia is studying the Idea of shifting its gas exports to its

alternate pipelines; Nord & South Stream pipelines. These routes were planned to ensure successful

transport of Energy sources through pipelines, by offering alternative choices of routes. Based on the

current events, we have now found proof of the essential need for these alternate routes. There are

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numerous plans and strategies suggested by several country officials; in order to continue providing

imports in to the EU. (Sharples, 2014)

Recently, Turkish Minister of Energy has suggested that; if Russia wishes to transport its gas through

the south stream through Turkey, then he would accept such a task. Another very intriguing

strategy was; the plan to import via pipeline from Israel through Turkey, given the recent the

discovery of gas reserves in Israel. This kind of method could undermine Russia’s bargaining power

with the EU. (ISTANBUL - Reuters, 2014) (David Hough, 2014) (Sharples, 2014)

The South Stream

This is one of the most promising alternative routes planned by Russia, in order to avoid controversy

with Ukraine, as shown in the map; the pipeline would avoid any relation with Crimea or Ukraine.

And this pipeline would transport Oil/Gas to the EU across the Black sea and through Bulgaria,

followed by a grid system which distributes to several countries.

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2) Alternative methods

European countries will consider a replacement in natural gas by fracking (Hydraulic Fracturing),

which is strictly banned under French Law. Many reports suggest that France could look for shale oil,

and fracked natural gas from other countries, and there have been many offers from the U.S and

Britain to provide the sufficient exports for European countries. Even though the French

Government is strictly anti-Fracking, yet it shouldn’t mind these practices happening abroad in other

environments. There have been new deals between French owned oil company Total and Britain, to

extract and produce the British lands’ infamous shale gas. The Pipelines connecting Britain to France

could be the new focus of the EU countries, if they choose not to cave to Russia’s demands.

Analysts suggest that France may be intrigued by the success of British shale oil; and might rethink

its position regarding fracking. Because if situations arise; and the alternate solutions weren’t

enough to accommodate the demand, the French Government would have to reconsider its policies.

(euractiv.com, 2014) (REED, 2014)

Safety & Regulations -

Nuclear waste management

One of the major safety issues involved in France’s Energy production is the management of nuclear

waste. Nuclear waste is produced by the nuclear power plants across the country, and so far the

country has shown good initiative in recycling nuclear fuel; and re-using it. However the leftover

waste remains radioactive for years to come, and simply burying it won’t permanently dissolve it. At

the moment, nuclear waste is planned to be disposed ½ a kilometre deep underground lab in Bure;

where there is a highly developed and concealed tunnel system, which will hold most of the

country’s radioactive waste.

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Areva’s nuclear reprocessing facility in La Hague is a known destination for countries that wish to

reprocess or recycle nuclear fuel. And it is expected that the waste disposal planned in Bure; could

attract shipments of radioactive waste from neighbouring countries.

(Broomby, 2014)

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The future of aviation fuel and its supply globally

General information about aviation

Aviation sector is specialized in providing air transportation services whether for transporting

passengers or air cargo. The ability to transport valuable resources reliably and quickly over great

mileage which can ameliorates the quality of the people life and their standards of living as well all

around the world. Air transportation is capable in providing critical capabilities in order to get

modern economy. (What is Aviation Logistics, 2014) (Aviation Logistics , 2013)

Benefits from Aviation to France

The French government intended to have an active role in enhancing a domestic commercial

aviation industry. (Oxford Economics, 2011) Aviation sector is an important part of the economic

growth in France. The following points will illustrate the importance of Aviation:

It gives a share of €61.8 billion (3.2%) to the country GDP

It is a major employer in France because it supports around 780,000 jobs.

It provides revenue to public finances

Aerospace manufacturing benefits: France has the largest aviation manufacturing sectors in

the world.

Consumer benefits for both passengers and shippers

It enables long-term economic growth.

Tourism benefits

(Oxford Economics, 2011)

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Alternative Aviation Fuel for the Future

Currently fossil fuels are the main sources used in the aviation which are limited sources and it is

questionable for how long they will last. Besides anxiety about the fossil fuels availability, price

increases and the quest and aim for energy independence, there is a keen discussion about the

burning of fossil fuels impacts on the environment. This could be solved by using alternative energy

sources. According to the researches and studies that have been done, Algae Biofuel is one of the

most promising alternative energy source to be used as an aviation fuel for the future which it is also

known as biojet fuel.

Features and characteristics of Algae Biofuel

Algae Biofuel/Biomass is considered as the main candidates to be used as a fuel for the aviation. It is

one of the most promising long-term sustainable sources of biomass. An alga is an primitive plants

(aquatic plant) which it has long been considered as a biofuel source. Algae fuel or algal biofuel

known as the third-generation of biofuels. It is produced from natural deposits derived from oil of

alege. (Facts and Definitions, 2014)

There are many benefits of utilizing algae as a biofuel feedstock. Algae Biofuel is more suitable for

aviation and it is possible to scale-up biofuels production from conversion of algae. It is more similar

to gasoline, yields more energy per-acre than the other types of bio-fuels, inherently renewable

source, scalable and it works in standard engines and distribution systems without the need of

modification because engine that burns diesel can burn algae biodiesel as well. Also, algae

production does not compete with food crops because it utilizes less water and it produces orders of

magnitude more oil per acre than terrestrial crops. (Bionavitas, 2008)

Algae have faster growth rate, it can grow very fast through doubling their numbers in few hours

only. It can be harvested everyday and have the ability to produce a great volume of

biofuel/biomass. Also, higher photosynthetic efficiency and higher biomass production compared to

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others, it produces from 2,000 to 5,000 gallons of biofuels per acre per year. Algae captures carbon

dioxide (CO2) from the ozone and produces oxygen (O2) in the photosynthetic process. An alga is

just like any other plant because it requires CO2 and sunlight in order to grow. Algae reduces the

harmful emissions and global warming that impacts the environment negatively by consuming

carbon dioxide (CO2) and it also creates lipid. Algae grows in wastewaters/ sewage and at the same

time it has the ability to purify these wastes while producing biomass. (All About Algae )

According to 2009 Algal Industry Survey respondents were positive and optimistic about algae’s

potential in order to solve critical social and to reduce economic issues. Also, according to the chart

below they believe that algal production will focus on four biofuels; biodiesel, jet fuel, ethanol and

gasoline. (Algae Biomass Organization )

Reasons

why other sources like Hydrogen, Solar or Nuclear energy won’t be

sustainable on aircrafts

Hydrogen energy has also been recommended as an aviation fuel for the future but it would require

the establishment of new engines and airframes. Therefore, it is unlikely to be seen for at least

several decades. Hence, at the present time algae fuels are the only realistic alternative for aviation.

Algae fuels are gaining increasing interest from the aviation sector and aircraft manufacturers which

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it leaded to potential large-scale production of jet fuels from a range of biomass feedstocks.

(Biofuels for Air Travel, 2014)

Solar-powered aircraft is not suitable for long distances and could not travel in all weather

conditions. The current available solar panels would not be enough to propel a commercial aircraft

but it may be able to help a small aircraft fly. A commercial aircraft requires millions watts of power

in order to fly into the sky. However, the photovoltaic cells spread in one-meter square area could

only produce hundred watts which cannot be possible on aircrafts. Also, solar energy is an

intermittent energy source. Solar energy requires access to sunlight which it is limited at certain

times and it is unavailable at night. Therefore, solar power is not suitable when it comes to meeting

the base load energy demand. (The good, the bad and the ugly about solar-powered aircrafts)

In the recent time, the interest in nuclear-powered aircraft has been very limited. The major issues

associated with designing nuclear-powered aircraft are the safety and weight. Safety concerns such

as radiation emissions during the operation process and greater emissions or explosions in the case

of accidents. For the weight issue, for instance, the weight of the aircraft propulsion on system

would be more than 80 tonnes, of which the weight of the reactor would be five tonnes and the

weight of the aircraft shield would be almost 50 tonnes. (Bob Saynor, Ausilio Bauen, Matthew Leach,

2003)

Algae Supply (Algae production requirements and growth environments)Carbon dioxide source CO2 High amount of CO2 concentrations is required in order to

produce algae and to maintain algal photosynthesis.

Light source The algae production process requires the visible light portion of

sunlight. There must be enough quantity of sunlight for

sustained photosynthesis.

Water source

Large quantities of water are needed to fill and refill ponds. The

following are effectively utilized sources of water that can be

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used for algae production process.

- fresh water

- High salinity water environments

- Certain wastewater streams which contains high levels of

nutrients

Nutrient Source - Nitrogen

- Phosphorous

Algae Composition - Lipids/oils,

- Carbohydrates

- Proteins

- Hydrocarbons.

(Algae to biofuel, 2014)

Algae is known as the most robust organisms on land, it has the ability to grow in almost every

habitat in every part of the world and in a wide range of conditions specially tropical regions than

dry ones (Algae Growth Environments). Algae can be found in terrestrial and aquatic environments

such as fresh water, brackish water, salty water, polluted water and suboptimal land, such as deserts

or near industrialized areas (Bionavitas, 2008). The most natural method of growing algae for biofuel

production is through using open ponds. Pond construction requires relatively flat topography and

also an appropriate clay soils. (Farming Algal Fuel)

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According to the chart below, 39.2% of algal producers will grow algae all over the

earth. About 31.1% of algal producers grow algae in mid latitudes, 28.2% in tropics,

28.2 in low latitudes and 1.0% in north latitudes (Algae Biomass Organization ).

Algae to crude oil in less than an hour

Normally, the natural process of turning any organic matter into crude oil takes millions of years.

Scientists have created a chemical process to convert algae to crude oil in less than an hour in the

lab (NaturPhilosophie). This method is faster than the open pond growth method which it can be

achieved through vertical growth/closed loop production. Also, this chemical process will help to

make algae biofuels much more economical in order to reduce the cost of producing algae fuel

because cost is the big roadblock for algae-based fuel. (Growing Algae for Biodiesel Use, 2014) Algae

are placed in clear plastic bags where these bags are stacked high and covered to be protected from

rain and contamination. Also, it exposed to sunlight from two sides because the extra sunlight

exposure leads to increases in the productivity rate of the algae/ oil production for biofuel.

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The process requires turning a wet, green plant into clear and burnable fuel. The process involved

drying the algae and removing all the water from it. This process is known as hydrothermal

liquefaction and catalytic hydrothermal gasification where the system has to run at around 350

degrees Celsius (662 degrees Fahrenheit) and at a high pressure of around 3,000 PSI.

(NaturPhilosophie)

Also, the algae must be in front end of a chemical reactor in order to pumped the slurry from it and

then out comes crude oil in less than hour. Between 50% and 70% of the algal carbon is converted

into energy in the form of crude oil. The crude algae oil can also be converted into aviation fuel,

gasoline, or diesel fuel with additional conventional refining. The process also creates clean water

that that can be recycled in order to grow more algae. Also, it creates gas which can be used for

electricity after being burned or to be used as natural gas after being cleaned and nutrients such as

nitrogen, phosphorus, and potassium to nourish more algae (Klimas, 2013).

In order to operate an aircraft with an algae fuel, first the oxygen must be removed from the

biological feedstock (Algae) which it can be done by adding a certain amount of hydrogen to the

algae. The result of this process is a bio-derived jet fuel which it acts as a drop-in replacement for

petroleum-based jet fuel (Honeywells, 2013).

(Growing Algae for Biodiesel Use, 2014)

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Algae Production Industry Supply Channel

Algae based fuel process

(Biofuels News, 2013)

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According to the 2009 Algal Industry Survey in the chart below, the most prevalent growing system

for producing algal oil are as following:

About 36.2 % of producers prefer to use open ponds for producing algal oil.

About 33.8% of producers prefer to use semi-closed ponds for producing algal oil.

About 30.9% of producers prefer to use open ponds polycultures for producing algal oil.

About 29% of producers prefer to use closed system for producing algal oil.

About 27.1% of producers prefer to use semi-closed system for producing algal oil.

About 5.8% of producers prefer to use natural stands for producing algal oil.

(Algae Biomass Organization )

(Algae Biomass Organization )

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Justification

Many studies have investigated the potential of using of biofuel in aviation. Also, have initiated to

find a way to introduce sustainable aviation fuels in order to reduce the dependence on fossil fuels

in aviation. Airbus, the European Aircraft manufacturing company; which is based in Blagnac,

France, believes that sustainable aviation fuels should be primarily reserved for the aviation

industry. The company goal is to establish local sustainable solutions, to encourage and to promote

the production, storage and distribution of sustainable aviation fuels for aviation use. Also, It is

supporting the development of multiple supply sources in order to produce high quantities of

sustainable aviation fuels from different sources. The sources are camelina, jatropha, yeast,

woodchips , organic waste including algae (Airbus, 2014). The EC, in coordination with Airbus,

European airlines (Lufthansa, Air France & British Airways) and European biofuel producers launched

an initiative to speed up the commercialization of biofuel fuel for aviation in Europe. This initiative,

called "European Advanced Biofuels Flight path “ which its main goal is to produce an annual

production of two million tons of sustainably produced biofuel to be used for aviation by 2020. The

European Advanced Biofuels Flight path is supported by all its members in order to promote the

production, storage and distribution of the biofuel. Also it aims to establish financial mechanisms in

order to finance the construction of advanced biofuel production plants (Biofuels for Air Travel,

2014). BioTfuel is a project initiated by French partners which it costs 112.7 million Euros. The

objective of this project is to produce bio-jet fuel that is based on biomass gasification. (Biofuels for

Air Travel, 2014)

Air France has agreed to sign a partnership contract with the AEC (Atomic Energy and Alternative

Energy Commission). This company is responsible for the industrialization of biofuel from forest

waste in France. Part of the biofuel production will be used by Air France starting from 2015. Air

France has already operated several commercial flights with biofuel blended with kerosene fuels. Air

France is known as the world leader in terms of sustainable development and for the sixth

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consecutive year it has been included in the financial benchmark the Dow Jones Sustainability Index.

(AirFrance , 2011)

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The outlook for electrical network distribution systems within your chosen country

France & Energy Distribution

As established previously, France is the world’s largest net electricity exporter; and its highly

developed electricity distribution units are considered the highest benchmark when it comes to

energy production and distribution. With continuous expanding of transmission grids and power

plants; exporting electricity to many countries in the region. France is always on the verge of

innovating and developing its renowned energy power grid.

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(RTE, 2013)As shown in the graph conducted by the RTE in 2012, France holds a remarkable net

balance of 44.2 TWh annually.

The majority of France’s Electricity distribution system is designed and operated by Électricité de

France (EDF), the world’s leading electricity producer owned largely by the Government of France.

EDF Produces electricity for numerous countries overseas, with total generation more than 120,000

Megawatts worldwide, and is responsible for about 22% of EU electricity production. Almost 84% of

France’s energy is produced by 58 PWRs (Pressurized Water reactors) spread in many locations

around the country, these power plants supply 421 TWh per year of electricity.

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(world-nuclear.org, 2014)

The Power lines are operated by2 operating companies; RTE (Réseau de transport d'électricité)

which runs the high voltage distribution lines. And the other operator is ErDF (Électricité Réseau

Distribution France), which distributes low-medium voltage lines in the country. (lepoint.fr)

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Energy Transmission lines

The flowchart above demonstrates the transition of energy through the power grid, from different

types of sources like; Nuclear, Solar, Hydro-electric, or even Biomass. It clearly shows how energy is

transported through transmission lines, and distributed by level of voltage; to the required users.

This map designates the

outline of energy

generating stations

across the country; it is

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obvious how many stations are conveniently clustered near the country’s borders, thereby easing

the transmission of electricity to neighboring customers. (geni.org)

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Future outlook for France electricity distribution:

Development caused by increased demand

According to a report by the RTE, France’s electricity distributor; demand on electricity generation

and exports continues to rise annually. And RTE has announced plans to spend up to EUR 15 bn on

developing the country’s energy grid in the next 6 years, and invest another 20 billion by 2030. These

investments are justified as necessary measures in order to accommodate the expected rise in

demand on renewable energy grids. (world-nuclear.org, 2014) (rte-france.com, 2013)

UK and France linked power grid

There are new plans to interconnect new power grids between France and UK, which have been

approved by the nation’s energy regulator; CRE (Commission de régulation de l'énergie). The study

of the project estimates an increase in electricity transport up to 50% between the two nations.

(adjacentgovernment.co.uk, 2014)

North Sea grid

France along with 9 other EU countries; is taking part in the north grid project, which is the plan to

build a High voltage power grid under the North Sea. This project is aims to help increase the EU’s

renewable energy consumption up to 20% by the year 2020. France’s experience in the sector will

surely give it a vital role in the construction and design of the project. (world-nuclear.org, 2014)

Electric vehicles challenge

France’s transportation industry relies heavily on renewable energy production, such as Electric or

Biofuel vehicles (private and public), or Railway networks. Therefore the strategic distribution of

energy in the country has a huge influence on the efficiency of its transportation sector. There has

been a recent boost in the use of electric-powered vehicles in the country.

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And according to Reuter’s news, the rising trend of electric vehicles as a clean and cost efficient

choice for the public; will impose a challenge on the country’s power grid operators. Growth of

number of electric-charged cars could increase electricity consumption by 1-3% in winter time.

However Smart grid Vice president at Alstom, Laurent Schmitt has stated that there is a geographical

distribution challenge from these cars; “The issue is not the total number of vehicles, it's how they

will spread - and we think they will spread in clusters. You can have only 1,000 cars, (but) if 500 of

these are connected to the same building, you'll have a problem with this building and the

neighborhood around it". The marketing of these vehicles to the public will require huge

development in the country’s energy Infrastructure (explained further in next section). (reuters.com,

2013)

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Rail network expansions

New rail networks are also expected to increase the need of developing the electricity distribution

lines. TGV/LGV trains are all powered by electricity, at 25 kV 50 Hz AC, and a few of these railway

networks are expected to be completed as soon as 2015-2017. Therefore this kind of demand should

be accommodated with enough supply by new power stations. (railway-technology.com)

The Red lines represent operating railways, whilst the yellow lines are under construction, and the

green ones are planned for the near future. (fp.reverso.net)

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Transport Energy Infrastructure Requirements for France

France, like many developed countries already has a comprehensive transport energy

infrastructure in place for its more traditional transport energy requirements. That is petrol and

petroleum based diesel. In order to develop new transport energy options that will help

contribute to the security of supply and the increase in the use of renewable greener fuels there

needs to be a substantial investment in infrastructure that transports and delivers these fuels to

the end consumer.

The current socio-political environment combined with risks associated with security of supply

has seen France make a conscious move away from traditional fossil fuels and move towards

more green and renewable energy supplies. Supplies that can increasingly be sourced locally and

so avoid the volatility of supplies from the Middle East and the Russian continent. Although,

Stern 2006 says that it is often assumed that domestic sources are more secure than foreign

sources. But some argue that domestic sources provide no greater security than foreign sources

and that there is no real evidence that would suggest that a country with substantial

dependence on imported energy supplies “is necessarily less secure, in other words, more prone

to disruption, than one which is self-sufficient” (Stern, 2006)

One of the stumbling blocks with these new fuels is that there is little infrastructure available for

their movement and distribution to the new energy consumer. This restriction on infrastructure

arises from a lack of financial investment by government and private enterprises due mainly to

the slow adoption of alternative fuel supplies by the French consumer and so the viability of

these alternatives diminishes while traditional transport energy fuels remain at an affordable

level.

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France needs security of supply of transport energy in order for the country to remain a

functioning world power. The European Union (EU) has acknowledged their collective

dependence on imported energy and has a strategy in place, through their “Green Paper”, for

sustainable, competitive and secure energy supply (Babonneau, F., Kanudia, A., Labriet, M.,

Loulou, R., & Vial, J., 2012)

This Energy Green Paper set out the European Commission’s concerns on security of supply and

how that security of supply was directly linked to investment in infrastructure. They would

approach this issue by "tackling the EU’s rising dependence on imported energy through (i) an

integrated approach - reducing demand, diversifying the EU’s energy mix with greater use of

competitive indigenous and renewable energy, and diversifying sources and routes of supply of

imported energy, (ii) creating the framework which will stimulate adequate investments to meet

growing energy demands" (EuropeanCommission, 2006). They emphasize the link between

diversity of supply, indigenous (local) supply and investment needed to create those. As

diversification of supply sources is a key element for increasing energy security

(EnergySecurityandCompeittionpolicy, 2010)

With little domestic petroleum energy production, France relies on imports to meet most of its

oil and gas consumption. Oil represents approximately one-third of France's total primary energy

consumption but they only have low volume local supply. France also has very little domestic

natural gas production and imports natural gas through a series of cross-border pipelines from

Scandinavia and Russia. France also imports liquefied natural gas from several sources including

the Middle East. France consequently has little control over security of supply and so is

constantly at risk from serious disruption of supply mainly from political unrest which causes

fluctuating prices and inconsistent supply. It does however produce large quantities of

electricity, for domestic use and export, with the main source of electricity generation being

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nuclear power. Nuclear power electricity generation in 2012 was about 83% of the country's

total electricity generation (EIA, 2013)

"Reducing dependence on oil and gas through diversification of fuels and their geographic

sources and more efficient use of energy must be central to long term policies aimed at

enhancing energy security.... It is not the proportionate dependence on any one fuel type which

counts, but the extent of alternative sources of that fuel and the practicability of switching fuels

in a crisis. In that respect, the prospects for consumers are worsening (IEA, 2005).The above

from the IEA reinforces the dependence and uncertainty that Europe and France are subject to

in regards security of supply. It also mentions the “practicality” of switching fuels in a crisis. The

notion of switching fuels at short notice is unachievable without the alternative fuel

infrastructure in place.

With these issues in mind, France, along with rest of Europe, has consequently implemented

new initiatives on investment projects in energy infrastructure, on gas supply security, as well as

the 20-20-20 Energy Policy, all aim at strengthening their security of energy supply (Babonneau,

F., Kanudia, A., Labriet, M., Loulou, R., & Vial, J., 2012).

So then, in order to secure the energy, and consequently the transport energy, requirements

there must be investment in the systems to allow this to happen. Whether it is the supply of

natural gas to motor vehicles or electricity for trains and motor vehicles appropriate energy

transport systems must be built for these purposes.

Because even if energy import can be secured, local infrastructure for supply and distribution

remains the greatest restriction on actual supply to the consumer. As an example, gas

infrastructure changes at an extremely slow rate with pipelines, storage facilities and consumer

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terminals taking years to plan and build. Also, decisions regarding investment, sales, and

purchases are more closely related to political considerations in energy markets than any other

market. As a result, energy security involves a blend of economic and political factors. More

often than not, the economic considerations for transport energy supply are directly tied to a

government’s ability to react to or prepare for volatility that stems from political considerations

(Ang, G., & Marchal, V., 2013).This is exactly the situation in France.

This then carries on to how will adequate infrastructure investment be achieved? If returns on

investment will take many years to see then there will be few private firms that will wish to be

involved. This delay will then also restrict the transport energy consumer market as consumers

will not invest in new forms of transport if they are unable to fuel that transport with convenient

and economic energy supplies. Infrastructure investment is consequently a problem that

government must address as private investors will be reluctant to wait for a reasonable return

on that investment. Even though private companies in France ”make their own assessment of

the merits of supplies from different countries and thereby to ensure diverse sources of gas,

supply routes and entry points so as to reduce the risks arising from supply interruption from

any one source” (DepartmentofTradeandIndustry(DTI), 2006).This private company approach

does not address the issue of national distribution especially of new transport energy sources, i.e

they do not have the responsibility to see past profit making.

Many of these points are addressed in the European Commission's 2006 Green Paper where

they say that a French strategic energy review is required. This review would clearly identify

priorities for the upgrading and construction of new infrastructure necessary for the security of

energy supplies. It also suggests that the government should acknowledge the concrete political,

financial and regulatory measures needed to actively support the undertaking of such

infrastructure projects by business (EuropeanCommission, 2006). This idea is reinforced by Ang

& Marchal (2013) in that they see the only way forward is for Governments to play a key role in

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influencing private sector investment, by improving the conditions for investment in sustainable

transport infrastructure and delivering appropriate investment policies. Private investors view

investing is energy infrastructure as uncertain or unstable due to many environmental factors

and also there is continuing uncertainty as investment policy and regulation can be changed

according to the political climate and so is too risky for many (Kaminker, C., Kawanishi, O.,

Stewart, F., Caldecott, B., & Howarth, N., 2013).

What then does Frances infrastructure actually need to secure and diversify to an acceptable

level? Its commitment to the United Nations is such that France’s transport policy aims to

reduce greenhouse gas emissions by 20% by 2020 and also its dependence on hydrocarbons. In

order to achieve that, the priority has been given to less polluting means of transport by

reducing unnecessary travel and developing innovative systems which meet economic,

ecological and social cohesion requirements (EIA, 2013).

Part of this plan is the "decarbonizes vehicle" plan which was set up to develop a French

business sector for batteries and power-trains for hybrid vehicles and electric vehicles. A national

infrastructure deployment strategy for recharging stations required for these vehicles was

launched in 2009. Its purpose is to accelerate and coordinate the installation of suitable

infrastructures: rapid charge points, or even battery exchange stations. Its objective is to

accompany the transition that the French car industry will undergo in favor of products which

are non-fossil fuel dependent, consume less energy, emit fewer emissions and are less polluting.

The Government has set up a program to develop these infrastructures. The French car industry

will not develop its electric vehicles program any further until such charging station

infrastructure has been put into place. As people will not buy electric vehicles if there is nowhere

to charge them.

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Once in place though this will allow for the transfer of the large amount of electricity that France

generates from its nuclear power plants to be used in the transport energy sector.

Further infrastructure changes are being made in the area of bio fuels as in order to promote the

development of such bio-fuels, a penalty in the form of a supplement to the General Tax on

Polluting Activities (TGAP) is levied upon fuel retailers who do not achieve the objective of

incorporating 5.75% of bio-fuels into their products. There is also a partial exemption from tax

for bio-fuels and total exemption for pure vegetable oils used as agricultural fuel. So yet again

further supply infrastructure is needed to comply with these incentives (EIA, 2013).

In order to raise backing for these essential projects the French Government passed a multi-year

finance bill to provide longer term visibility on the financing of major infrastructure operations

with the of public-private partnerships to finance such projects. These projects are overseen by

the French Transport Infrastructure Financing Agency (AFITF), set up in 2004, which represents

funding for major transport infrastructure projects sponsored by the State, in cooperation with

additional funding from local authorities, public establishments and European funds. It enforces

the government’s policy in the completion of a multimodal equipment policy, providing the

State’s monetary contribution as well as coordinating the public and private investments in

transport infrastructure.

In conclusion then, France already has a substantial transport energy infrastructure in place. It

caters for more traditional energy types and is capable of servicing the countries current needs

but due to its nature of reliance on imports from other countries it is very susceptible to risks in

security of supply. France is however on a program to change its use of energy though out its

transport system. It has made a commitment to the United Nations and to the European Union

to cut back on transport energy usage and also to reduce harmful omissions into the

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environment. It will achieve this by increasing the amount of green renewable fuel it uses,

develop more on local energy sources and make changes the transport sector to adhere to this.

It will also develop and encourage long term private investment in the sector for these policies

to be a success.

In order to further achieve these aims France will need to invest heavily in new fuel transport

and consumer fuel supply infrastructure. This will need to be addressed in the immediate future

as worldwide political and environmental concerns threaten the traditional fuel supplies. The

hot issue is that the planning, financing and building of the necessary infrastructure takes time,

technical knowledge and money. Unfortunately for France, as the current Russia-Ukraine gas

conflict is portraying, there may not be enough time to implement and build the required

infrastructure systems before such a transport energy crisis is upon them.

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