A multi-actor multi-criteria framework to assess the stakeholder support for different biofuel options: The case of Belgium

Turcksin, Laurence; Macharis, Cathy; Lebeau, Kenneth; Boureima, Fayçal-Siddikou; Mierlo, Joeri Van; Bram, Svend; Ruyck, Jacques De; Mertens, L.; Jossart, Jean-Marc; Gorissen, Leen; Pelkmans, Luc

doi:10.1016/j.enpol.2010.09.033

Cited by 100 publications

(60 citation statements)

References 10 publications

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“…Close to the CO 2 emissions, other pollutants such as NOx, SOx, PM, CO, VOC… are also taken into account. In the specific case of E85 and B100 vehicles, the TTW emissions and fuel consumption have been gathered from the BIOSES project (Turcksin et al [16]). The fuel consumption and the emissions are measured according to the New European Driving Cycle (NEDC).…”

Section: Use Phasementioning

confidence: 99%

Environmental assessment of different vehicle technologies and fuels

Boureima

Messagie

Sergeant

et al. 2012

WIT Transactions on the Built Environment

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In this paper, a comparative LCA of conventional and alternative vehicles is performed. Thanks to a modeling approach combining LCA methodology, vehicle homologation data and statistical tools, all the available vehicle types in a given fleet are included in a single LCA model. Statistical distributions are used to include the variations of the main parameters (weight, fuel consumption and emissions) of all the considered vehicles in the LCA model. When dealing with greenhouse effect, battery electric vehicles (BEV) powered with the Belgian electricity supply mix, have a lower greenhouse effect (18.6 ton CO 2 eq/lifetime) than all the comparable vehicle technologies with exception of the sugar cane based bio-ethanol E85 vehicle (8.47 ton CO 2 eq/lifetime). For the different impact categories considered in this study, the impacts of the LPG technology are comparable to diesel. Euro 4 LPG and Euro 4 diesel have respectively greenhouse effects of 53.2 ton CO2eq/lifetime and 49.4 ton CO 2 eq/lifetime. FCEVs have lower impact than petrol and diesel vehicles for greenhouse effect, respiratory effect and acidification. CNG vehicles appear to be an interesting alternative for conventional vehicles. They have a low greenhouse effect (34.7 ton CO 2 eq/lifetime for a Euro 5 CNG) and the best score for respiratory effects and acidification. Furthermore Euro 4 CNG and Euro 4 HEV have comparable greenhouse effects (respectively 44.9 ton CO 2 eq/lifetime and 46.4 ton CO 2 eq/lifetime). Thanks to an iterative calculation process and the use of range of values instead average values, the variation of all the LCA results is assessed without performing a new LCA model. This approach provides the

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Section: Use Phasementioning

confidence: 99%

Environmental assessment of different vehicle technologies and fuels

Boureima

Messagie

Sergeant

et al. 2012

WIT Transactions on the Built Environment

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“…In keeping with [9], the relationships between stakeholders, as well as the identification of possibilities of synergy or occurrence of conflict between different groups, were brought to light.…”

Section: Analytical Frameworkmentioning

confidence: 99%

From the fuel versus food controversy to the institutional vacuum in biofuel policies: evidence from West African countries

Gatete

Dabat

2017

Energ Sustain Soc

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Background: Since the early 2000s, biofuel production has been developed in West Africa with the encouragement and support of notably Europe, Brazil, and China. Yet the development of biofuels can also be viewed from the angle of West African interests. The principle arguments advanced in favor of biofuels pointed to their potential to reduce oil trade deficits and improve the populations' access to ready, cheap energy. Biofuels consequently began to be put on the political agendas of West African countries. Ten years after the first Jatropha plantations for energy use were established in West Africa, and in the light of the uneven development of the biofuel sector across the region, we analyze the factors that surprisingly led to policy inaction in many of these countries. Methods: We used the concept of policy cycle stages to analyze the involvement of stakeholders in building biofuel policy and the factors behind incomplete public policies. The methods and tools that have been defined for the analysis of the relationships and interplay between actors are based on an analysis of the positions and interests of different stakeholders and on the comparison of their influence and importance in the design and implementation of projects, programs and policies. Our approach is inspired by the literature on Stakeholder Analysis, but also draws from the field of New Institutional Economics. We developed our own analytic framework (the "4C") which breaks down the interplay between different types of stakeholders and into four types of relationships: coordination, concertation, cooperation and contractualization. Our research process was based on a ranging study conducted between 2011 and 2014. Multilevel approaches were used to understand multi-scale and multi-sector biofuel issues. The analysis employed a large range of methods, including the reading of reports and political texts and conducting interviews. The documentary analysis helped to identify stakeholder groups for the stakeholder analysis. We then carried out interviews with a panel of stakeholders.

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“…Sin embargo, a diferencia de los demás artículos,éstos no presentan modelos de programación matemática, sino metodologías y otras técnicas propias de MCDM. En el caso de Turcksin et al [44], utilizan la metodología MAMCA (multi-actor multi-criteria analysis) para la evaluación de varias alternativas que puedan contribuir a lograr un 10 % de combustibles renovables en el transporte para 2020, como objetivo planteado por la Dirección de Energía Renovable de Bélgica.…”

Section: Modelos Con Objetivos En Los Cuatro Camposunclassified

Optimización multiobjetivo en la gestión de cadenas de suministro de biocombustibles. Una revisión de la literatura

Pinilla

Castro

2015

Rev.Ing.

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La producción de biocombustibles ha tenido un crecimiento constante durante los últimos años y se espera siga creciendo en el mediano y largo plazo. Este crecimiento ha sido impulsado principalmente por las ventajas ambientales que podrían traer en comparación con el combustible fósil, como reducción en las emisiones de gases efecto invernadero, balance energético positivo y desarrollo económico para los países productores. Sin embargo, a pesar de sus beneficios, existen preocupaciones por los impactos ambientales y sociales que pueden generar su producción y distribución. La teoría de la decisión multi-criterio se ha utilizado en los últimos años como marco para integrar los diferentes objetivos en la toma de decisiones en las cadenas de suministro de biocombustibles.El propósito de este artículo es presentar una revisión de los conceptos y métodos principales de la optimización multi-objetivo, así como la aplicación de éstos en el diseño y planificación de cadenas de suministro de biocombustibles. El estudio muestra que el costo es el objetivo económico más frecuente, las emisiones de efecto invernadero son el objetivo ambiental más utilizado y el número de empleos creados es el criterio social más considerado, dejando de lado aspectos relevantes como la seguridad alimentaria.

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A multi-actor multi-criteria framework to assess the stakeholder support for different biofuel options: The case of Belgium

Cited by 100 publications

References 10 publications

Environmental assessment of different vehicle technologies and fuels

Environmental assessment of different vehicle technologies and fuels

From the fuel versus food controversy to the institutional vacuum in biofuel policies: evidence from West African countries

Optimización multiobjetivo en la gestión de cadenas de suministro de biocombustibles. Una revisión de la literatura

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