Fuels and Transportation

Low carbon transportation fuels: deployment pathways, opportunities and challenges

“…Powertrain and emissions control system characteristics Engine BTE (%) 34 Combustion process Pilot fuel quantity @ 80% load (energy%) 34 Of the three alternative fuels, ammonia requires the largest quantity of pilot fuel due to its low reactivity. 181 Assuming the MGO pilot could be replaced with another high-cetane fuel that contains biogenic carbon (e.g., HVO diesel), the lifecycle GHG emissions could be further reduced for all production routes. For our low cases, this would correspond to lifecycle GHG emissions reductions of approximately 88% for methane reforming with CCS and 91% for ammonia derived from electrolytic hydrogen produced with renewable electricity.…”

“…Emissions reductions in the passenger vehicle and aviation sectors are mainly constrained by the existing fuel quality standards, which restrict or limit the use of many low carbon blending components. 181 Nevertheless, it is important to distinguish between the lifecycle GHG emissions reduction potential (on a per vehicle, vessel or aircraft basis) and absolute emissions reductions, taking into consideration the timeframe for addressing deployment barriers. Drop-in fuels could have a short to medium-term impact on emissions by leveraging the existing fleet and infrastructure, but some fuels would first require supply chains to be scaled.…”

“…Of the three alternative fuels, ammonia requires the largest quantity of pilot fuel due to its low reactivity. 181 Assuming the MGO pilot could be replaced with another high-cetane fuel that contains biogenic carbon ( e.g. , HVO diesel), the lifecycle GHG emissions could be further reduced for all production routes.…”

“…Emissions reductions in the passenger vehicle and aviation sectors are mainly constrained by the existing fuel quality standards, which restrict or limit the use of many low carbon blending components. 181…”