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INTRODUCTION heavy-duty road transport fuels The fuel demands of road vehicles differ depending upon the distance covered, journey type and load carried. Longer journeys and heavy loads require a high energy density source to avoid taking up vehicle space and adding to the weight of the vehicle. heavy- duty freight applications are particularly challenging for battery technology due to the size and weight of the battery packs compared to liquid fuels. Currently electric applications in the commercial vehicle sector are limited to vans and light goods vehicles. In 2017, emissions from heavy-duty road transport made up around 5% of all uK carbon dioxide emissions6. Eu legislation has been announced which sets targets to reduce heavy-duty vehicle carbon dioxide emission to 15% below 2019 values by 20257. In parallel, a growing understanding of the influence of air quality on health has led to activity in all sectors to reduce emissions of pollutants such as particulates and nitrogen oxides (NOx). Solutions, other than synthetic fuels, include using natural gas for road transport, which results in small reductions in greenhouse gas emissions8. Biomethane gives greater carbon dioxide reductions, but is currently used in a relatively small proportion of the heavy-duty vehicle sector. The use of hydrogen in fuel cells offers comparable tank filling times to liquid 6. Op.cit.,note5 fuels and the potential for large greenhouse gas emissions reductions. Current barriers to hydrogen include the cost of generating low- carbon hydrogen, the high vehicle costs and limited hydrogen refuelling infrastructure, poor energy to volume density and higher costs anticipated for heavy-duty applications due to more stringent durability requirements. Marine transport fuels The world’s shipping traffic currently represents 2.6% of global carbon dioxide emissions (2015) and the International Maritime Organisation (IMO) states that shipping emissions could grow between 50% and 250% by 20509. The decarbonisation of maritime transport is challenging due to the distances travelled, loads carried and the long lifetime of ships. A variety of approaches have been developed to reduce the carbon intensity of shipping, such as improving the energy efficiency of vessels, integrating exhaust gas treatment and waste heat recovery, but these alone cannot decarbonise shipping10. Alternative fuel solutions, aside from synthetic fuels, include the substitution of heavy fuel oil and marine diesel oil by liquid natural gas. This has the potential for small reductions in greenhouse gas emissions, but any benefit might be lost through methane leakages11. The risk of methane leakage can 7. 8. 9. 10. 11. European Commission. 2018 Climate Action, Reducing CO2 emissions from heavy-duty vehicles. See https://ec.europa. eu/clima/policies/transport/vehicles/heavy_en (accessed 17 April 2019). SustainableGasInstitute,ImperialCollegeLondon.2019CanNaturalGasReduceEmissionsfromTransport?heavy Goods Vehicles and Shipping, White Paper. See https://www.sustainablegasinstitute.org/wp-content/uploads/2019/02/ SGI-can-natural-gas-reduce-emissions-from-transport-WP4.pdf (accessed 17 April 2019). InternationalCouncilonCleanTransportation.2017GreenhouseGasEmissionsfromGlobalShipping,2013–2015.See https://www.theicct.org/sites/default/files/publications/Global-shipping-GhG-emissions-2013-2015_ICCT-Report_17102017_ vF.pdf (accessed 17 April 2019). International Council on Clean Transportation. 2011 Reducing Greenhouse Gas Emissions from Ships: Cost effectives of available options. See https://theicct.org/sites/default/files/publications/ICCT_GhGfromships_jun2011.pdf (accessed 17 April 2019). EuropeanAcademiesScienceAdvisoryCouncil.2019Decarbonisationoftransport:optionsandchallenges.Seehttps:// easac.eu/fileadmin/PDF_s/reports_statements/Decarbonisation_of_Tansport/EASAC_Decarbonisation_of_Transport_ FINAL_March_2019.pdf (accessed 13 June 2019). 12 SuSTAINABLE SYNThETIC CARBON BASED FuELS FOR TRANSPORT – POLICY BRIEFINGPDF Image | Sustainable synthetic carbon based fuels for transport
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