Assessment of Technologies for Improving Light-Duty Vehicle Fuel Economy—2025-2035 (2021) / Chapter Skim
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10 Energy and Emissions Impacts of Non-Petroleum Fuels in Light-Duty Vehicle Propulsion
10 Energy and Emissions Impacts of Non-Petroleum Fuels in Light-Duty Vehicle Propulsion
Pages 283-302
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From page 283... ...
, biodiesel, propane, and natural gas have all been used in ICEs. Current research efforts are developing low-carbon synthetic "drop-in" fuels that would have the same or improved combustion properties as gasoline or diesel fuel but lower life cycle GHG emissions.
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10.2 ELECTRICITY, HYDROGEN, AND LOW-CARBON SYNTHETIC FUELS The sections below describe the current technology for generating and using electricity, hydrogen, and low-carbon synthetic fuels, as well as the implications of their use onboard vehicles for fuel consumption, energy consumption, GHG emissions, fueling cost, vehicle cost, fuel infrastructure, and fuel production. Table 10.1 summarizes some key metrics for each alternative fuel in comparison to conventional gasoline and diesel fuels.
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l "green" H2: 0 "e-fuel": −260 Fuel GHG 54 29 112 184 "blue" H2: 44 GTL w/CCS: 24 43 emissions (g/mi) m "green" H2: 36 "e-fuel": 1 Fueling cost per $901n $988o $437p $3,538q >$3,538q GTL w/CCS: $1470r $2,024s 12,000 miles "e-fuel": >$1470r Vehicle component Same as ICE Same as diesel $6,116t $8,581u $8,581u Same as diesel Same as ICE costs in 2025–2035 relative to ICE vehicle Fuel production Existing Existing Existing electrical Existing facilities Expansion of New synthetic New biological inputs, infrastructure international international generation, for steam methane electrolysis and/or fuel inputs, fuel fuel synthesis facilities, petroleum petroleum transmission, reforming; CCS capabilities; synthesis facilities, and transportation drilling, refining drilling, refining and distribution new hydrogen new hydrogen and transportation infrastructures transportation transportation facilities with transportation transportation infrastructures infrastructures infrastructures possible capacity infrastructures infrastructures expansion continued 285
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Fuel economy inputs are the combined adjusted fuel economy values for the relevant example vehicle (2019 Toyota Camry, 2019 Chevrolet Cruze, 2020 Hyundai Nexo) from the EPA/DOE Fuel Economy Guide dataset, unless otherwise noted.
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. Fuel synthesis powered by renewable electricity, as described in later sections of this chapter, could also act as a sort of storage for intermittent renewable electricity if the fuel production methods do not require constant operation and if the capital costs for intermittently used equipment remain economic.
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Ultimately, electrification of the light-duty fleet, and hence electricity use in transportation, will depend on many factors, including build-out of the charging infrastructure, changes to consumer behavior around vehicle fueling, and adoption of policies to incentivize the manufacturing and purchase of EVs. However, given the considerable efforts to increase efficiency and reduce well-to-wheel GHG emissions, the use of electricity as a vehicle fuel is expected to significantly increase in 2025–2035.
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TABLE 10.2 Current Costs of Hydrogen Production in the United States, Excluding Delivery, Reported in 2018$ Hydrogen Production Methodsa Source Capacity (kg H2/day) Capital Cost ($/kg H2)
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Department of Energy's (DOE's) Hydrogen and Fuel Cells Program estimates the cost for distributed production of hydrogen from PEM electrolysis at $4–$6 per kg (2016$, with an electrolyzer capital cost of $1,000 per kW and renewable electricity costs of $0.03–$0.04 per kWh)
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. New projects for both technologies are reported to begin operation in the 2020s and would increase global low-carbon hydrogen production to 1.45 Mt/yr by 2023 (IEA, 2020a)
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For the fuel to be net-zero carbon, all aspects of the feedstock recovery and fuel production processes, including their transportation, storage, and distribution, must be decarbonized, an effort that spans a variety of energy sectors. Unlike some other low-carbon fuels like electricity or hydrogen, use of synthetic fuels often does not have a vehicle energy efficiency or fuel economy benefit.
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"Green" hydrogen refers to hydrogen produced from renewable energy sources, with no corresponding carbon emissions.
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. Modifying the commercial methanol synthesis and MTG processes to use low-carbon feedstocks and renewable electricity would also be a path to low-carbon synthetic fuel production.
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Carbon Capture Captured carbon necessary for the production of low-carbon synthetic fuels can come from many sources, including industrial waste streams, combustion in power generation, and ambient air. The concentration and pressure of the gas stream, as well as its onsite availability or transport requirements, govern the choice of removal technology and the resulting cost.
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could lead, on a life cycle basis, to 4%–7% reduction in GHG emissions, 3%–4% reduction in water consumption, and 3% reduction in particulate emissions from 2025 to 2050 compared to a business as usual case. The Co-Optima program targets the 2025–2030 time frame for commercialization of a bio-blendstock fuel (Farrell et al., 2018)
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Improvements in engines, powertrain technologies, and other vehicle technologies may not be able to achieve sufficient improvements in energy efficiency, reductions in petroleum use, and reductions in emissions to meet fuel economy and GHG emissions standards. Therefore, automakers are increasingly developing technologies to use non-petroleum fuels.
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For example, the relationship between energy use and GHG emissions could become more complex in a future fleet with high prevalence of low-carbon alternative fuels. With most of the proposed low-carbon fueling options, such as electricity and hydrogen, vehicles achieve both reduced GHG emissions and decreased energy use relative to conventional gasoline vehicles on a well-to-wheels basis (Gao, 2011; Ramachandran and Stimming, 2015; CaFCP, 2016; Liu et al., 2020)
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From page 299... ...
Low-carbon synthetic fuels can be incorporated into the existing fueling infrastructure and reduce GHG emissions from the current fleet as well as future vehicles; however, their implementation will depend on improving capabilities and scaling up fuel synthesis, decreasing well-to-wheels emissions, and reducing vehicle and fuel costs relative to other low-carbon options. 10.3.4 Outlook for Non-Petroleum Fuels The various regulatory, techno-economic, and market factors described above will dictate the extent of non-petroleum fuel availability in the light-duty vehicle fleet during 2025–2035.
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2019. "Current Hydrogen Market Size: Domestic and Global." DOE Hydrogen and Fuel Cells Program Record, October 1.
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2019. "2019 Analysis of Advanced Hydrogen Production Pathways." DOE Hydrogen and Fuel Cells Program, 2019 Annual Progress Report.
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2020. "Hydrogen Production Cost from PEM Electrolysis-2019." DOE Hydrogen and Fuel Cells Program Record, February 3.
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