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Researchers from Monash University and Hokkaido University have developed a method to produce dimethoxymethane (DMM)—a diesel blend fuel currently of great research interest—via CO 2 hydrogenation in methanol over a novel ruthenium-based catalyst.
Methanol fuel presents a significant opportunity to decarbonize in a maritime industry which is confronted with the debate over sustainable fuelalternatives, as it can be produced from biomass and can carry a near-zero carbon footprint.
The system will provide the infrastructure and network to connect industrial emitters of CO 2 to new and developing markets for their carbon, while ensuring project developers, such as Infinium, have access to a diversified, consistent, and ratable CO 2 supply.
The ReShip project, led by the Paper and Fibre Research Institute (PFI) with R&D partners Aston University (UK) and NTNU (Norway), is developing technology for producing a cost-competitive pyrolysis-oil-based multi-component fuel which meets the performance requirements of marine diesel engines.
The resulting biofuel, n -butanol, is a carbon-neutral fuelalternative that can be used in blends with diesel or gasoline. The results are reported in an open-access paper in the journal Communications Biology. Other researchers previously have explored the use of microbes such as cyanobacteria to produce sustainable biofuels.
The project identifies possible paths to a low-carbon, low-petroleum future in the US transportation sector, and also looks beyond technology to examine the marketplace, consumer behavior, industry capabilities, and infrastructure. 3%), and these costs can be made up for in fuel cost savings of more efficient advanced vehicles.
This corresponds to the emissions of more than 89,900 km driven by a diesel truck and represents 85% of CO2 savings compared to a traditional diesel engine. The logistics industry is currently responsible for 11 percent of global carbon emissions. —Uwe Brinks, CEO DHL Freight.
Trucks make up just 4% of all US automobiles, but MD and HD vehicles—from big rigs to delivery vans—account for more than 25% of transportation-related fuel consumption, and diesel averages 44 cents more per gallon than gasoline. Renewable Feedstocks to Produce Commercially Viable Diesel Blends.
This research and development investment signifies Continental’s commitment to fostering a more sustainable general aviation industry aimed at reducing carbon emissions and promoting environmental stewardship. HVO is a renewable and carbon-neutral fuelalternative.
Virgin Atlantic announced the development of a low-carbon, synthetic jet fuel kerosene produced from industrial waste gases with half the carbon footprint of the standard fossil fuelalternative in partnership with LanzaTech and Swedish Biofuels. convert the resulting ethanol into a synthetic jet fuel.
OME1 is made from methanol on a commercial scale and has a cetane number of 38; it can be mixed with additives to produce OME1a dieselfuel (CN 48).). The comparative figure for diesel is 113 g/km CO 2.). DME burns in the diesel engine without producing soot and offers the basis for extensive NO x reduction inside the engine.
embarked on a comprehensive and detailed feasibility study on sustainable Biomass-to-Liquid (BTL) jet fuel and possible by-products such as renewable diesel. This industry-wide cooperation will achieve real progress in finding sustainable fuelalternatives. Tom Enders, Airbus President and Chief Executive Officer.
By 2050, biofuels could provide 27% of total transport fuel and contribute in particular to the replacement of diesel, kerosene and jet fuel, according to a new report from the International Energy Agency (IEA). Modal shifts (not included) could contribute an additional 1.8 Gt CO 2 -eq. of emission reductions. Source: IEA.
Because firms are able to bank credits over time, anticipated high costs in the future may lead to higher costs in the present before any constraints bind on the industry. The LCFS program calls for a 10% reduction in the carbon intensity of fuel sold in California over the next decade.
It’s also a political lightning rod given the stagnation of fuel consumption matched with accelerating ethanol blending. The oil industry would seem to be understandably upset about it. The expansion of the RFS in 2007 goes far beyond just replacing MTBE with ethanol as the required fuel oxygenate (and avoiding lawsuits ).
The contract through the EPA’s Office of Transportation and Air Quality (OTAQ) Assessment and Standards Division (ASD) uses SwRI’s expertise in its Office of Automotive Engineering — the Engine, Emissions, and Vehicle Research Division and the Fuels and Lubricants Research Division. New testing guidance from EPA.
Current state-of-the-art LCIA tools typically compute an overall environmental score using a linear-weighted aggregation of characterized inventory data that has been normalized relative to total industry, regional, or national emissions. total US emissions). Central weights box and whisker plots.
There are proven and matured technologies to extract energy from fossil fuels and IC engines have been used in vehicles for a long. Petroleum fuels are common in the automotive industry. Then, why do we need alternativefuels? from automobiles, environmental pollution, depletion of fossil fuels, etc.
Gupta highlighted that Auto LPG, described as a ‘Net Zero Hero,’ generates 20% less CO2 than petrol and 60% less than diesel. This move aims to promote cleaner and more cost-effective fuelalternatives. It emits almost no particulate matter and has considerably lower NOx emissions.
. “By reducing the GST on Auto LPG, and also encouraging the OEMs to rollout more LPG variants through fiscal incentives on the lines of those for EVs, we can make this cleaner fuel more accessible to the masses, encouraging its adoption and supporting the transition to a more sustainable energy future ,” he stated.
The goal is to compete with diesel and offer a viable alternative. After exploring various technologies, LNG emerged as the best fuel for long-haul trucking, while electric versions could be suitable for short distances. Our focus remains on serving the cement, steel, FMCG, oil and gas, and container industries, among others.
The joint plan requires substantial cost share from private industry of at least a one-to-one match. Accordingly, the DON [Department of the Navy] has adopted a goal of, by 2020, replacing one-half of conventional petroleum-based fuel use with domestically sustainable fuelalternatives. —Memorandum of Understanding.
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