The evolution of EU27 transport consumption in the last three decades has been rather discontinuous, with constant growth until 2007 followed by a recessionary phase caused by the global financial crisis of 2008 until 2013, and only since 2014 has consumption returned to reach precrisis levels only in 2019. E-fuels require 3–5 times more input energy and cause 3–5 times higher equivalent vehicle CO 2 emissions if the electricity is not entirely decarbonised.ĭata published in 2022 by Eurostat and reported in Figure 1 reveal that in advanced countries, transport is even more impactful than other single sectors with almost 30% of final energy consumption. A final energetic comparison between electrochemical storages and e-fuels has been carried out considering different powertrain architectures, highlighting the huge difference in efficiency for these competing solutions.
Different e-fuels (e-hydrogen, e-methanol, e-diesel, e-ammonia, E-DME, and e-methane) and their production pathways have been reviewed and compared in terms of energy density, synthesis efficiency, and technology readiness level. The most promising, state-of-the-art electrochemical storages for road transport have been analysed considering current and future technologies (the most promising ones) whose use is assumed to occur within the next 10–15 years. Progressive decarbonisation of electricity generation could support the ambitious target of road vehicle climate neutrality in two different ways: direct electrification with onboard electrochemical storage or a change of energy vector with e-fuels. Road transport is one of the most energy-consuming and greenhouse gas (GHG) emitting sectors.
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