Showing posts sorted by date for query biofuel. Sort by relevance Show all posts
Showing posts sorted by date for query biofuel. Sort by relevance Show all posts

Tuesday, June 25, 2024

THE COST OF GREENWASHING

Lufthansa to add environmental charge to fares

Frankfurt (Germany) (AFP) – German airline giant Lufthansa said Tuesday it would add an environmental charge of up to 72 euros ($77) to fares in Europe to cover the cost of increasing EU climate regulations.

NOT TO COVER THE COST OF SUSTAINABLE FUEL

Issued on: 25/06/2024 - 
The extra cost will be added to all flights departing from EU countries as well as Britain, Norway and Switzerland
 © Adrian DENNIS / AFP

The extra cost will be added to all flights sold and operated by the group departing from EU countries as well as Britain, Norway and Switzerland, it said in a statement.

It will apply to flights from January next year and, depending on the route and fare, will vary from one to 72 euros.

"The airline group will not be able to bear the successively increasing additional costs resulting from regulatory requirements in the coming years on its own," said Lufthansa.

The group -- whose airlines include Lufthansa, Eurowings, Austrian, Swiss and Brussels Airlines -- said it is facing extra costs from EU regulations related to sustainable aviation fuel (SAF).

The EU legislation requires airlines to gradually increase use of the fuel on routes departing EU airports.

Carriers will need to include two percent of SAF in their fuel mix from next year, rising to six percent in 2030 and then soaring to 70 percent from 2050.

The aviation sector is among the toughest to decarbonise and SAF -- a biofuel that produces lower carbon emissions than traditional jet fuel -- is seen as a crucial ingredient to hitting emissions targets but is currently more expensive to produce.

In March, Airlines for Europe, which represents the continent's largest airline groups including Lufthansa, complained that production of the fuel in Europe is minimal and lags far behind projects launched in the United States.

Lufthansa said it also faces extra costs from changes to the EU's emissions trading system, and other regulatory measures.

The group aims to halve its net carbon emissions by 2030 compared to 2019, and to go carbon neutral by 2050.

After having to be bailed out by the German government during the coronavirus pandemic, Lufthansa racked up healthy profits in 2022 and 2023 as travel demand roared back.

But it was hard hit by a series of strikes at the start of this year, reporting a hefty first-quarter loss.

© 2024 AFP

Saturday, June 22, 2024

ALTERNATIVE FUELS

Amon Maritime Launches Amon Gas with NOK 18 Million Grant from ENOVA

Amon Maritime
Gas MGC illustration

PUBLISHED JUN 21, 2024 9:52 PM BY THE MARITIME EXECUTIVE

 

[By: Amon Maritime]

The grant was awarded at a ceremony hosted by the Norwegian minister of climate and the environment together with ENOVA at DNV HQ at Høvik.

“This is a significant milestone towards realizing carbon free transportation systems within the gas carrier segment. Amon Gas will provide the market with low-emission vessels while simultaneously meeting customer demands with innovative solutions.” says André Risholm, CEO Amon Maritime

Amon Gas is targeting a shipbuilding series starting with 2 firm orders of ammonia- powered MGCs with a goal of being in operation by 2028.

The vessels are designed to use ammonia as fuel, for both propulsion and power consumption, also when transporting LPG as cargo and incorporates the best energy-saving measures.

MGC is a large vessel type with high fuel consumption. This means that the climate impact per ship by switching to ammonia as fuel will be significant. Carbon emission calculations give an estimated 87% reduction compared to conventional vessels from the start of operations, with ambitions for further reductions towards 100%.

Amon Maritime CTO, Steinar Kostøl, explains:

  • If ammonia is the fuel of the future, it will lead to a high growth in sea transport of ammonia. Ammonia is primarily transported on MGCs today.
  • If the ship transports ammonia, the "chicken-and-egg" dilemma of making bunkering available is avoided—the substance is already on board as cargo.
  • Because the ship is already designed for transporting ammonia, the relative additional cost in this segment compared to conventional ships will be less than in most other segments.

SRC and GREEN MARINE Join Forces to Bring Methanol Superstorage to Market

SRC Group
Hannes Lilp, CEO, SRC Group and Morten Jacobsen, President, GREEN MARINE sign collaborative agreement to deliver Methanol Superstorage to the maritime market.

PUBLISHED JUN 21, 2024 9:53 PM BY THE MARITIME EXECUTIVE

 

[By: SRC Group]

SRC Group and GREEN MARINE have signed a collaborative agreement which brings two of the strongest advocates of methanol as a marine fuel together to develop and deliver Methanol Superstorage to market.

The cooperation aims to realise benefits available to SRC’s Methanol Superstorage solution, which has been turning heads among owners, builders, repairers, class societies and insurers since its launch. Using the SPS Technology Sandwich Plate System instead of traditional cofferdams that separate tank walls, Methanol Superstorage boosts shipboard tank volumes by 85% and provides effective mitigation for methanol’s significantly lower energy density than conventional HFO.

Independent advisory and project management firm GREEN MARINE has built an unrivalled track record for delivering methanol transition solutions for all ship segments. With a pedigree reaching back to the first use of methanol as a marine fuel, its services cover ship design, yard selection, construction supervision, technical management and operations, training, procurement, sales and bunkering, GREEN MARINE is involved in the majority of methanol-related ship projects in the world today.

“Following the huge initial impact made by Methanol Superstorage, SRC and GREEN MARINE will work together to provide comprehensive technical coverage for methanol integration,” said Hannes Lilp, CEO, SRC Group. “With GREEN MARINE’s extensive experience in methanol projects and overall technical knowledge of the entire process, combined with SRC’s expertise in methanol storage and over 23 years of experience in ship refits and conversions, we are well-placed to onboard Methanol Superstorage for both retrofit and new build vessels, and establish a mature sales framework to enable global adoption.”

GREEN MARINE continues to drive development of the methanol supply chain in the marine market, with recent agreements including preparations for projected supplies of green methanol from Chinese partners. The firm also recently named Singapore-based former Methanol Institute Chief Commercial Officer, Chris Chatterton as Managing Director & Partner, with effect from 1st July, 2024. 

Chatterton commented: “Market receptiveness to Methanol Superstorage has been exceptional and we look forward to working with SRC to realise its extraordinary potential to help drive forward methanol as a mainstream marine fuel. Investors will be encouraged to know that, as the most experienced technical player in marine methanol, GREEN MARINE’s expertise, insight and global support stands alongside SRC in the demonstration phase of Methanol Superstorage.”

Methanol Superstorage has already received Approval in Principle from a leading IACS society, which indicates that no conceptual issues have been identified relating to ship regulatory requirements. “In parallel to class approvals, SRC and GREEN MARINE will also oversee and manage 3rd Party technical development” said Lilp.


Norway Provides Record Funding for Ammonia and Hydrogen Vessel Projects

hydrogen fueled vessel
Enova awarded 15 vessels grants to advance hydrogen and ammonia propulsion (Enova)

PUBLISHED JUN 20, 2024 7:08 PM BY THE MARITIME EXECUTIVE


Enova, the Norwegian government’s clean energy fund developed to spur decarbonization efforts including in the maritime sector, is making its largest-ever awards. The latest competition round will provide approximately $114 million in support for a total of fifteen ships. Six of the vessels will be ammonia-fueled while nine will be cutting-edge hydrogen projects, including five dry bulk newbuilds for Maris Fiducia and the charter market.

The awards are going to Hoegh Autolines which is building a new class of the world’s largest car carriers with the last four slatted for dual-fuel ammonia propulsion. Amon Gas was also awarded for an ammonia project. The Norwegian division of Dutch shipowner Maris Fiducia, as well as Møre Sjø, Napier, and Halten Bulk, are all being awarded grants for hydrogen vessels. 

 Maris Fiducia announced plans for its project which will include five 6,000 dwt vessels designed by the Dutch firm Ankerbeer. The hull design is being optimized for efficiency and low fuel consumption. 

The power plant will be a dual-fuel hydrogen ICE combined with fuel cells for auxiliary power. In addition to the ICE plant, they will be equipped with a Zero Emission Pod, a module containing a complete hydrogen energy system that is being developed and tested by Norway-based HAV Hydrogen. The company is currently developing its first full-scale pods, which will be ready for testing by 2025. They anticipate having them available by the end of 2025.

 

Maris Fiducia will build five hydrogen-fueled vessels for the charter market (Maris Fiducia)

 

Each of the ZEPODs is expected to deliver a total capacity of 400 kW, which will be enough to run all the auxiliary systems on the bulk carriers. They expect to be able to upgrade the ZEPODs to a 1 MW capacity at a later date.

Maris Fiducia notes that the technology is advancing rapidly. Just over a year ago, they said they were inspired to based on the fuel availability and emerging technical competence to pursue this concept. Enova awarded over $28 million in support for the project.

“This brings us another step closer to the commercial breakthrough for our hydrogen-based energy systems for ships,” says Kristian Osnes, managing director of HAV Hydrogen.

Another key part of the project will focus on establishing a commercial operation for vessels employing hydrogen fuel. The five bulkers will go on hire through a zero-emission time charter agreement with Schulte & Burns to establish the market for the vessels and the sector.

Enova reports “The competition was fierce, and there were many good projects,” applied in this round. They received applications for a total of 45 projects, of which 13 applications were distributed among eight unique companies on the hydrogen program and 32 applications from 11 companies on the ammonia program. The goal was to reduce the barriers for actors who use hydrogen and ammonia as fuel in vessels so that the first functioning value chain within hydrogen and ammonia can be established in Norway.  The next application deadline for the program’s hydrogen and ammonia in vessels is September 27. 


Study Finds High Fuel Quality in Biodiesel Supply Chain

Stena biofuel test
File image courtesy Stena

PUBLISHED JUN 19, 2024 8:49 PM BY THE MARITIME EXECUTIVE


The Global Center for Maritime Decarbonization, the green-fuel think tank founded by Singapore's Maritime and Port Authority, has released a comprehensive report on the stability of biodiesel (FAME) as a marine fuel. First-generation biodiesel has been in production and use for road transport applications for decades, and it is trickling into the marine fuel market for the same reasons that it is popular on land: it is relatively cost-competitive, and it can be blended in any proportion with fossil-derived diesel fuel. GCMD set out to determine how FAME fuels are faring in maritime supply chains, with a particular eye to biodiesel's problems with degradation - and its researchers came away with positive results. 

First-generation biodiesel is made by reacting natural fats - like vegetable oil or tallow - with methanol in the presence of an alkaline catalyst (lye). The products of the reaction are fatty acid methyl esters (FAME), plus a smaller quantity of glycerol. After extensive purification, the FAME is sold as a fuel. It is a common ingredient in over-the-road diesel blends in the United States and Europe.

This chemical process differs from the next-generation "renewable diesel" or "RLD" process, which runs the same natural fat feedstocks through a hydrocracker, resulting in a product identical to fossil diesel. First-generation FAME has many desirable attributes, but it also has shortcomings compared with RLD. FAME slowly degrades in the presence of water and atmospheric oxygen, both found in abundance at sea. It can also deteriorate in the tank if water is present and bacteria or mold take hold. At worst, these problems can cause sludging in fuel injectors, pumps and piping, much like "bad bunkers." FAME's natural oxidation process also creates organic acids, which can corrode piping and fuel systems. 

Given these potential contamination problems, and the increasing interest in biodiesel as a marine fuel, GCMD set out to study how FAME works in real-world bunker supply chains. It followed the use of FAME fuels aboard 13 vessels bunkering in three different ports, drawing on four different suppliers. Its researchers sampled the fuel at multiple points along two of these supply chains - from the producing facility to the bunker barge - to determine whether the fuel could get contaminated or degrade before loading. (The research did not cover long-term performance aboard the vessels after loading.)

The group's findings were positive: no substantial changes were found in the substance's characteristics during five months of midstream storage, transport and blending. There were no meaningful issues with acidity, sludginess, reduced energy content or biological contamination. 

"The results from our end-to-end supply chain trials indicate no significant degradation of FAME, arising from autoxidation, hydrolytic oxidation or microbial contamination under standard commercial operations conditions," the team concluded. "Given the potential for higher adoption of biofuels, the shipping industry will need to continue to build up a crucial database to develop best practices to guide the development of biofuels use."


Mitsubishi Shipbuilding Joins Methanol Sector with Order for First RoRos

car carrier
Mitsubishi Shipbuilding recently launched the first LNG-fueled car carrier for Toyofuji Shipping (Toyofuji)

PUBLISHED JUN 18, 2024 7:54 PM BY THE MARITIME EXECUTIVE

 

Japan’s Mitsubishi Shipbuilding is joining the emerging group of shipyards capable of building ocean-going methanol-fueled vessels. While the alternative fuel is dominating new orders, with 269 orders due for delivery over the next five years according to DNV, only a few shipyards are building the vessels.

Mitsubishi Shipbuilding signed an order for Japan’s first methanol dual-fuel RoRo car carriers. The two ships will be deployed on a Japanese coastal service and designed to address the emerging trends in shipping.

Toyofuji Shipping is ordering two ships as part of a promotional project jointly sponsored by the Ministry of the Environment and the Ministry of Land, Infrastructure, Transport and Tourism. Toyofuji will own the first vessel and the second with be shared with Fukuju Ship Company. Both vessels are due for delivery by the end of 2027.

In addition to being the first dual-fuel methanol-fueled RoRos for Japan, the vessels will incorporate other design elements to improve efficiency. They will be equipped with Mitsubishi’s energy-saving technology system and energy saving propellers and high-performance rudders with reduced resistance. They will have a high-efficiency dual-fuel main engine and the shape of the bow and vertical stem is designed to reduce propulsion resistance.

The ships will be larger than the conventional coastal car carriers. The length will be increased by approximately five meters (more than 16 feet) and the tonnage will increase from 12,687 to 15,750. Loading capacity will expand by 15 percent or 300 vehicles to a total of 2,300 units. This will permit the companies to reduce CO2 emissions by more than 20 percent per unit. Overall, they expect an initial 10 percent reduction in CO2 emissions which can be further increased through the conversion to green methanol. Mitsubishi Gas Chemical Company and Kokuka Sangyo will supply the methanol bunkering from conventional vessels.

While the ships are larger, they will be able to call at conventional ports. The size increase will also address the labor shortages being experienced in the shipping industry as well as the calls for work style reforms. The increased loads will provide more schedule flexibility and rest time for crews.

Mitsubishi Shipbuilding reports it will expand on its experience with LNG to develop the new vessels. The Enoura shipyard in Shimoseki City earlier this month launched the first LNG-fueled car carrier for Toyofuji Shipping. Named Trans Harmony Green, the vessel is 49,500 tons with a capacity for 3,000 vehicles. It will be operating the company’s Asia weekly service.

Methanol-fueled car carriers are a new segment for the emerging alternative fuel. DNV reports less than seven percent of the methanol-fueled orderbook is for car carriers with only 18 vessels ordered so far for the segment. Containerships continue to make up the vast majority of the orders for methanol-fueled vessels although other segments are starting to emerge.
 

Friday, June 14, 2024

Converting cow manure to fuel is growing climate solution, but critics say communities put at risk

PIXLEY, Calif. (AP) — The stench of cow feces, urine and ammonia forces residents to keep windows and doors closed in parts of California's farming country. Some people constantly run air purifiers at home to counter the smell and, they say, fight off air-related ailments.

"We have a lot of health problems going around in this community and most of them are respiratory problems,” said Beverly Whitfield amid dairies in Pixley, a small town in Tulare County. She believes her allergies, her adult son's asthma and others' breathing issues are linked to pollution from nearby dairies.

Industrial-scale dairy farms already are among the biggest polluters in the San Joaquin Valley, a premier U.S. agricultural region with poor air quality. Now residents like Whitfield worry methane digesters, which can turn manure into a biofuel that is cleaner than traditional fuels like gasoline, could exacerbate health issues. Biofuel experts say digesters can reduce air pollution.

Dairy and digester capital

Home to about 1.7 million cows, California is the country's leading dairy producer and a large contributor of methane. Cow burps and manure emit the potent planet-warming gas, which over a shorter period is much more powerful than carbon dioxide.

In recent decades, digesters that convert manure and other organic waste into biogas to create electricity or to power vehicles have spread across the country.

The number's expected to grow since waste management practices such as digesters became eligible for funding from the Inflation Reduction Act — President Joe Biden’s law to combat climate change.

Most digesters are in dairies that capture methane from lagoons of cow manure and turn it into biofuel. Liquified cow manure commonly is stored in a covered digester where microbes from the animals' digestive systems produce gas. The gas then is cleaned and compressed into a liquid fuel that can be used as an energy source.

In the last decade, about 120 digesters have cropped up across California and roughly 100 more are in the pipeline. But a technology hailed as a cost-effective way to help the state reach its methane reduction goals has become controversial.

Environmental justice organizations say mostly low-income, Latino communities are dealing with pollution from nearby digesters, and they want California to stop providing financial incentives for more. Critics also say state policies favor industrial dairies, entrenching unsustainable animal agriculture.

Rebecca Wolf with the environmental group Food and Water Watch said the state is incentivizing dairies to keep running large operations that already pollute. “You're never going to stop polluting” with this system in place, she said.

Dairies argue the state's financial program plays an important role. “There’s got to be some financial incentive there to give up some portion of your land to operate these systems,” said dairyman Brent Wickstrom, whose digester recently went online.

Supporters point to the technology’s effectiveness at mitigating climate change. AgSTAR, sponsored by the Environmental Protection Agency and the U.S. Department of Agriculture, estimates manure-based digesters reduced greenhouse gas emissions by more than 10 million metric tons of carbon dioxide equivalent in 2022. That's roughly the annual greenhouse gas emissions from more than 2 million passenger vehicles.

Supporters note that biofuel from methane reduces pollution by replacing fossil fuels like gasoline with cleaner vehicle fuel.

“This technology reduces odors and some local air pollutants,” said Sam Wade, director of public policy for the Coalition for Renewable Natural Gas. “At the same time, it reduces greenhouse gas emissions."

Dairies, digesters and pollution

Residents near dairies complain about flies and strong odors.

“You don't want the doors open because you're afraid of all the smells,” said Whitfield, whose family left doors open when they moved to Pixley in the 1970s. "Everything's changed now with the dairies.”

Some dairies say digester tarps that cover manure reduce smells. “If anything, it should be keeping some of that odor in as opposed to making more,” said Wickstrom, the Merced County dairyman.

Studies have found people living near large dairies can experience fatigue, respiratory problems, burning eyes and runny noses if odors are concentrated enough. A 2017 University of Wisconsin study found digesters can increase ammonia emissions by up to 81%. Ammonia may form fine particulate matter that can enter lungs and the bloodstream. Long-term exposure to particulates has been linked to heart and respiratory issues.

“Having a reduction in greenhouse gas emissions is good, but you also want to think about the human health impact,” said lead author Michael A. Holly, an associate professor at the Green Bay campus.

California air regulators said the Midwest study doesn't necessarily apply to this state's different meteorological conditions and types of digesters. They added that studies are underway to understand effects of digesters on ammonia emissions.

recent study funded by the California Air Resources Board found San Joaquin Valley dairy waste emissions contributed little to ozone and fine particulate matter concentrations.

“The air quality implications are basically zero, and really we can make a decision about whether or not digesters should be adopted based on greenhouse gas emissions,” said Michael Kleeman, lead study researcher and a University of California, Davis professor. “There's already so much excess ammonia in the agriculture-rich regions that (digesters) are not going to significantly influence the air quality.”

Maria Arevalo, a 74-year-old activist and former farmworker, believes her asthma and sleep apnea are linked to pollution from dairies near her home in Pixley. She sleeps with a machine to help her breathe. So do her son, 34, and grandson, 11.

Her neighborhood often smells of ammonia, she said, but many families can’t afford air conditioning and open windows to let breeze in. “These dairies shouldn’t be in areas where communities are.”

In her town of about 4,000 there are more cows than people. According to the nonprofit Leadership Counsel for Justice and Accountability, Pixley's 26 dairies house approximately 140,000 cows. Nine have digesters operating on farms with thousands of animals, according to AgSTAR.

Recently, 15 members of Congress wrote opposing USDA's decision to make some large-scale farming practices, such as roofs and covers for waste management facilities, eligible for federal funding.

“The storage of hundreds of thousands of gallons of liquid manure ... pollutes the air and water of surrounding communities,” they said. "This inherently unsustainable manure storage system is only further entrenched by ... digesters.”

Tradeoffs of a climate solution

Researchers have found nearly 40% of methane emissions from human activity come from livestock and agriculture. EPA estimates each cow can produce 154 to 264 pounds (about 70 to 120 kilograms) of methane annually.

In California, supporters view digesters as important in helping the state meet climate goals and as a source of renewable natural gas for vehicles.

Biomethane improves air in cities "because trucks don't emit very much emission at all when they run on natural gas,” said Eric McAfee, CEO of the renewable fuels and biochemicals company Aemetis.

Joey Airoso, who's had a digester on his 2,900-cow farm since 2018, found that odors declined and nitrogen-rich remnants could be used as crop fertilizer. “That's a big deal environmentally because it alleviates extra nitrogen being put on," he said.

Colin Murphy, from the Policy Institute for Energy, Environment and the Economy at UC Davis, said that while digesters have benefits, they don’t solve air pollution “and don’t make it any more pleasant to live near one.”

Some valley residents who have complained about odors and respiratory issues say they have been told to move. But many have lived in small, rural towns long before dairies arrived — and relocating is not always financially feasible.

“Where are you going to move at? You don't have money to move,” said Whitfield, the Pixley resident with allergies.

___

Pineda reported from Los Angeles.






















Cows stand in a corral at a Pixley, Calif., dairy farm on Monday, May 20, 2024. In recent decades, digesters that convert cow manure and other organic waste into biogas to create electricity or to fuel vehicles have spread nationally, and the number is expected to grow. (AP Photo/Noah Berger)

___

The Associated Press receives support from the Walton Family Foundation for coverage of water and environmental policy. The AP is solely responsible for all content. For all of AP’s environmental coverage, visit https://apnews.com/hub/climate-and-environment

Thursday, May 23, 2024

 

Charting a pathway to next-gen biofuels



Peer-Reviewed Publication

PRINCETON UNIVERSITY, ENGINEERING SCHOOL

Christos Maravelias 

IMAGE: 

CHRISTOS MARAVELIAS HEADSHOT.

view more 

CREDIT: PHOTO BY DAVID KELLY CROW.




From soil to sequestration, researchers at Princeton University and the Great Lakes Bioenergy Research Center have modeled what a supply chain for second-generation biofuels might look like in the midwestern United States.

These next-generation biofuels are emerging as a more sustainable substitute for fossil fuel-derived gasoline and diesel that, if carefully managed, could remove more greenhouse gases from the atmosphere than they emit over the course of their lifecycle. And unlike conventional or first-generation biofuels, which are produced from crops like corn and sugarcane that could otherwise be used for food, second-generation biofuels are derived from agricultural waste or non-food crops grown on low productivity or recently abandoned land.

Yet as a still-nascent technology, these next-generation fuels must contend with considerable uncertainty about their role in a low-carbon energy future.

Previous studies on biofuels tend toward two extremes, either focusing on the ‘bio’ — incorporating crop growth, productivity, and land use data without considering downstream supply chain concerns in detail — or the ‘fuels’ — mapping out a supply chain and biorefinery design using overly simplistic land and crop data.

The Princeton study unites the two perspectives to provide a more comprehensive forecast of a supply chain for biofuels across an eight-state region in the Midwest, grounded in highly detailed data. Their findings were published May 22 in Nature Energy.

“What we’re doing with this study is bringing together two different approaches to studying biofuels,” said Christos Maravelias, the Anderson Family Professor of Energy and the Environment and professor of chemical and biological engineering. “A lot of high-quality data at fine spatial scales went into our analyses, giving us a much more holistic view of these systems.”

Optimization from crop growth to sequestration site

Supply chains for biofuels are complex. Feedstocks for biofuels must be grown and harvested from a fragmented network of land. Those feedstocks must then be transported to a centrally located refinery. At the refinery, several different technologies could convert the plant matter into liquid biofuel, and any carbon emissions produced through the conversion process can be captured and subsequently sequestered offsite.

Consequently, decisions made at every point along the supply chain could result in systems with widely diverging costs and emissions impacts, from the crop chosen as a feedstock to the distance between field and refinery and the technology used to convert the plant into biofuels.

“Even seemingly isolated or unrelated decisions, like how much incentive you plan to provide for carbon capture or which conversion technology you favor, can have dramatic impacts on the landscape design of a bioeconomy,” said co-author Caleb Geissler, a graduate student in chemical and biological engineering.

Thus, Geissler said, the optimal landscape design depends on the starting goals: what quantity of biofuels should be produced, at what cost, and at what carbon intensity?

While the researchers cautioned that their model was not designed specifically as a decision-making tool, Maravelias said it provides valuable insights into the economics and environmental impacts of a future bioeconomy. And since second-generation biofuels have yet to achieve widespread commercialization, proactive research now can inform efforts to ensure the fuels are meaningfully implemented into the future energy system.

“The model accounts for all the components of the system, so we can use it to answer many different types of questions,” said Maravelias. “We can use it to identify the optimal way to produce a certain quantity of biofuels while minimizing economic costs. We can use it to identify the system that produces the same amount of fuel while minimizing environmental impacts. Or we could have it design a system that strikes some balance between the two.”

Highlighting the impact of policy

Using their model, the research team could also probe the role of policy incentives in shaping the preferred technologies and emissions impact of a biofuels supply chain.

For instance, the team found that the 45Q tax credit for carbon capture, which provides $85 per ton of sequestered carbon, sufficiently incentivized carbon capture across the system. However, tax credit values below $60 per ton of carbon — the 45Q tax credit was only worth $50 prior to the Inflation Reduction Act of 2022 — were insufficient to drive investment in carbon capture and sequestration. In this case, the system generated rather than removed carbon emissions, though it still produced far fewer emissions compared to today’s fossil fuels.

“Even if the value of an incentive changes, we still wanted our results to be informative,” said Geissler. “It’s also a way to inform policymakers about how varying incentives support different technologies and configurations for the system.”

And while current incentive schemes only assign a monetary value for the carbon captured at the refinery itself, the researchers also modeled alternative scenarios that sought to minimize emissions from the entire supply chain, including both direct emissions from transportation and indirect emissions embodied in the electricity used to power the system.

These alternative scenarios highlighted even more tradeoffs. The tax credit would have to be worth at least $79 a ton to begin incentivizing carbon capture at the refinery and worth around $100 per ton for carbon capture to be installed at every refinery. Below those values, it would often be more cost effective to reduce transportation and offset emissions from purchased electricity before investing in carbon capture.

The researchers even charted pathways that mitigated carbon emissions beyond financial incentives, using site-specific soil carbon sequestration potentials and management decisions, such as whether to fertilize, to yield a landscape design with the greatest overall environmental benefits.

“Because these next-generation biofuels are still emerging as a technology, the model we developed allows us to make sure we’re designing these systems properly,” Maravelias said. “It’s important to have as much information as possible now, before we lock ourselves into less-than-ideal technologies and system configurations.”

The paper, “Large-scale spatially explicit analysis of carbon capture at cellulosic biorefineries,” was published May 22 in Nature Energy. In addition to Maravelias and Geissler, Eric O’Neill, who performed the research while a graduate student at Princeton University, was first author of the paper. The work was supported by the Great Lakes Bioenergy Research Center.

Sunday, May 19, 2024

 

Studying bubbles can lead to more efficient biofuel motors



UNIVERSITY OF GOTHENBURG
Clip: How bubbles form in a drop of biodiesel 

VIDEO: 

THE FILM SHOWS IN SLOW MOTION HOW BUBBLES FORM INSIDE A DROP OF BIODIESEL WHEN IT IS EXPOSED TO REPEATED LASER PULSES THAT ADD ENERGY. THE PROCESS IS DOCUMENTED WITH A HIGH-SPEED CAMERA. BY STUDYING HOW BUBBLES FORM IN A DROP OF BIODIESEL, RESEARCHERS AT THE UNIVERSITY OF GOTHENBURG CAN HELP FUTURE ENGINES GET THE MOST ENERGY OUT OF THE BIOFUEL.

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CREDIT: YOGESHWAR NATH MISHRA/GU




By studying how bubbles form in a drop of biodiesel, researchers at the University of Gothenburg can help future engines get the most energy out of the fuel.

In an internal combustion engine, the fuel is distributed in small droplets in injection valves to maximise combustion.

In the engine, the fuel droplets are pressurised to turn into gas and burn. When gas is formed, bubbles form inside the droplets and it is these that the researchers at the University of Gothenburg have studied using femtosecond lasers.

Less emissions

“The bubbles have a significant impact on the atomisation of biodiesel in engines. Therefore, our research is very important to address fundamental questions about the efficiency of the biodiesel engine,” says Dr. Yogeshwar Nath Mishra, who led the study at the University of Gothenburg together with Professor Dag Hanstorp.

Researchers are trying to understand how and when the bubbles form in the fuel droplets. In the long term, this knowledge could lead to the development of a more efficient engine that burns more fuel than today, resulting in less environmentally harmful emissions.

“Research on biodiesel is crucial in our transition from fossil fuels to combat climate change. In engines, bubbling affects fuel combustion and contributes to the formation of larger droplets that do not evaporate and burn completely, leading to increased emissions,” says Dr. Yogeshwar Nath Mishra.

The droplet is levitated acoustically

Studying bubble formation in engine injection valves is difficult because of their structure, with narrow channels in metal bodies. But with the latest technology, physicists can set up an experiment in the lab that allows them to study the process in a millimetre-sized drop of biodiesel. First, a fuel droplet is levitated, i.e. trapped in the air, using a standing sound wave.

“We then energise the droplet with our femtosecond laser, which focuses light energy at a point inside the droplet for a very short time, 100 femtoseconds, 10-13 seconds. This forms the gas bubbles, the number, growth and fine distribution of which are studied using a high-speed camera,” explains Dag Hanstorp, Professor of Physics at the University of Gothenburg.

Many applications

The results, published in Nature Scientific Reports, have provided significant insights into the phenomenon of bubble formation that are not only useful in the development of more efficient fuels and combustion engines.

“Bubble formation is important in industries such as chemical engineering for example carbonated drinks, ultrasonic imaging, boiling processes for heat transfer and processes such as gas release from water bodies and cloud formation. But what we have achieved is basic research. There is still a lot of development to be done before it can be used,” says Dag Hanstorp.

Video clip: How bubbles form in a drop of biodiesel. https://www.youtube.com/watch?v=QNeOsuKDXRY


Pictures thats shows how bubbles form in a diesel droplet through the interaction of multiple femtosecond laser pulses. The process is documented in a high-speed camera.

CREDIT

Yogeshwar Nath Mishra/University of Gothenburg

Wednesday, May 15, 2024

 

NYK, Tsuneishi and Drax Study Biofuel Bioship Design for Bulkers

bioship
Concept looks to use biomass as a decarbonization fuel for smaller bulkers (NYK)

PUBLISHED MAY 14, 2024 4:09 PM BY THE MARITIME EXECUTIV

 

 

A new study is getting underway exploring the development of a biomass-fueled bioship, which would be the first of its kind in the world. Biomass in pellet form made by compressing sawmill and forestry residue is being promoted as an alternative fuel that is gaining traction in Japan and elsewhere.

Japan’s NYK Line and its NYK Bulk & Projects Carrier company launched a partnership with Tsuneishi Shipbuilding and Drax Group, a British renewable energy company, to develop the technology and the first ship powered by biomass. The companies said the installation of a biomass plant could provide a 22 percent reduction in well-to-wake carbon emissions. If the development project is successful, they will jointly study the possibility of building a bioship by the end of 2029.

“After study of biomass fuel plant and gasifier system, Drax, Tsuneishi Shipbuilding, NYK, and NBP have concluded a memorandum of understanding for the feasibility study on the development of the world’s first wood pellets-powered super low-emission vessel. This is an important step towards decarbonized society,” said Masashi Suda, President of NYK Bulk & Projects Carriers.

NYK highlights that it has experience with biomass as its use grows in Japan as a fuel source for power plants which traditionally were mostly coal-fired. NYK transports biomass manufactured by Drax in Canada to Japan. 

They highlighted the technology possibly as a solution for the smaller handysize bulkers which they said will be more difficult to decarbonize due to their smaller size and smaller fuel capacity. Handysize bulkers are the ones used to transport biomass to Japan.

As part of the project, the companies will conduct research to develop the new shipping technology, including an onboard biomass fuel plant, which would be required to build a bioship. They are also exploring how other renewable technologies could be used to reduce both the emissions and fuel costs of shipping biomass.

“This MoU is an important step in the development of the technology required to power and launch the world’s first bioship, which will support Drax’s decarbonization goals but could also drive the innovation needed to transform shipping and cut carbon emissions and fuel costs in global supply chains,” said Paul Sheffield, Drax Group’s Chief Commercial Officer.

Biomass is a controversial fuel source. Environmentalists argue there are better sustainable and low-emission fuels than using precious forestry resources.

Drax has received strong support from the UK government which looks to incorporate biomass into its strategy. The company already operates a power station in Yorkshire. It burns 6.4 million tonnes of biomass annually contributing more than six percent of the country’s electrical supply.