A Nuclear Renewable Oil Shale System for Economic Dispatchable Low-Carbon Electricity and Liquid Fuels

2016 ◽  
Vol 195 (3) ◽  
pp. 335-352 ◽  
Author(s):  
D. J. Curtis ◽  
C. W. Forsberg
Keyword(s):  
Oil Shale ◽  
Liquid Fuels ◽  
Low Carbon

Engine Fuels From Biomass

1981 ◽  
Vol 103 (4) ◽  
pp. 344-351 ◽  
Author(s):  
H. W. Parker
Keyword(s):  
Oil Shale ◽  
Liquid Fuels ◽  
Biomass Fuels ◽  
Coal Conversion ◽  
Direct Liquefaction

Sources of biomass fuels for engines are compared to other synfuels. Biomass can be converted to gaseous and liquid engine fuels by the same processes utilized for coal conversion such as gasification, direct liquefaction, and indirect liquefaction. Alternatively, biomass can be converted into liquid fuels by fermentation to methane or ethanol. The quantities of biomass-derived engine fuels potentially available in the next decade are relatively small, and the anticipated costs are significantly greater than for liquid engine fuels made from coal or oil shale.

scholarly journals Production Cost and Carbon Footprint of Biomass-Derived Dimethylcyclooctane as a High Performance Jet Fuel Blendstock

2021 ◽  
Author(s):  
Nawa Raj Baral ◽  
Minliang Yang ◽  
Benjamin G. Harvey ◽  
Blake A Simmons ◽  
Aindrila Mukhopadhyay ◽  
...  
Keyword(s):  
Production Cost ◽  
High Performance ◽  
Jet Fuel ◽  
Liquid Fuels ◽  
Jet Fuels ◽  
Selling Price ◽  
Low Carbon ◽  
Hydrogenation Catalysts ◽  
Raney Nickel Catalyst ◽  
Biomass Sorghum

<div> <div> <div> <p>Near-term decarbonization of aviation requires energy-dense, renewable liquid fuels. Biomass- derived 1,4-dimethylcyclooctane (DMCO), a cyclic alkane with a volumetric net heat of combustion up to 9.2% higher than Jet-A, has the potential to serve as a low-carbon, high- performance jet fuel blendstock that may enable paraffinic bio-jet fuels to operate without aromatic compounds. DMCO can be produced from bio-derived isoprenol (3-methyl-3-buten-1- ol) through a multi-step upgrading process. This study presents detailed process configurations for DMCO production to estimate the minimum selling price and life-cycle greenhouse gas (GHG) footprint considering three different hydrogenation catalysts and two bioconversion pathways. The platinum-based catalyst offers the lowest production cost and GHG footprint of $9.0/L-Jet-Aeq and 61.4 gCO2e/MJ, given the current state of technology. However, when the conversion process is optimized, hydrogenation with a Raney nickel catalyst is preferable, resulting in a $1.5/L-Jet-Aeq cost and 18.3 gCO2e/MJ GHG footprint if biomass sorghum is the feedstock. This price point requires dramatic improvements, including 28 metric-ton/ha sorghum yield and 95-98% of the theoretical maximum conversion of biomass-to-sugars, sugars-to-isoprenol, isoprenol-to-isoprene, and isoprene-to-DMCO. Because increased gravimetric energy density of jet fuels translates to reduced aircraft weight, DMCO also has the potential to improve aircraft efficiency, particularly on long-haul flights. </p> </div> </div> </div>

Process Analysis for the Production of Hydrogen and Liquid Fuels from Oil Shale

2017 ◽  
Vol 5 (11) ◽  
pp. 1963-1978 ◽  
Author(s):  
Mohammad Afzal Raja ◽  
Hao Chen ◽  
Hongyan Wang ◽  
Yongsheng Zhao ◽  
Chunyan Shi ◽  
...  
Keyword(s):  
Oil Shale ◽  
Process Analysis ◽  
Liquid Fuels ◽  
Production Of Hydrogen

Oxidation Properties of NIAI Intermetallic Coatings Prepared by High Velocity Oxy-Fuel Thermal Spraying

1998 ◽  
Author(s):  
J.A. Hearley ◽  
J.A. Little ◽  
A.J. Sturgeon
Keyword(s):  
High Velocity ◽  
Low Carbon Steel ◽  
Thermal Spraying ◽  
Liquid Fuels ◽  
Low Carbon ◽  
Ion Diffusion ◽  
X Ray Diffraction ◽  
Hvof Process ◽  
Diffusion Studies ◽  
Oxidation Properties

Abstract A reaction-formed NiAI intermetallic compound (IMC) powder has been deposited as a coating onto low carbon steel test coupons by the High Velocity Oxy-Fuel (HVOF) process using both gaseous and liquid fuels. The microstructure of this coating has been examined using scanning electron microscopy and x-ray diffraction and was found to depend on spraying conditions. Oxidation tests on the coating in air, between the temperatures of 800°C-1200°C, revealed that an a-alumina (Al2O3) scale formed on the coating's surface. At 1200°C, a nickel spinel (NiO/NiAl2O4) and haematite (Fe2O3) phases were observed. Diffusion studies were performed to calculate an activation energy for iron ion diffusion in NiAl.

Sustainable Transportation Fuels From Off-Peak Wind Energy, CO2, and Water

2010 ◽  
Author(s):  
Laura L. Holte ◽  
Glenn N. Doty ◽  
David L. McCree ◽  
Judy M. Doty ◽  
F. David Doty
Keyword(s):  
Wind Energy ◽  
Co2 Emissions ◽  
High Efficiency ◽  
Clean Energy ◽  
Sustainable Transportation ◽  
Liquid Fuels ◽  
Process Conditions ◽  
Low Carbon ◽  
Transportation Fuels ◽  
Carbon Neutral

Doty Energy is developing advanced processes to permit the production of fully carbon-neutral gasoline, jet fuel, diesel, ethanol, and plastics from exhaust CO2 and off-peak clean energy (wind and nuclear) at prices that can compete with fossil-derived products. Converting CO2 into fuels will eliminate the need for CO2 sequestration, reduce global CO2 emissions by 40%, and provide a nearly insatiable market for off-peak wind. It has long been known that it is theoretically possible to convert CO2 and water into standard liquid hydrocarbon fuels at high efficiency. However, the early proposals for doing this conversion had efficiencies of only 25% to 35%. That is, the chemical energy in the liquid fuels produced (gasoline, ethanol, etc.) would be about the 30% of the input energy required. The combination of the eight major technical advances made over the past two years should permit this conversion to be done at up to 60% efficiency. Off-peak grid energy averaged only $16.4/MWhr in the Minnesota hub throughout all of 2009 (the cheapest 6 hours/day averaged only $7.1/MWh). At such prices, the synthesized standard liquid fuels (dubbed “WindFuels”) should compete even when petroleum is only $45/bbl. A more scalable alternative for transportation fuels is needed than biofuels. It is in our economic and security interests to produce transportation fuels domestically at the scale of hundreds of billions of gallons per year. WindFuels can scale to this level, and as they are fully carbon-neutral they will dramatically reduce global CO2 emissions at the same time. Switching 70% of global transportation fuels from petroleum to WindFuels should be possible over the next 30 years. WindFuels will insure extremely strong growth in wind energy for many decades by generating an enormous market for off-peak wind energy. WindFuels is based largely on the commercially proven technologies of wind energy, water electrolysis, and Fischer Tropsch (FT) chemistry. Off-peak low carbon energy is used to split water into hydrogen and oxygen. Some of the hydrogen is used to reduce CO2 into carbon monoxide (CO) and water via the Reverse Water Gas Shift (RWGS) reaction. The CO and the balance of the hydrogen are fed into an FT reactor similar to those used to produce fuels and chemicals from coal or natural gas. The processes have been simulated, and key experiments are being carried out to help optimize process conditions and validate the simulations.

Sign in / Sign up

Export Citation Format

Share Document