scholarly journals Techno-Economic assessment of natural gas pyrolysis in molten salts

2022 ◽  
Vol 253 ◽  
pp. 115187
Author(s):  
Florian Pruvost ◽  
Schalk Cloete ◽  
Jan Hendrik Cloete ◽  
Chaitanya Dhoke ◽  
Abdelghafour Zaabout
Author(s):  
Fábio C. Barbosa

Freight rail carriers have been continuously challenged to reduce costs and comply with increasingly stringent environmental standards, into a continuously competing and environmentally driven industry. In this context, current availability and relative abundance of clean and low cost non conventional gas reserves have aroused a comprehensive reevaluation of rail industry into fuel option, especially where freight rail are strongly diesel based. Countries in which rail sector is required to play an important role in transport matrix, where fuel expenditures currently accounts for a significant share of operational costs, like Australia, Brazil, United States and other continental countries, can be seen as strong candidates to adopt fuel alternatives to diesel fueled freight railways. Moreover, from an environmental perspective, the use of alternative fuels (like natural gas) for locomotive traction may allow rail freight carriers to comply with emission standards into a less technologically complex and costly way. In this context, liquefied natural gas (LNG) fueled freight locomotives are seen as a strong potential near-term driver for natural gas use in rail sector, with its intrinsic cost and environmental benefits and with the potential to revolutionize rail industry much like the transition from steam to diesel experienced into the fifties, as well as the more recent advent of use of alternating current diesel-electric locomotives. LNG rail fueled approach has been focused on both retrofitting existing locomotive diesel engines, as well as on original manufactured engines. Given the lower polluting potential of natural gas heavy engines, when compared to diesel counterparts, LNG locomotives can be used to comply with increasingly restrictive Particulate Matter (PM) and Nitrogen Oxides (NOx) emission standards with less technological complexity (engine design and aftertreatment hardware) and their intrinsic lower associated costs. Prior to commercial operation of LNG locomotives, there are some technical, operational and economic hurdles that need to be addressed, i.e. : i) locomotive engine and fuel tender car technological maturity and reliability improvement; ii) regulation improvement, basically focused on operational safety and interchange operations; iii) current and long term diesel - gas price differential, a decisive driver, and, finally, iv) LNG infrastructure requirements (fueling facilities, locomotives and tender car specifications). This work involved an extensive research into already published works to present an overview of LNG use in freight rail industry into a technical, operational and economical perspective, followed by a critical evaluation of its potential into some relevant freight rail markets, such as United States, Brazil and Australia, as well as some European non electrified rail freight lines.


2020 ◽  
Vol 6 ◽  
pp. 391-402 ◽  
Author(s):  
Pavel Tcvetkov ◽  
Alexey Cherepovitsyn ◽  
Alexey Makhovikov

Author(s):  
Martin Hammerschmid ◽  
Stefan Müller ◽  
Josef Fuchs ◽  
Hermann Hofbauer

Abstract The present paper focuses on the production of a below zero emission reducing gas for use in raw iron production. The biomass-based concept of sorption-enhanced reforming combined with oxyfuel combustion constitutes an additional opportunity for selective separation of CO2. First experimental results from the test plant at TU Wien (100 kW) have been implemented. Based on these results, it could be demonstrated that the biomass-based product gas fulfills all requirements for the use in direct reduction plants and a concept for the commercial-scale use was developed. Additionally, the profitability of the below zero emission reducing gas concept within a techno-economic assessment is investigated. The results of the techno-economic assessment show that the production of biomass-based reducing gas can compete with the conventional natural gas route, if the required oxygen is delivered by an existing air separation unit and the utilization of the separated CO2 is possible. The production costs of the biomass-based reducing gas are in the range of natural gas-based reducing gas and twice as high as the production of fossil coke in a coke oven plant. The CO2 footprint of a direct reduction plant fed with biomass-based reducing gas is more than 80% lower compared with the conventional blast furnace route and could be even more if carbon capture and utilization is applied. Therefore, the biomass-based production of reducing gas could definitely make a reasonable contribution to a reduction of fossil CO2 emissions within the iron and steel sector in Austria.


2019 ◽  
Vol 197 ◽  
pp. 111860 ◽  
Author(s):  
S.C.S. Alcântara ◽  
A.A.V. Ochoa ◽  
J.A.P. da Costa ◽  
P.S.A. Michima ◽  
H.C.N. Silva

Energies ◽  
2021 ◽  
Vol 15 (1) ◽  
pp. 92
Author(s):  
Alessio Ciambellotti ◽  
Gianluca Pasini ◽  
Andrea Baccioli ◽  
Lorenzo Ferrari ◽  
Stefano Barsali

Biomethane liquefaction may help decarbonization in heavy transportation and other hard-to-abate sectors. Small-scale liquefaction plants (<10 ton/day) are suitable for small biogas plants located near farms and other agricultural activities. “Internal refrigerant” refrigeration cycles (e.g., Kapitza cycle) are often proposed for small-scale natural gas liquefaction due to their simplicity. An optimized Kapitza-based cycle is modeled and simulated, and then several modifications were studied to evaluate their influence on the energetic and economic performances. Results showed a specific consumption ranging between 0.65 kWh/kg and 0.54 kWh/kg of bio-LNG with no significant improvements by increasing cycle complexity. Instead, a reduction of 17% was achieved with the implementation of absorption chillers, that effectively turn waste heat into useful cooling energy. An economic assessment was finally carried showing that the Levelized Cost of Liquefation is more affected by electricity cost than additional CapEx.


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