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>

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>

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):  
Carbon Footprint ◽  
Production Cost ◽  
High Performance ◽  
Jet Fuel

scholarly journals Transforming carbon dioxide into jet fuel using an organic combustion-synthesized Fe-Mn-K catalyst

2020 ◽  
Vol 11 (1) ◽  
Author(s):  
Benzhen Yao ◽  
Tiancun Xiao ◽  
Ofentse A. Makgae ◽  
Xiangyu Jie ◽  
Sergio Gonzalez-Cortes ◽  
...  
Keyword(s):  
Carbon Dioxide ◽  
Crude Oil ◽  
Raw Materials ◽  
Combustion Process ◽  
Combustion Method ◽  
Jet Fuel ◽  
Light Olefins ◽  
Jet Fuels ◽  
Low Carbon ◽  
Fossil Carbon

AbstractWith mounting concerns over climate change, the utilisation or conversion of carbon dioxide into sustainable, synthetic hydrocarbons fuels, most notably for transportation purposes, continues to attract worldwide interest. This is particularly true in the search for sustainable or renewable aviation fuels. These offer considerable potential since, instead of consuming fossil crude oil, the fuels are produced from carbon dioxide using sustainable renewable hydrogen and energy. We report here a synthetic protocol to the fixation of carbon dioxide by converting it directly into aviation jet fuel using novel, inexpensive iron-based catalysts. We prepare the Fe-Mn-K catalyst by the so-called Organic Combustion Method, and the catalyst shows a carbon dioxide conversion through hydrogenation to hydrocarbons in the aviation jet fuel range of 38.2%, with a yield of 17.2%, and a selectivity of 47.8%, and with an attendant low carbon monoxide (5.6%) and methane selectivity (10.4%). The conversion reaction also produces light olefins ethylene, propylene, and butenes, totalling a yield of 8.7%, which are important raw materials for the petrochemical industry and are presently also only obtained from fossil crude oil. As this carbon dioxide is extracted from air, and re-emitted from jet fuels when combusted in flight, the overall effect is a carbon-neutral fuel. This contrasts with jet fuels produced from hydrocarbon fossil sources where the combustion process unlocks the fossil carbon and places it into the atmosphere, in longevity, as aerial carbon - carbon dioxide.

Component Characteristics of Coal-Based Jet Fuel and Petroleum-Based Jet Fuel

2014 ◽  
Vol 541-542 ◽  
pp. 904-910 ◽  
Author(s):  
Yang Lin ◽  
Ting Ya Zhou ◽  
Xin Wang ◽  
Xiao Yi Yang
Keyword(s):  
Coal Tar ◽  
Jet Fuel ◽  
Liquid Fuels ◽  
Jet Fuels ◽  
Pyrolysis Process ◽  
Indirect Pathway ◽  
Fischer Tropsch ◽  
Liquefaction Process ◽  
Direct Liquefaction

There are mainly four pathways to get liquid fuels from the coal including the direct liquefaction process, the Fischer-Tropsch process, coal-tar refining, and pyrolysis process. The characteristics of these four processed have been described. As the first two pathways are considered to be promising, the characteristics of these two types of coal-based jet fuels are discussed and the component characteristics of coal-based synthesis fuels are investigated, respectively. The component characteristics of coal-based jet fuels are compared with the traditional petroleum-based jet fuels. There are large differences between the properties of the coal-based jet fuel via direct and indirect liquefaction pathways. Comparing with the conventional petroleum-based jet fuel, the coal-based jet fuel via direct liquefaction pathway has the higher aromatics content, while the fuel via indirect pathway (F-T process) has more paraffin and nearly no naphthenes or aromatics. In additional, the carbon numbers of the coal-based synthesis jet fuels are compared with the conventional petroleum-based jet fuel.

Ignition Characteristics of a Fischer-Tropsch Synthetic Jet Fuel

2008 ◽  
Author(s):  
P. Gokulakrishnan ◽  
M. S. Klassen ◽  
R. J. Roby
Keyword(s):  
Kinetic Model ◽  
Ignition Delay ◽  
Flow Reactor ◽  
Kinetic Mechanism ◽  
Jet Fuel ◽  
Synthetic Jet ◽  
Jet Fuels ◽  
Ignition Delay Times ◽  
Delay Times ◽  
Ignition Characteristics

Ignition delay times of a “real” synthetic jet fuel (S8) were measured using an atmospheric pressure flow reactor facility. Experiments were performed between 900 K and 1200 K at equivalence ratios from 0.5 to 1.5. Ignition delay time measurements were also performed with JP8 fuel for comparison. Liquid fuel was prevaporized to gaseous form in a preheated nitrogen environment before mixing with air in the premixing section, located at the entrance to the test section of the flow reactor. The experimental data show shorter ignition delay times for S8 fuel than for JP8 due to the absence of aromatic components in S8 fuel. However, the ignition delay time measurements indicate higher overall activation energy for S8 fuel than for JP8. A detailed surrogate kinetic model for S8 was developed by validating against the ignition delay times obtained in the present work. The chemical composition of S8 used in the experiments consisted of 99.7 vol% paraffins of which approximately 80 vol% was iso-paraffins and 20% n-paraffins. The detailed kinetic mechanism developed in the current work included n-decane and iso-octane as the surrogate components to model ignition characteristics of synthetic jet fuels. The detailed surrogate kinetic model has approximately 700 species and 2000 reactions. This kinetic mechanism represents a five-component surrogate mixture to model generic kerosene-type jets fuels, namely, n-decane (for n-paraffins), iso-octane (for iso-paraffins), n-propylcyclohexane (for naphthenes), n-propylbenzene (for aromatics) and decene (for olefins). The sensitivity of iso-paraffins on jet fuel ignition delay times was investigated using the detailed kinetic model. The amount of iso-paraffins present in the jet fuel has little effect on the ignition delay times in the high temperature oxidation regime. However, the presence of iso-paraffins in synthetic jet fuels can increase the ignition delay times by two orders of magnitude in the negative temperature (NTC) region between 700 K and 900 K, typical gas turbine conditions. This feature can have a favorable impact on preventing flashback caused by the premature autoignition of liquid fuels in lean premixed prevaporized (LPP) combustion systems.

Characterization of Fuel Composition and Altitude Impact on Gaseous and Particle Emissions From a Turbojet Engine

2017 ◽  
Author(s):  
Tak W. Chan ◽  
Pervez Canteenwalla ◽  
Wajid A. Chishty
Keyword(s):  
Co2 Emissions ◽  
Nox Reduction ◽  
Cetane Number ◽  
Combustion Efficiency ◽  
Jet Fuel ◽  
Jet Fuels ◽  
Fuel Composition ◽  
Worst Case ◽  
Particle Emissions ◽  
Turbojet Engine

The effects of altitude and fuel composition on gaseous and particle emissions from a turbojet engine were investigated as part of the National Jet Fuels Combustion Program (NJFCP) effort. Two conventional petroleum based jet fuels (a “nominal” and a “worst-case” jet fuel) and two test fuels with unique characteristics were selected for this study. The “worst-case” conventional jet fuel with high flash point and viscosity resulted in reduced combustion efficiency supported by the reduced CO2 emissions and corresponding increased CO and THC emissions. In addition, increased particle number (PN), particle mass (PM), and black carbon (BC) emissions were observed. Operating the engine on a bimodal fuel, composed of heavily branched C12 and C16 iso-paraffinic hydrocarbons with an extremely low cetane number did not significantly impact the engine performance or gaseous emissions but significantly reduced PN, PM, and BC emissions when compared to other fuels. The higher aromatic content and lower hydrogen content in the C-5 fuel were observed to increase PN, PM, and BC emissions. It is also evident that the type of aromatic hydrocarbons has a large impact on BC emissions. Reduction in combustion efficiency resulted in reduced CO2 emissions and increased CO and THC emissions from this engine with increasing altitudes. PN emissions were moderately influenced by altitude but PM and BC emissions were significantly reduced with increasing altitude. The reduced BC emissions with increasing altitude could be a result of reduced combustion temperature which lowered the rate of pyrolysis for BC formation, which is supported by the NOx reduction trend.

scholarly journals Economic viability of the piauçu Leporinus macrocephalus (Garavello & Britski, 1988) production

2004 ◽  
Vol 61 (2) ◽  
pp. 228-233 ◽  
Author(s):  
Leonardo Susumu Takahashi ◽  
Flavio Daolio Gonçalves ◽  
Janessa Sampaio de Abreu ◽  
Maria Inez Espagnoli Geraldo Martins ◽  
Antonio Carlos Manduca Ferreira
Keyword(s):  
Production Cost ◽  
Economic Valuation ◽  
Relative Magnitude ◽  
Productive Efficiency ◽  
Economic Viability ◽  
Selling Price ◽  
Total Production ◽  
Fish Production ◽  
Present Value ◽  
Fish Farms

Brazilian fish farms presented an accelerated development during the early 90's, mainly because of the increase in fee-fishing operations. To meet the demand of this market, fish production and supply became excessive and, as a consequence, the number of fee-fishing operations, farmers and the final selling price, decreased. This study analyzes the technical aspects, production cost, profitability and economic viability of the production of piauçu (L. macrocephalus) in ponds, based on information from a rural property. Feeding and fingerling costs amount to approximately 47.1% of the total production cost, representing together with the final selling price the most important factor affecting profitability. The payback period was 8.3 years, the liquid present value US$ 291.07, the internal return margin 9%, and the income-outcome ratio was 1.01, which represents an unattractive investment as a projection based on current conditions. The improvement in productive efficiency enhances the economic valuation index, and that the relative magnitude of cost and income are the most important points for the economic viability of the studied farm.

scholarly journals Technology Roadmap for Eco-Friendly Building Materials Industry

Energies ◽  
2019 ◽  
Vol 12 (5) ◽  
pp. 804 ◽  
Author(s):  
Hyunsook Shim ◽  
Taeyeon Kim ◽  
Gyunghyun Choi
Keyword(s):  
Quality Function Deployment ◽  
High Performance ◽  
Building Materials ◽  
Free Market ◽  
Process Analysis ◽  
Low Carbon ◽  
Design Development ◽  
Analytic Hierarchy ◽  
Technology Roadmap ◽  
Save Energy

As quality of life has improved, the need for high-performance building materials that meet specific technological requirements has increased. Residential environments have also changed owing to climate change. A technology roadmap could define and systematically reflect a timeline for the development of future core technologies. The purpose of this research is to build a technology roadmap that could be utilized for the development of technology in the eco-friendly building material industry. This research is composed of multiple analysis processes—patent analysis, Delphi, and analytic hierarchy process analysis—that minimize the uncertainty caused by the lack of information in the eco-friendly construction industry by securing objective future forecast data. Subsequently, the quality function deployment test is implemented to verify the feasibility of the technology roadmap that is constructed. The design of various types of functional, low-carbon building materials could reduce carbon emissions and save energy by ensuring a hazardous-material-free market in the future. This design development roadmap is required to complement this technology roadmap.

Low Carbon, High Performance, Large Retail Premises

2018 ◽  
pp. 524-538
Author(s):  
Ben Croxford ◽  
Keeran Jugdoyal ◽  
Sean Lockie
Keyword(s):  
High Performance ◽  
Low Carbon

scholarly journals Methods of identifying grain production cost when threshing grain crops in view of the need in combine harvesters and combine operators

2019 ◽  
Vol 49 (2) ◽  
pp. 85-93 ◽  
Author(s):  
G. E. Chepurin ◽  
A. P. Tsegelnik
Keyword(s):  
Crop Yield ◽  
Production Cost ◽  
High Performance ◽  
Operating Speed ◽  
Grain Crops ◽  
Grain Crop ◽  
Combine Harvester ◽  
Definition Of ◽  
Combine Harvesters

The paper presents substantiation of the rational use of combine harvesters’nominal throughput when threshing grain crops with the yield ranging from 0.8 to 5.0 t/ha and over. The main factors that determine nominal throughput of combine harvesters and their operational indicators are identified. The structure andcontents of thetechnological passport of combine harvesters are substantiated, and the algorithm of effective determination of their key operational indicators, based on the passport, are developed. These indicators depend on harvesting technology, grain crop yield, the share of non-grain part in the threshed grain bulk, the coverage of swath headers and direct-cut headers, and the operating speed of combine harvesters. The definition of the term “technological passport of the combine harvester” is given. Maximum and minimum allowable grain crop yield is established for the rational load of combine harvesters threshing at the standard operating speed of7.5 km/hrecommended by the Ministry of Agriculture of theRussian Federation. The existing methods make it possible to determine the operational efficiency of high-performance machinery by operational costs. However, they do not take into account the shortage of human resources when determining production cost of the threshed grain. As a result of the research conducted, the algorithm and techniques of determination of actual grain cost when harvesting grain crops by direct combining and swath harvesting methods are developed taking into account the need in combines of an i-class and combine operators. Production cost of grain threshed on the area of1000 hectarescalculated by the techniques developed, allows to define the minimum estimated and actual grain cost for an i-class combine harvester by direct combining and swath harvesting methods.

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