Techno-economic analysis for evaluating the potential feedstocks for producing hydro-processed renewable jet fuel in Taiwan

Wang, Wei Cheng

doi:10.1016/j.energy.2019.04.181

Cited by 27 publications

(8 citation statements)

References 21 publications

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“…Li et al (2018) reported $0.8 L −1 of SAF from camelina, which was $0.06 L −1 lower than what we consider to be the most likely scenario—low co‐product credit, low RIN credit, and high variable cost. Wang (2019) reported that the minimum selling price could range from $0.91 L −1 to $2.74 L −1 (Wang, 2019). Our estimates with high variable costs with no co‐product credit fall within that range, both with no and low RIN credit.…”

Section: Resultsmentioning

confidence: 99%

Break‐even price and carbon emissions of carinata‐based sustainable aviation fuel production in the Southeastern United States

2021

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The production of biomass‐based sustainable aviation fuel (SAF) is gaining traction to reduce the carbon footprint of the aviation sector. We performed a techno‐economic analysis to estimate the break‐even price and life cycle carbon emissions of the SAF derived from carinata (Brassica carinata) in the Southeastern United States. Carinata has the potential as a feedstock for SAF production in the selected region due to higher yield, low fertilizer use, co‐product generation (animal feed, propane, and naphtha), and compatibility with current farming practices. The system boundary started at the farm and ended when the SAF is delivered to an airport. Without co‐product credit or other subsidies such as Renewable Identification Number (RIN) credit, carinata‐based SAF was more expensive ($0.85 L−1 to $1.28 L−1) than conventional aviation fuel ($0.50 L−1). With co‐product credit only, the break‐even price ranged from $0.34 L−1 to $0.89 L−1. With both co‐product and RIN credits, the price ranged from ‐$0.12 to ‐$0.66 L−1. The total carbon emission was 918.67 g CO2e L−1 of carinata‐based SAF. This estimate provides 65% relative carbon savings compared with conventional aviation fuel (2618 g CO2e L−1). Sensitivity analysis suggested a 95% probability that relative carbon savings can range from 61% to 68%. Our study indicates that carinata‐based aviation fuel could significantly reduce carbon emissions of the aviation sector. However, current policy support mechanisms should be continued to support manufacturing and distribution in the Southeastern United States.

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Section: Resultsmentioning

confidence: 99%

Break‐even price and carbon emissions of carinata‐based sustainable aviation fuel production in the Southeastern United States

2021

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“…FAME is produced by transesterification of bio-oils with methanol and is used mainly as a biodiesel blend [4,5]. HEFA, on the other hand, is manufactured by the hydrogenation of bio-oils using H 2, and provides a major ASTM certificated way to produce sustainable aviation fuel (SAF) [6][7][8]. While methanol synthesis can be operated using SynFeed with H 2 /CO 2 ratio of 3 as feedstock, pure H 2 for HEFA production has to be separated from the CO 2 first.…”

Section: Methodsmentioning

confidence: 99%

“…Therefore, the O2/C ratio is set at 0.574 in order to reach exactly 999 °C. As with the SMR process, U-values for heat exchangers are calculated using Equations ( 5)- (7). The resulting values are depicted in Table 3.…”

Section: Process Design and Modeling Of Atr Processmentioning

confidence: 99%

“…While it is possible to further increase the reformer temperature and thus generate excess energy that could be transformed into steam or electricity, this would contradict design principle 3 due to increased O 2 demand. Therefore, the O 2 /C ratio is set at 0.574 in order to reach exactly 999 • C. As with the SMR process, U-values for heat exchangers are calculated using Equations ( 5)- (7). The resulting values are depicted in Table 3.…”

Section: Process Design and Modeling Of Atr Processmentioning

confidence: 99%

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Biogas Reforming as a Precursor for Integrated Algae Biorefineries: Simulation and Techno-Economic Analysis

2021

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Biogas is a significant by-product produced in algae processing and may be used for many different applications, not only as a renewable energy carrier but also as a chemical intermediate in integrated algae-based biorefineries. In this work, the reforming of biogas to H2/CO2 mixtures (referred to as SynFeed) as feed for the direct hydrogenation of CO2 to methanol is investigated. Two conventional processes, namely steam methane and autothermal reforming, with upstream CO2 separation from raw biogas are compared to novel concepts of direct biogas bi- and tri-reforming. In addition, downstream CO2 separation from SynFeed using the commercial Selexol process to produce pure H2 and CO2 is considered. The results show that upstream CO2 separation with subsequent steam methane reforming is the most economic process, costing 142.48 €/tSynFeed, and taking into consideration the revenue from excess hydrogen. Bi-reforming is the most expensive process, with a cost of 413.44 €/tSynFeed, due to the high demand of raw biogas input. Overall, SynFeed from biogas is more economical than SynFeed from CO2 capture and water electrolysis (464 €/tSynFeed), but is slightly more expensive than using natural gas as an input (107 €/SynFeed). Carbon capture using Selexol comes with costs of 22.58–27.19 €/tCO2, where approximately 50% of the costs are derived from the final CO2 compression.

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“…Through process simulation and techno-economic assessment, the possible feedstocks for generating hydroprocessed renewable jet (HRJ) fuel locally could be investigated. In the case of Taiwan, Wang [17] reported that the productivities, hydrogen consumptions, and characteristics of the fuel produced were all significantly impacted by the fatty acid content of the oil/fat feedstocks. The minimum aviation fuel selling prices (MAFPs) for all feedstocks were calculated and ranged from $0.91/L to $2.74/L.…”

Section: Fig 2 Converting Triglyceride Feedstock Into Biojet Fuel Bymentioning

confidence: 99%

Renewable Aviation Fuel: Review of Bio-jet Fuel for Aviation Industry

Balogun

Ghazali

Mohammed

et al. 2022

ESL

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The search for environmentally sound, socially responsible, and economically viable renewable fuel generation methods is a major global concern. A type of aviation fuel called jet fuel or often spelled avtur is intended for use in aeroplanes with turbine (gas) engines. Jet fuel appears colourless. The fuels Jet A and Jet A-1 are the most frequently used ones in commercial aviation sector. Other than Jet B, which is utilised for its enhanced cold-weather operation, there are no other jet fuels that are frequently used in gas-turbine-engine in the aviation industry. Renewable aviation fuel or known as bio-jet fuels represent a sizable sector for the consumption of fossil fuels. The production of bioethanol and biodiesel for piston engine vehicles in internal combustion engines has already shown that biofuel can play a significant role in the development of sustainable renewable aviation jet fuel. Here, we also provide a book review on the potential bio-jet fuel as a renewable aviation jet fuel.

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Techno-economic analysis for evaluating the potential feedstocks for producing hydro-processed renewable jet fuel in Taiwan

Cited by 27 publications

References 21 publications

Break‐even price and carbon emissions of carinata‐based sustainable aviation fuel production in the Southeastern United States

Break‐even price and carbon emissions of carinata‐based sustainable aviation fuel production in the Southeastern United States

Biogas Reforming as a Precursor for Integrated Algae Biorefineries: Simulation and Techno-Economic Analysis

Renewable Aviation Fuel: Review of Bio-jet Fuel for Aviation Industry

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