Engineering Papers⌕ Search

Engineering topics

Hawkins, Troy

Publications and source records attributed to Hawkins, Troy.

At least 19 records

Biofuels as Heavy Fuel Oil Substitutes in the Maritime Sector: Findings and Potential Pathways

The United States Department of Energy has commissioned four national laboratories to evaluate the feasibility of biofuels in the maritime sector. This effort is briefly described including the overall project goals, structure and aims. The large two-stroke crosshead engines used to power large merchant vessels were of particular interest since they can burn lower combustion quality fuels relative to four-stroke engines. This characteristic allows for consideration of pyrolysis oils and hydrothermal liquefaction (HTL) oils which are feedstock agnostic and, in the raw state, are more economical compared to distillate drop-in fuels. Pyrolysis and HTL oils are collectively known as bio-intermediates since they require additional processing for use in distillate fuel systems. The key limiting feature is that these bio-intermediate fuels will cause asphaltene precipitation when blended with heavy fuel oils (HFOs) such as very low sulfur fuel oil (VLSFO) unless they are upgraded to remove water and oxygenates. Economics are the key driver at this point in time, and preliminary techno-economic analyses (TEAs) indicate that bio-intermediates have potentially lower cost relative to other biofuels such as biodiesel and renewable diesel. Additionally, life cycle analyses (LCAs) of feedstocks and pathways show the life cycle carbon reduction benefit relative to heavy fuel oils. In addition to TEA and LCA results, we also present on the technical feasibility of these fuels. These studies have focused on the properties of biofuel blends with VLSFO that are critical to the fuel systems of maritime vessels fueled with HFOs. These properties include the compatibility with fuel system metals, viscosity, and blend stability. Aging studies with blends of VLSFO with biodiesel, HTL, and pyrolysis oils are also presented. Future efforts being planned to conduct additional biofuel testing, including the use of biofuels as pilot fuels in zero carbon shipping options fueled with ammonia and methanol, ship-based demonstrations, and bioresource competition studies.

Kass, Michael↗

Chapter 7.1: Microalgae

Microalgae is a unique biomass resource that does not need to compete for land and water with other biomass feedstocks because it can be cultivated on low-quality unencumbered land using noncompetitive water types including saline and wastewater. It is included as a complementary resource alongside other biomass feedstocks reported in this study, albeit at higher biomass production costs reflective of more capital-intensive farming operations than typical for terrestrial biomass. Higher biomass costs can be offset by the potential to produce value-added coproducts unique to compositional constituents of microalgae. Relative to BT16, this chapter reflects the latest analysis from the 2022 Algae Harmonization Update, which uses the latest parameterized and high-performing saline algal strain, second-generation carbon capture of point-source waste CO2 and high-pressure pipeline transport resolved to specific point-source types, saline water sourcing up to 40,000 mg/L total dissolved solids for source and makeup water salinity, blowdown water treatment and recycle, and brine disposal handling. National-scale algal biomass availability potential was calculated at 152 million tons/yr ash-free dry weight (AFDW) (191 million tons/yr dry weight) at an average biomass productivity of 26.2 g/m2 -day AFDW (about 50 tons/acre/yr dry weight).1 The algal biomass was cultivated on 3.9 million acres of multi-criteria screened and potentially available land for CONUS and fixed 268 million tons of waste CO2 based on biomass uptake. The algae biomass can be produced at an average MBSP of $674/ton AFDW ($536/ton dry weight) in 2020 dollars,2 corresponding to a total energy potential of 3.3 quads/yr at an average MBSP of $31.2/MMBtu (higher-heating-value [HHV] basis).

algae↗

Assessment of Fluoropolymer Production and Use With Analysis of Alternative Replacement Materials

This report focuses on fluoropolymers, which are a subgroup of the much larger class of fluorinated chemicals known as per- and polyfluoroalkyl substances (PFAS). Clearly distinguishing fluoropolymers is important to understanding their distinctive chemical properties, associated risks and benefits, and roles in commerce. In this report, the factors that are considered in a lifecycle assessment (LCA) of fluoropolymers will be discussed. These include the manufacturing of fluoropolymers, their use in industry, and available replacement technologies. Emphasis is placed on fluoropolymer plastics because of their extensive use in the commerce sectors considered here, specifically aerospace, automotive, battery, building construction, chemical processing, electronics, infrastructure, semiconductor, solar panel, and wind energy industries.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

Simulation and Optimization of Volatile Fatty Acid Upgrading Strategies for Sustainable Transportation Fuel Production

The multicomponent nature of and variability of biomass makes chemical upgrading via a single process stream to a single end use infeasible for most feedstocks. A more promising approach is to identify upgrading strategies (encompassing bioprocessing, catalysis, and separations) which valorize varied biomass fractions to distinct products to which each is best suited. A robust procedure to carry out this goal should incorporate comparison of various upgrading procedures as well as suitability of products to a slate of identified end uses. We applied this strategy to one biomass-derived feedstock, volatile fatty acids (VFAs) derived from wet waste arrested anaerobic digestion, by developing a computer program, VFA Upgrading to Liquid Transportation fUels Refinery Estimation (VULTURE) which evaluates VFA catalytic upgrading to liquid transportation fuels. VULTURE considers multiple separations, catalysis (ketonization, hydrogenation), and fuel application options, generating hundreds of candidate scenarios for a given VFA stream, then selects several promising strategies that optimize bio-content of products with properties best suited for target fuel types. We find that VFAs are upgraded most efficiently when separate light alcohol (C3-6) and heavy hydrocarbon or alcohol (C7-13) fractions are targeted to create gasoline and heavy-duty (diesel or jet) fuels or fuel blends. Surrogate property testing of VULTURE-recommended fuels reveals that most predictive models employed are robust, while rigorous process simulation shows that the simple unit operation assumptions used in VULTURE are largely accurate, especially for heavy-duty fuel synthesis. Techno-economic and life-cycle analyses show that VFA-derived fuels are profitable and have dramatically (=57%) lower carbon intensities than fossil analogs.

BIOMASS FUELS↗

Mapping the Opportunity Space to Model the Circular Economy Using Tools Funded by the DOE Office of Energy Efficiency and Renewable Energy

An increasing rate of material consumption and a growing population mean that the Earth's supply of natural resources is witnessing an unsustainable and unprecedented demand. This forces us to find solutions that ensure the availability of resources for sustenance of our society in the years to come. Actors from various backgrounds are addressing these challenges from their own perspectives: engineers are developing efficient manufacturing processes, designers are creating lightweight and durable products, educators are incorporating sustainable thinking in their curricula, policymakers are finding interdisciplinary solutions that benefit society at large, etc. Circular economy (CE) is one such approach to resource use that aims to move away from the linear material use framework of "take-make-waste" to a more circular and interdependent system where product, material and resource use is maximized to avoid unnecessary social, economic, and environmental costs. The purpose of this report is to explain how to approach evaluating the circular economy and to help researchers identify existing tools that can be used or that can serve as starting points for their research needs.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Greenhouse gas emissions from the global transportation of crude oil: Current status and mitigation potential

Global crude-oil transportation contributes a significant portion of greenhouse gas (GHG) emissions in the marine transportation sector. In this work, we first compile a detailed country-level global crude-oil transportation network in 2018 and estimate that the direct and well-to-hull GHG emissions related to crude transportation were 97 and 109 million metric tons, respectively. Combining with the country-specific crude recovery GHG intensities, the consumption-based well-to-country-gate crude-oil GHG intensities are derived for individual countries, ranging from 2.99 to 27.32 g CO 2 eq/MJ, with a global crude-volume-weighted average of 8.67 g CO 2 eq/MJ. We then project the global crude transportation emissions at the regional level in 2050 under a static (no change) scenario (based on current ship energy efficiency) and a sustainable-development (SD) scenario (based on the International Energy Agency's projections of ship energy efficiency and penetration of alternative marine fuels). Results show that the global well-to-hull GHG emissions related to crude transportation would be 82 and 59 million metric tons in 2050 in the static and SD scenarios, respectively. To further evaluate the impact of potential fuel-switching on decarbonizing the crude oil transportation sector, we estimate the GHG emissions for 20 fuel/production options in 2050. We find that, in comparison to the static scenario, ~50% reduction in global well-to-hull GHG emissions from crude transportation could be achieved under the SD scenario if green ammonia further replaces conventional ammonia. The methodology developed here can be applied to other commodities to estimate the emissions associated with their global marine transportation and to evaluate the potential emission mitigation options.

54 ENVIRONMENTAL SCIENCES↗

Biofuel Viability for the Ocean-Going Marine Sector

Marine transport contributes significantly to global carbon dioxide emissions but is one of the most difficult sectors to decarbonize because full electrification is infeasible. Renewable, low–carbon biofuels offer a potential path to decarbonization of the marine sectors but the understanding of the effects of new biofuels on engine performance and emissions is limited. In this document we report on the results of a series of studies on the techno-economic, life cycle and technical feasibility of biofuels as replacements for heavy fuel oils currently used to fuel large ocean-going vessels.

09 BIOMASS FUELS↗

Techno-economic Analysis and Life-Cycle Analysis of Renewable Diesel Fuels Produced with Waste Feedstocks

Wet waste feedstocks represent an important category of resources that could be utilized to produce biofuels. Diversion of the wet waste resources from going through conventional waste management practices to utilization as feedstocks for energy production also benefits from avoided cost and pollutant emissions of waste management and disposal. This study investigates the economic and environmental implications of producing bio-blendstocks for mixing controlled compression ignition (MCCI) engines from two waste-to-fuel pathways: hydroprocessed esters and fatty acids (HEFA) from yellow grease, and swine manure hydrothermal liquefaction (HTL) followed by biocrude upgrading. Detailed process models were developed for both pathways, which informed the techno-economic analysis (TEA) and life-cycle analysis (LCA). Conventional swine manure management practice was also modeled in detail as the business-as-usual (BAU) scenario for the swine manure HTL pathway. The estimated minimum fuel selling prices (MFSP) were $4.47/gasoline gallon equivalent (GGE) and $3.57/GGE for the yellow grease to HEFA and swine manure HTL pathways, respectively. The life-cycle greenhouse gas (GHG) emissions of the two pathways were 11.2 and -33.3 g CO2e/MJ, respectively, for the yellow grease to HEFA and swine manure HTL pathways. The credits of avoided emissions from conventional swine manure management were the main reason for the negative GHG emissions of the swine manure HTL pathway. The marginal GHG emissions abatement costs were estimated to be $100 – $253/tonne CO2e and $5 – $103/tonne CO2e for the yellow grease HEFA and swine manure HTL pathways, respectively, for a diesel price ranging between $2.0/GGE and $3.5/GGE. Since the yellow grease HEFA pathway is already commercialized, it can benefit from the $200/tonne carbon credit in the California Low Carbon Fuel Standard (LCFS) market, which could help the yellow grease HEFA pathway to achieve near-zero marginal GHG emissions abatement cost.

renewable diesel, techno economic analysis, life c↗

Refinery Products Volatile Organic Compounds Emissions Estimator (RP-VOC): User Manual and Technical Documentation

The estimation of well-to-distributor volatile organic compound (VOC) emissions resulting from the extraction of crude oil in an oilfield, transportation to a crude oil terminal upstream of the refinery, operation of the refinery, and subsequent pipeline and product distribution has previously been approached as a top-down industry-wide average; RP-VOC performs its core calculations using a “from-the-ground-up” approach. By taking this approach, the tool results can be used for the supply network of a single refinery, or to generalize the average performance of all refineries.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

Balancing Water Sustainability and Productivity Objectives in Microalgae Cultivation: Siting Open Ponds by Considering Seasonal Water-Stress Impact Using AWARE-US

Microalgae have great potential as an energy crop. Scaling-up algal biofuel production in the United States (US) should be done with careful attention to water stress. This study evaluates the regional and seasonal water-stress impact of potential algae-pond deployments in the US. Three site-selection strategies focusing on biomass yield, water-use efficiency (WUE), and water-stress impact, respectively, are applied and compared to meet a US algae biomass production target of 30 million metric tons/yr ash-free dry weight, which converts to 20.8 billion L renewable diesel, via hydrothermal liquefaction. Ranking algae ponds based on biomass yield leads to freshwater consumption of 2.66 km3/yr, resulting in the highest water-stress impact (39.1 US equivalent km3). Under the WUE scenario, water consumption is reduced by 81%, but biomass yield is reduced by 12%. In contrast, adding a water-stress constraint to the biomass-yield ranking reduces water consumption by 50% and water-stress impact by 97%, with a small yield reduction (1.7%). Results show that pond location has a significant effect on water stress and that water stress is not proportional to water consumption or yield. Furthermore, capturing seasonal water patterns is critical for planning because sites in water-abundant regions can have short-term but significant water-stress impacts.

algae, Biofuel, water scarcity footprint, hydrothe↗

Evaluation of Hydrogen Production Feasibility for a Light Water Reactor in the Midwest

Increased electricity production from renewable energy resources coupled with low natural gas prices has caused existing light-water reactor (LWRs) to experience ever diminishing returns from the electricity market. Via partnership among Idaho National Laboratory (INL), The National Renewable Energy Laboratory (NREL), Argonne National Laboratory (ANL), Exelon, and Fuel Cell Energy a techno-economic analysis on the viability of retrofitting existing pressurized water reactors (PWRs) to produce hydrogen (H2) via high temperature steam electrolysis (HTSE) has been conducted. Such integration would allow nuclear facilities to expand into additional markets that may be more profitable in the long-term. To accommodate such an integration, a detailed analysis of HTSE process operation, requirements, and flexibility was conducted. Technical analysis includes proposed nuclear system control scheme modifications to allow dynamic operation of the HTSE via both thermal and electrical connection to the nuclear plant. High fidelity Modelica simulations showcase the viability of such control schemes. However, due to limited knowledge of solid oxide fuel cell (SOFC) stack degradation due to thermal gradients; thermal cycling of the HTSE was not included. Therefore, the control schemes proposed are only utilized to re-distribute steam at startup and only the portion of electricity utilized in the electrolyzers is cycled. From the detailed analysis of the nuclear integration and the HTSE process design, a comprehensive cost estimation was conducted in the APEA and H2A models to elucidate capital and operational costs associated with the production, compression, and distribution of hydrogen from a nuclear facility. Alongside this costing analysis, market analyses were conducted by NREL and ANL on the electric and hydrogen markets respectively in the PJM interconnect. Utilizing the electricity data market projections in the PJM interconnect from NREL and hydrogen demand/pricing projections from ANL a five variable sweep over component capacities, discount rates, and hydrogen pricing was completed using the stochastic framework RAVEN (Risk Analysis Virtual ENVironment) through its resource dispatch plugin HERON (Heuristic Energy Resource Optimization Network). Each combination of variables was evaluated stochastically four times over a seventeen year timespan from 2026-2042 (inclusive) to determine the most economically advantageous solution. Following the five variable sweep an optimization was conducted about the best sweep point to determine optimal component sizing and setpoints. Results suggest positive gain is achievable at all projected hydrogen market pricing levels and at all discount rates. However, exact component sizing and net returns vary based on these values and if incorrect sizing is selected; major net losses can occur. The optimal result occurred with set points as follows: high hydrogen prices, the largest possible HTSE unit in the sweep set at 7.47 kg/sec [645.4 tpd], a contractual hydrogen market agreement 7.29 kg/sec [629.8 tpd], and a hydrogen storage size 115,188 kg. The analysis suggested that with a discount rate of 8%, a ΔNPV = 1.2 billion over the seventeen year span can be achieved. The results illuminate that by operating in multiple markets the nuclear facility is capable of avoiding sale of electricity during times of low electricity market pricing, while maintaining the ability to capitalize on the high electricity market pricing. It should be noted that the analysis conducted in this report is a differential cash flow analysis and as such does not present profit levels. Instead it highlights the net benefit between building and competing in the hydrogen market utilizing nuclear facilities and conducting business as usual in the electricity markets. Additionally, results presented in this report exhibit conservatism due to four key assumptions: Given the limited knowledge on SOFC stack degradation due to thermal gradients the high temperature steam electrolysis plant is not allowed to thermally cycle. This limitation decreases electricity generation capacity in the nuclear plant, reducing capacity payments and the maximum output to the electrical grid. This analysis considers building a separate hydrogen pipeline for use in the nuclear facility. Research is currently being conducted to determine if existing natural gas pipelines can accommodate direct hydrogen injection. If hydrogen can be integrated into existing natural gas pipelines then a capital savings of ~$19,000,000 per kg/sec [1 kg/sec = 86.4 tpd] of installed HTSE capacity could be realized. Fast transients in the electric grid are typically served by flywheels and electric batteries. With electrolysis only operation the nuclear plant can flex its electricity just as quickly. However, for this analysis, the ancillary services market has been neglected. Should the nuclear plant have the ability to operate in the ancillary services market during periods when it is producing hydrogen, an additional substantial income stream that would increase overall system profitability could be considered. Subsidies for non-emitting generation technologies are not introduced in the cash flow analysis, but instead are completed assuming zero subsidies. Profitability is based solely on electricity pricing. Electric pricing is assumed to never go negative. Instead, it is assumed overall system curtailment by the Independent System Operator (ISO) will occur in such a manner that pricing remains at or above zero. This assumption inflates the “business as usual” scenario, thus decreasing the ΔNPV calculated. If negative pricing scenarios continue to occur as they do today, one would expect a further increase in ΔNPV. Overall, results advocate that, through market diversification, nuclear power plants have the potential to substantially increase current profit margins, increase market penetration, and ultimately solidify their place as a mainstay in energy production.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗

Expansion of the Petroleum Refinery Life Cycle Inventory Model (PRELIM) to Support Characterization of a Full Suite of Commonly Tracked Impact Potentials

This study updates the Petroleum Refinery Life Cycle Inventory Model (PRELIM) to provide a more complete gate-to-gate life cycle inventory and to allow for the calculation of a full suite of impact potentials commonly used in life cycle assessment (LCA) studies. We updated the model to add criteria air pollutants, hazardous air pollutants, releases to water, releases to land, and managed wastes reflecting 2014 reported releases and waste management practices using data from the U.S. Environmental Protection Agency Greenhouse Gas Reporting Program, National Emissions Inventory, Discharge Monitoring Reports, and Toxic Release Inventory together with process unit capacities and fuel consumption data from the U.S. Energy Information Administration (U.S. EIA). The expanded version of PRELIM offers users a reliable, transparent, and streamlined tool for estimating the effect of changes in petroleum refineries on LCIA results in the context of policy analysis.

Source record↗

Understanding the Opportunities of Biofuels for Marine Shipping

This report examines the potential benefits, feasibility, and barriers to the use of biofuels in place of heavy fuel oil (HFO) and marine gas oil for marine vessels. More than 90% of world’s shipped goods travel by marine cargo vessels powered by internal combustion (diesel) engines using primarily low-cost residual HFO, which is high in sulfur content. Recognizing that marine shipping is the largest source of anthropogenic sulfur emissions and is a significant source of other pollutants including particulates, nitrogen oxides, and carbon dioxide (CO 2 ), the International Maritime Organization enacted regulations to lower the fuel sulfur content from 3.5 wt.% to 0.5 wt.% in 2020. These regulations require ship operators either to use higher-cost, low-sulfur HFO or to seek other alternatives for reducing sulfur emissions (i.e., scrubbers, natural gas, distillates, and/or biofuels). The near-term options for shipowners to comply with regulations include fueling with low-sulfur HFO or distillate fuels or installing emissions control systems. However, few refineries are equipped to produce low-sulfur HFO. Likewise, the current production rates of distillates do not allow the necessary expansion required to fuel the world fleet of shipping vessels (which consume around 330 million metric tons). This quantity is more than twice that used in the United States for cars and trucks. The other near-term option is to install emission control systems, which also requires a significant investment. All of these options significantly increase operational costs. Because of such costs, biofuels have become an attractive alternative since they are inherently low in sulfur and potentially also offer greenhouse gas benefits. Based on this preliminary assessment, replacing HFO in large marine vessels with minimally processed, heavy biofuels appears to have potential as a path to reduced emissions of sulfur, CO 2 , and criteria emissions. Realizing this opportunity will require deeper knowledge of (1) the combustion characteristics of biofuels in marine applications, (2) their compatibility for blending with conventional marine fuels (including HFO), (3) needs and costs for scaling up production and use, and (4) a systems assessment of their life cycle environmental impacts and costs. It is recommended that a research program investigating each of these aspects be undertaken to better assess the efficacy of biofuels for marine use.

09 BIOMASS FUELS↗

Impacts of Carbon Capture on Life Cycle Inventory of Ammonia and Petroleum Products for Comparison to Thermoelectric Power Generation - LCAXVII

This work was presented at the American Center for Life Cycle Assessment (ACLCA) LCAXVII Conference in Portsmouth, NH on October 5, 2017. The objectives of this study are to create an updated baseline life cycle inventory for petroleum products considering the full suite of TRACI impacts that expands upon Cooney et al. and to understand the effect of implementing carbon capture on the environmental profile of refineries. This inventory adds toxic air emissions and releases to water and soil to NETL’s previous unit process data. The approach demonstrates how detailed national inventory data can be used to improve LCA unit process data. Facility-level variability is presented and the implications for uncertainty analysis and interpretation of results are discussed.

Young, Ben↗