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At least 37 records · Page 2

Model Evaluation Protocol for Fire Models Involving Fuels at Liquefied Natural Gas Facilities.

This document provides a description of the model evaluation protocol (MEP) for pool fires, jet fires, and fireballs involving liquefied natural gas (LNG), refrigerant fluids, and byproducts at LNG facilities. The purpose of the MEP is to provide procedures regarding the assessment of a model's suitability to predict heat flux from fires. Three components, namely, a scientific assessment, model verification, and model validation comprise the MEP. The evaluation of a model satisfying these three components is to be documented in the form of a model evaluation report (MER). Discussion of models for the prediction of fire, detailed information on each of the three MEP components, the MEP procedure regarding new versions of previously approved models, and the format of the model evaluation report (MER) are provided.

03 NATURAL GAS↗

Model Validation Database for Fires Involving Fuels at Liquefied Natural Gas Facilities (Version 2)

This document provides a description of the model evaluation protocol (MEP) database for fires involving liquefied natural gas (LNG) and processing fuels at LNG facilities. The purpose of the MEP is to provide procedures regarding the assessment of a model’s suitability to predict thermal exclusion zones resulting from a fire. The database includes measurements from pool fire, jet fire, and fireball experiments which are provided in a spreadsheet. Users are to enter model results into the spreadsheet which automatically generates statistical performance measures and graphical comparisons with the experimental data. The intent of this document is to provide a description of the experiments and of the procedure required to carry out the validation portion of the MEP. In addition, the statistical performance measures, measurements for comparisons, and parameter variation are provided.

03 NATURAL GAS↗

Model Evaluation Protocol for Fire Models Involving Fuels at Liquefied Natural Gas Facilities (Version 2)

This document provides a description of the model evaluation protocol (MEP) for pool fires, jet fires, and fireballs involving liquefied natural gas (LNG) and processing fuels at LNG facilities. The purpose of the MEP is to provide procedures regarding the assessment of a model’s suitability to predict heat flux from fires. Three components, namely, a scientific assessment, model verification, and model validation comprise the MEP. The evaluation of a model satisfying these three components is to be documented in the form of a model evaluation report (MER). Discussion of models for the prediction of fire, detailed information on each of the three MEP components, the MEP procedure regarding new versions of previously approved models, and the format of the model evaluation report (MER) are provided.

03 NATURAL GAS↗

Alternative Fueling Station Locations

Alternative fueling stations are located throughout the United States and Canada, and their availability continues to grow. The Alternative Fuels Data Center (AFDC) maintains a website where you can find alternative fueling stations near you or on a route, obtain counts of alternative fueling stations by state, view maps, and more. The most recent dataset available for download here provides a "snapshot" of the alternative fueling station information for compressed natural gas (CNG), ethanol (E85), propane/liquefied petroleum gas (LPG), biodiesel (B20 and above), electric vehicle charging, hydrogen, and liquefied natural gas (LNG), as of July 29, 2021.

alt fuel↗

An Overview of Potential Future Aviation Energy Carriers

Global jet fuel demand is projected to grow to 165 billion gallons by 2050 and there is growing interest in the aviation industry to understand the capabilities of alternative energy carriers. This report considers several potential energy carriers, reviewing their production potential, operational considerations, and economic implications to inform potential next steps in aeronautics research. The following energy carriers (i.e., fuels) were evaluated in this study for future use in aviation: sustainable aviation fuel (SAF) - both biomass-based and power-to-liquids (PtL) - based SAF - cryogenic hydrogen (LH 2 ) - also known as liquid hydrogen - liquefied natural gas (LNG), liquefied ethane (LE), and Jet X. The barriers and opportunities for the evaluated energy carriers vary. SAF is a commercially available drop-in fuel compatible with existing aircraft and infrastructure. SAF is limited by both higher prices and slow commercialization of multiple pathways using different feedstocks necessary to significantly grow supply. Cryogenic fuels, in contrast, have very different thermal, physical, and chemical properties than SAF and Jet A, requiring the construction of new airport storage and dispensing infrastructure and the design of new aircraft energy systems capable of mitigating heat transfer and boil-off. Cryogenic fuels offer an opportunity to diversify aviation fuel carriers from domestic energy relevant for both energy security and resilience. This means cryogenic fuels are more of a longer-term solution for aircraft but are worth exploring for potential future cost savings and emissions benefits. Jet X refers to non-drop-in liquid hydrocarbon fuels in the early stages of investigation seeking favorable properties. There are substantial barriers to non-drop-in liquid aviation fuels that are not compatible with existing aircraft and fuel infrastructure.

33 ADVANCED PROPULSION SYSTEMS↗

Carbon capture, utilization, and storage hub development on the Gulf Coast

Abstract The Gulf Coast of the United States hosts diverse power generation, refining, and petrochemical processing facilities, resulting in the nation's largest volumetric concentration of industrial CO 2 emissions, rivaled only by the Ohio River Valley. These emissions sources are concentrated in specific industrial clusters that allow combining emissions streams to achieve economies of scale. The region is currently undergoing globally significant industrial expansion and investment as a result of abundant and inexpensive regional unconventional natural gas availability, and is a growing exporter of liquefied natural gas (LNG). Opportunities to integrate CO 2 emission management within the diverse energy chains in the region are volumetrically significant and include both concentrated and dilute sources. Significant examples of capture, transport, and storage exist. Offshore storage is particularly attractive, as it provides simplified land leasing models (single governmental land owner), proven reservoir quality, and presents fewer risks to both protected groundwater and populated areas. Projects can now take advantage of recently expanded opportunities under section 45Q of the Internal Revenue Service tax code. The region continues to evolve as an active carbon‐handling hub, and is uniquely suited to justify additional investment in carbon capture, utilization, and storage (CCUS) technologies via a large‐scale integrated project development. Continued development of integrated projects will allow the region to continue to grow economically within its strong fossil‐fuel handling competence focus while advancing low‐carbon energy technologies that maintain globally competitiveness. © 2021 The Authors. Greenhouse Gases: Science and Technology published by Society of Chemical Industry and John Wiley & Sons Ltd.

45Q↗

Energy system analysis of cutting off Russian gas supply to the European Union

The reduction of European Union's pipeline gas imports from Russia as a consequence of the Russian war against Ukraine has had severe economy-wide implications for the EU. Using a multisector integrated assessment model (GCAM), we find that a potential complete cut-off of Russian pipeline gas exports to the EU unevenly impacts the energy mix, prices, and trade flows of different subregions within the EU, depending on their access to alternative gas pipelines and LNG infrastructure. Moreover, there are also large changes in the volume and geographical distribution of global gas infrastructure capacity additions and stranded assets. Our results show that by significantly reducing demand for natural gas, the EU Fit-for-55 policy framework already improves resilience against a complete and persistent cut-off of Russian pipeline gas. However, further improvements in energy efficiency and renewable targets could further soften impacts, while bringing climate objectives closer in sight.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Evaluation of Safety Standards for Fuel System and Fuel Container Integrity of Alternative Fuel Vehicles

There are two Federal Motor Vehicle Safety Standards (FMVSS) in place that specify requirements for integrity of the fuel system and fuel container on compressed natural gas (CNG) fuel vehicles. These are FMVSS Nos. 303, “Fuel system integrity of compressed natural gas vehicles,” and FMVSS No. 304, “CNG fuel container integrity.” At this time, no FMVSS are defined for the fuel system and fuel container integrity of propane and liquefied natural gas (LNG) vehicles or fuel system integrity requirements for heavy-duty CNG vehicles on the road. However, there are voluntary industry design standards and best practices, as well as regulations defined in other countries. FMVSS No. 303 specifies requirements for the integrity of the CNG fuel system of light-duty vehicles and school buses, and FMVSS No. 304 specifies requirements for fuel container integrity on all CNG vehicles. FMVSS No. 304 applies to containers used for vehicle propulsion, whereas containers used to transport CNG and transportation of CNG containers are regulated by the DOT Pipeline and Hazardous Materials Safety Administration. FMVSS Nos. 303 and 304 are performance-based standards to consistently test and validate equipment and are not design restrictive. Despite the increasing number of natural gas and propane medium- and heavy-duty vehicles on the road, there are no FMVSS fuel system integrity requirements beyond light-duty and school buses for CNG vehicles and no FMVSS fuel system integrity requirements for propane vehicles. NHTSA is researching fuel system safety for medium- and heavy-duty natural gas and propane vehicles to update FMVSS Nos. 303 and 304. NHTSA is also researching current best practices and standards for high pressure fuel tanks in motor vehicles as they may apply to FMVSS No. 304.

30 DIRECT ENERGY CONVERSION↗

Using Bayesian Methodology to Estimate Liquefied Natural Gas Leak Frequencies

This analysis provides estimates on the leak frequencies of nine components found in liquefied natural gas (LNG) facilities. Data was taken from a variety of sources, with 25 different data sets included in the analysis. A hierarchical Bayesian model was used that assumes that the log leak frequency follows a normal distribution and the logarithm of the mean of this normal distribution is a linear function of the logarithm of the fractional leak area. This type of model uses uninformed prior distributions that are updated with applicable data. Separate models are fit for each component listed. Five order-of-magnitude fractional leak areas are considered, based on the flow area of the component. Three types of supporting analyses were performed: sensitivity of the model to the data set used, sensitivity of the leak frequency estimates to differences in the model structure or prior distributions, and sufficiency of sample sized used for convergence. Recommended leak frequency distributions for all component types and leak sizes are given. These leak frequency predictions can be used for quantitative risk assessments in the future.

03 NATURAL GAS↗

Europe’s energy policy based on large-scale use of renewables most likely will require supplemental power supplies to balance their electrical power systems

Political decisions toward an increased role for renewable energy sources (wind & solar) in Europe will have an impact on the functioning of the electrical power systems that will have to be offset due to the inherent intermittent nature of renewable sources. The offset can be accomplished either through increasing non-renewable energy supply and production from other means, including purchasing Russian piped natural gas and LNG, or decreasing demand by curtailing power consumption. Europe likely will also need increased energy supplies to cover reduced gas production in the North Sea and Netherlands. Also, expected disconnection of Baltic states from the BRELL (Belarus-Russia-EstoniaLatvia-Lithuania) grid will force these countries to acquire electricity from Europe, resulting in increased demands on the European power grid that will require additional capacity to offset.

24 POWER TRANSMISSION AND DISTRIBUTION↗

A Novel Catalytic Membrane Reactor for DME Synthesis from Renewable Resources

Production of liquid fuels or chemicals from CO 2 (captured from the air or flue gases) and renewable hydrogen presents a new approach to producing clean fuels domestically. While significant progress has been made in the area of renewable electricity generation from solar and wind, a large gap remains with respect to the production of renewable liquid fuels/chemicals. Other processes for producing liquid fuels/chemicals from renewable electricity are constrained by thermodynamic limitations, making them prohibitively expensive and impractical. The team is overcoming these limitations and developing catalytic membrane reactor processes with high yields and low energy penalties. Supported by the Advanced Research Projects Agency-Energy (ARPA-E) of the US Department of Energy (DOE), GTI Energy and partners have been developing a technology for the production of renewable dimethyl ether (DME) from carbon dioxide (CO 2 ) and renewable hydrogen (H 2 ) using a novel catalytic membrane reactor and demonstration of this system at a scale of 1 kg/day. DME is a clean-burning, non-toxic fuel with a high cetane value (55-60), making it an excellent diesel alternative. DME can be stored as a liquid under moderate pressure, eliminating the need for the high-pressure containers used for CNG or cryogenics, as in the case of LNG. DME is also approved as a renewable fuel under the U.S. Environmental Protection Agency’s Renewable Fuels Standard (RFS), making it eligible for Renewable Identification Numbers (RINs) credits. By producing DME through the catalytic conversion of captured CO 2 and renewable H 2 , this process will produce renewable liquid transportation fuel and a means of large-scale utilization of captured CO 2 . In the DME synthesis process, CO 2 and H 2 are fed to a hollow fiber catalytic membrane reactor at 300-600 psig that contains a bi-functional catalyst that combines two reactions, methanol synthesis (CO 2 + 3H 2 → CH 3 OH + H 2 O) and methanol dehydration (2CH 3 OH → CH 3 OCH 3 + H 2 O), into a one-step process to produce DME. The bifunctional catalyst converts methanol to DME, enabling higher overall CO 2 conversion. A Cu/ZnO/ZrO 2 /Al 2 O 3 (CZZA) catalyst is used for methanol synthesis and is coupled with a zeolite catalyst H-ZSM-5 for dehydration. This one-step process intensifies a process that would otherwise require multiple reaction steps. However, combining these two reactions results in increased water production which inhibits catalytic activity. Here, the Na + -gated, water-transport membrane (Science, vol. 367, pp. 667, 2020), removes water in situ, shifting the thermodynamic equilibrium towards product formation while decreasing kinetic inhibition from water adsorption onto the catalyst surface. The Na + gated, water-transport nanochannel membrane showed H 2 O/CO 2 selectivity of 560 at 250 °C and 300 psig for H 2 O/CO 2 /CO/H 2 /MeOH gas mixtures. The selectivities of H 2 O/H 2 , H 2 O/CO, and H 2 O/MeOH were 190, 170, and 80, respectively. In a laboratory-scale membrane reactor, DME synthesis testing using this membrane, a DME production rate of 440 g DME /kg cat /h was achieved at 260 °C and 550 psig. Compared to the packed bed reactor, the CO 2 conversion and DME production rate in the membrane reactor were 80% and three times higher, respectively. A prototype test system (1 kg/day) was designed, constructed, and tested. A DME production rate of 1.31 kg/day and a DME productivity of 360 g/h/kg were achieved in the prototype membrane reactor. Good stability was demonstrated during 150-h continuous operation and multiple startups/shutdowns tests.

10 SYNTHETIC FUELS↗

Hydrogen for Maritime Applications

The maritime industry is investigating a number of fuel options for reducing emissions, including liquefied natural gas (LNG), biofuels, and electrical drive systems powered by batteries and/or hydrogen-fueled fuel cells. Hydrogen-fueled ships offer the potential to significantly reduce, if not eliminate, regulated and unregulated pollutants in maritime applications. Argonne National Laboratory conducted preliminary comparisons of the total cost of ownership (TCO) of several classes of ships to determine how fuel cell technology compares to the current diesel technology, what advancements are needed for hydrogen fuel cell technology to be competitive in the future, and what applications may be appropriate for introducing fuel cells into the maritime industry. These studies included feeder container ships, harbor tugboats, river pushboats, and auto/passenger ferries. For this study, TCO was defined to include the cost of fuel, propulsion system, and fuel storage system, the levelized cost of propulsion/auxiliary engines, and the cost of annual maintenance and consumables. It did not include the cost of the vessel frame or other components, aside from the propulsion system, that the fuel cell and diesel ships have in common. A 10% internal rate of return (IRR) was applied to the initial capital investment and an installation cost factor of 20% was applied to the capital cost. The capital cost of each component (e.g., engine, fuel tank, motor, etc.) was amortized over a period of 20 years, except for the fuel cell system, which was amortized over 6 or 10 years depending on ship class. The initial comparisons for container ships indicate that fuel costs are by far the dominant contributor to the TCO. With the current low cost of low-sulfur marine gasoil (LSMGO) and relatively high cost of hydrogen, it is difficult for hydrogen to compete with LSMGO in container ship applications. The large energy demand for container ships also favors the use of the higher volumetric energy density LSMGO fuel, especially for longer voyages. The space required to store enough hydrogen for the same journey is larger than that needed to store diesel fuels and can reduce the available cargo carrying and revenue generating space available on the ship.

08 HYDROGEN↗

High-Efficiency and Low-Carbon Energy Storage and Power Generation System for Electric Aviation

This report summarizes the work performed by University of California San Diego (UCSD) – Honeywell Aerospace (Honeywell) team for the U.S. Department of Energy/Advanced Research Projects Agency-Energy (DOE/ARPA-E) under Phase 1 (April 2021 – October 2023) project, Cooperative Agreement DE-AR0001347 entitled “High-Efficiency and Low-Carbon Energy Storage and Power Generation System for Electric Aviation”. The main objective of this project is to develop and demonstrate an energy storage and power generation (ESPG) system operating on bio liquid natural gas (LNG) for electric aviation applications. The ESPG system concept in this project is a fuel cell, battery, and gas turbine hybrid system that incorporates an innovative solid oxide fuel cell (SOFC) technology. This SOFC technology has two main novel elements: (i) a lightweight and compact stack architecture that consists of cells and cell modules in electrical parallel and series connections (the module design) and (ii) exceptionally high performance, direct methane thin-film cells on porous substrate made by sputtering deposition process. This fuel cell has the specific power and volumetric power density suitable for electric aviation applications. Based on the current status of the SOFC technology, the Phase 1 work focused on the following activities: (i) ESPG System Modeling – to design and optimize an aircraft SOFC-based ESPG system concept that met the performance, weight and cost targets; (ii) Cell Material Development and Scaleup – to demonstrate scalability of the sputtering process for manufacture of thin-film SOFC cells of practical sizes, confirm the exceptional performance of sputtered cells, improve cell stability and durability for operation with hydrogen and methane fuel, and develop a suitable electrically conducting porous substrate to replace the current non-conducting ceramic substrate; (iii) Stack Development – to design and manufacture stack components for the stack architecture, evaluate and select a suitable sealant, and build and operate multi-cell stacks to demonstrate stack operation, and (iv) Technology to Market – to develop business models and commercialization plans, conduct various market and technology analysis and estimate SOFC and ESPG system costs.

25 ENERGY STORAGE↗

High Performance Metal-Supported SOFC System for Range Extension of Commercial Aviation

The DOE ARPA-E REEACH program [1] has enabled this Phase 1 study that conceptualizes a commercial 154 passenger electric aircraft using renewable aviation fuel for range extension while meeting similar mission performance levels as current commercial aircraft. Commercial aviation accounts for about 2.5% of global CO2 emissions, and close to 5% of overall anthropogenic climate change due to the added accounting of contrail’s effects [2]. The sector has adopted a goal of carbon neutrality by 2050 [3]. 110 nations, and recently the new US administration, have embarked on work to address this important challenge. The US DOE has released a roadmap to enable the further development of sustainable aviation fuel (SAF) in the hopes that it could meet all of aviation’s fuel needs by 2050 [4]. However, SAF fuel price and sufficient future feedstock availability remains a concern [5]. Considering the first commercial biofuel flight demonstration 14 years ago [6] and that SAF still only comprises less than 0.1% of jet fuel use, the question arises as how it can ramp up to 100% use in the next 27 years. One option that has the potential to substantially reduce the need for SAF is to implement light-weight Solid Oxide Fuel Cells (SOFCs) that can efficiently utilize SAF or other sulfur-free hydrocarbon fuels. As opposed to lower temperature PEM (Proton Exchange Membrane) fuel cells that can use high-purity hydrogen, SOFC’s fuels are very flexible, ranging from low cost liquefied natural gas (LNG), renewable liquefied natural gas (RLNG), to SAF, to generate clean electrical power for use in aviation propulsion and auxiliary power units [7] [8]. Research progress is needed to enable SOFCs to achieve 3.0 kW/kg power density, making them viable for aviation [9]. The DOE’s Advanced Research Projects Agency – Energy (ARPA-E) has therefore initiated an aviation SOFC R&D program that is anticipated to dramatically reduce aircraft fuel use though the implementation of “Range Extenders for Electric Aviation with low Carbon and High efficiency” (REEACH) [1] for medium range commercial aircraft. This report summarizes the progress during phase 1 of the REEACH program.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

3 He Separation from US Liquid Natural Gas-Derived 4 He (Final Report)

This final report summarizes the technical and economic feasibility study conducted by Interlune, Lisbon Group, and Pacific Northwest National Laboratory on separating 3 He from 4 He derived from liquid natural gas (LNG) using magnetocaloric liquefaction (MCL), superleak heat-flush, and fractional distillation techniques. The project aims to address the growing shortage of 3 He, a critical resource for quantum computing and national security, by exploring a new domestic source, the bulk helium supply.

07 ISOTOPE AND RADIATION SOURCES↗

Analysis of Hydrogen Export Potential

The goal of this work is to assess the potential for US export of hydrogen. This covers export market potential, technical production potential and the ability to leverage existing liquefied natural gas (LNG) infrastructure.

ENERGY PLANNING, POLICY, AND ECONOMY,HYDROGEN↗

Precooling system utilizing cryogenic liquid fuels for fueling pressurized vehicle gaseous onboard storage tank system with controlled dispensing temperatures

A method and a precooling system are provided for precooling gaseous fuel supplied for fueling pressurized gaseous vehicle onboard storage tank systems. The precooling system is used in pressurized gaseous fueling stations with source fuels in cryogenic state, such as liquid hydrogen (LH2) and liquefied nature gas (LNG). A thermal buffer heat exchanger includes a heat exchanger medium, and a cold loop and a warm loop contained in the heat exchanger medium. A control unit is configured for controlling cryogenic fuel supplied to the cold loop for cooling the thermal buffer heat exchanger. The thermal buffer heat exchanger enables precooling high pressure gaseous fuel to a preset temperature supplied to a dispenser supplying high pressure gaseous fuel to refuel a vehicle onboard storage tank system.

Elgowainy, Amgad A.↗

Economic Benefits of Alternative Fuels in Rural Alabama

This fact sheet provides an overview of potential alternative fuel vehicle operational cost savings, opportunities to generate revenue for the state and income for individuals, and several examples of alternative fuels supporting jobs in Alabama. Alternative transportation fuels could potentially provide economic benefits to rural Alabama by lowering operating costs for vehicle owners and creating new revenue streams and job opportunities for fuel providers, technicians, and dealerships. The use of electricity, compressed natural gas (CNG), liquefied natural gas (LNG), liquefied petroleum gas (LPG or propane) could result in reduced fuel costs and maintenance expenses for both public and private fleets, as well as individual consumers. Fleet operators often invest in private fueling infrastructure, while publicly accessible stations could attract traffic and commerce to local businesses and communities. Technicians capable of retrofitting alternative fuels and maintaining the vehicles and fueling infrastructure could develop business opportunities as well, but they require special training and often certifications. These cost savings and increased revenues may be recirculated through the economy and impact more than just the beneficiaries listed above.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗