Technoeconomic analysis of biojet fuel production from camelina at commercial scale: Case of Canadian Prairies

Process design and techno-economic analysis of activated carbon derived from anthracite coal

Activated carbon (AC), renowned for its versatile applications in water treatment, air purification, and industrial processes, is a critical component in environmental remediation and resource recovery strategies. This study encompasses the process modeling of AC production using anthracite coal as a precursor, involving multiple activation stages at different operating conditions, coupled with a detailed techno-economic analysis aimed at assessing the operational feasibility and financial viability of the plant. The economic analysis explores the investigation of economic feasibility by performing a detailed cashflow and sensitivity analysis to identify key parameters influencing the plant's economic performance, including raw material and energy prices, operational and process parameters. Capital and operational costs are meticulously evaluated, encompassing raw material acquisition, labor, energy consumption, and equipment investment. Financial metrics like Net Present Value (NPV), Internal Rate of Return (IRR), and payout period (POP) are employed, and the results show that AC selling price, raw material cost and plant capacity are the most influential parameters determining the plant's feasibility. The minimum AC production cost of 1.28 $/kg is obtained, corresponding to coal flow rate of 14,550 kg/h. These findings provide valuable insights for stakeholders, policymakers, and investors seeking to engage in activated carbon production from anthracite.

Techno-economic analysis of an integrated biorefinery to convert poplar into jet fuel, xylitol, and formic acid

BACKGROUND

The overall goal of the present study is to investigate the economics of an integrated biorefinery converting hybrid poplar into jet fuel, xylitol, and formic acid. The process employs a combination of integrated biological, thermochemical, and electrochemical conversion pathways to convert the carbohydrates in poplar into jet fuel, xylitol, and formic acid production. The C5-sugars are converted into xylitol via hydrogenation. The C6-sugars are converted into jet fuel via fermentation into ethanol, followed by dehydration, oligomerization, and hydrogenation into jet fuel. CO₂ produced during fermentation is converted into formic acid via electrolysis, thus, avoiding emissions and improving the process's overall carbon conversion.

RESULTS

Three different biorefinery scales are considered: small, intermediate, and large, assuming feedstock supplies of 150, 250, and 760 dry ktonne of poplar/year, respectively. For the intermediate-scale biorefinery, a minimum jet fuel selling price of $3.13/gallon was obtained at a discount rate of 15%. In a favorable scenario where the xylitol price is 25% higher than its current market value, a jet fuel selling price of $0.64/gallon was obtained. Co-locating the biorefinery with a power plant reduces the jet fuel selling price from $3.13 to $1.03 per gallon.

CONCLUSION

A unique integrated biorefinery to produce jet fuel was successfully modeled. Analysis of the biorefinery scales shows that the minimum jet fuel selling price for profitability decreases with increasing biorefinery scale, and for all scales, the biorefinery presents favorable economics, leading to a minimum jet fuel selling price lower than the current price for sustainable aviation fuel (SAF). The amount of xylitol and formic produced in a large-scale facility corresponds to 43% and 25%, respectively, of the global market volume of these products. These volumes will saturate the markets, making them infeasible scenarios. In contrast, the small and intermediate-scale biorefineries have product volumes that would not saturate current markets, does not present a feedstock availability problem, and produce jet fuel at a favorable price given the current SAF policy support. It is shown that the price of co-products greatly influences the minimum selling price of jet fuel, and co-location can further reduce the price of jet fuel.

Current progress in lipid-based biofuels: Feedstocks and production technologies

The expanding use of fossil fuels has caused concern in terms of both energy security and environmental issues. Therefore, attempts have been made worldwide to promote the development of renewable energy sources, among which biofuel is especially attractive. Compared to other biofuels, lipid-derived biofuels have a higher energy density and better compatibility with existing infrastructure, and their performance can be readily improved by adjusting the chemical composition of lipid feedstocks. This review thus addresses the intrinsic interactions between lipid feedstocks and lipid-based biofuels, including biodiesel, and renewable equivalents to conventional gasoline, diesel, and jet fuel. Advancements in lipid-associated biofuel technology, as well as the properties and applicability of various lipid sources in terms of biofuel production, are also discussed. Furthermore, current progress in lipid production and profile optimization in the context of plant lipids, microbial lipids, and animal fats are presented to provide a wider context of lipid-based biofuel technology.

Fates of heavy organics of bio-oil in hydrotreatment: The key challenge in the way from biomass to biofuel

Heavy organics in bio-oil generally refer to the sugar oligomers and lignin-derivatives. They are important fractions in bio-oil and their effective conversion in hydrotreatment determines carbon yield from biomass or bio-oil to biofuel. Fates of the heavy organics largely determine intrinsic reaction behaviors of bio-oil during hydrotreatment. The heavy organics in bio-oil have high tendency towards polymerization upon thermal treatment, which is one of the main precursors for coke formation and catalyst deactivation. Furthermore, the heavy organics have some other unique characteristics in hydrotreatment such as the steric hindrance for contacting active sites on surface of catalyst. How to effectively convert the heavy organics has been regarded as the bottle-neck issue in hydrotreatment of bio-oil and the key barrier in the roadmap from biomass to biofuels. Thus, this review particularly focuses on the progress in understanding reaction behaviors of the heavy organics in hydrotreatment of bio-oil, a central challenge to be resolved. The results indicated that coke formation from heavy organics in bio-oil remains main obstacle in hydrotreatment and further fundamental studies are required to develop suitable catalyst and process to stabilize the heavy organics in bio-oil. In particular, the mechanism for coke formation from the heavy species of varied chemical family should be clarified and corresponding measures should be developed to tackle high tendency of coking. Techno-economic feasibility should be considered in the first place in development of catalysts or process for tackling the heavy fractions of bio-oil.

Recent advances in one-stage conversion of lipid-based biomass-derived oils into fuel components - aromatics and isomerized alkanes

Nowadays, production of biofuels is a rather hot topic due to depleting of conventional fossil fuel feedstocks and a number of other factors. Plant lipid-based feedstocks are very important for production of diesel-, kerosene-, and gasoline-like hydrocarbons. Usually, (hydro)deoxygenation processes are aimed at obtaining of linear hydrocarbons known to have poor fuel characteristics compared to the branched ones. Thus, further hydroisomerization is required to improve their properties as motor fuel components. This review article is focused on conversion of lipid-based feedstocks and model compounds into high-quality fuel components for a single step - direct cracking into aromatics and merged hydrodeoxygenation-hydroisomerization to obtain isoparaffins. The second process is quite novel and a number of the research articles presented in the literature is relatively low. As auxiliary subsections, hydroisomerization of straight hydrocarbons and techno-economic analysis of renewable diesel-like fuel production are briefly reviewed as well.

Catalytic Deoxygenation of the Oil and Biodiesel of Licuri (Syagrus coronata) To Obtain n-Alkanes with Chains in the Range of Biojet Fuels

Aviation industry has the challenge of halving CO₂ emissions by 2050, as compared to 2005. An alternative are drop-in biofuels, which are sustainable and fully compatible with aircraft engines and also can be mixed with fossil jet fuel. Among the feedstock for biojet fuel production, licuri (Syagrus coronata) can be highlighted as most of its fatty acids are in the jet fuel range. Thereby, this work investigated the composition and physicochemical characterization of licuri oil and licuri biodiesel, both with satisfactory results according to international standards, with the purpose of obtaining hydrocarbons in the range of jet fuel from these feedstock, by catalytic deoxygenation. The semi-batch reaction, using a 5% Pd/C catalyst at 300 °C and 207 psi, produced n-alkanes with a conversion of up to 39.2%. The n-alkane selectivity was 80.7%, in addition to CO₂ selectivity of 83.4% for biodiesel, indicating the preference for the decarboxylation pathway and also confirming licuri as a potential raw material for biojet fuel.

Could Biomass Derived Fuels Bridge the Emissions Gap between High Speed Rail and Aviation?

Aviation is a steadily growing sector, which largely contributes to transport greenhouse gas (GHG) emissions. When High Speed Rail (HSR) and aviation are considered as alternative options, HSR proves to be a more environmentally friendly mode of transport. Public available data have been used in order to calculate the emission profiles on two selected intra-European routes (London–Paris and Frankfurt–Amsterdam) by HSR and air. As expected, the air mode results in higher GHG emissions and solutions for mitigating its impact have been analyzed and suggested. Biomass Derived Fuels (BDF) has a limited, up to now, potential, to fill the existing gap in terms of emissions with rail. Moreover, BDF reduction in GHG emissions is accompanied with by an increase in fuel cost. Finally, the cost per tonne of avoided CO2e by using BDF—which values 186 €/t—has been compared with the prices of the European Union (EU) Emission Trading System (ETS) allowances and, from a purely economic perspective, this market based measure still seems a preferable option to curb the GHG emissions of the air mode.