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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 235 records · Page 13
All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

High-Octane Gasoline from Lignocellulosic Biomass via Syngas and Methanol/Dimethyl Ether Intermediates (2021 State of Technology)

The 2021 state of technology (SOT) assessment for the indirect liquefaction (IDL) of lignocellulosic biomass to high-octane gasoline (HOG) via methanol and dimethyl ether (DME) intermediates details the techno-economic analysis (TEA) results and technical progress of the pathway since the 2020 SOT report. A detailed process description and collection of underlying assumptions is given the 2015 design report. In 2021, research efforts rigorously quantified the selectivity of DME to aromatic compounds. As a result, the overall carbon selectivity to hydrocarbon products was updated based upon new findings. Additionally, research conducted over the past few years resulted in successful lower temperature regeneration of NREL's Cu/BEA catalyst with favorable implications on catalyst longevity. Discussions with an engineering firm resulted in an update to the excess air requirement for process combustors (including the char combustor, tar reformer combustor, and catalyst regenerator) in which excess air was reduced from 20% excess to 10%. The cumulative effect of the above efforts was used to calculate a minimum fuel selling price for the modeled pathway. Sensitivity cases examining federal carbon tax credits from CO 2 capture, product selectivity and yield, catalyst lifetime, and other key financial and process parameters were also considered in this assessment.

09 BIOMASS FUELS↗
DOE OSTI2025

Develop a Simulation Framework for Understanding Physico-Chemical Processes and Optimization of CHZ' Plastic Thermolyze Technology (CRADA Final Report)

Thermolyzer(TM) technology is a third-generation, multi-reactor, oxygen-free, low pressure, slow pyrolysis process. It has proven to be remarkably versatile in successfully processing all types of hydrocarbon waste. These include all seven types of plastics, tires, auto shredder residue, carpet, electronic waste, and composites. Working with the IACMI, Thermolyzer(TM) technology has recovered the glass and carbon fibers from wind turbine blades for reuse into new applications. Its primary output is a synthesis gas that is rich in H 2 , CH 4 , and small amounts of C 2-4 aliphatic hydrocarbons. Other components are CO and CO 2 . Three unique features set Thermolyzer(TM) apart from other pyrolysis systems: the syngas is clean enough to run in Siemens or Solar gas turbines or IC engines without fouling, clean, salable, byproducts are produced, and CO 2 emissions are lower than natural gas power plants. Research results have been obtained from an operating 7 ton/day facility. A 44 ton/day plant has successfully operated as noted above. The process works because it makes use of the recoverable embodied energy in the feedstock. Surprisingly, a pound of some plastics has the same recoverable energy content as a pound of gasoline. Thus, it is imperative to develop a process that economically converts scrap plastics (including ocean plastics) into energy and thereby conserve the non-renewable fossil fuels for future generations. The Thermolyzer(TM) technology can also be used to create liquid fuels like gasoline and diesel from hydrocarbon wastes. Because of the high hydrogen content of the synthesis gas, hydrogen can be recovered more inexpensively than the current solar or wind energy being used to electrolyze water. That hydrogen can be used for fuel cell powered vehicles or converted into ammonia for agriculture or as a hydrogen storage medium. Extension of this technology to other wastes such as tires, auto shredder residue or wood wastes would expand the circular economy.

36 MATERIALS SCIENCE↗
DOE OSTI2021

Exploring the Effects of Piston Bowl Geometry and Injector Included Angle on Dual-Fuel and Single-Fuel RCCI

Abstract Reactivity control compression ignition (RCCI) is a low-temperature combustion technique that has been proposed to meet the current demand for high thermal efficiency and low engine-out emissions. However, its requirement of two separate fuel systems (i.e., a low-reactivity fuel system and a high-reactivity fuel system) has been one of its major challenges in the last decade. This leads to the single-fuel RCCI concept, where the secondary fuel (reformates of diesel) is generated from the primary fuel (diesel) through catalytic partial oxidation reformation. Following the in-depth analysis of the reformate fuel (reformates of diesel) and its benefit as the low-reactivity fuel with diesel, the effects of the start of injection (SOI) timing of diesel and the energy-based blend ratio were also studied in detail. In this study, the effects of piston profile and the injector included angles were experimentally examined using both conventional fuel pairs (gasoline—diesel and natural gas—diesel) and reformate RCCI. A validated computational fluid dynamics (CFD) model was also used for a better understanding of the experimental trends. Comparing a reentrant bowl piston with a shallow bowl piston at a constant compression ratio and SOI, the latter showed better thermal efficiency, regardless of the fuel combination, due to its 10% lower surface area for the heat transfer. Comparing the 150-degree included angle and 60-degree included angle on the shallow bowl piston, the latter showed better combustion efficiency, regardless of the fuel combination, due to its earlier combustion phasing (at constant SOI timing). The effect was particularly prominent on reformate RCCI because of its incredibly high diluent concentration, which retards the combustion further for the 150-deg injector. Later, using convergecfd, seven different injector included angles were studied at a constant SOI. With the change in injector included angle, the region of the cylinder targeted by the fuel spray varies significantly, and it was found to have a significant impact on the combustion efficiency and the engine-out emissions. As the injector included angle changed from 60-deg to 150-deg, the combustion efficiency increased by 15% and the CO, NOx, and HC emissions decreased by 96%, 70%, and 86%, respectively.

Engineering↗
DOE OSTI2025

Microwave-assisted dehydrogenation of fossil fuels using iron-based alumina nanocomposites

Hydrogen is mainly produced via steam reforming of methane and gasification of coal, with enormous CO 2 emissions in both cases. Microwave-assisted thermocatalytic decomposition (pyrolysis) is of interest as a method for hydrogen production from fossil fuels with no CO 2 emissions. For successful implementation of this technology, it is necessary to develop decomposition catalysts that are also good microwave absorbers and can be produced from inexpensive materials via a robust synthetic route. Recently, iron-based alumina nanocomposites, fabricated by solution combustion synthesis (SCS), have shown promising microwave-absorbing and catalytic properties in the pyrolysis of plastics. The reported project explored the feasibilities of improving such catalysts and using them for the microwave-assisted pyrolysis of liquid fossil fuels, viz., diesel fuel, gasoline, and crude oil. The research focused on how SCS parameters affect the material properties and pyrolysis performance.

02 PETROLEUM↗
DOE OSTI2021

Supercritical water co-liquefaction of LLDPE and PP into oil: properties and synergy

The major plastic wastes are always mixtures, which are difficult to separate to treat in practice. Because of some possible cross-reactions, the degradation behaviors of plastics could not be mathematically represented by a simple addition of each polymer according to their proportions. This work examines supercritical water (scH 2 O) to liquefy poly-ethylene and poly-propylene mixtures into an oil with special interest in the oil quality and positive effect. Additionally, linear low-density polyethylene (LLDPE) and polypropylene (PP) were chosen as parent materials because of their high proportions in plastic wastes. The results show that a high conversion rate of around 99.75% was achieved with as high as 90.7 wt% oil yield without additional catalysts or hydrogen. The scH 2 O co-liquefaction of the LLDPE/PP mixture was different from that of the single polymer along with an improvement in the oil yield. Cyclic hydrocarbon ( i.e. , cyclic) generation was promoted while the production of paraffins was hindered in scH 2 O co-liquefaction using a mixture of LLDPE/PP. TGA reveals that the scH 2 O co-liquefaction of LLDPE/PP mixtures generated more diesel and lubricant oils and less gasoline and (jet fuel + light diesel) oils, thus slightly lowering the oil quality. Overall, the supercritical fluid technology was a powerful and promising means to liquefy mixed plastic wastes into oil at a high conversion rate free of catalysts or hydrogen.

42 ENGINEERING↗
DOE OSTI2023

Production of bio-diesel blend stocks via acid-catalyzed dehydration of ethanol oligomerization products

Ethanol is the most widely produced biofuel in the world. Gasoline demand is projected to decrease in the next 20 years largely due to an increase in electric vehicles. Diesel fuel demand is projected to continue to increase. Long-chain mono C10+ ethers have high cetane numbers and appropriate physical properties to be blended at high levels into petroleum diesel fuel. A techno-economic analysis shows that the ethers can be produced at prices similar to biodiesel. In our presentation we will show the catalytic chemistry involved in our ethanol to diesel approach, the engine and physical measurements of the produced diesel-range ethers, and a summary of the techno-economic analysis.

Canales, Emmanuel↗
DOE OSTI2022

Low Temperature Combustion Exploration with Negative Valve Overlap

Progressively stringent emission regulations and increasing regulatory demands on fuel economy have led to advanced combustion development. Low temperature combustion (LTC), specifically homogenous charge compression ignition (HCCI), is a promising technology for reducing exhaust emissions and improving efficiency. However, its operating range is limited to low load without boosting and EGR, due to low volumetric efficiency and high pressure rise rates. In addition, effectively controlling the combustion phasing is another challenge in realizing the associated combustion gains. In this work, advanced valve control mechanisms known as continuously variable valve duration (CVVD) and continuously variable valve timing (CVVT) were used for both intake and exhaust valvetrains to enable negative valve overlap (NVO) for trapping hot exhaust residuals and to promote multipoint simultaneous ignition. Heat release phasing was controlled by varying the fueling scheme and by adjusting the amount of NVO. Parametric studies on valve timing and duration, fueling strategy, lambda, spark assist, etc., were carried out first. Afterwards the LTC strategy was proposed and then LTC operation was explored at different engine speeds. Various approaches for extending load limits were summarized and discussed. Finally, combustion performance was compared to that of spark ignition combustion, demonstrating the combustion gains of LTC.

02 PETROLEUM↗
DOE OSTI2022

Combustion chemistry of alkenes and alkadienes

Alkenes formed, during the refining of crude oil, by cracking the heavier fractions are present in transportation fuels in significant amounts, up to as much as 15–20% in gasoline. Moreover, alkenes are also the major intermediate products of the oxidation of alkanes, which play a significant role in autoignition chemistry. This review has assessed the recent progress in gas-phase detailed kinetic model development for species with C=C double bond, mostly C2–C10 alkenes and 1,3-butadiene. The compiled knowledge on alkene combustion chemistry enabled a better understanding of the influence of the number and the position of the C=C double bond on the chemical kinetics and hence combustion behavior of alkenes in engines. At first, the article gives an extensive overview of fundamental combustion experiments by considering studies of C2–C10 alkenes and 1,3-butadiene in shock tubes, rapid compression machines, laminar flames, and jet-stirred and flow reactors. The value of the data from such experiments is critically discussed. Secondly, this article highlights the important reaction classes involved in alkene oxidation over low-, intermediate- and high-temperature ranges. Combustion chemistry covering C2 to C10 alkenes, with a special emphasis on C2 to C7 isomers is discussed by presenting a large body of experimental and modeling investigations. Detailed chemistry differences between alkene isomers and also between alkenes and alkanes are also addressed. Thirdly, the article presents important reaction pathways for PAH precursor formation in different alkenes. Finally, a summary of the distinguishing features of alkene combustion chemistry and an outlook towards future research in this area are presented. In conclusion, this review is focused on linear and branched chain alkenes, and the chemistry of cyclo-alkenes is not included.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2022

Determination of Biogenic Content by 14 C in fuels using Liquid Scintillation Analysis Laboratory Analytical Procedure (Laboratory Analytical Procedure)

This procedure covers the determination of the percent 14 C in biogenic gasoline, jet fuel, and diesel range hydrocarbons prepared from distillation of hydrotreated pyrolysis oils and blended with fossil derived hydrocarbons (e.g. fossil diesel, gasoline, jet, or toluene). Either an internal 14C standard or a color quench curve is used to correct for potential signal quenching effects. Recent publications provide some background of direct LSC methods used for determination of biogenic fuel content.

02 PETROLEUM↗
DOE OSTI2025

Equitable Urban Electric Vehicle Charging: Feasibility and Benefits of Streetlight Charging in Kansas City Right-of-Way

With an increasing global emphasis on sustainability, electric vehicles (EVs) play a crucial role in reducing urban pollution and carbon emissions. For EVs to be widely adopted, equitable and convenient access to charging infrastructure is essential. Equity in this paper refers to the proactive engagement with the community to ensure that the benefits of streetlight charging are distributed equitably across diverse neighborhoods in Kansas City, providing fair charging opportunities and resources to all community members. This research explores the potential of utilizing streetlights—ubiquitous elements of urban electrical infrastructure—as low-cost, equitable EV charging solutions. Compared with conventional chargers, streetlight charging offers several notable advantages, including proximity to roadways, potential boosts to the local economy, and easier usage due to city ownership. These chargers also leverage existing power setups to minimize costs and maximize efficiency by reutilizing existing structures. In this manuscript, we introduce a systematic framework to develop, analyze, and evaluate a scalable and cost-effective streetlight charging solution. Initially, we employ a two-tiered site selection framework that accounts for both charging demand and equity considerations to identify optimal locations for streetlight chargers. We then assess the feasibility of these chargers through observational data from 23 units installed in Kansas City, Missouri, comparing their performance with traditional chargers. Here, our evaluation extends to the environmental impact, comparing reduced gasoline consumption and greenhouse gas (GHG) emission reductions between streetlights and regular charging stations. Our findings reveal that streetlight charging stations offer faster charging speeds than conventional stations, validating their viability for EV charging. Additionally, the duration of stay at streetlight chargers tends to be shorter, likely due to parking constraints or associated costs. Furthermore, streetlight-powered chargers demonstrate considerable environmental advantages, achieving 11.94% greater avoided gasoline consumption and 11.24% higher GHG reductions compared with regular charging stations, highlighting their substantial environmental benefits.

42 ENGINEERING↗
DOE OSTI2024

Experimental Combustion and Flame Characterization of a Chemical Looping-Based Oxidative Dehydrogenation Byproduct Fuel Mixture Containing High CO2 Dilution

Abstract This study investigates the combustion performance of a CO2-rich fuel mixture containing ethane and methane as active species using a constant volume combustion chamber. This fuel is obtained as a byproduct of a chemical looping-based oxidative dehydrogenation (Cl-ODH) process ethylene production. The byproduct gas mixture has 40.79% CO2, 39.49% ethane, and 4.88% methane by weight with other minor compounds. Using this fuel for energy extraction would improve the process efficiency of the ethane to ethylene conversion. After initial combustion modeling, the gas fuel mixture was reduced to just the major species: CO2, ethane, and methane. The mixture was then tested for flammability limits and combustion performance under spark-ignition conditions. Effects of ambient conditions like temperatures between 300 and 400 K with initial pressures from 1 to 10 bar were tested. The effects of stoichiometry were tested to understand flame velocities and heat release. The fuel mixture showed an overall reduced flame velocity compared to gasoline. Instability in combustion was believed to be caused by the dissociation of ethane under elevated conditions. At higher pressures, the flame produces lower cumulative heat release. Simulations were also performed using a model tuned to replicate the operations of the combustion chamber used in the experiments. Heat release and unburnt fuel mass data were calculated to identify the discrepancies in the combustion completeness at elevated pressures. The effects of CO2 quenching the flame coupled with the increased dissociation of the fuel species can lead to up to more than 75% of the fuel mixture being unburnt. Data from this study were used to modify a small-scale spark-ignition engine to use this fuel and produce usable energy.

Energy & Fuels↗
DOE OSTI2023

Bio-fuel effects and seasonal fuel property variations related to abnormal combustion occurrences observed in the field

Since 2015, the automotive industry has regularly observed sharp increases in customer complaints of poor driveability and increased warranty claims during the months of September and October. These persistent seasonal complaint increases have been tracked to occur from increased abnormal combustion events that coincide with the seasonal transition from summer to winter fuel volatility, beginning on September 15th annually. The Reid Vapor Pressure (RVP) of gasoline during this seasonal transition has been found to be the primary property attributed to this annual issue. It’s hypothesized that an increase in volatile butanes and pentanes from advanced petroleum recovery techniques and hydrofracking production has hastened the transition from summer to winter fuel volatility in the marketplace, rather than the gradual increase of the RVP over time as historically intended. At worst, mid-winter fuel, with an RVP ranging from 12 to 16 psi, depending on location in the U.S., enters the market while ambient temperatures can still be above average for the winter season. This combination of high volatility fuel with unseasonably warm weather will increase fuel system flash boiling, injector spray cavitation, and spray collapse inside the engine’s combustion chamber, ultimately linking fuel property variations to abnormal engine combustion processes. This CRADA program will investigate these known knowledge gaps by coupling with two national laboratories, Oak Ridge National Laboratory, and the National Renewable Energy Laboratory to employ both unique tools and expertise throughout the industry to provide the insight, knowledge, and data critical to understand the observed interactions. Overall findings of this work are that fuel wall retention increased SPI proportionally, and fuels with an increased distillation (i.e. energy fraction) above the wall temperature increased fuel retention. Likewise fuels with increased enthalpy of vaporization (HoV) increased fuel retention proportional to the temperature reduction from the HoV (~13K reduction in this work). Thus, fuel with increased HoV and increased fuel distillation above the linear temperature also exhibited increased SPI rates. Fuel with high RVP did exhibit increased fuel spray collapse form spray imaging measurements, but in SPI testing the high volatility of these fuels at the tested conditions did not necessarily increase SPI rates despite exhibiting increased spray collapse in injector imaging and increased spray-wall impingement measured in fired engine testing. It was also found that spray imaging showed collapse was possible at throttled conditions, but this was not relevant to high boost pressures relevant to SPI conditions, however, under transient load and or speed encountered in real-world operation fuel spray collapse could affect fuel retention and real-world SPI that were not probed in the automated high load test sequence of this work.

09 BIOMASS FUELS↗
DOE OSTI2021

BETO 2021 Peer Review - Advanced Catalyst Synthesis and Characterization (ACSC) Project WBS 2.5.4.304; 303; 305

The Advanced Catalyst Synthesis and Characterization (ACSC) project, in close collaboration with the Chemical Catalysis for Bioenergy (ChemCatBio) Consortium enabling projects, CatCost, and the Engineering of Catalyst Scale-Up project, (1) provides fundamental insight into working catalysts leading to actionable recommendations for all of the ChemCatBio catalysis projects, (2) addresses overarching catalysis challenges central to the ChemCatBio Consortium, and (3) adapts and applies new synthesis methodologies and in situ/operando characterization capabilities to meet the evolving needs of the catalysis projects. The outcome is a transition from empirical catalyst development to rational design through the prediction of materials with targeted properties based on advanced characterization combined with computational modeling, and the synthesis of next generation catalysts with predicted structures that yield demonstrated improvements in catalytic performance. In FY18, the ACSC helped to demonstrate the utility of the complete catalyst and process development cycle for dimethyl ether to high-octane gasoline over metal-modified zeolite catalysts for the Upgrading of C1 Building Blocks project, and in FY21 will leverage capabilities, expertise, and computational models established for this effort to target next-generation catalysts for ethanol to distillates for the Upgrading of C2 Intermediates project with enhanced performance in half the time.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2021

Development of Passive HC/NOx Trap Catalysts for Low Temperature Gasoline Applications

This project aimed to develop fundamental understanding of the chemistry of NO adsorption and reaction in Pd/zeolites so as to facilitate the rational design of passive NOx adsorber catalysts. The approach adopted combined both experimental and computational methods, which together allow a deeper understanding of the governing chemistry than the use of either method alone. The workflow began with Pd/H-CHA and Pd/H-BEA catalyst synthesis and characterization, in which the Si/Al ratio and Al siting were systematically varied. This was followed by catalyst evaluation using temperature-programed adsorption/desorption methods, as well as in situ spectroscopic measurements to probe the chemistry of NO adsorption. In parallel, the adsorption of NO and other relevant species (H 2 O, CO, HCs) was studied by means of quantum chemical calculations in order to rationalize the experimental data and provide additional insights. Catalyst aging studies were also performed with the aim of elucidating the mechanism of catalyst degradation. Finally, the insights gained in this project were applied to the preparation of an optimized HC/NOx adsorber catalyst, the performance of which was studied using exhaust gas from an engine dynamometer.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2020

Fluorine-Free Superhydrophobic Coatings: Rapid Fabrication and Highly Efficient Oil/Water Separation

In this work, a rapid method is demonstrated to obtain a fluorine-free superhydrophobic/superoleophilic coating by a simple two-step method: dip-coating and oven curing. The chemical structure of the coating is based on the crosslinking reaction of an alkyl methacrylate, a dimethacrylate (crosslinker) and a silane (adhesive), using AIBN as initiator, toluene as solvent, and silica nanoparticles to enhance surface roughness. Chemorheology results show that the coating is fully cured even in 20 min at 100 °C, exhibiting a water contact angle (CA) of 162 ± 2°, sliding angle (SA) of 4 ± 1°, nanometrical structures throughout the surface, and excellent adhesion properties for the mesh screen. The coating exhibits outstanding oil/water separation efficiency (96–99%) for seven different types of oil (gasoline, diesel, petroleum ether, hexane, toluene, chloroform, and dichloromethane), and in addition presents high recyclability. Based on nonisothermal TGA, the activation energy of degradation, calculated using the Kissinger and Ozawa models, is 113.5 and 114 kJ mol -1 , respectively. Finally, the coating is thermally aged at 150 °C: the CA exhibits a smooth decrease up to 129 ± 1° at 120 min, and FTIR analysis shows structural changes possibly related to the generation of thermal oxidation products.

36 MATERIALS SCIENCE↗
DOE OSTI2022

Ethanol to diesel: a sustainable alternative for the heavy-duty transportation sector

The combustion of middle distillates (diesel and jet fuel) is responsible for the emission of more than 2 GTon of CO 2 per year worldwide. While sustainable alternatives exist for gasoline and jet fuel, we still lack sustainable alternatives for diesel. This fact is especially relevant if we consider that electrification of sectors where diesel is used is challenging. One sustainable approach for diesel production is the catalytic upgrading of ethanol. While most work in this field has focused on the dehydration/oligomerization of ethanol, this approach is limited to producing fuels that have a high degree of branching and low cetane number. Another approach is the sequential use of ethanol Guerbet coupling, leading to higher alcohols, followed by etherification, leading to large ethers which, importantly, result in a product with high cetane number. In this work, we explore the catalytic upgrading of ethanol into diesel following an approach based on the initial Guerbet coupling of ethanol followed by etherification. The results presented are a collaborative and synergic effort among process and systems engineers, experimentalist in the area of catalysis, and fuel property modelers. Here, we demonstrate experimentally the feasibility of upgrading ethanol into a diesel fuel with properties that surpass its fossil counterpart. The diesel produced has a predicted cetane number of ~70 and outstanding cold flow properties, while maintaining other properties (viscosity, density, and flash point) within expected ranges. A technoeconomic analysis performed based on a detailed biorefinery model shows that the MFSP is ~5.89$ per Gal in 2021 dollars when lignocellulosic ethanol is used, with the most relevant economic driver the cost of the ethanol feedstock. The upgrading process can be performed with a net energy gain (EROI = 1.49 > 1). An LCA analysis of greenhouse gas (GHG) emissions reveals that the use of lignocellulosic ethanol may lead to more than 50% reduction in GHG emissions compared to fossil diesel. Depending on the CO 2 emissions associated with the production of ethanol we show that in some instances the production of carbon neutral diesel fuel is possible.

09 BIOMASS FUELS↗
DOE OSTI2022

Composition, Emissions, and Air Quality Impacts of Hazardous Air Pollutants in Unburned Natural Gas from Residential Stoves in California

The presence of hazardous air pollutants (HAPs) entrained in end-use natural gas (NG) is an understudied source of human health risks. We performed trace gas analyses on 185 unburned NG samples collected from 159 unique residential NG stoves across seven geographic regions in California. Our analyses commonly detected 12 HAPs with significant variability across region and gas utility. Mean regional benzene, toluene, ethylbenzene, and total xylenes (BTEX) concentrations in end-use NG ranged from 1.6–25 ppmv–benzene alone was detected in 99% of samples, and mean concentrations ranged from 0.7–12 ppmv (max: 66 ppmv). By applying previously reported NG and methane emission rates throughout California’s transmission, storage, and distribution systems, we estimated statewide benzene emissions of 4,200 (95% CI: 1,800–9,700) kg yr –1 that are currently not included in any statewide inventories–equal to the annual benzene emissions from nearly 60,000 light-duty gasoline vehicles. Additionally, we found that NG leakage from stoves and ovens while not in use can result in indoor benzene concentrations that can exceed the California Office of Environmental Health Hazard Assessment 8-h Reference Exposure Level of 0.94 ppbv–benzene concentrations comparable to environmental tobacco smoke. This study supports the need to further improve our understanding of leaked downstream NG as a source of health risk.

42 ENGINEERING↗
DOE OSTI2021

A probabilistic economic and environmental impact assessment of a cyanobacteria-based biorefinery

Microbial based biofuels represent a potential promising solution as an environmentally favorable transportation fuel. Cyanobacteria have many of the same advantages as microalgae: ability for rapid growth in otherwise non-arable regions, suitability for genetic engineering, and simple nutritional needs. Additionally, cyanobacteria can be engineered to secrete valuable co-products that can be harvested independent from the produced biomass. However, little work has been done to identify the processes and the economic and environmental impacts associated with a large-scale cyanobacteria-to-fuels facility. The present study is a concurrent techno-economic and life cycle assessment of a facility that generates fuels and methyl laurate, an oleochemical, from the cyanobacterial species Synechocystis sp. PCC 6803. Here, the biorefinery model includes all aspects of cultivation, separation of the secreted methyl laurate, biomass harvesting and fuel processing via hydrothermal liquefaction (HTL) of the dewatered biomass. The assessments leverage Monte Carlo analysis (MCA) to address uncertainty and variability inherent in the most significant input parameters, replacing them with probabilistic functions. For the facility configuration producing both fuels and the oleochemical co-product, the MCA average minimum fuel selling price (MFSP) is $\$2.47$ per decimeter (dm 3 ) or $\$9.34$ per gallon of gasoline equivalent (gge) with the corresponding average global warming potential determined to be 118 g CO 2 -eq-MJ -1 . The case producing only fuels results in an MCA average MFSP of $\$2.01$-(dm 3 ) -1 ($\$7.60$-gge -1 ) and an average environmental impact of 100 g CO 2 -eq-MJ -1 . These results are compared to static optimistic and conservative scenario analysis estimates, illustrating the over- and under-estimation of outcomes associated with non-stochastic methods. Suggested facility improvements include increases in pond productivity of both the biomass and methyl laurate oil production, as well as improvements to carbon utilization and bio-crude yield from HTL processing.

09 BIOMASS FUELS↗