Economic assessment of Power-to-Liquid processes – Influence of electrolysis technology and operating conditions

To meet climate targets the emissions of greenhouse gases from transport need to be reduced considerably. Electrofuels (e-fuels) produced from low-CO2 electricity, water, and carbon (or nitrogen) are potential low-climate-impact transportation fuels. The purpose of this review is to provide a technoeconomic assessment of the feasibility and potential of e-fuels for road, ocean, and air transport. The assessment is based on a review of publications discussing e-fuels for one or more transport modes. For each transport mode, (a) e-fuel options are mapped, (b) cost per transport unit (e.g. vehicle km) and carbon abatement costs are estimated and compared to conventional options, (c) prospects and challenges are highlighted, and (d) policy context is described. Carbon abatement costs for e-fuels (considering vehicle cost, fuel production and distribution cost) are estimated to be in the range 110–1250 € tonne−1 CO2 with e-gasoline and e-diesel at the high end of the range. The investigated combined biofuel and e-fuels production pathways (based on forest residues and waste) are more cost-competitive than the stand-alone e-fuel production pathways, but the global availability of sustainable biomass is limited making these pathways more constrained. While the potential for e-fuels to decarbonize the transport sector has been discussed extensively in the literature, many uncertainties in terms of production costs, vehicle costs and environmental performance remain. It is too early to rule out or strongly promote particular e-fuels for different transport modes. For e-fuels to play a significant role in transportation, their attractiveness relative to other transport options needs to be improved. Incentives will be needed for e-fuels to be cost-effective and increased clarity on how e-fuels are linked to existing policies is needed.

Review of electrofuel feasibility—prospects for road, ocean, and air transport

To achieve the emission mitigation and decarbonization goals, future aviation requires alternative sustainable fuels. Synthetic paraffinic kerosene, generated by Fischer-Tropsch synthesis, is certified as a drop-in jet fuel up to 50%. Potential fuel production routes are via conversion of biomass (Biomass-to-Liquid, BtL), the combination of renewable power and biomass (Power-and-Biomass-to-Liquid, PBtL) and the conversion of carbon dioxide with hydrogen from renewable power (Power-to-Liquid, PtL). In order to compare the three different production routes, an Aspen Plus ® model is designed for each production path and techno-economically assessed for an assumed capacity of 11 Mg h −1 fuel production (equals 90 Gg·a −1 plant capacity). Even though the BtL route allows the lowest net production costs, it has some drawbacks compared to PBtL and PtL. Especially the low H to C ratio of biomass leads to limited fuel yields in the BtL process. These yields can be increased by a factor of about 3 when conducting the PBtL process with the same biomass input instead of BtL. The highest X-to-Liquid efficiency based on power input and energy in feedstock is found for PBtL (51.4%) followed by PtL (50.6%) and BtL (36.3%). For BtL 73% of the introduced carbon is lost as CO 2 . The total investment costs are highest for BtL, followed by PBtL and PtL. The net production costs are in the reverse order. The cost analysis reveals total PBtL investment costs of 742 M€ and net production costs of around 3 €·kg −1 with an electricity price of 105 €·MWh −1 . The costs for electrolyzer and gasifier represent the largest shares of the total capital costs. As the net production costs are dominated for the electricity costs, low electricity prices and high capacities are advantageous for PBtL, while high electricity and low biomass costs favor BtL concept.

Cost calculations for three different approaches of biofuel production using biomass, electricity and CO2

A GHG reduction obligation for sustainable aviation fuels (SAF) in the EU and in Germany

Liquid Solar Fuel – Liquid hydrocarbons from solar energy and biomass

Technologieverbesserung, Optimierung der Betriebsablaufe und effiziente Infrastrukturgestaltung tragen zur Reduzierung der Umweltwirkung des stetig wachsenden Flugverkehrs bei. Um jedoch die Ziele zur Emissionsminderung und Dekarbonisierung des Flugverkehrs zu erreichen sind alternative Treibstoffe notwendig. Die Konvertierung von H2 und CO2 in flussigen Flugturbinentreibstoff mit dem Power-to-Liquid-Verfahren (PTL) stellt dabei einen moglichen Herstellungspfad dar, welcher in dieser Arbeit unter technischen und okonomischen Gesichtspunkten analysiert und bewertet wird.
Es werden zwei Verfahrensrouten untersucht. Im Referenzkonzept wird Wasserstoff durch Wasserelektrolyse generiert. Zusammen mit Kohlenstoffdioxid wird mit der reversen Wassergas-Shift-Reaktion Synthesegas gebildet, welches mittels Fischer-Tropsch-Synthese in langkettige Kohlenwasserstoffe umgesetzt wird. Eine nachfolgende Produktauftrennung und -aufbereitung liefert synthetischen Flugturbinentreibstoff und die Nebenprodukte Benzin und Diesel. In der zweiten Verfahrensroute wird eine Hochtemperatur-Co-Elektrolyse eingesetzt, die aus Dampf und Kohlenstoffdioxid direkt Synthesegas produziert.
Die Fliesbildsimulation liefert einen Power-to-Liquid-Wirkungsgrad von 46,9 % fur das Referenzkonzept. Der Kohlenstoffumsatz betragt 79,9 %. Auserdem weist der Gesamtprozess einen hohen Warmeuberschuss auf und es fallt eine signifikante Menge an Sauerstoff als Nebenprodukt an. Wird der Abdampf thermisch in einer Hochtemperaturelektrolyse und der Sauerstoff in einem Oxyfuel-Brenner genutzt, steigt der PTL-Wirkungsgrad auf 61,4 % und der Kohlenstoffumsatz auf 98,9 %. Fur die Co-Elektrolyse ergeben sich ein PTL-Wirkungsgrad von 60,4 % und ein Kohlenstoffumsatz von 99,6 %.
Die verfahrenstechnische Kostenschatzung liefert fur eine Kapazitat von 60 t/h und einen Strompreis von 105 €/MWh fur den Referenzfall Gesamtinvestitionskosten von 3.599 Mio. € und Herstellungskosten in Hohe von 3,38 €/kg. Die Kostenstrukturen der Investitions- und Herstellungskosten zeigt, dass die Kosten fur den Elektrolyseur und die Stromkosten die dominierenden Faktoren sind. Fur die Verfahrensrouten mit Hochtemperaturdampfelektrolyse und Co-Elektrolyse werden aufgrund des deutlich hoheren Wirkungsgrades Herstellungs-kosten von 2,75 €/kg beziehungsweise 2,83 €/kg ermittelt. Zusatzlich werden zwei Betriebs-szenarien untersucht: Im ersten Szenario wird die CO2-Abscheidung in das PTL-Verfahren integriert. Es wird gezeigt, dass die Abscheidung aus Industrieabgasen durch Integration der Abwarme des Syntheseprozesses realisiert werden kann. Die Nutzung fluktuierend anfallender erneuerbarer Energien wird im zweiten Szenario beurteilt. Eine Entkoppelung dynamisch betriebener Wasserstofferzeugung und stationarer Synthese durch Wasserstoff-zwischenspeicherung wird damit notwendig. Geringe Volllaststunden des Elektrolyseurs fuhren zu einer Kostensteigerung wahrend die Wasserstoff-zwischenspeicherkosten vernachlassigbar sind.
In der Arbeit wird gezeigt, dass PTL-Treibstoffe gegenuber biogenen Treibstoffen wettbewerbsfahig sein konnen, eine Markteinfuhrung alternativer Treibstoffe jedoch politische Hebel erfordert.

Techno-ökonomische Prozessbewertung der Herstellung synthetischen Flugturbinentreibstoffes aus CO2 und H2

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Techno-ökonomische Prozessbewertung der Herstellung synthetischen Flugturbinentreibstoffes aus CO2 und H2