Review on Carbon Capture in ICE Driven Transport

The transport sector powered by internal combustion engines (ICE) requires novel approaches to achieve near-zero CO2 emissions. In this direction, using CO2 capture and storage (CCS) systems onboard could be a good option. However, CO2 capture in mobile sources is currently challenging due to the operational and space requirements to install a CCS system onboard. This paper presents a systematic review of the CO2 capture in ICE driven transport to know the methods, techniques, and results of the different studies published so far. Subsequently, a case study of a CCS system working in an ICE is presented, where the energy and space needs are evaluated. The review reveals that the most suitable technique for CO2 capture is temperature swing adsorption (TSA). Moreover, the sorbents with better properties for this task are PPN-6-CH2-DETA and MOF-74-Mg. Finally, it shows that it is necessary to supply the energy demand of the CCS system and the option is to take advantage of the waste heat in the flue gas. The case study shows that it is possible to have a carbon capture rate above 68% without affecting engine performance. It was also found that the total volume required by the CCS system and fuel tank is 3.75 times smaller than buses operating with hydrogen fuel cells. According to the review and the case study, it is possible to run a CCS system in the maritime sector and road freight transport

Energy and economic analysis feasibility of CO2 capture on a natural gas internal combustion engine

CO2 capture by amine scrubbing is a widely developed technology in its most advanced stage of evolution. However, it has never been used to capture CO2 from mobile sources. The present study performs an energy and economic analysis of an amine scrubbing CO2 capture storage (CCS) system, which takes for the amine regeneration process the waste heat from the exhaust gases of a turbocharged natural gas internal combustion engine (mobile source). The selected engine for the study is an M936G, widely used in freight and passenger transport. A primary and a tertiary amine were chosen for the simulations. In order to reduce volume and increase autonomy, captured CO2 is stored as a liquid, therefore, a specific installation is planned. The system is hybridised with an organic rankine cycle (ORC) to reduce the energy penalty on the CCS system. Results show that a CCS system operating with Monoethanolamine (MEA) at 30 wt% achieved a maximum CO2 capture rate of 66%, with a penalty over the power engine of only 10%. On the other hand, the economic analysis showed that the CCS system with MEA and without ORC is 31.8% cheaper than a hydrogen fuel cells bus and 26% cheaper than a battery-electric bus

Nichos de empleo sostenible y emprendizaje innovador

Premios: Premio de investigación "Angela López Jiménez", 201

LNG: an alternative fuel for road freight transport in Europe

Currently, energy consumption in the worldwide transport sector depends on 92.8% oil fuels. This dependency, among other problems, produces high levels of harmful emissions, which makes it necessary to increase the use of less polluting and more cost-effective alternative sources as natural gas. Furthermore, this alternative fuel must have autonomy, security and as optimal storage volume as the natural gas use in liquid state. This paper reviews the liquefied natural gas (LNG) use advantages over other fuels and analyses its introduction prospects in the transport sector in Europe, specifically in road freight transport. Natural gas (NG) technology for transportation is mature and extended through the compressed use (CNG) in urban light vehicles. However, CNG has not been attractive for extra-urban use mainly by the limited energy storage volume and difficulties for NG stations installation. For this problem, a LNG vehicle with the same fuel tank size could travel up to 2.4 times the distance compared with CNG. LNG in heavy-duty trucks reduces GHG emissions per kilometre up to 20% and almost 100% SOx and particulate matter, as well the noise in inner cities, compared to diesel trucks. An additional advantage is the operation cost savings that would give a LNG conversion payback between 1 and 3 years. The European Union has promoted the construction of LNG stations by the TEN-T programme and projects as the ‘LNG Blue Corridors’ in order to create a road network with LNG stations each 400 km. In addition, the world natural gas reserves would ensure the energy supply for the transport sector in Europe. Hence, the LNG for road freight transport is a potential alternative to replace the traditional fuels in the short to medium term

CO2 capture feasibility by Temperature Swing Adsorption in heavy-duty engines from an energy perspective

This study made an energy performance analysis and an estimate of the volume and weight of an innovative carbon capture and storage (CCS) system by temperature swing adsorption (TSA) hybridised with an organic Rankine cycle (ORC) working with the waste heat contained in the exhaust gases of a natural gas engine. To achieve this, two varying-sized engines are simulated across the entire rpm range and under partial engine loads. Subsequently, energy simulations are conducted at two CO2 capture rates (CCR) and employing three sorbents (MOF-74-Mg, PPN-6-CH2-DETA and activated carbon) to compare the CCS-ORC performance. Results demonstrate the viability of installing CCS-ORC systems in heavy-duty vehicles since they require less than 6 % of the total volume of the studied vehicles. The engine power penalty induced by the CCS-ORC system varies from 1.9 % with MOF-74-Mg to 23.5 % with activated carbon at 100 % of CCR, leading to a maximum 6.14 % rise in engine fuel consumption. Finally, the maximum CO2 capture process energy consumption is 631 kJ/kgCO2, 9.9 % lower than the literature reported for TSA. Based on these promising results, applying the hybridised system presented in this paper for CO2 capture in sectors that use heavy-duty engines is a strategy to implement

Metodološki aspekti i učinci projektiranja zgrada s niskim emisijama životnog ciklusa. Studija slučaja: LCA nove sveučilišne zgrade

All new residential, office and service buildings built in the EU from 2020 will be nearly zero-energy buildings, defined as buildings that on an annual basis generate approximately the same amount of energy as they require. This will promote on-site generation from renewable sources and the incorporation of energy efficient equipment in buildings, but it is not enough. The life cycle assessment of buildings considers the impact in all stages of their life cycle. The aim of the paper is to present the life cycle assessment as an adequate methodology for designing new “Life Cycle Low Emission Buildings”. The methodology is applied to a new University building in Spain which aims to be a singular and exemplary model of sustainability. Several sensitivity analyses based on different scenarios are proposed in order to identify the most significant variables and parameters. In conclusion, some recommendations for reducing the emissions during the whole life cycle of the building are assessed. The results demonstrate the high impact of the urban mobility of the occupants and other indirect impacts, if they are included within the system boundaries of the assessment. The paper has been developed within the framework of the “EnerBuiLCA” project co-financed by the ERDF – SUDOE Interreg IV B and the “ECOURBAN” project, financed by the Spanish Ministry of Science and Innovation.Sve nove rezidencijalne, poslovne i uslužne zgrade izgrađene u EU će od 2020 biti gotovo energetski neutralne, odnosno na godišnjoj će razini proizvoditi približno jednako energije koliko i troše. To će promovirati proizvodnju energije na mjestu potrošnje iz obnovljivih izvora te korištenje energetski efikasne opreme u zgradarstvu, no to nije dovoljno. Analiza životnog ciklusa zgrada uzima u obzir njihov utjecaj tokom cijelog životnog vijeka. Cilj ovog članka je prezentirati analizu životnog ciklusa kao adekvatnu metodu proračuna novih „Zgrada s niskim emisijama tijekom cijelog životnog ciklusa“. Metoda je primijenjena na novu zgradu sveučilišta u Španjolskoj koja ima za cilj biti jedinstveni primjer održivosti. Predloženo je nekoliko analiza osjetljivosti temeljenih na različitim scenarijima u svrhu određivanja najznačajnijih varijabli i parametara. U zaključku su ocijenjene neke preporuke za smanjenje emisija tokom cijelog životnog ciklusa. Rezultati demonstriraju visok utjecaj urbane mobilnosti korisnika i ostalih neizravnih utjecaja, ako su uključeni u granice sustava procijene. Članak je razvijen unutar projekta “EnerBuiLCA” koji je sufinanciran od strane ERDF – SUDOE Interreg IV B i projekta “ECOURBAN”, kojeg financira španjolsko Ministarstvo znanosti i inovacija

A multi-criteria sustainability assessment for biodiesel and liquefied natural gas as alternative fuels in transport systems

The incorporation of clean-fuel technologies has become essential for the sustainability of the transportation sector. Natural gas technology, especially the use of liquefied natural gas (LNG), has become a possible alternative to diesel oil in freight transport because of its acceptable autonomy and low fuel prices. For the introduction of this alternative fuel, freight companies need tools that allow them to perform an integrated assessment of relevant aspects related to environment, economy and social responsibility. This paper introduces a multi-criteria based methodology that integrates the key factors involved in the transport system: vehicles, infrastructure and fuels, and consideration of the three pillars of sustainability, as well as the reliability of technology, legislation and market issues. In particular, a case study for the impact assessment of LNG in comparison to hydrotreated vegetable oil (HVO) and diesel oil as regular long-haul freight transport fuels in Spain was developed. The information for the comparison process was obtained from peer-reviewed articles and reports from international and Spanish institutions, while the primary data was obtained through semi-structured in-depth interviews to the different stakeholders. A weighted sustainability index for each alternative was developed to integrate the data obtained through the analytic hierarchy process. The results indicate that LNG trucks would be an attractive option compared to diesel oil and HVO, provided that decision-makers give significant weight to social and environmental criteria, and that the government guarantees a legislative security to maintain the low taxes on natural gas. Integration of stakeholders allows making the most appropriate decision according to the objectives of the company. The application of the proposed methodology shows consistent results, which should ensure the success of a long-term alternative in the dynamic market for transportation fuels

Liquefied natural gas: Could it be a reliable option for road freight transport in the EU?

Approximately one-quarter of the total greenhouse gases (GHG) emissions in Europe can be attributed to the transport sector, with petroleum-derived fuels dominating road transport. In the current environmental and economic context, the use of less polluting alternative fuels simultaneously providing security of supply and optimal energy storage is encouraged. Natural gas (NG) technology for transportation is mature and extended through the use of the compressed form in urban and light vehicles. The introduction of liquefied natural gas (LNG) could broaden the use of natural gas for longer distances due to its higher energy density. In addition, the use of LNG in heavy-duty vehicles reduces the GHG emissions per kilometer by up to 20% and eliminates almost 100% of the sulfur oxides and particulate matter while also reducing the noise in inner cities compared with the use of diesel trucks. This paper reviews the key environmental, technical and socioeconomic aspects of LNG deployment as alternative fuel for road freight transport. Although it is necessary to continue research to develop a reliable database to estimate the actual environmental impact of LNG, the main difficulties for its deployment are market-related. From this market perspective, the prospects for LNG introduction in the European scenario have also been analyzed. Ensuring price stability and reducing uncertainty for investments are keys. Steps taken to date for developing an open and transparent international NG market are paving the way. In addition, the installation of new LNG terminals would significantly contribute to the security of supply and meeting diversification targets. Finally, some projections for the LNG implementation in the Spanish road freight transport are introduced, concluding that the fuel switch in long-haul trucks could reduce GHG emissions by 12% and diesel fuel consumption by 42% in the long term

Investment determinants in self-consumption facilities: characterization and qualitative analysis in Spain

Self-consumption energy facilities are presented as viable and sustainable solutions in the energy transition scenario in which many countries are immersed. However, they rely on dispersed and private investments in the territory. Given the uneven growth in the number of self-consumption facilities in Europe, the main objective of this study is to identify and measure the investment determinants in self-consumption facilities. To this end, the main influential incentives and barriers are identified through the aggregate analysis of the regulatory framework for self-consumption in several European countries, and the empirical characterization of Spanish facilities as a multiple case study, to define the common features of the investments made. The technical, economic, and financial characterization of real self-consumption facilities in climatic zones of southern Europe is a significant contribution of the present work. There are few samples of this type in the studies published to date, which have mainly been prepared from case studies or statistical data without identifying particular facilities. Cost-related variables have been identified as the most important variables in private investment decisions, and potential influential factors on these variables that could be regulated have been pointed out as relevant. It is also worth highlighting the elaboration of an analytical framework based on this conceptual approach, which has been proven to be useful to depict regulatory scenarios and to compare the positioning for the development of self-consumption systems in different countries. A model that transfers the influence of the determining factors to the deployment of self-consumption under specific regulatory scenarios has been developed and applied to the case of Spain. As a general reflection, to increase the adoption of this kind of technology and encourage consumers to make private investments, policies for renewable energy must consider self-consumption and microgeneration as the main axis, by increasing the availability of energy when necessary. For instance, the promotion of energy storage from these kinds of facilities could receive priority treatment, as well as rewarding the electricity surplus in the interests of security of supply in a period of energy transition towards a new, more sustainable model. Incentive schemes, aids to compensate for the additional costs resulting from the battery storage or easing restrictions in terms of contracted power would foreseeably increase the rates of adoption of the technology, favoring its faster development in terms of research and development and product innovation

Oxy-combustion characteristics of torrefied biomass and blends under O2/N2, O2/CO2 and O2/CO2/H2O atmospheres

The combined use of bio-fuels along with CO2 capture techniques is the basis for the so-called negative emissions energy systems. In this paper, oxy-fuel combustion of two torrefied biomasses is experimentally investigated in a lab-scale entrained flow reactor. The torrefied biomasses are fired alone, and co-fired with coal (50%). Two oxygen concentrations (21% and 35%) and four steam concentrations are tested: 0% (dry recycle oxy-combustion), 10% (wet recycle oxy-combustion), 25% and 40% (towards the concept of oxy-steam combustion). The tests are designed to get the same mean residence time for all the fuels and conditions. Burnout degrees are significantly increased (up to 9 and 16 percentage points) when the share of torrefied biomass is raised, with a slightly better behavior of the torrefied pine in comparison to the torrefied agro-biomass. C-fuel conversion to CO2 follows a similar trend to the observed for the burnout degrees. NO formation rates are reduced when oxy-firing torrefied biomass alone in comparison to the blends, with maximum diminutions of 16.9% (torrefied pine) and 8.5% (torrefied agro-biomass). As regards the effect of steam, the best results are found for the 25% H2O atmospheres in most of the cases, yielding maximum conversions along with minimum NO levels