Search

Hydrogen is being included in several decarbonization strategies as a potential contributor in some hard-to-abate applications. Among other challenges, hydrogen storage represents a critical aspect to be addressed, either for stationary storage or for transporting hydrogen over long distances. Ammonia is being proposed as a potential solution for hydrogen storage, as it allows storing hydrogen as a liquid chemical component at mild conditions. Nevertheless, the use of ammonia instead of pure hydrogen faces some challenges, including the health and environmental issues of handling ammonia and the competition with other markets, such as the fertilizer market. In addition, the technical and economic efficiency of single steps, such as ammonia production by means of the Haber–Bosch process, ammonia distribution and storage, and possibly the ammonia cracking process to hydrogen, affects the overall supply chain. The main purpose of this review paper is to shed light on the main aspects related to the use of ammonia as a hydrogen energy carrier, discussing technical, economic and environmental perspectives, with the aim of supporting the international debate on the potential role of ammonia in supporting the development of hydrogen pathways. The analysis also compares ammonia with alternative solutions for the long-distance transport of hydrogen, including liquefied hydrogen and other liquid organic carriers such as methanol.

The freight sector is expected to keep, or even increase, its fundamental role for the major modern economies, and therefore actions to limit the growing pressure on the environment are urgent. The use of electricity is a major option for the decarbonization of transports; in the heavy-duty segment, it can be implemented in different ways: besides full electric-battery powertrains, electricity can be used to supply catenary roads, or can be chemically stored in liquid or gaseous fuels (e-fuels). While the current EU legislation adopts a tailpipe Tank-To-Wheels approach, which results in zero emissions for all direct uses of electricity, a Well-To-Wheels (WTW) method would allow accounting for the potential benefits of using sustainable fuels such as e-fuels. In this article, we have performed a WTW-based comparison and modelling of the options for using electricity to supply heavy-duty vehicles: e-fuels, eLNG, eDiesel, and liquid Hydrogen. Results showed that the direct use of electricity can provide high Greenhouse Gas (GHG) savings, and also in the case of the e-fuels when low-carbon-intensity electricity is used for their production. While most studies exclusively focus on absolute GHG savings potential, considerations of the need for new infrastructures, and the technological maturity of some options, are fundamental to compare the different technologies. In this paper, an assessment of such technological and non-technological barriers has been conducted, in order to compare alternative pathways for the heavy-duty sector. Among the available options, the flexibility of using drop-in, energy-dense liquid fuels represents a clear and substantial immediate advantage for decarbonization. Additionally, the novel approach adopted in this paper allows us to quantify the potential benefits of using e-fuels as chemical storage able to accumulate electricity from the production peaks of variable renewable energies, which would otherwise be wasted due to grid limitations.

As with all transport modes, the maritime sector is undergoing a drastic transition towards net zero, similar to the path in which Aviation is already engaged through global decarbonization programs such as CORSIA for the International Civil Aviation Organization, or the Emission trading Scheme of the European Union). Maritime indeed shares with Aviation a common element: the difficulty of shifting to electric in the short to medium term. Therefore, the use of sustainable fuels represents the main and only relevant option in this timeframe. As sustainable biofuels will be used as blend components in the case of large-scale deployment, it is necessary to investigate the behavior of bio- and fossil-based fuels when mixed in various percentages, in particular for low quality products such as HTL (HydroThermal Liquefaction) and fast pyrolysis oils from lignocellulosic biomass and waste. Biocrude from subcritical hydrothermal liquefaction of undigested sewage sludge, produced at reaction conditions of 350 °C and 200 bar in a continuous HTL pilot scale unit, was manually mixed at 70 °C with residual marine fuel (low-sulphur type F-RMG-380 per ISO 8217) at two different nominal biocrude shares, respectively 10 wt.% and 20 wt.% in the mixture. While the former blend resulted in the technically complete dissolution of biocrude in the fossil component, the latter sample formed biocrude agglomerates and only partial dissolution of the biocrude aliquot in marine fuel could be achieved (calculated between 14–16 wt.%). The blend with 10 wt.% of SS biocrude in the mixture resulted in compliance with limits of total acid number (TAN), inorganics (in particular vanadium, sodium, silicon and aluminum) and sulphur content, while only the ash content was slightly above the limit.

The present work provides an analysis of the potential impact of fossil-based Low Carbon Aviation Fuels (LCAF) for the European aviation sector, with a time horizon to 2050. LCAF are a crude-derived alternative to kerosene, offering some Green House Gas (GHG) savings, and have been defined by ICAO as eligible fuels for mitigating the environmental impact of aviation. A methodological framework to evaluate the EU technical potential for LCAF production is developed, based on data on crude utilization for jet fuel production in EU refineries, relevant carbon intensity reduction technologies, market prices, and aviation fuel volumes. Two different baselines for fossil-derived kerosene carbon intensity (CI) are considered: a global figure of 89 gCO2e/MJ and an EU-27-specific one of 93.1 gCO2eq/MJ. Three scenarios considering increasing levels of CI reduction are then defined, taking into account the current and potential commercial availability of some of the most relevant carbon intensity reduction technologies. The analysis demonstrates that, even if LCAF could offer GHG saving opportunities, their possible impact, especially when compared to the ambition level set in the most recent European legislative proposals, is very limited in most of the analysed scenarios, with the exception of the most ambitious ones. At 2030, a non-zero technical potential is projected only in the higher CI reduction scenario, ranging between 1.8% and 14.2% of LCAF market share in the EU-27 (equal to 0.6 to 4.75 Mtoe), depending on the considered Baseline for CI. At 2050, almost all considered scenarios project a larger technical potential, ranging between 6.9% and 22.2% for the global Baseline (2.21 to 7.13 Mtoe), and between 1.8% and 16.2% for the EU-27 Baseline (0.58 to 5.2 Mtoe). LCAF additional costs to current production costs are also discussed, given their relevance in large-scale deployment of these technologies, and are projected to range between 39 and 46.8 USD/toe.

The present work considers the dramatic changes the COVID-19 pandemic has brought to the global economy, with particular emphasis on energy. Focusing on the European Union, the article discusses the opportunities policy makers can implement to reduce the climate impacts and achieve the Paris Agreement 2050 targets. The analysis specifically looks at the fossil fuels industry and the future of the fossil sector post COVID-19 pandemic. The analysis first revises the fossil fuel sector, and then considers the need for a shift of the global climate change policy from promoting the deployment of renewable energy sources to curtailing the use of fossil fuels. This will be a change to the current global approach, from a relative passive one to a strategically dynamic and proactive one. Such a curtailment should be based on actual volumes of fossil fuels used and not on percentages. Finally, conclusions are preliminary applied to the European Union policies for net zero by 2050 based on a two-fold strategy: continuing and reinforcing the implementation of the Renewable Energy Directive to 2035, while adopting a new directive for fixed and over time increasing curtailment of fossils as of 2025 until 2050.

Hydrothermal processing (HTP) has gained a large amount of attention from the scientific community, the industrial stakeholders, and the economic operators given the significant technology and process developments that have occurred during the last decade [...]

The aim of the present work is to investigate the possibility of producing activated carbons from the residual lignin stream of lignocellulosic ethanol biorefineries, as this represents an optimal opportunity to exploit a residual and renewable material in the perspective of sustainable bioeconomy, increasing biorefinery incomes by producing value-added bioproducts in conjunction with biofuels. Activated carbons (ACs) were produced via chemical (KOH) and physical (CO2) activation. Char samples were obtained by slow pyrolysis (SP) and hydrothermal carbonization (HTC). Several HTC experiments were carried out by varying residence time (0.5–3 h) and reaction temperature (200–270 °C), in order to evaluate their influence on the product yield and on the morphological characteristics of the hydrochar (specific surface area, total pore volume and pore size distribution). ACs from hydrochars were compared with those obtained from pyrochar (via physical activation) and from the raw lignin-rich stream (via chemical activation). In both cases, by increasing the HTC temperature, the specific surface of the resulting activated carbons decreased from 630 to 77 m2 g−1 for physical activation and from 675 to 81 m2 g−1 for chemical activation, indicating that an increase in the severity of the hydrothermal pretreatment is deleterious for the activated carbons quality. In addition, the HTC aqueous samples were analyzed, with GC-MS and GC-FID. The results suggest that at low temperatures the reaction mechanisms are dominated by hydrolysis, instead when the temperature is increased to 270 °C, a more complex network of reactions takes place among which decarboxylation.

Substantial areas of agricultural land in south European countries are becoming increasingly marginal and being abandoned due to arid climate with prolonged summers and low rainfall. Perennial, lignocellulosic crops, such as Miscanthus, offer an outlet that couples agriculture with energy, creates employment, and increases profits from feedstock production in rural areas. This research paper follows an Input Output methodology and uses an econometric model to investigate the impact of crop yielding performance and marginal land to jobs and profit from the cultivation and supply of Miscanthus in low quality, marginal land in Italy and Greece. Two value chain cases are analysed: small scale Combined Heat and Power (CHP) and Fast Pyrolysis Bio Oil (FPBO). The cultivation of Miscanthus in both reference value chains exhibits good employment prospects, with smaller scale value chains creating more labour-intensive logistics operations. The activities can also generate substantial financial profit especially with higher crop yields. Results show a pronounced relationship between profitability and crop yield for both reference value chains - cultivation and supply operations become more profitable with increasing yield. It is, therefore, important to achieve higher yields through good cropping practices, while maintaining high levels of environmental sustainability.

Hydrothermal depolymerization of lignin-rich streams (LRS) from lignocellulosic ethanol was successfully carried out in a lab-scale batch reactors unit. A partial depolymerization into oligomers and monomers was achieved using subcritical water as reaction medium. The influence of temperature (300−350−370 °C) and time (5−10 minutes) was investigated to identify the optimal condition on the monomers yields in the lighter biocrude (BC1) and aqueous phase (AP) fractions, focusing on specific phenolic classes as well as carboxylic acids and alcohols. The effect of base catalyzed reactions (2−4 wt. % of KOH) was compared to the control tests as well as to acid-catalyzed reactions obtained with a biphasic medium of supercritical carbon dioxide (sCO2) and subcritical water. KOH addition resulted in enhanced overall depolymerization without showing a strong influence on the phenolic generation, whereas sCO2 demonstrated higher phenolic selectivity even though no effect was observed on the overall products mass yields. In conclusion, a comparison between two different biocrude collection procedures was carried out in order to understand how the selected chemical extraction mode influences the distribution of compounds between BC1 and AP.

Hydrothermal liquefaction of lignin-rich stream from lignocellulosic ethanol production at an industrial scale was carried out in a custom-made batch test bench. Light and heavy fractions of the HTL biocrude were collected following an ad-hoc developed two-steps solvent extraction method. A full factorial design of experiment was performed, investigating the influence of temperature, time and biomass-to-water mass ratio (B/W) on product yields, biocrude elemental composition, molecular weight and carbon balance. Total biocrude yields ranged from 39.8% to 65.7% w/w. The Temperature was the main influencing parameter as regards the distribution between the light and heavy fractions of the produced biocrude: the highest amount of heavy biocrude was recovered at 300 °C, while at 350 and 370 °C the yield of the light fraction increased, reaching 41.7% w/w at 370 °C. Instead, the B/W ratio did not have a significant effect on light and heavy biocrude yields. Feedstock carbon content was mainly recovered in the biocrude (up to 77.6% w/w). The distribution between the light and heavy fractions followed the same trend as the yields. The typical aromatic structure of the lignin-rich stream was also observed in the biocrudes, indicating that mainly hydrolysis depolymerization occurred. The weight-average molecular weight of the total biocrude was strictly related to the process temperature, decreasing from 1146 at 300 °C to 565 g mol−1 at 370 °C.