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There is considerable focus on oil sands transportation fuel production. However, most studies focus on greenhouse gas emissions; there is limited work on understanding the life cycle water footprint. This study is an effort to address this gap. The main objective of this study is to develop water demand coefficients of the complete life cycle of oil sands transportation fuel production. Water demand coefficients include consumption and withdrawals, which were estimated for different oil sands unit operations pathways for production in Alberta, Canada. The pathways include three key operations, bitumen extraction, upgrading, and refining. The water consumption coefficients for the complete life cycle range from 2.08 to 4.19 barrels of water (bbl W ) per barrel of refined oil (bbl BUR ) and 2.87–5.16 bbl W /bbl BUR for water withdrawals coefficients. The lower limit for water demand coefficients is found in refined and upgraded in situ steam assisted gravity drainage recovery and the higher amount in refined and upgraded surface mining recovery. A sensitivity analysis was conducted through Monte Carlo simulations to study the uncertainty of the water demand coefficients. The water consumption coefficient for oil sands extraction at a 90% probability was found to be 0.34–2.8 bbl W /bbl B, upgrading be 0.87 bbl W /bbl U , and refining to be 1.52 bbl W /bbl R . [ABSTRACT FROM AUTHOR]

Despite improvements, the residential sector is one of most energy-intensive sectors in the world and is the third largest consumer of energy across Canada, and in Alberta in particular. This study investigates opportunities to improve energy efficiency and reduce greenhouse gas emissions (GHG) in the residential sector. A case study for Alberta is conducted. Energy modeling and scenario analyses are used to project future energy savings and greenhouse gas mitigation potential in the residential sector. Seventeen energy-saving options are identified in different residential subsectors, including space heating and cooling, water heating, appliances, and lighting. The long-term impacts (i.e., from 2013 to 2050) of these technologies in terms of energy savings and greenhouse gas mitigation potential are assessed using the Long-range Energy Alternative Planning model. For the evaluated options, more than 80% of GHG mitigation is achievable with negative GHG abatement cost. A GHG abatement cost curve is developed to assess the economic performance of various options. The results of the cost curve indicate that efficient lighting, efficient furnaces, and high efficiency appliances are the three areas in which the most GHG mitigation can be achieved at the lowest cost. The results provide invaluable insights to policy makers. [ABSTRACT FROM AUTHOR]

Abstract: Biomass can be used for the production of fuels, and chemicals with reduced life cycle (greenhouse gas) emissions. Currently, these fuels and chemicals are produced mainly from natural gas and other fossil fuels. In Western Canada, forest residue biomass is gasified for the production of syngas which is further synthesized to produce different fuels and chemicals. Two types of gasifiers: the atmospheric pressure gasifier (commercially known as SilvaGas) and the pressurized gasifier (commercially known as RENUGAS) are considered for syngas production. The production costs of methanol, (dimethyl ether), (Fischer-Tropsch) fuels, and ammonia are $0.29/kg, $0.47/kg, $0.97/kg, and $2.09/kg, respectively, for a SilvaGas-based gasification plant with a capacity of 2000 dry tonnes/day. The cost of producing methanol, DME, F-T fuels, and ammonia in a RENUGAS-based plant are $0.45/kg, $0.69/kg, $1.53/kg, and $2.72/kg, respectively, for a plant capacity of 2000 dry tonnes/day. The minimum cost of producing methanol, DME, F-T fuels, and ammonia are $0.28/kg, $0.44/kg, $0.94/kg, and $2.06/kg at plant capacities of 3000, 3500, 4000, and 3000 dry tonnes/day, respectively, using the SilvaGas-based gasification process. Biomass-based fuels and chemicals are expensive compared to fuels and chemicals derived from fossil fuels, and carbon credits can help them become competitive. [Copyright &y& Elsevier]

Many studies have calculated deterministic point estimates of well-to-combustion (WTC) emissions of transportation fuels from crude oil in an attempt to determine which crude oils have lower or higher emissions. However, there is considerable variation in the published results, resulting in uncertainty. The purpose of this study is to identify GHG emissions ranges for five conventional and two unconventional crudes by performing an uncertainty analysis using an improved version of the FUN damental E N gineering Principl E s-based Mode L for Estimation of G reen H ouse G ases (FUNNEL-GHG). Distributions for key inputs in the Monte Carlo simulation were determined based on values obtained from the literature. Eleven scenarios were developed, nine historical and two current, the former using life-long average production data from the oil fields studied and the latter using recent production data to illustrate how WTC emissions change as the fields age. The mean WTC emissions ranges for the eleven scenarios are 97.5–140 gCO 2 eq/MJ. The uncertainty in the WTC emissions ranges from ±3% to ±11%. The largest source of uncertainty in the WTC emissions is from the venting, fugitive, and flaring volumes, fluid injection rates, and refinery yields. [ABSTRACT FROM AUTHOR]

A comprehensive LCA (life cycle assessment) for transportation fuels (gasoline, diesel, and jet fuel) derived from Canada's oil sands was conducted, and all the current possible pathways from bitumen extraction to use in vehicles were explored. Authors, in earlier studies, have presented the energy consumption and GHG (greenhouse gas) emission results for individual unit operations-recovery, extraction, upgrading and refining. The LC (life cycle) inventory data for the current LCA study were obtained from theoretical model named FUNNEL-GHG-OS ( FUN damental E N gineering Principl E s- based Mode L for Estimation of G reen H ouse G ases in the O il S ands), developed from fundamental engineering principles. The impact of the cogeneration of electricity in oil sands recovery, extraction, and upgrading on the LC GHG emissions of gasoline was explored. LC WTW (well-to-wheel) GHG emissions range from 106.8 to 116 g-CO 2 equivalent/MJ of gasoline, 100.5 to 115.2 g-CO 2 equivalent/MJ of diesel, and 96.4 to 109.2 g-CO 2 equivalent/MJ of jet fuel, depending on the pathway. Combustion emissions (64.7%–70.3%) are the largest constituent of WTW emissions for gasoline production; recovery (through surface mining and steam assisted gravity drainage) forms 7.2%–16% depending on the LC production process of gasoline. [ABSTRACT FROM AUTHOR]

The demand for hydrogen is likely to increase in the next decade to satisfy the projected growth of the bitumen upgrading industry in western Canada. This paper presents GHG (greenhouse gas) abatement costs and the GHG abatement potential in producing hydrogen from UCG (underground coal gasification) along with CCS (carbon capture and sequestration). Seven hydrogen production scenarios are considered to assess the competitiveness of implementing UCG compared to SMR (steam methane reforming). The analysis is completed through a LCA (life cycle assessment) of large-scale hydrogen production from UCG and SMR with and without CCS. Considering SMR technology without CCS as the base case, the GHG abatement costs of implementing the UCG-CCS technology is calculated to be in the range of 41–109 $CAD/tonne-CO 2 -eq depending on the transportation distance to the CCS site from the UCG-H 2 production plant. Life cycle GHG emissions are higher in UCG than in SMR. The GHG abatement costs for SMR-CCS-based scenarios are higher than for UCG-CCS-based scenarios; they range from 87 to 158 $CAD/tonne-CO 2 -eq in a similar manner to UCG-CCS. Consideration of revenues for selling the CO 2 captured for EOR (enhanced oil recovery) reduces the GHG abatement costs. An opportunity for revenue generation is realized in the UCG-CCS case. [ABSTRACT FROM AUTHOR]

The main purpose of this study is to develop a bottom-up life cycle assessment model to evaluate the greenhouse gas (GHG) emissions associated with the Canadian oil sands supply to China. Two pathways were considered. In pathway I, extracted bitumen is sent to Edmonton for upgrading and pipelined to the Westridge terminal near Vancouver, then shipped to a port in China. In pathway II, extracted bitumen is mixed with diluent, directly pipelined to the Westridge terminal, and shipped to China. The results from both the pipeline and the shipping models suggest that pathway I has better GHG emissions than pathway II on a per-barrel basis. GHG emissions are 2.4–3.5 times lower in pipelining synthetic crude oil (SCO) to Westridge than in pipelining dilbit, without and with a diluent return. The emissions range from 826 − 401 + 701 g CO 2 eq/bbl for SCO, 1819 − 719 + 1172 for dilbit without diluent return, and 2684 − 1065 + 1374 g CO 2 eq/bbl for dilbit with a diluent return. Shipping SCO has 15% fewer emissions than shipping dilbit. The shipping emissions are due to fuel use in the main engine. The emissions for shipping are 5536 − 914 + 966 g CO 2 /bbl for dilbit and 4034 − 822 + 899 g CO 2 /bbl for SCO. • GHG emission performances of Canadian oil sands supply to China were identified. • Pipeline GHG emissions range from 826 − 401 + 701 to 1819 − 719 + 1172 g CO 2 eq/bbl. • Shipping synthetic crude oil has 15% fewer GHG emissions than shipping dilbit. • Shipping GHG emissions ranges from 4034 − 822 + 899 to 5536 − 914 + 966 g CO 2 /bbl. • The synthetic crude oil supply pathway has a higher GHG performance than the dilbit. [ABSTRACT FROM AUTHOR]