Well-to-Wheels Emissions of Greenhouse Gases and Air Pollutants of Dimethyl Ether from Natural Gas and Renewable Feedstocks in Comparison with Petroleum Gasoline and Diesel in the United States and Europe

Lee, Uisung; Han, Jeongwoo; Wang, Michael; Ward, Jacob; Hicks, Elliot; Goodwin, Dan; Boudreaux, Rebecca; Hanarp, Per; Salsing, Henrik; Desai, P.H.; Varenne, Emmanuel; Klintbom, Patrik; Willems, Werner; Winkler, Sandra; Heiko, Maas; Kleine, Robert De; Hansen, Jens Peter; Shim, Tine; Furusjö, Erik

doi:10.4271/2016-01-2209

Cited by 22 publications

(26 citation statements)

References 31 publications

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“… a Density of all three components are at 8 bar, 298 K. b Prieto et al c Sagdeev et al d Ihmels et al e DIPPR project 801 f Lee et al …”

Section: Methods and Approachmentioning

confidence: 99%

Life-Cycle Greenhouse Gas Emissions Assessment of Novel Dimethyl Ether–Glycerol Blends for Compression-Ignition Engine Application

Boehman

2021

ACS Sustainable Chem. Eng.

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A life-cycle greenhouse gas (GHG) emissions assessment is conducted on a novel, stable dimethyl ether (DME)−glycerol blend with propylene glycol (PG) cosolvent (i.e., Michigan DME blend II) with its DME content ranging between 40−50 wt %. The ratio of PG to glycerol is fixed at the minimum cosolvent to glycerol mass ratio (MCR) at each DME wt %. The system boundary of the assessment contained 7 different processes: (i) crude glycerol production; (ii) glycerol purification; (iii) PG production; (iv) DME production; (v) Michigan DME blending; (vi) Michigan DME blend transportation; and (vii) pump-to-wheels combustion. Twelve different pathways are established (i.e., 3 different cases for glycerol purification process and 4 different cases for DME production process) for the production of unit mass (1 kg) or unit energy (1MJ) of Michigan DME blend II, and the results are compared with each other. The pathway using high-purity crude glycerol product for glycerol purification (Case C) and DME production from animal manure (Case 4) showed the lowest well-to-wheels (WTW) GHG emissions (i.e., 45.8 gCO 2 e/MJ), which achieved about 50% GHG reduction from the petroleum-based diesel baseline. The pump-to-wheels combustion process was the biggest GHG emitting process (i.e., 34% of the WTW GHGs) for fossil-based DME cases while the crude glycerol production process was the biggest GHG emitting process (i.e., 44−55% of the WTW GHGs) for renewable DME cases. Propylene glycol production (i.e., 32% of WTW GHGs for renewable DME cases) and glycerol purification (i.e., 4−15% of WTW GHGs) also accounted for a significant portion. Adoption of regenerative farming methods, use of less carbon intensive hydrogen for PG production, and more efficient material and thermal energy utilization are suggested as the potential solutions to further reduce GHG emissions from the current LCA result of the Michigan DME blend II.

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“… a Density of all three components are at 8 bar, 298 K. b Prieto et al c Sagdeev et al d Ihmels et al e DIPPR project 801 f Lee et al …”

Section: Methods and Approachmentioning

confidence: 99%

Life-Cycle Greenhouse Gas Emissions Assessment of Novel Dimethyl Ether–Glycerol Blends for Compression-Ignition Engine Application

Boehman

2021

ACS Sustainable Chem. Eng.

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“…Dimethyl ether (DME) is a direct replacement or drop-in fuel for diesel engines, needing a small modification to the fuel delivery system and the injection timing . A typical diesel engine such as that found in a Ford Mondeo will emit around 250 g CO 2 per km traveled, while Ford has reported that if DME is used instead, the emissions drop to 3 g per km (Lee et al, 2016;Willems, 2018). As the emissions associated with the manufacture and decommissioning of the vehicle are essentially the same as those of the conventional diesel vehicle, the life-cycle emission profile is considerably better than even a BEV's.…”

Section: Synthetic Fuelsmentioning

confidence: 99%

Synthetic Fuels in a Transport Transition: Fuels to Prevent a Transport Underclass

2021

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The Paris Agreement set policy scenarios to address mitigating against the climate emergency, by reducing greenhouse gas emissions to limit the temperature increase to 1.5°C. There has been a drive toward electrifying transport, with battery electric vehicles (BEVs) at the forefront. Reliance on single-technology policy development can lead to consequential impacts, often not considered, or dismissed. Energy cannot be created or destroyed but can be transformed. While BEVs may represent zero tailpipe emissions, the battery energy must be sourced elsewhere. An ideal policy scenario will come from “renewable” sources; however, current global energy mixes require the electricity to come from carbon-burning point source emitters. Therefore, the emissions are deferred to low socioeconomic regions. The move to ban new internal combustion engine (ICE) vehicle sales has been accelerated. High BEV costs will preclude low-income groups from making purchases. Such groups typically rely on used cars for mobility. Without considered consequential policy analysis, transport underclasses may result, where private transport is only accessible by the wealthy. Synthetic fuels derived from CO2 represent a social bridge in the energy transition, also helping to accelerate toward net zero. The Covid-19 lockdown provided a unique opportunity to experience an environment with reduced transport-related emissions. Global studies allowed the consequential effects of pollution reduction to be studied. These are surprising and offer the opportunity for policies, driven by science, to be developed. Here, we consider the consequential effects of clean air policies, and how these can be used to propose dynamic responses to policy recommendations.

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“…Work by Willems at Ford has shown that in engine tests, not only is there zero SOx emissions associated with DME fuels (because the fuel is not fossil-derived) but due to the reduced carbon content in the molecules compared to diesel, CO 2 emissions can be as low as 3 g/km, compared to EU 2020 standard diesel car emissions of 95 g/km (European Council directive, 443/2009;European Council directive, 443/2009). Furthermore, as less air is needed and the flame temperature is lower there are practically zero NOx emissions, and because there are no C-C bonds in the ether molecules particulate matter (PM or soot) is also practically zero (Lee et al, 2016). Therefore, compared to current electricity grid mixes and emissions in power generation for EVs, the full scope life cycle emissions for DME-CIVs could be considerably lower.…”

Section: Introductionmentioning

confidence: 99%

Synthetic Fuels Based on Dimethyl Ether as a Future Non-Fossil Fuel for Road Transport From Sustainable Feedstocks

2021

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In this review we consider the important future of the synthetic fuel, dimethyl ether (DME). We compare DME to two alternatives [oxymethylene ether (OMEx) and synthetic diesel through Fischer-Tropsch (FT) reactions]. Finally, we explore a range of methodologies and processes for the synthesis of DME.DME is an alternative diesel fuel for use in compression ignition (CI) engines and may be produced from a range of waste feedstocks, thereby avoiding new fossil carbon from entering the supply chain. DME is characterised by low CO2, low NOx and low particulate matter (PM) emissions. Its high cetane number means it can be used in CI engines with minimal modifications. The key to creating a circular fuels economy is integrating multiple waste streams into an economically and environmentally sustainable supply chain. Therefore, we also consider the availability and nature of low-carbon fuels and hydrogen production. Reliable carbon dioxide sources are also essential if CO2 utilisation processes are to become commercially viable. The location of DME plants will depend on the local ecosystems and ideally should be co-located on or near waste emitters and low-carbon energy sources. Alternative liquid fuels are considered interesting in the medium term, while renewable electricity and hydrogen are considered as reliable long-term solutions for the future transport sector. DME may be considered as a circular hydrogen carrier which will also be able to store energy for use at times of low renewable power generation.The chemistry of the individual steps within the supply chain is generally well known and usually relies on the use of cheap and Earth-abundant metal catalysts. The thermodynamics of these processes are also well-characterised. So overcoming the challenge now relies on the expertise of chemical engineers to put the fundamentals into commercial practice. It is important that a whole systems approach is adopted as interventions can have detrimental unintended consequences unless close monitoring is applied. This review shows that while DME production has been achieved and shows great promise, there is considerable effort needed if we are to reach true net zero emissions in the transport sector, particularly long-haul road use, in the require timescales.

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Well-to-Wheels Emissions of Greenhouse Gases and Air Pollutants of Dimethyl Ether from Natural Gas and Renewable Feedstocks in Comparison with Petroleum Gasoline and Diesel in the United States and Europe

Cited by 22 publications

References 31 publications

Life-Cycle Greenhouse Gas Emissions Assessment of Novel Dimethyl Ether–Glycerol Blends for Compression-Ignition Engine Application

Life-Cycle Greenhouse Gas Emissions Assessment of Novel Dimethyl Ether–Glycerol Blends for Compression-Ignition Engine Application

Synthetic Fuels in a Transport Transition: Fuels to Prevent a Transport Underclass

Synthetic Fuels Based on Dimethyl Ether as a Future Non-Fossil Fuel for Road Transport From Sustainable Feedstocks

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