Hao Cai

Well-to-wheels energy use and greenhouse gas emissions of ethanol from corn, sugarcane and cellulosic biomass for US use.

Globally, bioethanol is the largest volume biofuel used in the transportation sector, with corn-based ethanol production occurring mostly in the US and sugarcane-based ethanol production occurring mostly in Brazil. Advances in technology and the resulting improved productivity in corn and sugarcane farming and ethanol conversion, together with biofuel policies, have contributed to the significant expansion of ethanol production in the past 20 years. These improvements have increased the energy and greenhouse gas (GHG) benefits of using bioethanol as opposed to using petroleum gasoline. This article presents results from our most recently updated simulations of energy use and GHG emissions that result from using bioethanol made from several feedstocks. The results were generated with the GREET (Greenhouse gases, Regulated Emissions, and Energy use in Transportation) model. In particular, based on a consistent and systematic model platform, we estimate life-cycle energy consumption and GHG emissions from using ethanol produced from five feedstocks: corn, sugarcane, corn stover, switchgrass and miscanthus. We quantitatively address the impacts of a few critical factors that affect life-cycle GHG emissions from bioethanol. Even when the highly debated land use change GHG emissions are included, changing from corn to sugarcane and then to cellulosic biomass helps to significantly increase the reductions in energy use and GHG emissions from using bioethanol. Relative to petroleum gasoline, ethanol from corn, sugarcane, corn stover, switchgrass and miscanthus can reduce life-cycle GHG emissions by 19‐48%, 40‐62%, 90‐103%, 77‐97% and 101‐115%, respectively. Similar trends have been found with regard to fossil energy benefits for the five bioethanol pathways.

Life-cycle analysis of bio-based aviation fuels

Well-to-wake (WTWa) analysis of bio-based aviation fuels, including hydroprocessed renewable jet (HRJ) from various oil seeds, Fischer-Tropsch jet (FTJ) from corn-stover and co-feeding of coal and corn-stover, and pyrolysis jet from corn stover, is conducted and compared with petroleum jet. WTWa GHG emission reductions relative to petroleum jet can be 41-63% for HRJ, 68-76% for pyrolysis jet and 89% for FTJ from corn stover. The HRJ production stage dominates WTWa GHG emissions from HRJ pathways. The differences in GHG emissions from HRJ production stage among considered feedstocks are much smaller than those from fertilizer use and N2O emissions related to feedstock collection stage. Sensitivity analyses on FTJ production from coal and corn-stover are also conducted, showing the importance of biomass share in the feedstock, carbon capture and sequestration options, and overall efficiency. For both HRJ and FTJ, co-product handling methods have significant impacts on WTWa results.

Energy Efficiency and Greenhouse Gas Emission Intensity of Petroleum Products at U.S. Refineries

This paper describes the development of (1) a formula correlating the variation in overall refinery energy efficiency with crude quality, refinery complexity, and product slate; and (2) a methodology for calculating energy and greenhouse gas (GHG) emission intensities and processing fuel shares of major U.S. refinery products. Overall refinery energy efficiency is the ratio of the energy present in all product streams divided by the energy in all input streams. Using linear programming (LP) modeling of the various refinery processing units, we analyzed 43 refineries that process 70% of total crude input to U.S. refineries and cover the largest four Petroleum Administration for Defense District (PADD) regions (I, II, III, V). Based on the allocation of process energy among products at the process unit level, the weighted-average product-specific energy efficiencies (and ranges) are estimated to be 88.6% (86.2%-91.2%) for gasoline, 90.9% (84.8%-94.5%) for diesel, 95.3% (93.0%-97.5%) for jet fuel, 94.5% (91.6%-96.2%) for residual fuel oil (RFO), and 90.8% (88.0%-94.3%) for liquefied petroleum gas (LPG). The corresponding weighted-average, production GHG emission intensities (and ranges) (in grams of carbon dioxide-equivalent (CO2e) per megajoule (MJ)) are estimated to be 7.8 (6.2-9.8) for gasoline, 4.9 (2.7-9.9) for diesel, 2.3 (0.9-4.4) for jet fuel, 3.4 (1.5-6.9) for RFO, and 6.6 (4.3-9.2) for LPG. The findings of this study are key components of the life-cycle assessment of GHG emissions associated with various petroleum fuels; such assessment is the centerpiece of legislation developed and promulgated by government agencies in the United States and abroad to reduce GHG emissions and abate global warming.

Well-to-Wheels Greenhouse Gas Emissions of Canadian Oil Sands Products: Implications for U.S. Petroleum Fuels

Greenhouse gas (GHG) regulations affecting U.S. transportation fuels require holistic examination of the life-cycle emissions of U.S. petroleum feedstocks. With an expanded system boundary that included land disturbance-induced GHG emissions, we estimated well-to-wheels (WTW) GHG emissions of U.S. production of gasoline and diesel sourced from Canadian oil sands. Our analysis was based on detailed characterization of the energy intensities of 27 oil sands projects, representing industrial practices and technological advances since 2008. Four major oil sands production pathways were examined, including bitumen and synthetic crude oil (SCO) from both surface mining and in situ projects. Pathway-average GHG emissions from oil sands extraction, separation, and upgrading ranged from ∼6.1 to ∼27.3 g CO2 equivalents per megajoule (in lower heating value, CO2e/MJ). This range can be compared to ∼4.4 g CO2e/MJ for U.S. conventional crude oil recovery. Depending on the extraction technology and product type output of oil sands projects, the WTW GHG emissions for gasoline and diesel produced from bitumen and SCO in U.S. refineries were in the range of 100-115 and 99-117 g CO2e/MJ, respectively, representing, on average, about 18% and 21% higher emissions than those derived from U.S. conventional crudes. WTW GHG emissions of gasoline and diesel derived from diluted bitumen ranged from 97 to 103 and 96 to 104 g CO2e/MJ, respectively, showing the effect of diluent use on fuel emissions.

Wells to wheels: water consumption for transportation fuels in the United States.

The sustainability of energy resources such as transportation fuels is increasingly connected to the consumption of water resources. Water is required for irrigation in the development of bioenergy, reservoir creation in hydroelectric power generation, drilling and resource displacement in petroleum and gas production, mineral extraction in mining operations, and cooling and processing in thermoelectric power generation. Vehicles powered by petroleum, electricity, natural gas, ethanol, biodiesel, and hydrogen fuel cells consume water resources indirectly through fuel production cycles, and it is important to understand the impacts of these technologies on water resources. Previous investigations of water consumption for transportation fuels have focused primarily on key processes and pathways, ignoring the impacts of many intermediate, inter-related processes used in fuel production cycles. Herein, the results of a life cycle analysis of water consumption for transportation fuels in the United States using an extensive system boundary that includes the water embedded in intermediate processing and transportation fuels are presented. The Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model provides a comprehensive framework and system boundary for transportation fuel analysis in the United States. GREET was expanded to include water consumption and used to compare the water consumed per unit energy and per km traveled in light-duty vehicles. Many alternative fuels were found to consume larger quantities of water on a per km basis than traditional petroleum pathways, and it is therefore important to consider the implications of transportation and energy policy changes on water resources in the future.

U.S. refinery efficiency: impacts analysis and implications for fuel carbon policy implementation.

In the next two decades, the U.S. refining industry will face significant changes resulting from a rapidly evolving domestic petroleum energy landscape. The rapid influx of domestically sourced tight light oil and relative demand shifts for gasoline and diesel will impose challenges on the ability of the U.S. refining industry to satisfy both demand and quality requirements. This study uses results from Linear Programming (LP) modeling data to examine the potential impacts of these changes on refinery, process unit, and product-specific efficiencies, focusing on current baseline efficiency values across 43 existing large U.S. refineries that are operating today. These results suggest that refinery and product-specific efficiency values are sensitive to crude quality, seasonal and regional factors, and refinery configuration and complexity, which are determined by final fuel specification requirements. Additional processing of domestically sourced tight light oil could marginally increase refinery efficiency, but these benefits could be offset by crude rebalancing. The dynamic relationship between efficiency and key parameters such as crude API gravity, sulfur content, heavy products, residual upgrading, and complexity are key to understanding possible future changes in refinery efficiency. Relative to gasoline, the efficiency of diesel production is highly variable, and is influenced by the number and severity of units required to produce diesel. To respond to future demand requirements, refiners will need to reduce the gasoline/diesel (G/D) production ratio, which will likely result in greater volumes of diesel being produced through less efficient pathways resulting in reduced efficiency, particularly on the marginal barrel of diesel. This decline in diesel efficiency could be offset by blending of Gas to Liquids (GTL) diesel, which could allow refiners to uplift intermediate fuel streams into more efficient diesel production pathways, thereby allowing for the efficient production of incremental barrels of diesel without added capital investment for the refiner. Given the current wide range of refinery carbon intensity values of baseline transportation fuels in LCA models, this study has shown that the determination of refinery, unit, and product efficiency values requires careful consideration in the context of specific transportation fuel GHG policy objectives.

Consideration of land use change-induced surface albedo effects in life-cycle analysis of biofuels

Land use change (LUC)-induced surface albedo effects for expansive biofuel production need to be quantified for improved understanding of biofuel climate impacts. We addressed this emerging issue for expansive biofuel production in the United States (U.S.) and compared the albedo effects with greenhouse gas emissions highlighted by traditional life-cycle analysis of biofuels. We used improved spatial representation of albedo effects in our analysis by obtaining over 1.4 million albedo observations from the Moderate Resolution Imaging Spectroradiometer flown on NASA satellites over a thousand counties representative of six Agro-Ecological Zones (AEZs) in the U.S. We utilized high-spatial-resolution, crop-specific cropland cover data from the U.S. Department of Agriculture and paired the data with the albedo data to enable consideration of various LUC scenarios. We simulated the radiative effects of LUC-induced albedo changes for seven types of crop covers using the Monte Carlo Aerosol, Cloud and Radiation model, which employs an advanced radiative transfer mechanism coupled with spatially and temporally resolved meteorological and aerosol conditions. These simulations estimated the net radiative fluxes at the top of the atmosphere as a result of the LUC-induced albedo changes, which enabled quantification of the albedo effects on the basis of radiative forcing defined by the Intergovernmental Panel on Climate Change for CO2 and other greenhouse gases effects. Finally, we quantified the LUC-induced albedo effects for production of ethanol from corn, miscanthus, and switchgrass in different AEZs of the U.S. Results show that the weighted national average albedo effect is a small cooling effect of −1.8 g CO2 equivalent (CO2e) for a mega-Joule (MJ) of corn ethanol, a relatively stronger warming effect of 12.1 g CO2e per MJ of switchgrass ethanol, and a small warming effect of 2.7 g CO2e per MJ of miscanthus ethanol. Significant variations in albedo-induced effects are found among different land conversions for the same biofuel, and among different AEZ regions for the same land conversion and biofuel. This spatial heterogeneity, owing to non-linear albedo dynamics and radiation processes, suggests highly variable LUC-induced albedo effects depending on geographical locations and vegetation. These findings provide new insights on potential climate effects by producing biofuels through considering biogeophysical as well as biogeochemical effects of biofuel production and use in the U.S.

Supply Chain Sustainability Analysis of Fast Pyrolysis and Hydrotreating Bio-Oil to Produce Hydrocarbon Fuels

The Department of Energy’s (DOE) Bioenergy Technology Office (BETO) aims at developing and deploying technologies to transform renewable biomass resources into commercially viable, high-performance biofuels, bioproducts and biopower through public and private partnerships (DOE, 2015). BETO and its national laboratory teams conduct in-depth techno-economic assessments (TEA) of technologies to produce biofuels. These assessments evaluate feedstock production, logistics of transporting the feedstock, and conversion of the feedstock to biofuel. There are two general types of TEAs. A design case is a TEA that outlines a target case for a particular biofuel pathway. It enables identification of data gaps and research and development needs, and provides goals and targets against which technology progress is assessed. On the other hand, a state of technology (SOT) analysis assesses progress within and across relevant technology areas based on actual experimental results relative to technical targets and cost goals from design cases, and includes technical, economic, and environmental criteria as available.

Driving towards cost-competitive biofuels through catalytic fast pyrolysis by rethinking catalyst selection and reactor configuration

Catalytic fast pyrolysis (CFP) has emerged as an attractive process for the conversion of lignocellulosic biomass into renewable fuels and products. Considerable research and development has focused on using circulating-bed reactors with zeolite catalysts (e.g., HZSM-5) for CFP because of their propensity to form gasoline-range aromatic hydrocarbons. However, the high selectivity for aromatics comes at the expense of low carbon yield, a key economic driver for this process. In this contribution, we evaluate non-zeolite catalysts in a fixed-bed reactor configuration for an integrated CFP process to produce fuel blendstocks from lignocellulosic biomass. These experimental efforts are coupled with technoeconomic analysis (TEA) to benchmark the process and guide research and development activities to minimize costs. The results indicate that CFP bio-oil can be produced from pine with improved yield by using a bifunctional metal-acid 2 wt% Pt/TiO2 catalyst in a fixed-bed reactor operated with co-fed H2 at near atmospheric pressure, as compared to H-ZSM5 in a circulating-bed reactor. The Pt/TiO2 catalyst exhibited good stability over 13 reaction-regeneration cycles with no evidence of irreversible deactivation. The CFP bio-oil was continuously hydrotreated for 140 h time-on-stream using a single-stage system with 84 wt% of the hydrotreated product having a boiling point in the gasoline and distillate range. This integrated biomass-to-blendstock process was determined to exhibit an energy efficiency of 50% and a carbon efficiency of 38%, based on the experimental results and process modelling. TEA of the integrated process revealed a modelled minimum fuel selling price (MFSP) of

Life-cycle energy use and greenhouse gas emissions of production of bioethanol from sorghum in the United States

4.34 per gasoline gallon equivalent (GGE), which represents a cost reduction of