Aug 23, 2017

Bosch: synthetic fuels can make combustion engines CO2-neutral

Europe
Electric Vehicles
James Henderson
4 min
Synthetic fuel could make combustion engines carbon neutral, according to Bosch
Bosch claims it has developed a manufacturing process for synthetic fuel that will make internal combustion engines carbon-neutral.

Bosch claims it has developed a manufacturing process for synthetic fuel that will make internal combustion engines carbon-neutral.

The company says the process turns CO2 into a raw material and can make synthetic fuel that, if used in cars as planned, could save up to 2.8 gigatons of CO2 in Europe by 2050.

“Up until recently, a carbon-neutral combustion engine was the stuff of dreams,” said Bosch.  

“Now it may soon become reality. The secret lies in synthetic, or carbon-neutral, fuels, whose manufacturing process captures CO2. In this way, this greenhouse gas becomes a raw material, from which gasoline, diesel, and substitute natural gas can be produced with the help of electricity from renewable sources.”

Dr. Volkmar Denner, Chairman of the board of management of Robert Bosch GmbH, said: “Synthetic fuels can make gasoline- and diesel-powered cars carbonneutral, and thus make a significant contribution to limiting global warming.”

Bosch experts have put an exact figure on the contribution that could be made solely by the European car fleet: by 2050, the use of synthetic fuels as a scheduled supplement to electrification could save up to 2.8 gigatons of CO2, or 2,800,000,000,000 kilograms. That is three times Germany’s carbon-dioxide emissions in 2016.

Low-soot combustion reduces cost of exhaust-gas treatment

A look beyond Europe’s borders shows how urgent it is to further reduce traffic emissions: if the climate targets set by the Paris conference are to be achieved, CO2 emissions from traffic worldwide will have to be reduced 50% over the next four decades, and by at least 85% in the advanced economies.

“Achieving our future climate targets calls for other intelligent solutions apart from electromobility,” Denner said. "After all, even if all cars were to drive electrically one day, aircraft, ships, and even trucks will still run mainly on fuel. Carbon-neutral combustion engines that run on synthetic fuels are thus a very promising path to explore – also for passenger cars. In addition, synthetic fuels can be designed to burn practically soot-free. In this way, the cost of exhaust-gas treatment can be reduced."

One further crucial advantage is that the existing filling-station network can continue to be used. The same applies to the existing combustion-engine expertise. Moreover, even though electric cars will become significantly less expensive in the years ahead, the development of these fuels may be worthwhile.

Bosch has calculated that, up to a lifetime mileage of 160,000km, the total cost of ownership of a hybrid running on synthetic fuel could be less than that of a long-range electric car, depending on the type of renewable energy used.

A new lease on life for filling stations and old vehicles

Technically speaking, it is already possible to manufacture synthetic fuels. If the electricity used is generated from renewables (and thus CO2-free), such fuels are carbon-neutral and very versatile. The hydrogen (H2) that is initially produced can be used to power fuel cells, while the fuels created following further processing can be used to run combustion engines or aircraft turbines. Pilot projects to commercialise synthetic diesel, gasoline, and gas are currently underway in Norway and Germany.

In addition, because synthetic fuels are compatible with the existing infrastructure and engine generation, achieving a high degree of market penetration would take far less time than electrifying the existing vehicle fleet. Nor will anything change for the drivers of older vehicles, as even classic cars will still run on synthetic gasoline – in terms of chemical structure and fundamental properties, it is still gasoline.

Q&A – More about synthetic fuels (answers from Bosch)

What needs to happen before synthetic fuels become established?

Despite everything, considerable efforts are still needed before synthetic fuels can become established. The processing facilities are still expensive, and there are only a few test plants. The German Ministry for Economic Affairs and Energy is thus supporting synthetic fuels as part of its “Alternative energies in transportation” initiative. The widespread use of these fuels will also be helped by the increasing availability of, and thus falling prices for, electricity from renewables.

How are synthetic fuels made?

Synthetic fuels are made solely with the help of renewable energy. In a first stage, hydrogen is produced from water. Carbon is added to this to produce a liquid fuel. This carbon can be recycled from industrial processes or even captured from the air using filters. Combining CO2 and H2 then results in the synthetic fuel, which can be gasoline, diesel, gas, or even kerosene.

How expensive will the fuel be?

At the moment, producing synthetic fuels is a complex and expensive process. However, a production ramp-up and favourable electricity prices could mean that synthetic fuels become significantly cheaper. Present studies suggest that the fuel itself (excluding any excise duties) could cost between 1.00 and 1.40 euros a litre in the long run.

What’s the difference between synthetic fuels and biofuels?

Synthetic fuels do not mean a choice between fuel tank and dinner plate, as biofuels do. And if renewable energy is used, synthetic fuels can be produced without the volume limitations that can be expected in the case of biofuels because of factors such as the amount of land available.

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Jul 29, 2021

Carbon dioxide removal revenues worth £2bn a year by 2030

Energy
technology
CCUS
Netzero
Dominic Ellis
4 min
Engineered greenhouse gas removals will become "a major new infrastructure sector" in the coming decades says the UK's National Infrastructure Commission

Carbon dioxide removal revenues could reach £2bn a year by 2030 in the UK with costs per megatonne totalling up to £400 million, according to the National Infrastructure Commission

Engineered greenhouse gas removals will become "a major new infrastructure sector" in the coming decades - although costs are uncertain given removal technologies are in their infancy - and revenues could match that of the UK’s water sector by 2050. The Commission’s analysis suggests engineered removals technologies need to have capacity to remove five to ten megatonnes of carbon dioxide no later than 2030, and between 40 and 100 megatonnes by 2050.

The Commission states technologies fit into two categories: extracting carbon dioxide directly out of the air; and bioenergy with carbon capture technology – processing biomass to recapture carbon dioxide absorbed as the fuel grew. In both cases, the captured CO2 is then stored permanently out of the atmosphere, typically under the seabed.

The report sets out how the engineered removal and storage of carbon dioxide offers the most realistic way to mitigate the final slice of emissions expected to remain by the 2040s from sources that don’t currently have a decarbonisation solution, like aviation and agriculture. 

It stresses that the potential of these technologies is “not an excuse to delay necessary action elsewhere” and cannot replace efforts to reduce emissions from sectors like road transport or power, where removals would be a more expensive alternative.  

The critical role these technologies will play in meeting climate targets means government must rapidly kick start the sector so that it becomes viable by the 2030s, according to the report, which was commissioned by government in November 2020. 

Early movement by the UK to develop the expertise and capacity in greenhouse gas removal technologies could create a comparative advantage, with the prospect of other countries needing to procure the knowledge and skills the UK develops.

The Commission recommends that government should support the development of this new sector in the short term with policies that drive delivery of these technologies and create demand through obligations on polluting industries, which will over time enable a competitive market to develop. Robust independent regulation must also be put in place from the start to help build public and investor confidence.

While the burden of these costs could be shared by different parts of industries required to pay for removals or in part shared with government, the report acknowledges that, over the longer term, the aim should be to have polluting sectors pay for removals they need to reach carbon targets.

Polluting industries are likely to pass a proportion of the costs onto consumers. While those with bigger household expenditures will pay more than those on lower incomes, the report underlines that government will need to identify ways of protecting vulnerable consumers and to decide where in relevant industry supply chains the costs should fall.

Chair of the National Infrastructure Commission, Sir John Armitt, said taking steps to clean our air is something we’re going to have to get used to, just as we already manage our wastewater and household refuse. 

"While engineered removals will not be everyone’s favourite device in the toolkit, they are there for the hardest jobs. And in the overall project of mitigating our impact on the planet for the sake of generations to come, we need every tool we can find," he said.

“But to get close to having the sector operating where and when we need it to, the government needs to get ahead of the game now. The adaptive approach to market building we recommend will create the best environment for emerging technologies to develop quickly and show their worth, avoiding the need for government to pick winners. We know from the dramatic fall in the cost of renewables that this approach works and we must apply the lessons learned to this novel, but necessary, technology.” 

The Intergovernmental Panel on Climate Change and International Energy Agency estimate a global capacity for engineered removals of 2,000 to 16,000 megatonnes of carbon dioxide each year by 2050 will be needed in order to meet global reduction targets. 

Yesterday Summit Carbon Solutions received "a strategic investment" from John Deere to advance a major CCUS project (click here). The project will accelerate decarbonisation efforts across the agriculture industry by enabling the production of low carbon ethanol, resulting in the production of more sustainable food, feed, and fuel. Summit Carbon Solutions has partnered with 31 biorefineries across the Midwest United States to capture and permanently sequester their CO2 emissions.  

Cory Reed, President, Agriculture & Turf Division of John Deere, said: "Carbon neutral ethanol would have a positive impact on the environment and bolster the long-term sustainability of the agriculture industry. The work Summit Carbon Solutions is doing will be critical in delivering on these goals."

McKinsey highlights a number of CCUS methods which can drive CO2 to net zero:

  • Today’s leader: Enhanced oil recovery Among CO2 uses by industry, enhanced oil recovery leads the field. It accounts for around 90 percent of all CO2 usage today
  • Cementing in CO2 for the ages New processes could lock up CO2 permanently in concrete, “storing” CO2 in buildings, sidewalks, or anywhere else concrete is used
  • Carbon neutral fuel for jets Technically, CO2 could be used to create virtually any type of fuel. Through a chemical reaction, CO2 captured from industry can be combined with hydrogen to create synthetic gasoline, jet fuel, and diesel
  • Capturing CO2 from ambient air - anywhere Direct air capture (DAC) could push CO2 emissions into negative territory in a big way
  • The biomass-energy cycle: CO2 neutral or even negative Bioenergy with carbon capture and storage relies on nature to remove CO2 from the atmosphere for use elsewhere

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