Greentech renewable energy, Exercises of Technology

Download Greentech renewable energy and more Exercises Technology in PDF only on Docsity! 1 1. If the efficiency of conversion of solar power to grow biomass is about 0.38% for switch grass. Estimate roughly percentage of earth surface to be covered by switch grass by 2050 to provide 15 TW C-neutral energy which is needed. The sun can provide roughly 89000 TW. Is the area representing practical implementation of switch grass farming? Hint: if you multiply the total amount solar power by the efficiency, you would get the solar power that can cultivate the whole planet with switch grass. For the analysis check the current cultivable land on earth. 2. Analysis the difference between CTL and BTL in term of process efficiency, production carbon emissions, marketing challenges and technical challenges. i 3. What do you understand from the figure above? What is the potential incremental cost? How many years are considered in calculating the breakeven? What are the assumptions? Is the different electricity tariffs at were considered in the calculation? Question 1 Energy from the sun is 89,000 TW (Tera Watt) 2 Given the efficiency of conversion of solar power to grow biomass is 0.38% for switch grass 38/ 100 x 89,000 TW = 33,820 TW In 2050, 15 TW C-neutral energy is needed. (15 TW / 33,930.2 TW) x 100 = 4.4% Taking earth radius = 6,378km, and with assumption earth is in perfect spherical shape: Earth surface: ≈ 511.186 x 106 km2 Land area required: To support 15 TW C-neutral energy generations, the 4.4% of earth surface would be needed, represents: ≈ 22. 493 x 106 km2 (A) Cultivable land availability As reported (WEA 2000, p. 158, Table 5.15), the cultivable land estimated to be available in 2050 for biomass production is (1.28 GHa) 1.28 x 10 9 Ha = 1.28 x 1013 meter2 = 1.28 x 106 km2 (B) Since A > B Conclusion: The area does not representing practical implementation of switch grass farming due to inadequate of cultivable land. Therefore, neutral-energy production must be supported by other sources as well. Info: 5 challenges acceptance. Associated with a significant increase in greenhouse gas emissions, constraining its future acceptability • Synthetic fuel from coal (CTL) will also be produced in large industrial scale. It is expected that CTL will be available in China earlier than 2035 due to the country’s large coal reserves and projected future transportation demand. • CTL aviation fuel is being tested in the USA and South Africa, where a 50% CTL mix is already permitted but GHG emissions about 30% higher than petroleum diesel. therefore market penetration depends on production costs and the price of oil. The price of oil must be considered as an unknown variable and government policy will need to be flexible to take account of future market developments. 4. Technical challenges • Coal gasification is of similar energy efficiency to wood gasification but exhibits very high fossil fuel consumption and CO2 emissions, although each of a similar order to that of electrolysis with the current energy mix. • No high volume carbon capture process available. • Requires high volume carbon capture technology breakthrough. • Future progress on breakthrough of Coal- to-liquid using the Fischer-Tropsch catalytic synthesis method is an established technology, with current production in South Africa and potential plants in the U.S.A. but will raise concern on CO2 storage • Depends on a availability of biomass. • Land and Water availability may limit overall potential. • Requires increase in global biomass yield • High global capacity requires major breakthrough in biomass yield though greater agricultural efficiency Info: Biomass is plant or animal material used for energy production, heat production, or in various industrial processes as raw material for a range of products.[1] It can be purposely grown energy crops (e.g. miscanthus, switchgrass), wood or forest residues, waste from food crops (wheat straw, bagasse), horticulture (yard waste), food processing (corn cobs), animal farming (manure, rich in nitrogen and phosphorus), or human waste from sewage plants.[2] Burning plant-derived biomass releases CO2, but it has still been classified as a renewable energy source in the EU and UN legal frameworks because photosynthesis cycles the CO2 back into new crops. In some cases, this recycling of CO2 from plants to atmosphere and back into plants can even be CO2 negative, as a relatively large portion of the CO2 is moved to the soil during each cycle. Reference: 1. https://www.worldenergy.org/wp- content/uploads/2012/10/PUB_Transport_Technologies_and_Policy_Scenarios_200 7_WEC.pdf 2. https://en.wikipedia.org/wiki/Biomass Question 3 6 The graph is a cost and demand analysis of BEV (Pure Battery Electric Vehicle) technology, breakeven to consumer’s investment in purchasing a unit of BEV. It describes the relationship between cost incur to consumer upon investing/ purchasing/switching to BEV Technology (US Dollar $) versus (in comparison) to the price of fossil fuel (Gasoline and diesel - at equal per-gallon price (USD ($) / US gallon) that is used in conventional Internal Combustion Engine (ICE). BEV is classified as one of the breakthrough technology to be considered in future with high prospects. The figure provides separate analysis of high and low consumption analysis. It shows the impact of fuel price and level at consumption in order for BEV to achieve parity with ICE vehicle. BEV relies heavily on potential automotive battery technologies. It was reported that Lithium Ion (Li-Ion) have proven to be feasible for automotive application and much current research concentrates on Li-ion due to its superior energy density and widespread commercial use in electronic applications. For midsize sedan to reach 300 mile range requiring about 90 kWh. Potential battery costs would be between USD ($) 18,000 to 22,500 assuming high volume production. The great advantage of electric vehicles lies in zero tailpipe emissions and zero petroleum consumption Potential incremental cost shall refer to item that result in increase in cost/ capital over conventional method per unit production. In the case of BEV, the potential incremental cost may refer to price to conduct the BEV technology. This BEV cost is expected heavily depends on the cost of battery that is in use and others side cost per unit production. This cost might be recovered savings in a long run from fuel savings and other incentives, it have a huge role in setting the scenario of whether breakeven point can be achieved by consumer or otherwise. In the report, USD $ 15,000 was marked as BEV potential incremental cost, presumably in comparison to G Wiz electric vehicle which at the time of reporting, 2000 units was sold at cost around USD $15,000 per unit in London. To note: G Wiz electric G Wiz runs at maximum speed of 45mph. In the graph, it is also noted that Potential incremental cost of fuel price is marked at certain points presumably to indicate per gallon price for gasoline and diesel (at the time of reporting) in certain region in the world, i.e.:  Approximately 1.80 $ (USD) / US gallon - in China,  near to 3.00 $ (USD) / US gallon - in US, and  between 5.50 to 6.00 $ (USD)/ US gallon - in EU The breakeven is calculated based on Three year payback period with zero discount rate taken into account by consumer (equivalent to 2001 National Academy of Sciences study). There are ten (10) assumptions for the breakeven analysis as follow: 1. Percentage fuel economy benefits are consistent in different markets. 7 2. Three year payback period with zero discount rate taken into account by consumer (equivalent to 2001 National Academy of Sciences study). 3. Midsize sedan type vehicle is assumed in the numerical analysis. 4. The breakeven area is considered for the highest (USA) and lowest (Organisation for Economic Co-operation and Development, OECD Pacific) annual mileage regions (measured in vehicle miles travelled per year). 5. No account is taken of driving mode – likely to be more effective for hybrids in, for example, Japan. 6. Only initial cost to the consumer is considered – resale values and maintenance are not included. 7. Gasoline and diesel have equal per-gallon price (approximately correct in most regions). 8. The cost of technologies is equivalent in all regions. 9. Differences in performance, and therefore consumer demand, between new technologies and conventional vehicles are not fully taken into account. 10. No account is taken of government policies to regulate fuel economy. In the calculation, electricity price (tariff) of 8 ¢ (USD)/kWh is assumed (comparable to current retail prices in US and Europe (at the time of reporting). Reference: 1. https://www.worldenergy.org/wp- content/uploads/2012/10/PUB_Transport_Technologies_and_Policy_Scenarios_200 7_WEC.pdf