Abstract
The potential of bio-electro-jet fuel (BEJF) production with integration into an existing biomass-based combined heat and power (CHP) facility was investigated. The BEJF is produced via Fischer–Tropsch (F–T) synthesis from biogenic CO2 and H2 obtained by water electrolysis. Techno-economic (TEA)- and life. cycle (LCA)- assessments were performed to evaluate the production cost and environmental impact of the BEJF production route. The BEJF mass fraction reached 40% of the total F–T crude produced. A reduction of 78% in heating demands was achieved through energy integration, leading to an increase in the thermal efficiency by up to 39%, based on the F–T crude. The total production cost of BEJF was in the range of EUR 1.6–2.5/liter (EUR 169–250/MWh). The GWP of the BEJF was estimated to be 19 g CO2-eq per MJ BEJF. The reduction potential in GWP in contrast to the fossil jet baseline fuel varied from 44% to more than 86%. The findings of this study underline the potential of BEJF as a resource-efficient, cost-effective, and environmentally benign alternative for the aviation sector. The outcome is expected to be applicable to different geographical locations or industrial networks when the identified influencing factors are met.
Highlights
Pre-COVID-19 aviation was responsible for about 2.4% of the CO2 -emissions stemming from the combustion of fossil jet fuel [1]
A simplified block flow diagram for the entire bio-electro-jet fuel (BEJF) synthetic route is shown in Figure 2, while the process flow diagram is depicted in Figure S1 in Supplementary Materials
The cold flue gas stream from the combined heat and power (CHP) plant (Table 2 gives a detailed composition of the stream) is first washed in an absorber column with a lean amine solution
Summary
Pre-COVID-19 aviation was responsible for about 2.4% of the CO2 -emissions stemming from the combustion of fossil jet fuel [1]. Policy and legislation systems have started to be implemented for the gradual inclusion of renewable components in aviation fuels, for example, through blending mandates in several countries and possibly on an EU-level [8,9,10]. SAF must have the same qualities and characteristics as conventional jet fuel to be eligible to substitute it. This is important to ensure that existing infrastructure, including aircrafts, engines, fuel delivery networks, and airports can be used, in contrast to alternatives such as H2 or electrification, of which a system redesign is essential. The aviation fuel industry focuses on producing SAF as a “drop-in” replacement to conventional jet fuel
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