Academic literature on the topic 'Liquefied synthetic fuel'

The paper analyzes the main properties of liquefied petroleum gas and the peculiarities of its energy use compared to natural gas, including taking into account the specifics of the operation of pulverized coal boiler units of the CHP. The advantages of liquefied petroleum gas compared to heavy fuel oil are shown and a comparative economic assessment of their use is given. It is shown that interchangeability with natural gas is ensured by mixing the vaporized liquefied petroleum gas with air to form a homogeneous mixture — synthetic natural gas, which can be directly used in burners as a direct substitute for natural gas without changes in the composition of the equipment and in the design of the boiler burners. The calculation is presented of the permissible limits of the air fraction for liquefied petroleum gas of different composition according to the criterion of the Wobbe Index correspondence of synthetic natural gas and natural gas. Technical solutions are proposed for the use of liquefied petroleum gas as a reserve and alternative fuel at coal-fired combined heat and power plants in the event of damage of gas supply networks, which provide reliable and economical feeding of a coal-fired boiler unit with synthetic natural gas in such fundamentally different modes as coal jet “lighting” with low consumption and pressure of synthetic natural gas and ignition or emergency operation at a load of 25 % with high consumption and increased synthetic natural gas pressure, with the possibility of switching from natural gas to liquefied petroleum gas and vice versa. Bibl. 17, Fig. 3, Tab. 5.

Time mismatch between renewable energy production and consumption, grid congestion issues, and consequent production curtailment lead to the need for energy storage systems to allow for a greater renewable energy sources share in future energy scenarios. A power-to-liquefied synthetic natural gas system can be used to convert renewable energy surplus into fuel for heavy duty vehicles, coupling the electric and transportation sectors. The investigated system originates from power-to-gas technology, based on water electrolysis and CO2 methanation to produce a methane rich mixture containing H2, coupled with a low temperature gas upgrading section to meet the liquefied natural gas requirements. The process uses direct air CO2 capture to feed the methanation section; mol sieve dehydration and cryogenic distillation are implemented to produce a liquefied natural gas quality mixture. The utilization of this fuel in heavy duty vehicles can reduce greenhouse gases emissions if compared with diesel and natural gas, supporting the growth of renewable fuel consumption in an existing market. Here, the application of power-to-liquefied synthetic natural gas systems is investigated at a national level for Italy by 2040, assessing the number of plants to be installed in order to convert the curtailed energy, synthetic fuel production, and consequent avoided greenhouse gases emissions through well-to-wheel analysis. Finally, plant investment cost is preliminarily investigated.

<strong>Abstract</strong> The purpose of the article is to determine the most promising biofuels and other alternative fuels for Ukraine&rsquo;s aviation and waterborne transport taking into consideration a variety of objective factors and local conditions. Today, aviation&#39;s contribution to the global anthropogenic CO₂ emissions is about 1 billion t/year, however with further development of the sector, it may double or even triple by 2050 if no appropriate measures are taken. The most effective GHG mitigation measure is now considered to be the introduction of alternative low-carbon fuels, in particular jet biofuels. Concerning renewable aviation fuels, the term &ldquo;sustainable aviation fuel&rdquo; is mostly used. These fuels include synthetic aviation fuel obtained by Power-to-Liquid technology and certain advanced biofuels (synthetic paraffinic kerosene). Shipping currently accounts for about 3% of the global anthropogenic GHG emissions as well as for 15% of the global SOx emission and 13% of NOx emission. Alternative fuels for waterborne transport may be numerous including different biofuels, liquefied natural gas, liquefied or compressed biomethane, methanol, ammonia, and hydrogen. The use of renewable fuels in the aviation and waterborne transport sectors is a promising direction of general decarbonization and improvement of the ecological compatibility of Ukraine&rsquo;s transport sector.

The paper analyzes the reasons for the interest in natural gas as a potential marine fuel to replace the existing fuels derived from crude oil. The increase of environmental awareness and the effects of human activity caused the process of searching for more environmental friendly fuels. Naturally, interest has been shifted to a well-known energy source commonly found on Earth, in quantities much larger than crude oil. This fuel in the form of liquefied natural gas seems to be an attractive substitute for the currently dominant types of marine fuels. The technologies of its extraction, liquefaction, storage and transport were mastered and marine engines were adopted to its combustion as dual-fuel engines. The regulations introduced by the International Maritime Organization and the European Parliament, forcing the reduction of emissions harmful substances into the atmosphere from the combustion of marine fuels, require taking action to meet them. The proposals in individual next 30 years are given. Due to introduction of regulations to reduce carbon dioxide emissions, it is necessary to switch to fuels with a lower or zero carbon content or the use of biofuels recognized to be more environmental friendly. Due to only 25% lower carbon content in methane with its higher lower heating value, it is possible to reduce the direct emission from this gas by about 30%. However, in the processes from natural gas extraction to energy effect in engines as a fuel, methane leaks occur, significantly worsening its image as an ecological fuel. Researches indicate that with current technologies, natural gas should not be recognized as an ecological fuel until gas leaks are significantly reduced. The article justifies why LNG should be considered as a transient marine fuel, with the need to switch to other synthetic fuels, ammonia, and finally hydrogen.

The aim of this publication is to review the current state and possibilities of developing electromobility and alternative fuels in Poland. It was found that the current market for alternative fuels in Poland is insufficiently developed. At the end of 2019 in Poland, liquefied petroleum gas-powered cars accounted for approximately 3.3 million pieces, which amounts to 14.3% all passenger vehicles up to 3.5 tonnes of gross vehicle weight. There were over 9000 electric cars on the road, the share of which accounted for 0.04% of domestic passenger transport. The lack of a sufficient number of charging points, inhibiting the development of electromobility, was also noted. There were approximately 4000 (0.02%) passenger cars powered by compressed natural gas. Liquefied gas-powered vehicles were exclusively public transport vehicles or trucks. The share of biofuels in the Polish transport sector stands at 4%, while European Union requirements are at a level of 10%. Although there is huge potential for the use of hydrogen as an alternative to conventional transport fuels in Poland, just one hydrogen-powered vehicle has been registered in the country so far, with no filling station in existence for this fuel. The synthetic fuel sector is in the planning stage.

Abstract Nepal is seeking carbon-free alternative fuels due to environmental concerns and economic issues resulting from fossil fuel usage. Carbon-neutral SNG has the potential as an alternative to LPG gas in domestic cooking, but traditional LPG equipment may not be compatible with SNG. Computational Fluid Dynamics (CFD) was used to study the compatibility of traditional LPG equipment with SNG, and it was found that essential optimization is needed to obtain optimal cooking conditions by SNG combustion. Engineering Equation Solver (EES) was used to determine the optimum inlet pressure for varying nozzle sizes. Based on the results of the study, it was determined that the optimal nozzle size for the selected type of burner is 1.15 mm. This particular nozzle size was found to provide better uniformity of flame temperature and complete combustion, resulting in an average temperature of 1700 K at a fuel inlet pressure of 2.75 kPa. This makes it a potentially better option for cooking compared to LPG, as it could potentially provide faster cooking times. The results were verified using the Python CANTERA model. A 40-50% increase in the nozzle orifice size from the traditional LPG nozzle orifice size is suggested for such conversions.

The 2030 Climate target plan of the European Commission (EC) establishes a greenhouse gases (GHG) emissions reduction target of at least 55% by 2030, compared to 1990. It highlights that all transport modes—road, rail, aviation and waterborne—will have to contribute to this aim. A smart combination of vehicle/vessel/aircraft efficiency improvements, as well as fuel mix changes, are among the measures that can reduce GHG emissions, reducing at the same time noise pollution and improving air quality. This research provides a comprehensive analysis of recent research and innovation in low-emission alternative energy for transport (excluding hydrogen) in selected European Union (EU)-funded projects. It considers the latest developments in the field, identifying relevant researched technologies by fuel type and their development phase. The results show that liquefied natural gas (LNG) refueling stations, followed by biofuels for road transport and alternative aviation fuels, are among the researched technologies with the highest investments. Methane-based fuels (e.g., compressed natural gas (CNG), LNG) have received the greatest attention concerning the number of projects and the level of funding. By contrast, liquefied petroleum gas (LPG) only has four ongoing projects. Alcohols, esters and ethers, and synthetic paraffinic and aromatic fuels (SPF) are in between. So far, road transport has the highest use of alternative fuels in the transport sector. Despite the financial support from the EU, advances have yet to materialize, suggesting that EU transport decarbonization policies should not consider a radical or sudden change, and therefore, transition periods are critical. It is also noteworthy that there is no silver bullet solution to decarbonization and thus the right use of the various alternative fuels available will be key.

Mineral fuel combustion negatively impacts on environment. Carbon dioxide (carbonic acid gas) is a danger matter obtained after combustion of such fuel. Deterioration of environment instigates society to invent new effective technologies to minimize anthropogenic emissions. There is an airless injection gas-steam cycle [1] for production of electricity and heat energy. Specific character of this cycle is a complete carbon capture. It is realized by liquid oxygen cooling. Also this cycle is characterized by high effectiveness of heat and electrical energy co-production and opportunity of liquid carbon dioxide production, which is convenient for transportation and usage. This diagram provides with reduction of carbon dioxide emissions, while it is impossible in other technologies. Disadvantage of such diagram is impossibility of using captured carbon dioxide in other fields. In this paper perspective method of airless injection gas-steam cycle modernization is offered for further liquefied carbon dioxide conversion into synthesis gas. Eventually, synthetic liquid transportation fuel (methanol) is obtained. Methanol refers to alternative type of fuel. It is an energy intensive, easily used and safe energy carrier. Minimal value of carbon dioxide emissions per produced energy unit of such plant essentially solves problem of anthropogenic influence on environment.

Purpose: The purpose of this investigation is to substantiate by means of numerical simulation the expedience of high-temperature utilization of used tires with subsequent methanation of fuel gases and separation of multicomponent hydrocarbon mixtures to drain the liquefied methane. Design/methodology/approach: The investigation was carried out by means of numerical simulation. In mathematical description of gas processes relations of thermodynamics and heat and mass transfer were used. To determine the coefficients of thermal and physical parameters of working bodies the Peng-Robinson equation of state was used through the computer program REFPROP. The system of equations is represented as the interrelations between the functional elements according to the principle "output from the element A – input into the element B". Its solution was obtained by the method of successive approximations, namely by the Newton-Raphson iteration method. Using this method we have determined the values of temperature, pressure, mass flow rate and mass content of the hydrocarbon gas mixture components in each reference cross-section of the power facility. Findings: As a result of numerical simulation, it is determined that when the multicomponent hydrocarbon mixtures are separated, three flows of energy resources may be obtained: with a high mass content of methane of 91.5% and 83.4%, which may be used as motor fuel, and a gas flow suitable for maintaining the process of waste gasification. However, to remove heat in the condenser of the rectification column, it is necessary to use expensive liquid nitrogen. The cost of methane production may be reduced if the condenser is removed from the rectification column. However, such approach reduces the overall yield of commercial products almost in four times and significantly reduces the methane with the third product (molar percentage of 35%). Research limitations/implications: The investigation was carried out for the material of used tires without a metal frame. Practical implications: The implementation of the technology of high-temperature recycling of used tires gives the opportunity to use the generated synthetic gas to maintain the process of utilization, and gives the opportunity to produce liquefied methane, suitable for storage. Originality/value: The main problem of high-temperature recycling of tires is the emission of toxic gas to the atmosphere. It is proposed to allocate methane energy resource from this gas. For the first time an attempt was made to justify the expedience of the technology of high-temperature utilization of tires for liquefied methane production.

The second chapter analyzes in depth Mou’s Critique of the Cognitive Mind. As the most mature work characterizing his earlier fifteen years of endeavor in logic and epistemology, it embraces the works of Russell, Wittgenstein, and Whitehead as reference points. Furthermore, even the title itself implies a close commitment to Kant’s Critique of Pure Reason. The work serves as a bridge between Mou’s early interest in logic and language and the subsequent moral metaphysical development of his thought. In describing the inner life of the human mind, Mou skillfully interweaves Chinese and Western thought, which is a feature of the rest of his philosophical writings. In Critique of the Cognitive Mind, Mou shifts his attention toward the internal and subjective processes of the mind, maintaining the search for an objective and universally valid foundation as a tension that runs through the entire process of ego formation. The method Mou adopted to forge his original philosophy of mind distances itself from the multilayered architecture of Kant’s first Critique. Rather, it recalls a phenomenological quest, starting in medias res from the interdependence of perception and reality and accompanying the living autopoietic evolution of the mind. Given this mutual connection between mind and the world, Mou affirms that, even at the most basic level of cognitive interaction, reality is not scattered as autonomous fragments waiting to be set in order by the mind through the law of causation. On the contrary, it reveals itself as a unified whole, with a cohesive structure and an inherent meaning. According to Mou, the most basic expression of the mind is perception, that is, a self-aware dynamism of manifestation, structurally intertwined with the flux of the universe. We can perceive the originality of Mou’s approach here, reminding us that the majority of previously discussed Western theories of mind share an unformulated assumption—knowledge is the primary modality of our relationship with reality. According to this assumption, we learn about the world through basic mental operations of grasping, defining, and exploring its nature. Therefore, the primeval approach to reality is a disengaged inquiry into an object that appears in its otherness and externality. Mou challenges the elementariness of this experience by arguing that the human mind is always practically engaged in reality. Active participation and interest in the world imply that cognitive endeavors are only complete when guided by a moral, practical, and holistic approach to reality. Through this lens, the mind reveals itself as an unceasingly active dynamism. The prominence conferred on activity, dynamicity, and creativity is the cornerstone of Mou’s investigation of the mind and subjectivity. According to Mou, the mind is not an objective entity that we can examine and locate inside our brain, but a self-transcending movement of manifestation. The strict interrelation between the flux of the phenomenal world and the mind, as the creative locus of its manifestation, defines the task and responsibility of the mind. Its lively function is to preserve the integrity of this manifestative event and provide an ultimate place for its object to settle and disclose itself as an objective and universal totality of meaning. To provide an objective foundation for the perceived phenomenal word, the mind is able to spontaneously emanate structuring frames, such as space and time at the level of imagination, and finally the logical self, which synthesizes and produces all categories. The self-reflection of the logical self through which the mind, returning to itself, possesses and guarantees its own objectivity, is the supreme achievement of a cognitive mind. For Mou, the dynamism of the mind is a rhythmic succession of self-limitation and transcendence over those very limits. In the search for objectivation, the mind molds and fixes content through spatio-temporal and logical frames. This graspable, solidified content, which is the product of the self-limitation of the mind, should be liquefied. This is because the mind transcends and dissolves its partial cognitive products to restore its structural dynamicity and creativity. This capacity of mind to continuously emerge from its self-limitation is termed “intuition” by Mou. However, from his previous studies on logics, Mou derives that “the cognitive mind, both in self-limitation and in springing out, cannot obtain a final principle through which the system of knowledge can be completely verified.”[ Mou Zongsan (牟宗三), Renshi xin zhi pipan. 認識心之批判 (Critique of the Cognitive Mind), 2 vols, II, 560, in Mou Zongsan xiansheng quanji. 牟宗三先生全集 (Complete Works of Mou Zongsan), vols XVIII–XIX, Taipei: Lianhe baoxi wenhua jijin hui, 2003.] The faculty of understanding, through the emanation of forms a priori, becomes progressively wider but cannot achieve full verification without exception, that is, a concrete universality. Only intuition, in the very instant of eliminating any boundary, accomplishes full verification in a flash, leaving us with a glimpse of the infinite completeness of the universe. Depending on the self-limitations from which it emerges, intuition is transient and elusive. This is the final and unsurpassable boundary of the cognitive mind. However, the possibility of infinite self-realization adumbrated in intuition allows us to hypothesize the existence of a higher level of the mind. This mind should have a trans-cognitive, ontological character, being simultaneously both subjective and substantive. It will be able to unfold itself in everything and its self-knowing will be the same as that of its infinite being. The conclusion of Mou’s cognitive research is, therefore, that epistemology is ultimately incomplete and unsatisfying because it cannot find in itself the universal principle and motive of the mind and universe. In the rest of his works, Mou searches in Chinese tradition for another way to pursue truth. The exploration of this vertical, moral-metaphysical approach represents Mou’s greatest and most original contribution to philosophy of the mind. The mind cannot be reduced to an object of knowledge because it is an ever-flowing process of manifestation. What is manifested through one’s mental process is the world as a meaningful and interrelated totality. The mind can evolve through the rhythmic processes of self-limitation and self-transcendence. The ultimate aim of our inner life—realizing the full synthesis of mind and reality, subject, and object—is unattainable at the mere cognitive level.

The chapter is concerned with the potential of alternative fuels, i.e., any other fuel than conventional fossil fuels, for powering ships. The alternative fuels surveyed in this chapter include liquefied natural gas (LNG), methanol, hydrogen, ammonia, as well as synthetic fuels (e-fuels). The chapter explains how digital twin's simulation capabilities, can be used to model complex energy systems and alternative fuels and compute emissions, power consumption/output, etc., virtually. The chapter provides a comparison of alternative marine fuels, in terms of storage requirements and energy converters (e.g., combustion engines, fuel cells) suitability. Finally, the chapter discusses the role of digital twins in supporting further research and development towards the evolution of alternative fuels.

The Fischer-Tropsch synthesis is a catalytic polymerization reaction that can be used to make transportation fuels, primarily gasoline and diesel. The process was invented in 1925 and used commercially by Nazi Germany in World War II as well as South Africa, starting in the 1950s. Initially, the fuel of choice to start the process was coal, but recently there has been increased interest in natural gas and biomass. The interest in natural gas is of most interest, as it provides an option for taking stranded natural gas and converting it into a liquid. This avoids the need for pipeline or liquefied natural gas (LNG) transport, which may be difficult to implement due to both geography and geopolitical reasons. The levelized cost of producing gasoline and diesel through this process is competitive with refining, but new commercial implementation has been hindered by the high capital cost of building the plant.

Methane is the main component of natural gas. Natural gas is an important energy carrier for distributed heating and transportation applications and it is the most efficient carbon source for the production of synthesis gas (H2+CO). The value of natural gas lies in its high H:C ratio, low heteroatom content and fluid nature. Sustainability is best served by restricting the use of methane for distributed and mobile energy applications, where the clean-up of combustion gases is impractical or infeasible, and also for the synthesis of hydrogen-rich products. For the production of fuels and chemicals, both direct methods, such as liquefied natural gas, and indirect methods, such as methanol and Fischer–Tropsch synthesis, are considered. Guidelines for sustainability as applied to gas-to-liquids conversion are provided. The processes and the refining requirements to produce on-specification transportation fuels are discussed. The processes for petrochemical and lubricant production from methane are likewise discussed.

Gas/vapor detection is a critical function in Gas Turbines (GT) units as it allows to take appropriate steps in case of incipient fuel leaks in the confined volume of enclosures. This important subject is being actively revisited by the GT community and safety organizations, namely under the impulse of the HSE of UK. Historically the catalytic detection technology that is of common use in stationary GT, has been applied to detect leakages of gaseous fuels — and more especially Natural Gas (NG) — since the catalytic detectors or “pellistors” are most sensitive to methane. Indeed, the response of catalytic detectors is specific to each individual hydrocarbon molecule and decrease with the size of the latter. After years this technology has been extended to the detection of rich NG (containing some amounts of C3-C4) then to hydrogen and liquefied petroleumliquids (LPG). The use of alternative gas turbine fuels such as LPG, syngas and volatile fuels is becoming increasingly popular in some world regions and requires to adapt the leak detection systems. Especially, volatile liquid fuels that comprise naphtha, “natural gas liquids”, gas condensates (and alcohols) are critical in safety terms. Indeed these fuels exhibit both low initial boiling points (IBP as low as 30°C) and Flash Points (down to-20°C); in case of leak, they generate — as liquids — large masses of flammable substances. In addition, vapors of liquid fuels have a more complex response in catalytic detection than gases due to their complex composition with tens of HC molecules of various size and structure. In this context, the behavior of commercial detectors in presence of not only gas fuels but also of synthetic vapors of naphtha has been the matter of a comprehensive evaluation at the laboratory of INERIS, a French Institute devoted to safety and environment. This work that targets the detection of hydrocarbon (CnHm) fuels is the first phase of an overall, GE-INERIS joint evaluation program covering both hydrocarbon and non-hydrocarbon GT fuels, i.e. the complete CnHm/CO/H2/N2(CO2) spectrum. The first part of this program phase addressed the lightest terms of the paraffin series (C1 to C4) and some mixtures of the same that are involved in the detection of NG and LPG vapors. The second part was dedicated to the higher paraffins terms (C5 to C8) including various mixtures of the same and 2 synthetic naphtha compositions. Particular emphasis has been placed on the capability to detect hydrocarbons at the levels (as low as 5%) that result from recent safety codes. After a record of principles, the paper summarizes the results of these tests that confirm the general capability of the catalytic technology for the detection of LPG and naphtha vapors.

Hydrogen fuel cell powered vehicles provide a feasible pathway to elimination of CO2 emissions from the transportation sector if the hydrogen is produced from renewable energy sources, or the CO2 from hydrogen production is sequestered on a large scale. The lack of a hydrogen distribution infrastructure and the lack of dense hydrogen storage technology are fundamental roadblocks along this path. One alternative approach is to use a high energy-density liquid fuel (natural or synthetic, such as methanol) as an intermediate hydrogen carrier, and generate the hydrogen on demand in an onboard fuel processor. This demands, however, development of technologies for on-board CO2 capture, storage, and recycling to eliminate direct emission into the atmosphere. This paper presents a thermodynamic analysis of feasibility of on-board carbon dioxide sequestration as well as various process/design schemes for the hybrid power generation-CO2 sequestration system. The primary difficulty in capturing CO2 from small-scale power plants (such as the internal combustion engine) is the extremely diluted state of CO2 in the exhaust gases. In contrast, onboard fuel processors have the potential to provide a highly concentrated CO2 exhaust stream, which could be separated, liquefied, and stored onboard at ambient temperatures with a minimal energy penalty. Current research efforts in small scale fuel processing are focused on producing a hydrogen-rich (or pure) stream from liquid hydrocarbon fuel with high yield and at a sufficient rate to provide the necessary vehicle power. Very few efforts reported in the open literature also address the need to capture the byproduct CO2 that is produced. The additional requirement of CO2 capture calls for fundamental change in the fuel processing strategy and reformer design. Several process or design schemes for fuel processing are identified, which produce hydrogen while allowing for CO2 capture. For example, in autothermal reforming of hydrocarbon or alcohol fuels, catalytic reactions of the fuel with air yield a product stream (hydrogen and CO2) that is diluted with nitrogen. Under the added constraint of CO2 capture, advanced oxygen membranes could be used to supply pure oxygen rather than air to the reaction, resulting in a more concentrated, nitrogen-free product stream which is favorable for CO2 capture. Simultaneously, this improves the efficiency of downstream hydrogen purification and utilization processes; thus, the penalties associated with CO2 capture are partially offset. In a similar manner, steam reforming of liquid fuels may not be the most attractive fuel processing option for automotive applications without consideration of CO2 capture. However, because the product stream is never diluted with air, it becomes a very attractive option for integrated fuel processing/CO2 sequestration systems. Consideration of CO2 capture early in the design stages of the fuel processing system allows a portion of the energetic penalty for CO2 sequestration to be recovered. While the design, analysis, and demonstration of an integrated onboard fuel processor with CO2 capture and storage is the ultimate goal, this technology is relevant to all small-scale, distributed power generation applications and should be an integral part of future CO2 abatement strategies.

New energy plants coming online must be both economical and efficiently balanced to satisfy demanding requirements in the future. A balance of plant analysis was performed to determine the techno-economic feasibility of a 100 barrel oil equivalent (boe) per day, compact Gas to Liquid (GTL) methanol plant. Methanol itself is emerging as a possible alternative to gasoline; but it is also the precursor to dimethyl ether (DME), which has recently received a lot of attention as a low emitter of particulate matter and nitrous oxides, which can replace diesel in trucking applications and liquefied petroleum gas (LPG) in domestic applications. Production of synthesis gas (syngas) from methane gas was modeled via partial oxidation of fuel-rich mixtures in engine cylinders using GT-ISE. Two ignition modes were studied: spark ignition (SI) and homogeneous charge compression ignition (HCCI). The use of the engine as a compressor was also studied in order to reduce net compression requirements and therefore capital and operating costs. The low brake mean effective pressure (BMEP) allowed in HCCI operation substantially limits both the throughput and capability to produce high-pressure syngas. The use of mechanical power generated by the engine reformer to power other components such as compressors and the air separation unit (ASU) have been studied. The waste heat produced from the engine and methanol synthesis reactors was also considered in the analysis. Integration of all components in the system was performed in Aspen Plus. To inform plant design, a survey was performed of vendors with small-scale methanol synthesis technologies that could integrate an engine reformer. Aspen Process Economic Analyzer (APEA) was also used to generate estimates of plant component costs. A study of the profitability and payback period of the technology was performed to determine the cost to produce methanol based on the balance of plant analysis. The results of this analysis were used to gauge the technology’s feasibility and therefore provided constructive feedback to guide future plant design.