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The engine has a pre-cooler, which pretty much confirms that the fuel is hydrogen.
I've only been suggesting that the Duane Arnold plant in Iowa should become the state ethanol center for two and a half years now.
The annual production capacity is planned to be 50,000 tons of cellulosic ethanol, processing around 250,000 tons of wheat straw Notice the 80% loss from feedstock to product? The potential production of biofuel is well in excess of unity... if everyone follows best practices.
The only reason that ammonia is under consideration for propelling ships is because nuclear power is anathema. The purported reason is that nuclear is "dangerous", yet there's never been an accident with a US nuke which caused harm to bystanders.
Ammonia is highly soluble in water. Discharges below the waterline will be soaked up quickly, and it's lighter than air so substantial aerial discharges will rise.
If only it was simple to "just switch off fossil fuels".
90% won't do. We need closer to 200% capture.
Hydrogen is also needed to produce diesel fuel; in some cases, even more than for producing gasoline. I find that hard to believe. All motor fuel has to be desulfurized, and making light gasoline-weight chains requires more hydrogen than diesel-weight chains. I just don't see how diesel production would require more H2 even if you're starting from ultra-light crudes close to natural gasoline.
A substantial part of this is due to the cheap natural gas in NA, which leads to cheap (polluting) hydrogen. Cheap hydrogen means cheap hydrocracking of heavy molecules to make gasoline.
Why do they rate the energy storage in derived units of MW-s instead of just MJ?
For reference, the powerplants aboard the Emma Maersk have a total rated output of about 100 MW. 300 MW is about 3 Emma Maersks.
No, it's anything but. Getting rid of waste streams that would otherwise be landfilled and produce methane (at least some of which will leak) and turning them into fuel and stable ash is a big step forward. This article begs the question of what supplies the process heat, but that's not such a big deal.
47 HP is multiples of the electric power of the Prius. Quite respectable.
Now why did it take Ford to bring the Dodge Ram Contractor Edition to the market?
With the 34-mile all-electric range, many Arteon eHybrid and Arteon Shooting Brake eHybrid drivers will be able to cover their daily driving distances with zero emissions locally. And also zero liquid fuel consumption. This replaces petroleum with a mix of other energy sources which is almost petroleum-free, worldwide. Further, the range allows once-daily charging for most drivers. This in turn allows the car to be used as a demand-side management asset, soaking up temporary power surpluses such as PV generation peaks or second-by-second imbalances for grid regulation. Replacing petroleum consumed at perhaps 35% efficiency with a mix of natural gas put through CCGTs at 60+% efficiency plus some nuclear and "renewables" cuts emissions of all kinds, both criteria emissions and GHGs. To meet even 2030 goals, every vehicle produced should be a PHEV like this Arteon.
Why is it some people don't get that reusing fossil carbon once STILL doesn't keep it out of the atmosphere? Why is it some people don't get that capturing and converting CO2 back to fuel requires more energy than the fuel yielded in the first place, raising the question of just where you get the energy to do this? And why is it that someone so scientifically illiterate even posts here?
The hydrogen is then converted to methanol using a suitable carbon dioxide source such as flue gas Meaning fossil carbon which still becomes GHG emissions. WHY are there so many "greens" who Just Don't Get It?
Yup. Still real happy with my 2013 Fusion Energi. The one thing I would like to do is update it with a newer, higher-energy and smaller battery pack so I can get a bit more trunk space and room on the pass-through with the rear seats folded. Oh, and something like the Enevate cell chemistry to eliminate the cold-weather issues.
Somewhere between 75% and 80% electric. The base model of my car is EPA rated at something like 26 MPG; my trip computer says I'm getting close to 130. (PHEV, of course.)
Ain't that the truth, Al. Speaking for myself, in hybrid mode my car can easily beat 155% of its EPA-rated fuel economy so long as I'm taking things lazy. The trip computer has measured over 60 MPG when cruising at 40 MPH vs. a roughly 38 MPG highway rating. That goes the same for stop-and-go, in which the engine scarcely runs at all. There's a strong case for mandating that all LDVs be hybrids.
Biomethane is inherently limited by NPP. Gotta figure that in. Methane itself is a highly stable molecule which is a waste product of methanogens because it is downhill of its precursors; it represents an energy loss from the feedstock. If we are going to get serious about energy, we need to stop considering inherently lossy storage forms as defaults and measure on the merits.
I would like to see the world use less fossil fuel but there is not enough biofuel to use to make enough hydrogen to make much of a dent in the problem. Don't think of it as potential hydrogen, think of it as fixed carbon and what you can do with it. I cut down a dying tree a few days ago and took the cut up tree to the local (Salt Lake County) waste disposal. They used to have a lower price for green waste and use it for mulch but now it just goes to the land fill. Thus turning much of it into methane, some of which will leak and become GHG. You should have cut, stacked, seasoned and burned it yourself.
Roger, precisely WHO is sequestering those CO2 waste streams? Is ANYONE? You know as well as I do: NO ONE IS.