1、White Paper“e-Methanol”Frei verwendbar 2021 Siemens Energy Page 1 siemens- siemens- e-Methanol A universal green fuel White Paper“e-Methanol”Frei verwendbar 2021 Siemens Energy Page 2 siemens- Contents 01 Introduction 01 Decarbonization of global energy systems 02 Carbon-free and carbon-neutral ener

2、gy carriers 03 Methanol markets today and tomorrow 02 Methanol characteristics and conversion processes 01 Conventional Methanol and e-Methanol 02 CO2 sources for green e-Methanol 03 e-Fuels derived from e-Methanol Methanol-to-Gasoline process Fischer-Tropsch synthesis 03 Economic factors and use-ca

3、ses of e-Methanol for transport sector 01 Cost and prices 02 Use-cases in the transport sector Road transportation Shipping Aviation 04 Roadmap for implementing e-Methanol 01 Pilot and demonstration plants 02 Large-scale production 05 An e-Methanol economy Vison or fantasy?White Paper“e-Methanol”202

4、1 Siemens Energy Page 3 1 Introduction Decarbonization of global energy systems Global emissions of CO2,the most important greenhouse gas,are continuously increasing and were predicted to reach 33 Gt in the year 2019.While significant progress has been made in the power sector over the last one to t

5、wo decades,with a growing share of renewable energy sources of roughly 22 percent,the rate of greenhouse gas(GHG)emission in other sectors has stagnated or even increased.In the meantime,governments are putting more and more focus on decarbonizing the transport,industry,and heating sectors.Today,40

6、percent of global emissions are from electricity production(Figure 1).Due to the steadily improving economics of solar PV and wind power generation,and increasing improvements in electricity storage costs,the future decarbonization of the power sector will gradually progress.In contrast,the industry

7、 and transport sectors are together responsible for 45 percent of the worlds CO2-emissions.In these sectors,renewable energy sources(RES)have only reduced emissions by eight percent.Decarbonizing these sectors is more complex and costly compared with the power sector,and it will most likely come fro

8、m a combination of electrification and carbon-neutral fuels and feedstocks.Figure 1:Energy related global CO2-emissions and their shares by sectors.It is no surprise,that carbon-free and carbon-neutral energy carriers,that are based on green hydrogen have recently be-come the focus of attention.Rene

9、wable electricity production costs have dropped to levels far below 25/MWhel at many favorable locations around the globe.Green hydrogen and synthetic e-fuels based on renewable electricity are therefore seen as favorites for decarbonizing those sectors,which are not easy to electrify and still use

10、energy carriers with a high carbon footprint.White Paper“e-Methanol”2021 Siemens Energy Page 4 Carbon-free and carbon-neutral energy carriers e-Fuels and biofuels are highly relevant for reducing CO2-emissions,especially in the transport sector.Using existing infrastructures(distribution,filling sta

11、tions),this sectors deep decarbonization is expected to come from these carbon-neutral e-fuels.On the other hand,there is a common understanding that global biofuel resources are limited,and thereby their contribution to decarbonizing of energy systems is limited as well.Furthermore,the restrictions

12、 on food-based biofuels will become tighter in the future and shrink these resources even more.e-Fuels are perceived as the only option for providing large volumes of carbon-neutral liquid fuels in the future(Figure 2).Figure 2:Low CO2-emission fuel options for global transport in millions of tons(s

13、ource:IEA statistics 2019)Compressed gaseous green hydrogen and liquid e-fuels provide important benefits.They are extremely energy-dense,easy to store and in addition to serving as energy carriers,they can be used as carbon-free or low-CO2 feedstock for indus-trial and chemical processes.The most p

14、rominent hydrogen-based synthetic e-fuels feedstocks are e-Methane,e-Metha-nol and e-Ammonia.Each has its own characteristics in terms of production process,combustion features,and safety that meet the requirements of their various use cases.Methanol markets today and tomorrow Methanol is a universa

15、l chemical compound that today is still being produced from coal and natural gas-derived synthesis gas(H2 and CO).It is used in large quantaties(more than 98 Mt in 2019),primarily as a feedstock for chemicals(80 percent)and in smaller volumes as an energy carrier(20 percent).The largest volumes and

16、strongest growth over the last five years have been methanol-to-olefin conversion and formaldehyde-production.The production of conventional methanol is well established;large-scale methanol plants have a production-capacity of up to 1.5 Mt/a.Figure 3 shows the steady growth in global consumption in

17、 recent years.In the future,non-fossil e-Methanol will see vast new application fields.It becomes sustainable or”green”when it is produced from renewable hydrogen of either biological(bio-methanol)or electrochemical origin(e-Methanol)and CO2.This paper focuses on the green hydrogen path,which uses r

18、enewable electricity.White Paper“e-Methanol”2021 Siemens Energy Page 5 Figure 3:Global annual methanol consumption by application(source:Methanol Institute)Conventional and e-Methanol are chemically identical but are distinctly different in terms of their CO2 footprint,which is on the order of 10 g

19、CO2/MJth for green methanol and 80-90 g CO2/MJth for fossil-sourced methanol.Green e-Methanol belongs in the category of carbon-neutral fuels.This means that its combustion releases approximately as much CO2 as it gets bound when being produced.CO2 losses are from the conversion process and transpor

20、tation and distribution.Independent of the source,reusing emitted CO2 results in an overall prevention of nearly net 50 percent of CO2 emissions to the atmosphere,and the CO2 cycle is closed in principle(Figure 4).Figure 1:Coupling PtL with industrial CO2-emissions reduces net CO2-emissions by up to

21、 50 percent White Paper“e-Methanol”2021 Siemens Energy Page 6 It is obvious,that the primary energy used to produce largely carbon-neutral energy carrier needs to be green,produced in a dedicated way by renewable electricity.Interactions with electricity grids should be minimized as long as their el

22、ectricity mix is still linked to CO2 emissions.On the other hand,integrating Power-to-Liquids(PtL)processes into the existing grids can contribute to the overall power balance and grid stability as an additional and flexibly usable electricity-consuming element(demand-side management).These effects

23、should be considered in the future design of large PtL facilities and their optional grid connections.2 Methanol:Characteristics and conversion processes Conventional methanol and e-Methanol Methanol(CH3OH)is the simplest alcohol and consists of a methyl group coupled to a hydroxyl group.The single

24、oxygen atom“liquefies”methane(CH4),and therefore provides significant advantages in handling compared with the gaseous methane(natural gas).Methanol is a light,colorless,volatile,flammable,and water-soluble substance with a distinctive alcohol odor.It is toxic but easy to control,especially in indus

25、trial applications.The essential advantage of(e-)Methanol is its high compatibility with existing infrastructure like tanks,pipelines,and fueling stations as well as existing propulsion technologies.Today methanol is produced primarily from natural gas by means of steam methane reforming(SMR),a matu

26、re,highly integrated and cost-effective process.But when derived from fossil sources,the production of this conventional“grey”methanol involves high CO2 emissions.From an economic perspective,however,it is hard to outperform when the hydrogen is produced from RES and converted with CO2,due to low na

27、tural gas and CO2 prices.The synthesis of methanol from H2 and CO(synthesis gas)and from H2 and CO2 are exothermal chemical reactions.When converting it from CO2,one mol of H2(per mol methanol)is lost as water.The process performance is primarily determined by the reaction temperature,pressure and c

28、atalyst features.To obtain high conversion rates,internal recycling of the product gas is still required in todays processes.One method for partially decarbonizing conventional methanol production from fossil sources uses green hydrogen to balance the potential mismatch of H2 and CO/CO2 in the synth

29、esis gas acquired from substances like coal(Figure 5).Figure 5:Pathways for synthesizing methanol White Paper“e-Methanol”2021 Siemens Energy Page 7 CO2 sources for green e-Methanol In terms of the chemistry,all CO2 sources can be used to produce e-Methanol.The CO2 molecule is identical,whether it is

30、 emitted from a coal-fired power plant or from combusting biomass.e-fuels and e-Methanol are determined to be green or sustainable as long as the energy required in the processing is renewable.However,there is an ongoing dispute about whether CO2 from combustion processes can be used for green produ

31、cts.There is a concern,that this could lead to a rationale for using fossil fuels and thereby emitting greenhouse gases.Biomass-based CO2 and CO2 derived from the air-direct air capture(DAC)-are clearly preferred for producing e-fuels because they lead directly to a short-term closed CO2 cycle(carbo

32、n neutrality).On the other hand,CO2 emissions from specific industrial sources like cement production and from steel works are mostly inherent,and thereby unavoidable.Re-using the CO2-emissions for PtL processes has a similar effect and is clearly environmentally benign.Bonding CO2 from sour gas tre

33、atment and natural gas utilization like power generation using highly efficient gas turbines,will be evaluated case by case.Each application field and project will need to be ecologically assessed and the produced e-fuel will be certified by independent institutes for their compliance with all envir

34、onmental measures including their GHG impact.Nevertheless,each re-use of CO2,whatever its source,has similar CO2 emission conservation effects due to the creation of a CO2-neutral cycle(see Figure 4).While carbon capture from flue gas is technologically developed to a great extend and the economics

35、are acceptable,DAC technology is still under development.Its technological feasibility has been demonstrated in principle in initial demo-projects,but industrial-grade systems have not yet been built and the capture costs are still too high to implement it in large-scale commercial projects.However,

36、with the projected decrease of investment and operating costs,DAC will support the production of e-Fuels,even in long-term future poor availability of industrial CO2 sources.In this way the CO2 supply will become independent of any fossil sources and thereby PtL projects may be applicable all over t

37、he world.e-Fuels derived from e-Methanol In addition to the direct use of e-Methanol,the methanol pathway opens the route to other carbon-based CO2-neutral e-fuels.When e-Methanol is finished by converting it into e-Dimethylether(CH30CH3),e-Hydrocarbons(CxHy)like e-Gasoline and e-Kerosene will be ab

38、le to replace their fossil counterparts.The electricity-based fuels become in this manner direct drop-in fuels,which are completely compatible with the existing fossil counterparts.They are synthetically produced and usable in existing engines,turbines and heating systems with no need for extensive

39、modification.Concurrently,all exist-ing infrastructure for fuel transport,storage and fueling can be used without modification.The processes used to convert methanol to higher carbon-chain hydrocarbons are called Methanol-to-Gasoline(MtG)and Methanol-to-Kerosene(MtK).Nevertheless,today the more comm

40、on way to produce synthetic gasoline or kerosene uses the Fischer-Tropsch process.e-Diesel and other synthetic products like green-labeled waxes for the cosmetics industry are also produced using this method.The Fischer-Tropsch process uses hydrogen and carbon monoxide as educts;for the green path,t

41、he CO2 needs to first be reduced to CO(see Figure 6).White Paper“e-Methanol”2021 Siemens Energy Page 8 Figure 6:Alternative process pathways for the production of green e-Gasoline Methanol-to-Gasoline process ExxonMobils MtG-technology is a well-known method for producing certificated gasoline from

42、methanol.The first plants were built in the 1980s,and have demonstrated their high technology-readiness,process performance,and reliability for decades.At that time,the main purpose for investing in this novel gasoline production route was to become independent of crude oil refining.Today,MtG can su

43、pport the creation and strengthening an(e-)methanol economy,using e-Methanol as a commodity hub for the gasoline and kerosene supply.The chemical route of the MtG process is based on the intermediate formation of dimethylether(DME)and dehydrogentation.After condensing of the water,the product spectr

44、um typically contains 85 to 90 percent light gasoline(mainly C5+hydrocarbons)and some 10 percent LPG(liquified petroleum gas)as a byproduct(Figure 7).Figure 7:Simplified flowsheet of the Methanol-to-Gasoline process(source:Exxon)The overall energy efficiency of the conversion process has been assess

45、ed at 92 percent.Through the electricity-based route leading to e-Gasoline,a decarbonization rate of about 90 percent compared with the conventional route can be achieved,and-as a synthetic product-e-Gasoline is free of sulfur and nitrogen.The implementation of the latest technologies to produce syn

46、thetic e-fuels will also lead to the introduction of e-Methanol in the transport sector.White Paper“e-Methanol”2021 Siemens Energy Page 9 3 Economic factors and use-cases of e-Methanol for transport Cost and prices The electrical energy needed to split the water is the most dominant economic paramet

47、er in the e-Methanol production chain.Its share in the final product cost varies between 30 and 40 percent,depending on regional renewable electricity costs.Figure 8 shows the correlation between electricity price and e-Methanol production cost.Under climate conditions beneficial for wind power gene

48、ration in Europe,green electrical energy can be produced at 25-50/MWhel.The electrolysis could be operated at up to 4,500 h/a.These conditions result in an e-Methanol production cost of 800 to 900/t(Figure 8).Figure 8:Production cost of e-Methanol based on electricity price In contrast,in many regio

49、ns worldwide with the most favorable conditions for generating wind and solar,electricity costs below 20/MWhel and very high load factors for electrolysis are feasible.At these locations,the e-Methanol production cost could be as low as 600-650/t,depending on the cost for CO2.Our reasons for optimis

50、m include the decreasing cost of equipment and project financing.Even when considering costs for an intercontinental transport of about 30 to 60/t to the European end-consumers,the overall cost for imported e-Methanol would be much lower than if it were produced in domestic markets.Furthermore,the p

51、otential for generating renewable electricity in central Europe,which is limited also for regulatory reasons,could not possibly match the future demand for e-fuels needed in other countries.In the past,prices for conventional methanol produced primarily from natural gas have fluctuated significantly

52、 between 300 and more than 450/t.Because they are related to the prices of fossil sources,in the future,fluctuating prices for fossil methanol can also be expected.This effect,as well as an increase of CO2 prices,could make future price calculations uncertain.e-Methanol production cost are dominated

53、 by investment costs and are thereby highly predictable and con-stant,from project launch over the plants lifecycle.The current price gap between grey and green products is projected to decrease.White Paper“e-Methanol”2021 Siemens Energy Page 10 Nevertheless,due to their significantly lower CO2 foot

54、print,and in order to strengthen the worldwide fuel decarboniza-tion efforts,a price premium for green e-fuels is needed.The situation is comparable to biofuels,for which a market price well above that of fossil gasoline has been already established and accepted in the market.A benchmark for future

55、e-Methanol prices can be evaluated by looking at the bioethanol sector,which recently experienced a drastic increase in prices.Taking into consideration its energy content and CO2 footprint,e-Methanol prices up to 1000/t seem to be realis-tic in a mid-term future.This scenario provides a viable busi

56、ness cases for large-scale e-Methanol plants abroad for export to Europe.Use-cases in the transport sector Until now,main approaches for reducing CO2-emissions from the transport sector have been focused on improving engine efficiency and blending conventional gasoline/diesel with biofuels.However,t

57、he remarkable specific emissions savings per car have been compensated by the increase in the car fleet and the popularity of big cars.Over the last decade,multi-ple low CO2-emission drive concepts have been introduced to the market,at times triggering controversial discussion.The most important adv

58、ances are electrical drives(e-cars),either directly powered from batteries,or from hydrogen via fuel cells.This concept is still facing challenges,including the high cost and low availability of the appropriate hydrogen infrastructure.Conventional biofuels have been successfully introduced to the ma

59、rket,but they are approaching their lim-its due to insufficient capacity as well as competition with food production.As a novel decarbonization instrument,e-fuels are increasingly considered as serious alternative to other proposed solutions,especially due to their compatibility with established fue

60、l infrastructure.This is an important factor,especially valid for regions with large existing car fleets that also lack the capital for a radical change to battery or hydrogen drives.Most importantly,an immediate conservation in CO2-emission can be achieved by implementing e-fuels.All of alternative

61、s mentioned will gain in importance,partly in competition,partly supplementing each other,specifically for each use case,with their individual benefits and disadvantages.Figure 9 summarizes the different aspects.So far,the global low-carbon fuel markets have been dominated by biofuels.In 2019 roughl

62、y 96 Mtoe(million tons oil equivalent)of biofuels were marketed worldwide(IEA).The most important biofuels are bioethanol with a global produc-tion of about 57 Mtoe and biodiesel at 39 Mtoe.This corresponds to a share of global fuel consumption in transport sec-tor of roughly 4 percent.Global biofue

63、l production would hypothetically need to triple by 2030 in order to fulfill the pro-jected demand in the 1.5 K global warming mitigation scenarios.There is a common understanding that worldwide bio-mass resources wont be sufficient to meet these requirements,especially considering the tighter regul

64、ations on biomass resources that were put in place to prevent competition with food production(second generation biofuels).e-fuels will be urgently needed in order to overcome these shortages.Up to now,their global production has been very limited;only a small number of e-Methanol plants are in oper

65、ation(see Figure 17).Nevertheless,a future shift to carbon-neutral e-fuels,especially e-Methanol,e-Gasoline and e-Kerosene,could make a significant contribution to efforts to de-carbonize the transport sector worldwide.White Paper“e-Methanol”2021 Siemens Energy Page 11 Figure 9:Opportunities for dec

66、arbonizing transport sector In general,if renewable electricity is sufficiently available in a given region,e-mobility based on batteries is preferred due to its high well-to-wheel efficiency.But even in this case,due to their high weight,batteries for long-distance heavy-duty transportation vehicle

67、s are most likely not feasible.For these applications,highly energy-dense green hydrogen and espe-cially e-fuels are a better option.And in contrast to electrical energy,they can be economically imported from faraway regions abroad:for example,arid areas that are rich in wind and solar energy but no

68、t suitable for biomass production.Synthetically produced e-fuels also contribute to the desulfurization(SOx)and denitrification(NOx)of the transport sec-tor.e-Fuels for land mobility can also profit from synergies to shipping and aviation,where e-fuels will need to play an important role in decarbon

69、ization.It is true that the various stages of the conversion chain-from renewable electrical to chemical and finally to motion(for example powering a car)-are associated with different kinds of substantial losses.For land transportation,a well-to-wheel efficiency in range of 15 percent is expected.T

70、hat is clearly inferior to e-mobility.On the other hand,because re-newable resources are infinitely available worldwide and will be technically exploited more and more in an increasingly economical way,the losses in efficiency are of lower priority as long as the final economics are acceptable(Figur

71、e 10).At a first stage,large-scale PtL project at sites with the lowest costs for renewable electricity production,e-Methanol pro-duction costs are estimated at 130/MWhth.This corresponds to 150/MWhth for e-Gasoline(about 1.30/l,tax-free).White Paper“e-Methanol”2021 Siemens Energy Page 12 Figure 10:

72、Energy balance and cost structure of the Power-to-Gasoline process(simplified)Road transportation Methanol has been an established additive to gasoline as anti-knock agent for decades.Up to three percent by volume is allowed for blending with conventional gasoline in accordance with European specifi

73、cations;higher admixture rates are technically feasible(Figure 11).Admixing 15 to 20 percent methanol does not require substantial modification to todays engines.Eni in Italy has tested a fuel type containing 20 percent methanol;in China regulations for up to pure methanol(M15 M100)have been impleme

74、nted,modified engines are in operation in large car fleets.So far,Chinas motivation for using methanol as a fuel for transportation is to become more independent from oil imports and to mitigate local emissions of pollutants from conventional fuels.e-Methanol is becoming increasingly interesting as

75、an easy drop-in op-tion for reducing the mobilitys CO2 footprint.The production of biodiesel requires about 10 percent methanol,which today is obtained from fossil sources.Simply re-placing it with e-Methanol would also reduce the carbon footprint of biodiesel.Anti-knock agents based on methanol cou

76、ld be easily replaced with decarbonized e-Methanol.As mentioned,in order to become more compatible with conventional fuels,e-Methanol can be converted into synthetic e-Gasoline(MtG-process).Its CO2-footprint of approximately 10 g/MJth would enable a more than 90 percent reduction in CO2-emissions co

77、mpared with fossil fuels.DME is also an excellent synthetic substitute for conventional diesel oil with only minor modifications to modern,highly energy-efficient diesel engines.Largely carbon-neutral e-DME could help decarbonize the transport sector,including buses and freight transportation.White

78、Paper“e-Methanol”2021 Siemens Energy Page 13 Figure 11:Options for blending gasoline with ethanol and methanol(Source:Turner,Pearson)Shipping Like the other transportation sectors,the shipping industry is facing significant challenges resulting from the technologi-cal changes forced by global warmin

79、g.Typical fossil fuels like heavy fuel oil that have dominated this sector for more than 100 years will be replaced by low carbon fuels as the shipping industry urgently seeks to reduce its pollutants and green-house gas emissions.Today,shipping accounts for two to three percent of global CO2 emissi

80、ons,a share that will rise with growing trade if left unchecked.The International Maritime Organization(IMO)has therefore set a target to reduce emis-sions by 50 percent in 2050(relative to 2008,Figure 12).Individual companies are moving ahead with more ambitious goals.Figure 12:GHG strategy of the

81、International Marine Organization(IMO).Total:refers to the absolute amount of GHG emissions from international shipping.Intensity:Carbon dioxide emitted per ton-mile.(Source:IMO)In addition to improving drive efficiency,better logistics,and reducing the transportation velocity,changing the fuels use

82、d in the shipping sector is a promising measure for reducing CO2-emissions.Alternatives to todays heavy fuel oils White Paper“e-Methanol”2021 Siemens Energy Page 14 include low-carbon or even carbon-free fuels:liquified natural gas(LNG),methanol,hydrogen and ammonia,all of which are clean fuels that

83、 are also highly relevant because of the recent more stringent SOx-and NOx-emissions restrictions.In a first step,they may be still produced from fossil sources and still charged with associated CO2 emissions.Nevertheless,the shift toward the green electricity-based variants can be made smoothly for

84、 existing fleets and for new ships,immediately leading to a huge reduction of CO2 emissions.However,today it is an open question as to which of these e-fuels will pre-vail in the shipping sector over next 10 to 30 years.Each has its advantages in different use cases.Future shipping will most likely

85、implement a more diverse fuel and propulsion spectrum than today.For instance,e-Methanol is predestined for large passenger ships like ferries and cruise ships,and it can also be easily used in inland waterways.Methanol-driven ships are already in use,for example the“Stena-Germanica”ferry since 2015

86、 and the methanol-fueled transportation fleet operated by Methanex.An important advantage of methanol over LNG is that there is no climate-damaging methane slip from the reciprocating engines operation.In addition to combustion en-gines fuel cells,that run on methanol(direct methanol fuel cell,DMFC)

87、are under development.They could be used for applications like feeding electrical drives and generating power and heat for on-board facilities of cruise ships.For large-scale bulk ships operated by small,highly trained crews,e-Ammonia is being intensively discussed as a CO2-free fuel for ship operat

88、ion.e-Ammonia is produced from green hydrogen and nitrogen using the established Haber-Bosch process.The broad introduction of e-Ammonia similar to e-Methanol would be able to use an established infrastruc-ture for distribution and application.A white paper is available from Siemens Energy that addr

89、esses e-Ammonia.Aviation Aviation accounts for 2.4 percent of global CO2 emissions(918 Mt CO2 in 2018).In addition to improvements in propul-sion efficiency(1.5 percent/a between 2009 and 2016),the potential future application of batteries for short distance flights,and using bio-kerosene,it will be

90、 necessary to deploy synthetic e-fuels to meet the increasing fuel demand and simultaneously significantly reduce CO2 emissions.High quality synthetic e-Kerosene also reduces the emission of dust;it can be directly applied without complex and expensive retrofits.Hydrogen is different:it requires spe

91、cial tank systems,intensive testing and approvals,and may face acceptance issues.Similar to land transportation,hydrogen requires a mod-ified supply chain and infrastructure.There are no obligatory CO2 reduction targets,comparable to the European regulations on land transport,that are ad-dressed in

92、the Renewable Energy Directive(RED).Nevertheless,the Air Transport Action Group(ATAG)and International Air Transportation Association(IATA)have committed to the effort by releasing a target of a 50 percent reduction in net aviation CO2 emissions by 2050(Figure 13).A more stringent commitment publish

93、ed in September 2020 by the“one-world”association that unifies 13 airlines and about 20 of their affiliates in an effort to approach net-zero carbon emis-sions by 2050.The aviation industry introduced their own category of CO2-neutral fuels-Sustainable Aviation Fuels(SAF)-which can be either produce

94、d from biomass,waste or using of renewable electrical energy to produce Powerfuels.These are projected to become the best option for implementing RES in the aviation sector.However,until now,the aviation industry views Powerfuels only as a long-term solution.White Paper“e-Methanol”2021 Siemens Energ

95、y Page 15 Figure 13:CO2 emissions reduction targets for the aviation sector(Source:based on Carbon Offsetting and Reduction Scheme for International Aviation(CORSIA)Similar to e-Gasoline,e-Kerosene can be synthesized via two routes,the Fischer-Tropsch process that includes a refining stage and the m

96、ore selective MtK process,which is not yet commercially available,and will be implemented in demon-stration projects.Both pathways have achieved comparable technology-readiness levels.The MtK process is quite similar to MtG.It must be modified to produce the C9-C14 chain hydrocarbons,typical of jet

97、fuel.The first R&D projects,for example KEROSyN100,are under development,while Fischer-Tropsch kerosene from biogas has been already certified for 50 percent blending with conventional jet fuel.4 Roadmap for implementing e-Methanol Pilot and demonstration plants As shown in Figure 14,there are very

98、few plants worldwide for producing of renewable methanol,an most of them are producing bio-methanol from biomass/waste.Only one commercial plant in Iceland uses green Hydrogen from water elec-trolysis and CO2 taken from local geological sources.At 4 kt/yr,its production capacity is quite limited.The

99、 small-scale plant has been continuously operated since 2012 and has proven its technological maturity.e-Methanol produced on the island is marketed through various channels in continental Europe.There are plans to expand the plants production ca-pacity,but no final investment decisions have been ma

100、de.In the context of the BMWi funded E2Fuels project Siemens Energy is working with the Stadtwerke Hassfurt,MAN Energy and academia to pursue the development of the novel PtMethanol concept,which should become more efficient and op-erationally flexible,fulfilling the needs from volatile RES.The resu

101、lts of lab-scale tests of the synthesis concept will be implemented in a pilot project.The first production of e-Methanol is expected in 2021.White Paper“e-Methanol”2021 Siemens Energy Page 16 Figure 14:The first projects for renewable methanol production are already in operation Large-scale product

102、ion It is clear,that in parallel to small-scale demonstration plants,scalability and maturity in large-scale plant operation have to be achieved quickly.Only fast development coupled with lowering the investment risk and construction costs can help to build up required production capacity.Figure 15

103、gives an example of estimated balance data for a PtMethanol plant,which will be constructed in Chile.This project,launched in December 2020,will demonstrate an interaction of all essen-tial plant components,as well as create a basis for scaling up large size plants,in range of many hundreds MW.These

104、 plants,usually located in regions with a high production potential and low cost,green electricity,are dedicated for pro-duction of green hydrogen,w/o use of grid electricity.Nevertheless,in regions with weak grid infrastructure,PtL plants could be connected to the grid,stabilize and improve its rel

105、iability.Figure 15:Simplified process flow diagram and mass balance for an exemplary Power-to-Methanol plant White Paper“e-Methanol”2021 Siemens Energy Page 17 PtL plants can be designed using modular concepts with single train electrolysis capacities of up to 200 MWel.Highly standardized process un

106、its for example,the electrolysis systems,economies-of-scale for the chemical syntheses and pre-manufactured components will help reduce investment costs and shorten the construction time.Nonetheless,large-size and complex PtL-projects require extensive experience in project development,financing and

107、 exe-cution.During the introduction phase over coming years,risk sharing,close partnerships,governmental support and last not at least:public acceptance can speed up evolvement it this well promising technology,and positively impact the re-duction of net CO2 emissions.In close collaboration with cus

108、tomers and partners Siemens Energy is currently developing its first PtL projects,by draw-ing on the companys technology expertise,its products,flexible PEM(Polymer Electrolyte Membrane)electrolysis,and its extensive solution and project management experience.The first pre-commercial Haru Oni projec

109、t will be realized in Pata-gonia Province in Chile,fig.15,16.Figure 16:Haru-Oni pilot plant,Patagonia,Chile The Haru Oni project will be the first commercial industrial-scale plant for production of climate-neutral e-fuels.Produc-tion capacities of e-fuels are planned to reach 130,000 litres during

110、the pilot plant operation by 2022,55 million litres for the first phase of commercial plant by 2024 and up to 550 million litres in the following phase.The“Haru Oni”pilot pro-ject takes advantage of the excellent wind conditions in southern Chile to produce carbon-neutral fuel using wind power.Final

111、 products will be e-methanol and e-gasoline,produced from methanol via methanol-to-gasoline process.The project is supported through funding by the German government under the National Hydrogen Strategy program.Siemens En-ergy has developed the Haru Oni project with partners such as HIF,Porsche AG,a

112、nd Chilean ENAP.The project will demonstrate the Siemens Energys PEM electrolysis technology in an industrial scale.White Paper“e-Methanol”2021 Siemens Energy Page 18 Siemens Energy has recognized the value of PtX-solutions for the decarbonization of multiple industries many years ago.The company is

113、 preparing to provide a full range of customized solutions for each application,beginning with production of electricity from wind,offering of green hydrogen and e-fuels production or ending with carbon-free re-electrification.All of these stages will be available on a component,as well as on a turn

114、key basis(Figure 17,also see Siemens Energys white paper on Power-to-X).Figure 17:Siemens Energys modular approach to Power-to-X plants.Using well proven plant components,known from the electricity production,transformation and distribution,having ex-tensive experience in serving the oil&gas industr

115、y,as well as developing own key-PEM electrolysis-technology,in part-nerships with global e-fuel synthesis technology leaders,Siemens Energy is well prepared to deliver any kind of solution with benefit for the climate protection and customers satisfaction.White Paper“e-Methanol”2021 Siemens Energy P

116、age 19 5 An e-Methanol economy Vision or fantasy?Methanol is a universal chemical compound.It can be easily synthesized from materials containing carbon(CO,CO2)and H2.And it can be used as an energy carrier or to produce other fuels as well as a basic feedstock for numerous chemical products.In the

117、1990s the Nobel laureate chemist George A.Olah was already promoting the introduction of a so-called methanol economy which,however,has did not enjoy a positive response from industry and politics at the time.However,with the need to decarbonize our existing energy consumption patterns and drastical

118、ly decreasing the cost of electrical energy from RES,his idea of establishing a methanol economy is being seen completely new light.Olahs idea of a closed CO2 balance via e-Methanol may very well become a reality for economic and environmental reasons(Figure 18).In principle,the transition to a gree

119、n e-Methanol economy and the installation of e-Methanol hubs would be fairly simple:green hydrogen is produced at RES rich locations,converted into an energy-dense,liquid fuel(methanol),stored and dis-tributed using established infrastructures,and used in different applications.This is how e-Methano

120、l can integrate RES all over the world in the existing infrastructures of the transport sector,the chemical industry,and heating and decentral power supply systems.The concept becomes even more sustainable if the auxiliary energy-for example,for water treat-ment and CO2 capture and logistics-comes f

121、rom green sources.Many areas and their populations all over the world would profit by becoming players in an e-Methanol economy including deserts with no resources to produce green en-ergy from biomass,windy regions with no or low industrial development,and oil-exporting countries that are looking f

122、or new business opportunities.Regions that were left behind during earlier industrialization would be able to create a sus-tainable,autonomous and successful future.Figure 18:The concept of a sustainable e-Methanol economy White Paper“e-Methanol”2021 Siemens Energy Page 20 Countries like Germany wil

123、l not be able to achieve an energy transition that is based entirely on local RES.As with fossil fuels,the need to import energy will persist in an e-Methanol economy.Applications in the transport sector could pioneer the introduction of e-fuels.Figure 19 shows a roadmap of the different application

124、 fields and implementation steps for e-Methanol and carbon-based e-fuels in general.Figure 19:Scenario for evolvement of the green e-Methanol economy The technologies needed to realize PtX are ready for scale-up in principle,and the concepts necessary to create large-scale PtL plants already exist.I

125、nvestors are becoming increasingly interested in these new green opportunities,and e-fuel off-takers are recognizing the opportunity to reduce their carbon footprint in a sustainable way.If adequately promoted by policy in other words,supported by regulations and incentives during introduction-and s

126、timulated by the publics inter-est the transition to an e-Methanol economy is likely to succeed.White Paper“e-Methanol”2021 Siemens Energy Page 21 Impressum www.siemens- Published by Siemens Energy Global GmbH&Co.KG Otto-Hahn-Ring 6 81739 Munich,Germany For more information,please contact:support.en

127、ergysiemens- Authors:Dr.Peter Kluesener,Dr.Ireneusz Pyc,Dr.Gerhard Zimmermann Graphics:Siemens Energy Siemens Energy,2021 Siemens Energy is a registered trademark licensed by Siemens AG.Siemens Energy is one of the worlds leading energy technology companies.The company works with its customers and p

128、artners on energy systems for the future,thus supporting the transition to a more sustainable world.With its portfolio of products,solutions and services,Siemens Energy covers almost the entire energy value chain from power generation and transmission to storage.The portfolio includes conventional a

129、nd renewable energy technology,such as gas and steam turbines,hybrid power plants operated with hydrogen,and power generators and transformers.More than 50 per-cent of the portfolio has already been decarbonized.A majority stake in the listed company Siemens Gamesa Renewable Energy(SGRE)makes Siemen

130、s Energy a global market leader for renewable energies.An estimated one-sixth of the elec-tricity generated worldwide is based on technologies from Siemens Energy.Siemens Energy employs more than 90,000 people worldwide in more than 90 countries and generated revenue of around 27.5 billion in fiscal

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