• Energy Research

AbstractSolid absorbents made with polyethylenimine (PEI), which is loaded on different porous substrates, are promising for postcombustion carbon dioxide capture. Herein, theoretical studies of polyamine applications, including PEI for carbon dioxide capture, are reviewed and the development of experimental work on carbon dioxide capture by using PEI summarized. The mechanisms of carbon dioxide capture are discussed at different reaction sites of the polyamines, such as primary, secondary, and tertiary amine groups. Experimental achievements in carbon dioxide capture are investigated by the incorporation of PEI with different support materials, such as mesoporous silica; nanotubes; membranes; and other materials, such as alumina, zeolite, resin, metal–organic frameworks, and glass fibers, through impregnation, grafting, and synthesis. The excellent carbon dioxide capture capacity and great stability of PEI‐impregnated nanomaterials highlight PEI as one of the greatest candidates for carbon dioxide capture from flue gas or air.

AbstractA comprehensive computational fluid dynamic (CFD) model of CEES‐developed polyethylenimine impregnated protonated titanate nanotubes (PEI‐PTNTs) was developed using the Multiphase Flow with Interphase eXchanges (MFiX) package to evaluate the performance of the PEI‐PTNTs in a 1‐MW pilot‐scale carbon capture reactor developed by the National Energy Technology Laboratory (NETL). In this CFD model, the momentum, continuity, and energy transport equations were integrated with the first‐order chemistry model for chemical kinetics of heterogeneous reactions to predict the adsorption of CO2 onto amine‐based sorbent particles and the reactor temperature. Based on the amount of the CO2 adsorption obtained in the small‐scale experiment, the coefficients for the chemical reaction equations of PEI‐PTNTs are adjusted. The adjusted PEI‐PTNTs model is applied to the simplified numerical model of 1‐MW pilot‐scale carbon capture system, which is calibrated through the comparison between our simulation results and the results provided by NETL. This calibrated CFD model is used for selecting the optimized flow rate of the gas phase. Our study shows that the optimized gas flow rate to absorb 100% CO2 without loss is 1.5 kg/s, but if higher absorption rate is preferable despite some loss of CO2 absorption in the reactor, a higher flow rate than 1.5 kg/s can be selected.

In the Greater Houston Area, mobile sources contribute to the highest share of NOx emissions and the second-highest share of VOC emissions. The Houston METRO system that operates public buses is a key element of Houston’s infrastructures that could reduce the emissions of criteria air pollutants (CAPs) and greenhouse gases (GHGs), thus improving the regional air quality. We used life-cycle assessment (LCA) and life-cycle cost analysis (LCCA) to evaluate the environmental sustainability of electric buses and compared it to diesel buses. The LCA simulations demonstrate that life-cycle emissions of GHGs, VOCs, NOx, and black carbon associated with electric buses are lower than conventional diesel and diesel hybrid buses. These lower emissions are mainly attributed to the fact that natural gas currently makes up about 50% of the fuel used to generate electricity in Texas. However, other emissions such as PM10, PM2.5, SOx, N2O, and primary organic carbon are higher and would lead to the higher environmental cost of electric buses than diesel buses. The environmental cost analysis estimates that the annual cost savings of electric buses in 2040 would significantly support the long-term goal of environmental sustainability in the Greater Houston area.

This paper statistically quantifies the lifecycle greenhouse gas (GHG) emissions from six distinct reactor-based (boiling water reactor (BWR), pressurized water reactor (PWR), light water reactor (LWR), heavy-water-moderated reactor (HWR), gas-cooled reactor (GCR), fast breeder reactor (FBR)) nuclear power generation systems by following a two-step approach that included (a) performing a review of the lifecycle assessment (LCA) studies on the reactor-based nuclear power generation systems; and (b) statistically evaluating the lifecycle GHG emissions (expressed in grams of carbon dioxide equivalent per kilowatt hour, gCO2e/kWh) for each of the reactor-based nuclear power generation systems to assess the role of different types of nuclear reactors in the reduction of the lifecycle GHG emissions. Additionally, this study quantified the impacts of fuel enrichment methods (centrifuge, gaseous diffusion) on GHG emissions. The mean lifecycle GHG emissions resulting from the use of BWR (sample size, N = 15), PWR (N = 21), LWR (N = 7), HWR (N = 3), GCR (N = 1), and FBR (N = 2) in nuclear power generation systems are 14.52 gCO2e/kWh, 11.87 gCO2e/kWh, 20.5 gCO2e/kWh, 28.2 gCO2e/kWh, 8.35 gCO2e/kWh, and 6.26 gCO2e/kWh, respectively. The FBR nuclear power generation systems produced the minimum lifecycle GHGs. The centrifuge enrichment method produced lower GHG emissions than the gaseous diffusion enrichment method.

Among the sustainable initiatives for renewable energy technologies, anaerobic digestion (AD) is a potential contender to replace fossil fuels. The anaerobic co-digestions of goat manure (GM) with sorghum (SG), cotton gin trash (CGT), and food waste (FW) having different mixing ratios, volumes, temperatures, and additives were optimized in single and two-stage bioreactors. The biochemical methane potential assays (having different mixing ratios of double and triple substrates) were run in 250 mL serum bottles in triplicates. The best-yielding ratio was up-scaled to fabricated 2 L bioreactors. The biodegradability, biomethane recovery, and process efficacy are discussed. The co-digestion of GM with SG in a 70:30 ratio yielded the highest biomethane of 239.3 ± 15.6 mL/gvs, and it was further up-scaled to a two-stage temperature-phased process supplemented with an anaerobic medium and fly ash (FA) in fabricated 2 L bioreactors. This system yielded the highest biomethane of 266.0 mL/gvs, having an anaerobic biodegradability of 67.3% in 70:30 GM:SG co-digestion supplemented with an anaerobic medium. The BMP of the FA-amended treatment may be lower because of its high Ca concentration of 205.74 ± 3.6. The liquid fraction of the effluents can be applied as N and P fertigation. The Ca concentration was found to be 24.3, 25.1, and 6.3 g/kg in GM and GM:SG (TS) and SG solid fractions, respectively, whereas K was found to be 26.6, 10.8, and 7.4 g/kg. The carbon to nitrogen ratio of solid fraction varied between 2.0 and 24.8 for return to the soils to enhance its quality. This study involving feedstock acquisition, characterization, and their anaerobic digestion optimization provides comprehensive information and may assist small farmers operating on-farm anaerobic digesters.

The improper management of goat manure from concentrated goat feeding operations and food waste leads to the emission of greenhouse gasses and water pollution in the US. The wastes were collected from the International Goat Research Center and a dining facility at Prairie View A&M University. The biochemical methane potential of these two substrates in mono and co-digestion at varied proportions was determined in triplicates and processes were evaluated using two nonlinear regression models. The experiments were conducted at 36 ± 1 °C with an inoculum to substrate ratio of 2.0. The biomethane was measured by water displacement method (pH 10:30), absorbing carbon dioxide. The cumulative yields in goat manure and food waste mono-digestions were 169.7 and 206.0 mL/gVS, respectively. Among co-digestion, 60% goat manure achieved the highest biomethane yields of 380.5 mL/gVS. The biodegradabilities of 33.5 and 65.7% were observed in goat manure and food waste mono-digestions, while 97.4% were observed in the co-digestion having 60% goat manure. The modified Gompertz model is an excellent fit in simulating the anaerobic digestion of food waste and goat manure substrates. These findings provide useful insights into the co-digestion of these substrates.

This paper presents the effect of the tip shape of a wind turbine blade on aerodynamic forces, including the effects of separation, transition and stall. A National Renewable Energy Laboratory (NREL) Phase-VI wind turbine blade was used, in which the shape of the tip was modified to a pointed tip. Computational fluid dynamics (CFD) simulations were employed for the analysis and the results were compared with the original NREL blade CFD and experimental data using ANSYS CFX (Ansys Inc., Delaware, PA, USA). To predict the separation and separation-induced transition on both near wall and far away, the shear-stress-transport (SST) Gamma-Theta turbulent model was used. The stall onset of a 20° angle of attack and its effects were also analyzed and presented. The value of torque with the pointed tip blade was found to be 3%–8% higher than the original NREL blade showing the benefit of the pointed tip. Normal force coefficient is lower at the tip for the pointed tip blade, which results in lower deformation of the blade. It was found that the pointed-tip blade is more efficient in terms of generating torque than the original NREL Phase-VI blade in the dynamic stall region of 10–15 m/s wind speeds.

Houston, the fourth largest metropolis in the US, currently experiences severe air pollution. Major pollutants, such as VOCs, CO, NOx, PM, SOx, CH4, and CO2, are released from the transportation fleets. To decrease fossil fuel use and greenhouse gas emissions from fleet vehicles, more and more biodiesel is used in vehicles in the Houston metropolis. The GREET model was used for simulating the fuel cycle emissions of diesel vehicles using different biodiesel blends in Houston. The fuels examined were diesel-biodiesel blends of B0, B5, B20, B50, B80, and B100. The energy and water use and emissions from vehicles fueled with the blends were investigated. The study shows that the reductions in GHG emissions are significant at the Well-to-Pump stage, and all the emissions, except GHGs and NOx, reduce at the Pump-to-Wheel stage. The overall Well-to-Wheel analysis shows that biodiesel is beneficial for both passenger cars and heavy duty trucks. However, the benefits are more pronounced for passenger cars compared to heavy duty vehicles. When 50% of diesel passenger cars and HDDTs are switched to B20 in the Greater Houston area in 2025, the daily GHG emissions will be reduced by 2.0 and 712.1 CO2-equivalent tonnes, respectively.