Executive Summary

Table of Contents

Executive Summary

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1 Introduction

2 Market Analysis for DME

2.1 Historical DME Demand

2.2 Current Global Demand

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2.3 Applications

2.4 Current Australian Demand

2.5 Competitors and Market Share

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2.6 Future Outlook & Forecast

3 Location Selection

3.1 Methodology

3.2 Selection Criteria

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3.3 Potential Locations

3.4 Final Location of DME production Facility

4 DME Production Technology

4.1 Overview

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4.2 CO₂ Purification

4.3 H₂ Generation

4.4 CO₂ Hydrogenation to Form Methanol

4.5 Methanol Dehydration to Form Dimethyl Ether

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4.6 Future Technologies

5 Economic Analysis

5.1 Project Evaluation

5.2 Assumptions and Methodology

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5.3 Cost Estimate Classification

5.4 NPV, Breakeven and IRR

5.5 Sensitivity Analysis

6 Social, Environmental, Economic Impacts

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6.1 Environmental

6.2 Social

6.3 Economic

7 Safety and regulations

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8 References

Appendix A:

Appendix B:

Appendix C:

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1          Introduction

2          Market Analysis for DME

2.1         Historical DME Demand

Commercial production of DME initiated in 1963 by Akzo Nobel for use in aerosol propellants as non-ozone depleting substitute to CFCs (McKone, et al., 2015). With increasing oil prices in the 1970s and 1980s due to numerous embargos, global R&D programs were introduced focusing on the use of DME as an alternative fuel. The first fuel DME project was launched in the late 20^th century with a joint venture between oil giant Amoco, the India Oil Company and the Gas Authority of India (McKone, et al., 2015). Soon followed the establishment of various fuel DME associations including the International DME association, the Japan DME Forum and the China DME Association. The early to mid-2000s saw the emergence of China as a dominate force in global DME production. The commercialisation of LPG blending promoted a production capacity increase of 467% from 3Mt in 2007 to 14Mt in 2015 (CCF Group, 2016).

2.2         Current Global Demand

Analysis of the global Dimethyl Ether (DME) market revealed the industry to be worth an estimated USD 5.16 billion in 2015, with significant growth recorded over the last decade (Global Market Insights Inc, 2016). The market share is divided amongst three major regions being the Asian pacific, North America and Europe. The Asian Pacific region, mainly led by China dominates the industry with over 95% market share.

To describe the extent of the role China plays in the DME market, in 2012 China was responsible for consuming more than 90% of the world’s DME, while having a 12 million tonne per year production capacity (CCF Group, 2016). Although the Chinese market posted very strong growth in the 2000s, however recent bans being imposed by the government on LPG blending and a shutdown of illegal blending practices have stifled growth. In turn, this has resulted in an overcapacity of DME and an only 20-30% utilisation rate of production facilities.

2.3         Applications

In today’s market, applications of DME can be divided into 4 major categories:

• Aerosol Propellant
• Transportation fuel
• LPG blending
• Industrial fuel and feedstock

Traditionally, the use of DME in aerosol products including hairsprays and cosmetics has been the most widespread application. However, China who is the world’s largest consumer of LPG have commercialised the use of DME in LPG blending. LPG blending involves the blending of LPG with 20% DME which can be used in domestic households. As of 2013, an estimated 78% of global DME was utilised in LPG blending.

This has greatly benefited China in relying less on LPG imports and also reducing its emission footprint through the introduction a cleaner domestic fuel. Companies in Indonesia, India and Vietnam have expressed desire in implementing LPG blending in their respective countries.

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Transportation fuel is a relatively newer DME application venue that is yet to be widely commercialised, however it is believed to be the most promising growth opportunity for the DME market in the future.

DME’s quality ignition and high Cetane number makes it ideal as a low pollutant substitute for diesel fuel in both heavy trucks and passenger vehicles. The benefits of using DME as an alternative to diesel is that existing LPG infrastructure can still be used for the transportation and storage of DME and only minor vehicle modifications will be required.

This adoption of non-petroleum based fuel alternative has been strongly supported by automotive manufacturers, in particular heavy duty truck companies such as Volvo and Mack. These companies are the first in the world to have a commercial DME fuelled truck fleet that is available in the North American market. Additionally, Ford are leading a EUD 3.5 million research project in the development DME fuelled passenger vehicles in collaboration with the German government.

With the introduction of stringent environmental regulations and the rising awareness of petroleum fuel pollution, it is projected that the DME market will see enormous growth in the transportation fuel sector in the next decade.

2.4         Current Australian Demand

Review of the Australian DME market revealed to be no current DME production facilities operating in Australia (Syed, Nowakowski, Nicholson, & Ahmed, 2014). Even though Australia has Asia’s second largest aerosol products market, DME usage in this industry is relatively small scaled and demand is adequately met by imports from China. Having said that, CSR operated a 10 kt/y DME plant in NSW, Australia in 1988 for aerosol propellant use however this has since been dismantled (Syed, Nowakowski, Nicholson, & Ahmed, 2014).

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The major challenge facing Australian DME production is the lack of incentives by investors due to very limited application of DME in the Australian fuel market and high cost of producing renewable DME (Gough, 2016). In 2002, Japanese consortium Japan DME planned to build the world’s largest DME plant in the Burrup Peninsula, Western Australia that was expected to produce approximately 1.65 Mt/a. However the project was abandoned a few years later citing the inability to source natural gas at a reasonable cost. Hence, production cost is a major challenge in the implementation of large scale DME production in Australia.

With the small scale use of DME in the aerosol industry and the absence of LPG blending due to Australia’s high LPG capacity, the transportation fuel market is identified as the most attractive option for application in Australia. Australia is one of the world’s largest diesel consumers per capita with over 13.9 billion litres used by the road transportation sector in the 2015/16 financial year. Furthermore, the introduction of DME fuelled heavy duty trucks by Volvo and Mack who own a 25% share of Australia’s heavy duty trucking industry has elevated the prospect of replacing diesel with DME. Therefore, there is a great incentive in the introduction of DME fuelled vehicles in Australia as a lower emission substitute to diesel.

2.5         Competitors and Market Share

In addition to China, Japan has been recently involved in developing large commercial DME operations such as the Niigata City DME plant which became operational in 2011. Others including Sweden, Iceland, Germany and the US have all invested in small DME production facilities to meet local demands. Although there are only a few countries currently involved in commercial DME production, a very large number are developing plans to build large capacity DME plants. Countries ranging from South Korea, Iran, Egypt, India, Indonesia and Iran have constructed demonstration facilities to test the feasibility for large scale production of DME. Figure below displays the global DME fuel market capacity in 2010 from the 4^th International DME Conference in Stockholm.

Chinese manufacturers also dominate the market with around 79 Chinese companies being involved in DME operations. The major DME manufacturers in the world and their target market applications are listed in the table below.

Table 2‑1

Of the DME producers listed above, China Energy Ltd claims to be the world’s largest manufacturer of DME. Furthermore, USA manufacturer Oberon Fuels is the only current DME producer with a sole focus on transportation fuel use for heavy duty trucks.

2.6         Future Outlook & Forecast

Based on an industry research report in 2015, the market size is projected to exhibit a Compounded Annual Growth Rate (CAGR) of 9.9% by 2024. As explained above, the main growth driving force will be the commercialisation of DME as a transportation fuel, predicted to have a CAGR of 14% by 2024.

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This is of particular interest to Australia as one of the world’s largest consumers of diesel. Industry analysis forecast diesel prices to continue elevating in the future and with relatively cheaper DME being available, Australian consumers will be expected to support the use of DME as an alternative. However for the successful implementation of fuel DME, challenges such as production costs and viability of using DME as a diesel alternative need to be carefully considered. It is important to note that in order for DME to have a positive economic effect, production must be considered at a large scale to drive costs down and position fuel DME as a cheaper alternative to diesel.

The next decade could also involve increasing the investment of bio based DME operations. Bio based DME production involves the use of non-fossil fuel produced methanol feedstock and currently, there is only one operational bio based DME plant in the world located in Sweden. With the rising elimination of fossil fuel dependence, the bio based DME market is projected to post significant growth at a CAGR of 11% in the next decade.

3          Location Selection

3.1         Methodology

Location of the DME plant is one of the key factors in the starting stage of the DME industry. It will greatly affect the profitability and social recognition of the new alternative fuel. Aim of this project is to reduce emission of greenhouse gas, carbon dioxide, from the nature gas production, and transform them into DME. Our targeting market is the diesel used in heavy transporting vehicles within Australia. In 2015, 2863 million litters of diesel were consumed for truck transportation. To replace that, 188 thousand tonnes of DME will be produced each year, which will need about 500 million tonnes of CO₂.

Nature gas basins produce nature gas which contains 10% to 30% of CO₂, which is the carbon source for this project. Four gas basins were selected and compared in details as long as other location factors.

3.2         Selection Criteria

3.2.1        Feedstock Availability

The DME plant together with the gas conditioning plant should be close to the gas field for it would cost less on building pipes and on-land transporting. It will also reduce the need of pumping and storage facilities.

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3.2.2        Land availability

Land of the plant should be of industry use. It should be far away from main cities, downwind side of residential area and should not be located on heritage sites or other protected places.

3.2.3        Labour source

This project is not considered to be a labour-intensive initiative. It can create job opportunities in nearby areas. Process engineers, operators and other workers may probably come from neighboring cities. The infrastructure is also an important factor while planning for a new plant. The existing infrastructure in the neighbouring major cities will be preferred, especially for the start-up stage.

3.2.4        Proximity to Markets

Our current target market is transportation fuel blending for trucks. From a long-term perspective, many car manufacturers, such as Ford and Hyundai, are developing new DME fuel cars for higher efficiency and less NOx emission. If these DME fuel cars are largely promoted, they will first appear in modernized cities such as Melbourne, Sydney and Perth. So the DME plant is better to be close to these cities.

3.2.5        Company incentive

Gas producing companies may be very much willing to find opportunities to build by-product plants individually or in a cooperate manner. On one hand, they can reduce the emission of CO₂, SO2 and other toxic gases. On the other hand, gas companies can have a good reputation of making less carbon footprint.

3.3         Potential Locations

Table 3‑1. Comparison of four potential locations and key selection criteria.

3.4         Final Location of DME production Facility

The final decision for the location of this DME plant is using CO₂ for the Longford gas conditioning plant of Kipper Tuna Turrum wells in Gippsland basin. The Longford plant is located in Gippsland, together with three gas producing plants. Gippsland is located in Victoria, about 300km east of Melbourne. Kipper Tuna Turrum produce Nature gas containing average 8.5% of CO₂. The Longford plant separate CO₂ and H₂S from the raw gas and present to the DME plant.

4          DME Production Technology

4.1         Overview (Peter)

4.2         CO₂ Purification

CO₂ is removed from the Longford gas conditioning plant, the assumption was made that there is also some impurity in the CO₂ stream such as hydrogen sulfide (H₂S), mercaptans(R-SH), carbonyl(COS) and carbon disulfide (CS₂). However, the mercaptans, carbonyl and carbon disulfide is negligible compared to hydrogen sulfide, only H₂S removal technologies will be discussed here.

There are two main technologies involved with H₂S removal, which is liquid phase process (Claus sulfur scavenger) and dry bed process (Metal Oxide process)

Table 4‑1.