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Louisiana DAC project supported by UH, Shell gets $4.9M in funding

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The first phase of the Pelican Gulf Coast Carbon Removal project recently received nearly $4.9 million in grants. Photo via Getty Images

The University of Houston is spilling details about its role in a potential direct air capture, or DAC, hub in Louisiana.

The first phase of the Pelican Gulf Coast Carbon Removal project recently received nearly $4.9 million in grants, including almost $3 million from the U.S. Department of Energy. Led by Louisiana State University, the Pelican consortium includes UH and Shell, whose U.S. headquarters is in Houston.

The funding will go toward studying the feasibility of a DAC hub that would pull carbon dioxide from the air and either store it in deep geological formations or use it to manufacture various products, such as concrete.

“This support of development and deployment of direct air capture technologies is a vital part of carbon management and allows us to explore sustainable technological and commercial opportunities,” Ramanan Krishnamoorti, vice president for energy and innovation at UH, says in a news release.

Chemical engineer Joseph Powell, founding executive director of the university’s Energy Transition Institute, will be the primary leader of UH’s work on the Pelican project.

“DAC can be an important technology for addressing difficult-to-decarbonize sectors such as aviation and marine transport as well as chemicals, or to achieve negative emissions goals,” Powell says.

Powell, a fellow of the American Institute of Chemical Engineers, was Shell’s first-ever chief scientist for chemical engineering from 2006 until his retirement in 2020. He joined Shell in 1988.

Shell is the Pelican project’s “technical delivery partner.”

“Advancing carbon management technologies is a critical part of the energy transition, and effectively scaling this technology will require continued collaboration, discipline, and innovation,” says Adam Prince, general manager of carbon capture storage strategy and growth at Shell.

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The University of Houston has received a grant from the Baker Hughes Foundation. Photo via UH.edu

University's energy transition hub scores $100,000 grant from energy corporation

just gifted

A Houston school is cashing in a major gift from a local energy company in order to support the industry's future workforce, research, and more.

The University of Houston Energy Transition Institute received a $100,000 grant from the Baker Hughes Foundation this week, which will work towards the ETI’s goals to support workforce development programs, and environmental justice research.

The program addresses the impact of energy transition solutions in geographical areas most-affected by environmental impacts.

“We are proud to support the University of Houston in its environmental justice research and workforce development programs; at Baker Hughes, we strive to take energy forward, and are committed to a fair and just energy transition,” says Chief Sustainability Officer Allyson Book in a news release. “Novel educational approaches centered around social, climate and environmental justice are crucial to creating a sustainable future for generations to come.”

The grant aims to help ETI in analyzing environmental footprints of energy use processes, energy use processes, impact on health, and emissions, as well as support the university’s Energy Scholars Program, which focuses on research programs on carbon management, hydrogen, and circular plastics for undergraduate students.The donation also supports Baker Hughes’ work with the United Nations’ Sustainable Development Goals (SDGs) that work to ensure “inclusive and equitable quality education for all.”

“We look forward to working with the Baker Hughes Foundation to address grand challenges in energy and chemicals and create a sustainable and equitable future for all,” says Ramanan Krishnamoorti, vice president of energy and innovation at UH.

ETI launched a year ago through a $10 million grant from Shell USA Inc. and Shell Global Solutions (US) Inc., and is led by Joe Powell, who opted to take the helm of the program over retiring, telling EnergyCapital that it was an opportunity he couldn't pass up.

UH has announced a central campus innovation hub that will house UH's programs for STEM, social sciences, business and arts. Slated to open in 2025, the 70,000 square foot hub will house a makerspace, the Cyvia and Melvyn Wolff Center for Entrepreneurship, the Energy Transition Institute, innovation programs, and Presidential Frontier Faculty labs and offices.

“The University of Houston aims to transform lives and communities through education, research, innovation and service in a real-world setting," Krishnamoorti says in a news release. “I am confident that working together we will make a greater impact.”

Joseph Powell, founding director of UH Energy Transition Institute, discusses the institute's role in the clean energy landscape and their corporate partnerships. Photo via uh.edu

University of Houston's energy transition exec unpacks future of institute, partnerships, and more

Q&A

Joseph Powell is about six months into his role as the founding director of the University of Houston’s Shell-backed Energy Transition Institute but already is eyeing how the Institute can aid generations to come through clean energy.

The Energy Transition Institute, which launched a year ago through a $10 million grant from Shell USA Inc. and Shell Global Solutions (US) Inc., is focused on three core areas of clean energy: hydrogen, carbon management, and circular plastics. Powell previously served as chief scientist for Shell as a chemical engineer and has co-invented 60 granted patents.

Powell discussed with EnergyCapital the projects ETI is excited for, opportunities for students to get involved, and their partnership with corporations.

EnergyCapitalHTX: To get started with a little bit of background, the University of Houston Energy Transition Institute was established in March 2020 with a $10 million commitment from Shell. So why did the university decide now is the time for an institute like this to be formed?

Joseph Powell: Houston is the energy capital, and the energy transition has been on everyone's mind, and so certainly now is the right time for an offering to industry to look at how to coordinate activities in that space. We reached out to Shell, which has really made strong commitments in terms of making the pivot from being an oil and gas company to being an energy company and really embracing the energy transition and everything that goes along with that. There was a strong relationship between University of Houston and Shell on the recruitment side, so a number of the Shell staff and employees. UH has been one of the principal suppliers of talent to Shell as an organization, also on the research side in terms of research around hydrogen chemical reaction engineering, and other aspects on the social and community benefits side of what happens with energy. So, there's been quite a bit of overlap. I think Shell saw it as really important to be partnering in the energy capital of the world, to be providing that pipeline of talent for what's going to be needed for the energy transition.

EC: You decided to come to UH to lead the Energy Transition Institute over retiring. What inspired you to take on this role? What’s your vision for the organization?

JP: It was an opportunity I couldn't pass up. I had worked 36 years in the industry, for Exxon and 32 years with Shell. The elements of the Energy Transition Institute were something that I was very passionate about working on with Shell, since I've been promoted to chief scientist of chemical engineering for the growth global group in 2006. I was involved in helping Shell set its strategy to become a full energy company and chemicals, not just oil and gas. I was involved in the elements of that transition, and then I also had a very strong interest in sustainability in terms of how to manage not only the greenhouse gas footprints of the company, but also elements on the chemical side that go with sustainability.

Shell wanted to combine those two into an energy transition Institute, circular plastics and chemicals were a major focus of that, along with hydrogen as a clean vector for future energy. I was involved with Shell and helped to put together some of their moonshots for how hydrogen can be used in the future economy. The Biden administration has now termed moonshots as Earthshots for the US to be able to use hydrogen as that clean vector to deliver renewable and other forms of energy going forward, as well as carbon management, so I was heavily involved Shell’s planning for how to deal with CO2, whether to capture it and put it underground, or capture it and use it. I'm on the National Academy study team right now, looking at what is the potential to be using some of that CO2 into products as opposed to storing it underground. All of those elements were important and in line with things that I care about and have been heavily involved with, throughout my career. So, why retire when one can be engaged with all of those types of things and now help the next generation come up to speed and take that over and drive it into 2050 and beyond what needs to be done?

EC: How is UH engaging with corporate partners? Why is a collaboration of this nature important?

JP: This collaboration is important for several reasons. One is that we are that bridge to the students and workforce of the future. It's very important for this generation to be as excited about careers and energy as I was, coming up during the energy crisis of the last century and we thought we were absolutely out of energy. We had rationing of gasoline and other things going on, back when I was in high school. Now we have many sources of energy, in a certain sense an energy abundance, but we really need to be looking at the environmental footprint, impact on the climate and then what forms of energy we want to be using. Then you add to that the issue with the impact of plastics on the environment, and how to drive to a more circular economy where we're recycling those and having less of that escape into the environment; those are all strong drivers of what needs to be done going forward.

It takes a lot of energy to process chemicals, plastics, and materials in a circular manner. Developing that workforce of the future means we need the students who want to engage in these efforts and making sure that those opportunities are available across the board to people of all different economic backgrounds in terms of participating in what is going to be just a tremendous growth engine for the future in terms of jobs and opportunities. You're looking at trillions of dollars of annual investment that's needed to manage the energy transition, so it's a really exciting opportunity for those who want to be going into those careers. It's not just science and engineering, but also jobs in law, policy, and communications, because there's a tremendous need for knowledge and background in the energy transition in order to be effective in that going forward. We want to have all the good talent that can be attracted to that arena as a way to address the problem. It's a grand challenge.

We want to make sure that in addition to the research opportunities, since UH is a Tier 1 research institute, we focus on working very closely with industry; there's a number of multinational and local chemical and energy companies that have their research centers and home offices in the Houston area. We can develop those close relationships between the researchers and business interests involved with the students at the university, because we're right here and co-located and can really develop some very strong working teams in that space. It's been exciting to be responding to the federal grant opportunities, which have been abundant in the last year and a half and putting together proposals, to be engaging the industry investigators along with the university students to work on some of those problems. It's a good win-win for both.

We also get to be a trusted voice in the overall equation because there's a lot to know and understand about energy and circular chemicals. They’re more nuanced and complex than what may appear in the news headlines in terms of understanding the trade-offs that have to be worked out, in order to optimize for everyone who's involved. The university can bring in that broad set of stakeholders and have a conversation and make sure that all those co-benefits are understood and the issues that come with energy infrastructure are also worked through for people impacted by the infrastructure but also the benefits of clean air, cleaner environment, and reduced risk of climate change.

EC: Are there any particular technologies the institute is focusing on or excited about at the moment?

JP: I'm really big on hydrogen as an energy vector for the future. Currently, we use hydrogen primarily in refining petroleum into gasoline and diesel and also making fertilizer which is very important for mankind. There was a Nobel Prize on that, you know, more than 100 years ago, and the importance of being able to grow food at rates the planet’s population requires.

Hydrogen now is being looked at, beyond those applications as essentially the diesel or gasoline of the future and also the liquefied natural gas of the future. It can be a clean vector, because you can put it into a fuel cell and generate energy cleanly where water is the only product of that reaction. That can be used to drive quite a number of energy related processes that are currently using combustion of fossil fuels that contain carbon. One of the interesting things is that hydrogen can be supplied to trucks and buses, agricultural tractors, and such. Most of the goods that you're buying today are produced in warehouses where the forklifts are running on hydrogen fuel cells rather than batteries because they refuel so quickly. It's cleaner than emissions. So then there's good air quality in the warehouses. There are more than 60,000 hydrogen-fueled forklifts now in the US, because of that value proposition. We see that for this heavy duty transportation, hydrogen is that very clean vector, you can make it by taking renewable energy and splitting water into hydrogen so it can be very clean. It can also be made from the abundant natural gas we have in Texas and storing the CO2 underground and then using the clean hydrogen for that fuel. That's one of the very exciting new value propositions that go with the Institute.

The second one is carbon management. The Energy Transition Institute will sit within UH Energy, which was founded a number of years ago and so it's looking at the transition part of energy, but UH Energy has its Center for Carbon Management in Energy, which has been focusing capturing and storing CO2 underground off of the existing facilities that we have up and running. They're run by Chuck McConnell but what we will do with ETI is extend that more onto the research side for some of the new things coming along in terms of capturing and utilizing CO2. I'm on a national academy study looking at where and how we want to be turning that CO2 into usable products, using energy and hydrogen, to make a number of those projects. That synergizes with hydrogen as part of the Institute.

Capturing and converting CO2 into usable products is certainly one of the exciting opportunities and then also to reuse those products we've already been making. There are also so many nice things you can do with hydrogen in terms of energy storage, and also helping to upgrade some of the carbon dioxide into usable products, but then also bio feedstock, you can take crop residues or trees and other energy type materials and use hydrogen to upgrade those into those types of plastic materials as well. That's another place where hydrogen is combined with managing a carbon resource to make a more sustainable plastic or polymer.

EC: With UH’s strong emphasis on research and entrepreneurship, is the Institute playing to these strengths within its programming and opportunities to further this trend and if so how?

JP: The money that's been funded by Shell into the launch of the Institute, and then that's been leveraged up to the $52 million point through various donors matching funds. With that, we will be hiring additional faculty to work in this space so that we can further expand the research that's being done. Each new faculty member becomes the opportunity for three things: more coursework in the area around energy, which impacts the student education; the hiring of graduate students who will be doing research; and then that also translates into undergraduate opportunities to be working in the labs and learning. We're also going to be building a new innovation hub in the center of campus here. It will be right across from the MD Anderson library where the old College of Technology building had been located.

On the first floor, there will be a makerspace where the students with ideas and people from the community will be able to come in and have access to 3D printers and other types of materials to put their widgets and prototypes together. On the second floor, then will be the Wolff Center for Entrepreneurship, which has the top undergraduate program in terms of entrepreneurship so they will hold mentorships, present there, in classroom-like settings, getting people involved with launching an idea and taking it forth into the commercial marketplace. The Energy Transition Institute will be on the third floor because so much of that innovation will be involved in the space of energy transition, which is really the main growth engine for expanding research at the university. Then we'll have on the top floor some laboratories, not only on chemistry and materials, but also on data science. And so we have a Data Science Institute, set up by HPE here at UH, looking at for example how artificial intelligence, machine learning and all those kinds of things help you innovate in the energy materials and processes.

Having a hub that combines all of that together really is an attraction to get all those players together on campus and will be really a key to making all this happen. It's a really exciting place to get involved and if you're a student, having all that in front of you, in terms of opportunity, we think it'd be a great attraction.

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This conversation has been edited for brevity and clarity.

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METRO rolls out electric shuttles for downtown Houston commuters

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The innovative METRO microtransit program will be expanding to the downtown area, the Metropolitan Transit Authority of Harris County announced on Monday.

“Microtransit is a proven solution to get more people where they need to go safely and efficiently,” Houston Mayor John Whitmire said in a statement. “Connected communities are safer communities, and bringing microtransit to Houston builds on my promise for smart, fiscally-sound infrastructure growth.”

The program started in June 2023 when the city’s nonprofit Evolve Houston partnered with the for-profit Ryde company to offer free shuttle service to residents of Second and Third Ward. The shuttles are all-electric and take riders to bus stops, medical buildings, and grocery stores. Essentially, it works as a traditional ride-share service but focuses on multiple passengers in areas where bus access may involve hazards or other obstacles. Riders access the system through the Ride Circuit app.

So far, the microtransit system has made a positive impact in the wards according to METRO. This has led to the current expansion into the downtown area. The system is not designed to replace the standard bus service, but to help riders navigate to it through areas where bus service is more difficult.

“Integrating microtransit into METRO’s public transit system demonstrates a commitment to finding innovative solutions that meet our customers where they are,” said METRO Board Chair Elizabeth Gonzalez Brock. “This on-demand service provides a flexible, easier way to reach METRO buses and rail lines and will grow ridership by solving the first- and last-mile challenges that have hindered people’s ability to choose METRO.”

The City of Houston approved a renewal of the microtransit program in July, authorizing Evolve Houston to spend $1.3 million on it. Some, like council member Letitia Plummer, have questioned whether microtransit is really the future for METRO as the service cuts lines such as the University Corridor.

However, the microtransit system serves clear and longstanding needs in Houston. Getting to and from bus stops in the city with its long blocks, spread-out communities, and fickle pedestrian ways can be difficult, especially for poor or disabled riders. While the bus and rail work fine for longer distances, shorter ones can be underserved.

Even in places like downtown where stops are plentiful, movement between them can still involve walks of a mile or more, and may not serve for short trips.

“Our microtransit service is a game-changer for connecting people, and we are thrilled to launch it in downtown Houston,” said Evolve executive director Casey Brown. “The all-electric, on-demand service complements METRO’s existing fixed-route systems while offering a new solution for short trips. This launch marks an important milestone for our service, and we look forward to introducing additional zones in the new year — improving access to public transit and local destinations.”

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This article originally ran on CultureMap.

Houston-based co. closes acquisition of 50 percent stake in Texas cogeneration facility

M&A Moves

Fengate Asset Management announced the financial close on the acquisition of a 50 percent interest in Freeport Power Limited, which owns a 440-megawatt cogeneration facility in Freeport, Texas.

FPL is located near the Freeport Energy Center, which is a 260-megawatt cogeneration facility that is currently owned and managed by Fengate. The two facilities work to provide cost-effective power and steam to Dow’s Freeport site, which is the largest integrated chemical manufacturing complex in the Western Hemisphere.

“We are thrilled to have closed this acquisition, which aligns with our strategy of acquiring behind-the-meter cogeneration projects with strong industrial partners like Dow,” Greg Calhoun, managing director of Infrastructure Investments at Fengate, says in a news release.

Fengate was able to acquire interest in FPL under a strategic operating partnership with asset manager Ironclad Energy. The partnership with Ironclad was established in 2022 to acquire and operate cogeneration, district energy and other power generation projects throughout North America.

“This is our second acquisition with Fengate, and we look forward to continuing our partnership to optimize and expand the portfolio,” Christopher Fanella, president and CFO of Ironclad Energy, says in the release.

Fengate opened its first U.S. office in 2017 in Houston.

“Combined heat and power projects like FPL will continue to play an important role in the U.S. power industry – especially for hard-to-abate industrial sectors – to ensure reliability, efficiency and affordability,” adds in the release.

Houston energy leader on why the future of fuels is more than electric vehicles

guest column

Gasoline, diesel, bunker fuel, and jet fuel. Four liquid hydrocarbons that have been powering transportation for the last 100-plus years.

Gas stations, truck stops, ports, and airport fuel terminals have been built up over the last century to make transportation easy and reliable.

These conventional fuels release Greenhouse Gases (GHG) when they are used, and governments all over the world are working on plans to shift towards cleaner fuels in an effort to lower emissions and minimize the effects of climate change.

For passenger cars, it’s clear that electricity will be the cleaner fuel type, with most countries adopting electric vehicles (EVs), and in some cases, providing their citizens with incentives to make the switch.

While many articles have been written about EVs and the benefits that come along with them, they fail to look at the transportation system as a whole.

Trucks, cargo ships, and airplanes are modes of transportation that are used every day, but they don’t often get the spotlight like EVs do.

For governments to be effective in curbing transportation-related greenhouse emissions, they must consider all forms of transportation and cleaner fuel options for them as well.

43 percent of GHG emissions comes from these modes of transportation. Therefore, using electricity to reduce GHG emissions in light duty vehicles only accounts for part of the total transportation emissions equation.

The path to cleaner fuels for these transportation modes has its challenges.

According to Ed Emmett, Fellow in Energy and Transportation Policy at the Baker Institute Center for Energy Studies (CES);

  • "Airplanes cannot be realistically powered by electricity, at least not currently, and handle the same requisite freight and passenger loads"
  • "The long-haul trucking industry [...] pushed back against electrification as being impractical due to the size and weight of batteries, their limited range, and the cost of adoption"
  • "Shipowners have expressed reluctance to scrap existing bunker fueled ships for newer, more expensive ships, especially when other fueling options, e.g. biofuels and hydrocarbon derivatives-for fleets can be made available"

Finding low-cost, reliable, and environmentally sound fuels for the various segments of transportation is complex. As Emmett suggests in his latest article;

"Hovering over the transition to other fuels for almost every transportation mode is the question of dependability of supply. For the trucking industry, the truck stop industry must be able to adapt to new fuel requirements. For ocean shipping, ports must be able to meet the fuel needs of new ships. Airlines, air cargo carriers and airports need to be on the same page when it comes to aviation fuels. In other words, the adoption equation in transitions in transportation is not only a function of the availability and cost of the new technology but also a function of the cost of the full supply chain needed to support fuel production and delivery to the point of use. Going forward, the transportation industry is facing a dilemma: How are environmental concerns addressed while simultaneously maintaining operational efficiency and avoiding unnecessary upward cost shifts for moving goods and people? In answering that question, for the first time in history, modes of transportation may end up going in multiple different directions when it comes to the fuels each mode ultimately chooses."

This is why many forecasts predict that hydrocarbon demand will continue through 2050, despite ambitious aspirations of achieving net zero emissions by that year. The McKinsey "slow evolution" scenario has global liquid hydrocarbon demand in 2050 at 92mmb/d versus 103 mmb/d in 2023. With their "continued momentum" scenario, oil demand is 75 mmb/d. Proportionally, global oil demand related to GHG emissions from transportation would decline 11-27 percent. The global uptake of EVs is the primary driver of uncertainty around future oil demand. In all the McKinsey scenarios, the share of EVs in passenger cars sales is expected to be above 90 percent by 2050.

The Good News

Despite the relatively slow progress expected for reducing GHG emissions in the global transportation sector, there are solutions emerging that lower the carbon footprint tied to traditional petroleum-based fuels. Emmett highlights some of the methods under study, noting that "sustainable biofuels sourced from cooking oils, animal fats, and agriculture products, as well as hydrogen, methanol, ammonia, and various e-fuels are among the options being tested. Some ocean carriers are already ordering ships powered by liquified natural gas, bio-e-methanol, bio/e-methane, ammonia, and hydrogen. Airlines are already using sustainable aviation fuel as a supplement to basic aviation fuel. Railroads are testing hydrogen locomotives. The trucking industry is decarbonizing local delivery by using vehicles powered by electricity, compressed natural gas, and sustainable diesel. Long-haul trucking companies are considering sustainable diesel as a drop-in fuel for existing equipment, and fuel suppliers are researching new engines fueled by hydrogen and other alternative fuels."

Most of these options will require a combination of increased government incentives, along with advancements in technology and cost reductions.

McKinsey's "sustainable transformation" scenario, which considers potential shifts in government regulations as well as advancements in technology and cost, suggests there is moderate growth in alternative fuels alongside growth in EVs. Mckinsey projects;

  • EV demand could grow to over 90 percent of total passenger car sales by 2050
  • EVs to make up around 80 percent of commercial truck sales by 2050
  • In aviation, low carbon fuels such as biofuels, synfuels, hydrogen and electricity are projected to grow to 49 percent by 2050.

According to McKinsey, the combination of these alternatives along with demand changes in power and chemicals could reduce global oil demand to 60 mmb/d in 2050. The shift to cleaner fuels, for modes of transportation other than EVs, is underway but the progress and adoption will take decades to achieve according to McKinsey’s forecasts.

Looking more closely at EVs, the story may not be as dire globally as it seems to be in the West. While the U.S. appears to be losing momentum on electric vehicle adoption, China is roaring ahead. New electric car registrations in China reached 8.1 million in 2023, increasing by 35 percent relative to 2022. McKinsey’s forecasts have underestimated global EV sales in the past, with China surpassing their estimates, while the U.S. lags behind. It’s clear that China is the winner in EV adoption; could they also lead the way to adopt cleaner fuels for other modes of transport? That is something governments and the transportation industry will be watching in the years ahead.

Conclusion

While we are not on a trajectory to meet the aspirations to reduce global GHG emissions in the transportation sector, there are emerging solutions that could be adopted should governments around the world decide to put in place the incentives to get there. Moving forward, the future of transportation fuels will be shaped by a mix of innovation, government policies, and what consumers want. The focus will be on ensuring that the transportation sector remains reliable, secure, and economically robust, while also reducing GHG emissions. But, decarbonizing the transportation sector is much more than just EV's – it's a broader effort that will require continued global progress in each of the multiple transportation segments.

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Scott Nyquist is a senior advisor at McKinsey & Company and vice chairman, Houston Energy Transition Initiative of the Greater Houston Partnership. The views expressed herein are Nyquist's own and not those of McKinsey & Company or of the Greater Houston Partnership. This article originally ran on LinkedIn on October 9, 2024.

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