Académique Documents
Professionnel Documents
Culture Documents
future of flight
The six easy steps to growing a
viable aviation biofuels industry
p.10 p.12
further reading
Acknowledgements
Many thanks to the following people and organisations who contributed their time and expertise to this publication:
Photographs and images provided by: Sapphire Energy (page 2, 4 and 14), Solena (page 11), Aeropuertos y Servicios Auxiliares
(page 9), Boeing (page 16), KLM (page 15), Cranfield University (page 12), British Airways (page 11).
This is an Air Transport Action Group (ATAG) publication. ATAG is the only global organisation representing the entire commercial aviation
sector through its Board of Directors, which includes: Airports Council International (ACI), Airbus, Boeing, Bombardier, Civil Air Navigation
Services Organisation (CANSO), CFM International, Embraer, GE Aviation, Honeywell Aerospace, International Air Transport Association
(IATA), Pratt & Whitney and Rolls-Royce. www.atag.org
This publication is for information purposes only. While every effort has been made to ensure the quality and accuracy of information in this
publication, it is made available without any warranty of any kind. All currency is in US Dollars.
Welcome to
the biofuel age of flight
We have given this publication a subtitle “the six easy steps to growing
a viable aviation biofuels industry” but of course this is not an ‘easy’ task.
What we set out to do, however, is illustrate the potential for sustainable
aviation biofuels to be produced in countries all over the world and provide
concrete examples of how some countries and the aviation industry have
already made substantial progress.
BY Paul Steele, Executive Director of the Air Transport Action Group
We certainly have come a long way in a short targets and a vital step to reducing aviation’s
time. climate impact. Aviation has no alternative to
liquid fuel for the foreseeable future, unlike
It wasn’t many years ago that the idea of ground transportation or power generation
using biofuels for flight was dismissed out which have had a choice of energy sources
of hand on technical and safety grounds. for many years, even if they have not grasped
Today, we have tested a range of biofuels in this opportunity as quickly as they could have.
flight, we have made our way through a very Therefore, aviation must look to replace fossil
tough technical standards process to ensure fuels with lower carbon alternatives – and
flight safety and we have been working hard second generation biofuels are a perfect fit.
to establish the correct sustainability criteria
for the fuels we use. Viable
From a standing start just a few years ago,
We are now getting ready to take the next the aviation industry has embraced the concept
steps in the journey of alternative aviation of biofuels with enthusiasm and has already
fuels: ramping up to get enough of this completed much of the technical work needed
low-carbon energy into our fuel supply. to start commercial flights. Rigorous testing,
both on the ground and in the air, has shown
Essential that biofuels can deliver equal (and sometimes
Globally, aviation produces around 2% of better) performance than the current fuel.
man-made carbon dioxide (CO2), according
to the Intergovernmental Panel on Climate The biggest challenge now lies in ensuring a
Change. But with the forecast growth in steady, reliable, cost-effective and sustainable
demand for air services, these emissions will supply of this new energy source. The fossil
grow if we do not take action. In response, fuel industry has had a century to develop its
the aviation industry has developed a set of fuel sources, supply chains and distribution
ambitious targets aimed at limiting its climate networks. Not to mention its profit margins.
impact, while enabling it to continue to provide The fledgling aviation biofuels industry will
a key vehicle for economic growth. The targets need to catch up and this will require capital
include: improving fleet fuel efficiency by from the investment community and start-up
1.5% per year until 2020; capping net aviation incentives from governments.
emissions from 2020; and most ambitiously,
to halve aviation CO2 emissions by 2050, As a number of countries look to the green
compared to 2005. economy for growth in jobs and economic
advantage, the fostering of a sustainable
These targets were set after careful analysis aviation biofuel industry will provide a double
and follow the industry’s track record of benefit – building green industry and making
measured progress, while also being far- the vital tourist and business connections
reaching. But they cannot be achieved by economically and environmentally viable.
technology or operational improvements within
the aviation industry alone. Governments will Sustainable
have to play their part in ensuring that we can There has rightly been a lot of unease about
operate in the most efficient skies – with the the impact that the first-generation of biofuels
needed improvements in air traffic control has had on both people and environments.
infrastructure and management. Food price issues, land and water use and
pollution have all been of great concern.
One of the biggest opportunities to meet the In beginning the process of looking at powering
2050 target lies in low-carbon, sustainable the future of flight through biofuels, the
aviation fuels, particularly biofuels. They aviation industry has been extremely careful
are an essential component in meeting our to try and avoid the mistakes made in the past.
“ The
improvement in fuel efficiency – technology
steps may not be can only take us so far. New fuels will help
us achieve the targets we have set.
for better security of supply.
”
we currently use. This means that we can inspiration and ideas based on work already
worth it. simply drop them into the current fuel supply. underway. It is not a comprehensive document
– there are a great number of projects
underway around the world to produce
sustainable biofuels for aviation – but it does
provide a few examples of different ways the
challenge is being met. At the back, you will
find some of the key steps we think need to be
made in order to get the industry on the right
flightpath to sustainable growth.
Today it is not economical for airlines to use The speed and extent to which these three biofuel costs only marginally. But allowance
biofuels. Current estimates for the cost of influences develop will determine how prices depend on the availability of cheap
producing biofuels suitable for air transport, quickly biofuels become economic and emission reduction options in certain sectors.
suggest that airlines – and their passengers how quickly they play a major role in reducing Over time this low-hanging fruit will disappear
– would have to pay twice as much as they CO2 emissions from air transport. and, by 2050, the cost of carbon is expected
currently spend on jet kerosene. However, to double fossil fuel prices.
the economics of aviation biofuels and jet Cost of carbon
kerosene is likely to change. Climate change policy will likely change the Climate policy costs for airlines may not
economics of using jet kerosene. From 2012, have more than a marginal impact on the
There are three ways in which change as a result of the extension of the European economics of aviation biofuels. From an
will happen: Union emissions cap and trading scheme aviation economics perspective, a more
(ETS) to air transport, airlines flying to and effective approach is to use positive economic
• First, government-imposed climate policies from European airports will have to add the measures at an early stage in the development
will add costs to users of fossil fuels. cost of carbon dioxide emission allowances of an aviation biofuel industry than waiting
• Second, the economics (and politics) to the cost of buying jet kerosene, unless to rely on increasing costs of using fuels,
of oil looks set to increase the price of overturned by pending legal challenges. which may come too late for aviation to be
jet kerosene. The current price of €16 for an allowance a user of biofuels.
• Third, the cost of producing and distributing to emit one tonne of CO2 would add 2-3%
aviation biofuel should fall. to jet kerosene prices, closing the gap with
1.40
5.00
US$ per gallon
1.20
US$ per litre
Biofuel
projected 4.00
1.00
cost
0.80 3.00
0.60
2.00
The timeframe for parity of biofuels
0.40 with traditional jet fuel can be
shifted forward with government assistance 1.00
0.20
2000 2005 2010 2015 2020 2025 2030 2035 2040 2045 2050
Source: Jet kerosene price based on 25% markup over IEA’s crude oil forecast in Energy Technology perspectives 2010. Carbon price taken from UK DECC 2010 central
case forecast for traded carbon price. All are in constant (inflation adjusted) US dollars. IATA Economics. Schematic, indicative diagram.
Ethanol (1979-95)
Solar PV (1968-98)
As one of the founders of the Commercial Research and development alternative is in its development and help
Aviation Alternative Fuels Initiative (CAAFI®) Many commentators have remarked about coordinate development efforts, the CAAFI
is fond of saying, “another way of looking how far aviation alternative fuels have come coalition developed a fuel readiness level (FRL)
at the challenges we face is to see them as in such a short time. That such fuels are framework tool. Covering fuels from concept
opportunities for excellence.” This attitude ‘real’ has been made clear by the many and through full commercialisation and identifying
has been a driving force of the CAAFI successful test flights and rig tests that have the criteria and requirements the fuels must
coalition. Co-founded in 2006 by the United been conducted, using a variety of fuels satisfy, this tool also helps determine when a
States Federal Aviation Administration and feedstocks. This success can largely particular alternative is sufficiently beyond the
(FAA), Air Transport Association of America be credited to two factors, the shared vision research and development stage to proceed
(ATA), Aerospace Industries Association that aviation alternative fuels need to be to certification and qualification.
(AIA) and Airports Council International interchangeable with today’s petroleum-based
North America (ACI-NA) at a meeting held fuels and focused research, development and Certification and qualification
in The Boeing Company’s headquarters, testing of fuels around that vision. Any alternative jet fuel must satisfy the
this coalition’s aim is to make commercially regulatory and standards-making organisation
viable, environmentally friendly alternative CAAFI determined early in its inception that specification requirements for jet fuel. In the
aviation fuels a reality. Its step-wise approach replacing aircraft and aircraft engines to United States and much of the world, the
has been to identify the challenges to the accommodate new fuels would be cost- recognised jet fuel specification is set by
deployment of such fuels and to take them on, prohibitive, as would having to put in place ASTM International. Until very recently, ASTM
either directly or by working to help leverage wholly separate fuel storage and delivery D1655, ‘Standard Specification for Aviation
the efforts of others toward the common goal. systems at airports. The US military came to Turbine Fuels’, was the only ASTM jet fuel
the same conclusion. Thus, commercial and specification. Based on a process forwarded
Indeed, tremendous progress has been military stakeholders in the US have largely by CAAFI stakeholders, an ASTM research
made toward commercial deployment of focused their efforts on alternatives that can report assembled under the supervision of
sustainable alternative aviation fuels in the be ‘dropped-in’ to existing infrastructure, the Emerging Turbine Fuels subcommittee,
United States by pulling together the various so-called ‘drop-in’ fuels. This focus has given and rigorous review by engine companies
interested stakeholders – aviation fuel users ‘drop-in’ alternatives priority in nearer-term and other experts, ASTM approved D7566,
including commercial airlines and the US research and funding, with alternatives that ‘Aviation Turbine Fuel Containing Synthesized
military, fuel producers, airports, airframe and would require new aviation architecture – such Hydrocarbons’. This specification allows
engine manufacturers, government agencies as hydrogen – being addressed in the longer for alternatives that demonstrate that they
with remits related to aviation or alternative term research projects. are safe, effective and otherwise meet the
fuels more generally and universities – and specification and fit-for-purpose requirements
coordinating and combining their initiatives. With the US Air Force goal to have one- to be deployed as jet fuels, on a par with fuels
Although the coalitions and stakeholders go half of its jet fuel nonpetroleum-based by under ASTM D1655.
beyond CAAFI, this organisation serves as an the year 2016 and the US Navy goal to
‘umbrella group’ for the various US activities, supply 50% of its total energy consumption The initial issue of D7566 enables use of fuels
helping coordinate a range of actions. CAAFI from alternative sources by 2020, the US from the Fischer-Tropsch (FT) process in up
is organised into four teams, each dedicated military services have undertaken significant to a 50% blend with conventional jet fuel.
to ‘opportunities for excellence’ in the areas activities in research and development and FT fuels can be generated from a variety of
that otherwise might present obstacles to fuel approval and deployment. Also, the feedstocks, including biomass (biomass to
sustainable alternative aviation fuels: FAA has dedicated some of its research liquid) and natural gas to liquid, in addition
dollars under the Continuous Lower Energy, to coal to liquid and combinations thereof.
• research and development; Emissions and Noise (CLEEN) programme Most critically, however, the ASTM D7566
• certification and qualification; for research and development of aviation specification is structured, via annexes, to
• environmental demonstrations; and alternative fuels, while US engine and accommodate different classes of alternative
• the business case. airframe manufacturers have undertaken fuels when it is demonstrated that they meet
significant testing, in addition to that done the relevant requirements. One such annex is
A look at each of these areas shows progress by fuel producers. To allow researchers, for hydrotreated renewable jet (HRJ) blends
made and remaining opportunities that will fuel producers and potential users to have (also referred to as bio-derived synthetic
benefit from further collective action. common understandings of where a particular paraffinic kerosene, or ‘Bio-SPK’), with other
p.2
p.6 Powering the future of flight
Case study
Collaborative action in the Pacific
Northwest
Sustainable Aviation Fuels Northwest
(SAFN) is a regional initiative in the
Pacific Northwest of the United States
sponsored by Alaska Airlines, The Boeing
Company, the Port of Seattle, the Port of
alternatives (such as hydrolysis / fermentation, amounts to more than 1.5 million barrels of jet Portland, Spokane International Airport
lignocellulosic bioconversion, pyrolysis / fuel per day, a volume that is more attractive and Washington State University. These
liquefaction) to follow as data from technical to fuel providers who also may be considering organisations have convened a diverse
evaluations is obtained. supplying other fuel users, such as ground regional stakeholder group to determine
transport. The strategic alliance allows for the feasibility of developing regionally
Environment pooling this demand and the consideration of sourced, sustainable aviation fuels in
A significant driver for the deployment of joint purchasing agreements, but also provides the Pacific Northwest.
alternative aviation fuels is the benefit they another mechanism for sharing experience on
may bring in reducing emissions from aviation, fuel certification and environmental impacts. This regional assessment is being
whether associated with local air quality Already, two pre-purchase agreements for facilitated by the non-profit Climate
or global climate change. CAAFI and other aviation biofuels have been announced Solutions, which has coordinated a series
groups have made significant progress in between US commercial airlines and of workshops spread over nine months
confirming the methodologies for lifecycle alternative fuels producers, with more and is working on a report reflecting
analysis of alternative aviation fuels and in commercial and military announcements the consensus recommendations. The
supporting or performing case studies that in the works. workshops, data analysis, and ongoing
use these methodologies. Two cooperative working groups are contributing to a
US initiatives have produced significant A key to helping make alternative aviation final report which will:
work product in this regard. For example, fuels price-competitive with petroleum-based
an interagency working group led by the fuels is to avail these fuels (and the feedstocks • identify major barriers, opportunities
US Air Force and coordinated with CAAFI that go into making them) of government and and options for development of a
stakeholders developed critical guidance on other incentive programmes. In July 2010, the sustainable aviation fuels industry
how to perform lifecycle emissions analysis for US Department of Agriculture (USDA), ATA in the Northwest;
aviation fuels. Working with that, researchers and Boeing signed a resolution memorialising • examine and analyse potential
as the Massachusetts Institute of Technology, their commitment to work together on a ‘Farm feedstock pathways available in
funded under a partnership supported to Fly’ initiative “to accelerate the availability the Pacific Northwest to supply
by many CAAFI stakeholders, produced of a commercially viable sustainable aviation sustainable aviation fuels, including
a comprehensive case-study analysis on biofuel industry in the United States, increase oilseeds like camelina, forest residual
potential alternatives. This work, as well as domestic energy security, establish regional waste, algae, waste materials and
work on broader sustainability criteria, is being supply chains and support rural development”. sugars;
further advanced by the CAAFI Environment This initiative is aimed at helping align • clarify the importance of evaluating
Team under two work streams that are US agricultural policy, which includes and demonstrating the sustainability
expected to further firm up environmental encouragement for growing energy crops, of biofuel production and include a
guidance that may help fuel purchasers with the interest of the US airlines and military framework for applying sustainability
incorporate relevant environmental criteria in sustainable alternative aviation fuels. Issues principles;
into future purchase agreements. such as availability of crop insurance, means • illustrate potential trade-offs among
of reducing costs of energy crop feedstocks various outcomes and alternative
Business case and bio-refinery opportunities are among pathways; and
Fuel costs are a significant portion of an those coming out of this initiative. • evaluate the potential logistics and
airline’s operating costs – in many cases, the compatibility issues related to the
greatest portion. Given that airlines typically International benefits introduction of sustainable biofuels
generate razor-thin profit margins even in While CAAFI started as a US initiative, it now at regional airports.
good years – and incur substantial losses in has over 300 stakeholder participants from
bad years – any fuel used by the airlines must all around the globe, allowing for shared Through this process, SAFN stakeholders
be competitively priced and reliably provided. experiences and further leveraging. Not will identify a set of “flight plans” to
US aviation stakeholders are working hard, only will many of the developments in the create Northwest supply chains for
through CAAFI and other coalitions, to help US bring benefits to the global market, but sustainable aviation fuels. Importantly,
make alternative aviation fuels readily available developments elsewhere will further stimulate the project will look at how the biomass
and price-competitive. US initiatives. The key will be to continue to and refining process can be used to
look for opportunities for excellence together. supply both biofuel for use in aircraft
A key aspect to ensuring availability of these and biodiesel for use in ground-based
fuels is sending market signals that aviation vehicles, ensuring that the most use can
is a ready, willing and optimal buyer. One be made from the biomass possible.
initiative in this regard has been the strategic The stakeholders represent a wide
alliance between ATA and the US military, range of interests, including aviation
through its procurement arm (the Defense leaders, biofuel developers, growers,
Logistics Agency). The US Air Force consumes forest managers, federal, state and local
about as much jet fuel in a year as a mid-sized governments, industry associations,
airline would. However, the combined demand environmental and conservation groups,
of US commercial airlines and the US military universities and industries.
The Mexican Federal Government, following The flight plan A two-pronged approach was followed
the objectives that the international aviation The main idea behind the Flight Plan Towards in which specific subject matters were
industry has established, has started an Sustainable Aviation Biofuels in Mexico is to addressed, as well as looking into cross-
ambitious programme of action to ensure analyse the existing and missing links in the sectional or longitudinal themes that are
the development and viability of sustainable supply chain for sustainable biofuels. It is present across the supply chain. The exercise
aviation biofuels in the country. This similar to a road-mapping exercise in that it started with a contact list of around 100 people,
comprises an active participation within the looks into the market drivers, the associated and as it progressed, it grew over 10 times to
ICAO framework via the Dirección General products and services, and the technologies a network of over 1,000 stakeholders. With an
de Aeronáutica Civil (DGAC, Mexican Civil that could help an aviation biofuel industry average audience of 120 persons throughout
Aviation Authority), as well as the design get off its feet. The main objectives of the this project, all the principal actors, as well
and implementation of a comprehensive Flight Plan are to diagnose the state in which as governmental, financial, private, academic
far-reaching road-mapping exercise called the different parts of the supply chain are, to and research institutions, gathered in the
the “Flight Plan Towards Sustainable involve all the interested stakeholders, and same forum sharing their ideas, proposals,
Aviation Biofuels in Mexico”, coordinated communicate to society at large the benefits experience and commitment in this huge
by Aeropuertos y Servicios Auxiliares that aviation biofuels can bring. global challenge. It is important to note that
(ASA, Airports and Auxiliary Services). in the design and implementation of the Flight
A series of workshops for the Flight Plan Plan, ASA received the support of several
ASA is the sole supplier of jet fuel in Mexico, were designed using a schematic view of organisations, especially from The Boeing
responsible for all into-plane operations and the supply chain. Given that the premise of Company and the Roundtable on Sustainable
the management of over 60 fuel farms in the biofuels is that they will lower the carbon Biofuels (RSB).
Mexican airport network. In the global context, footprint in comparison to fossil fuels, the
Mexico represents 2% of the world’s jet fuel first workshop was organised to look into the Analysis of the supply chain
market, as it provides close to 10 million general problematic of this type of energy, and Mexico is the fourth most diverse country
litres a day for approximately 2,300 flights specifically to the sustainability issues that in the world with 5,870,921 hectares with
comprising what could be termed a “small need to be observed across the supply chain. high productive potential. The analysis of
but big market”. the different feedstocks resulted in several
The other workshops were organised so that candidates that could be developed into
When considering its position along the supply all the points across the supply chain could second generation sources: jatropha, castor,
chain of aviation fuel, being the last link gives be analysed, including: salicornia, agave and algae. Most of these
ASA a unique viewpoint from which it can act plants are indigenous to the country and
as the promoter and catalyst of the budding • raw materials and extraction; have been harvested for many generations
aviation biofuel industry in Mexico. ASA’s • infrastructure and refining; and as they grow in the wild in many regions of the
position as an intermediary client between • financing, legislation, logistics countryside. In fact, there is advanced biofuel
PEMEX (Mexico’s state-owned oil company) and distribution. feedstock production in a number of Mexico’s
and the airlines, gives it an exceptional lever states, taking into account local species
with which to pull all interested stakeholders and most suitable crops for each growing
along the aviation biofuel value chain. condition.
Transport,
Oil Into-plane
Feedstocks Refining distribution
production operations
and logistics
p.2
p.8 Powering the future of flight
Case study
The production of vegetable oil is an important Longitudinal analysis Brazilian Alliance for Aviation Biofuels
topic, since much of the installed capacity is As part of the analysis of the supply chain, The Brazilian Alliance for Aviation
underused. For many years, the vegetable oil consideration was given to several themes Biofuels (Aliança Brasileira para
industry has been in on standby, as many of that are present across the specific stages. Biocombustíveis de Aviação – ABRABA)
the usual vegetable oil generating feedstocks These include the financial, legal, and was created in May 2010, with the
have not been produced in Mexico for some sustainability perspectives. objective of promoting public and
time due to lack of water or adequate land. private initiatives seeking development
In the end, the oil extracted to produce From the financial perspective, several of sustainable aviation biofuels with
a biofuel is independent of the source, institutions were invited to give their ideas positive carbon lifecycle and certification
so the promotion of viable second generation as to how the markets would react to the according to local and international
sources is critical. One consideration is the measures that are being implemented across fuel standards.
use for the residual biomass that is produced, the globe, such as the European Union’s
and the secondary markets where it can be Emissions Trading Scheme, or the Clean Founding members of ABRABA include
utilised. There is also another important issue Development Mechanisms promoted by the members from aviation, fuel technology
to be considered – the current crude vegetable UNFCCC. The impacts of such measures are and agricultural backgrounds: Algae
oil cannot meet the current specification for the to be an integral part of the financial viability Biotecnologia; Amyris Brasil; Brazilian
refining process, and so pre-refining is needed. of these types of fuels. Association of Jatropha Growers;
Aerospace Industries Association
In terms of the refining industry, Mexico The legal perspective was explored to look of Brazil; Azul Linhas Aéreas; Curcas
has historically been handicapped in the into the different clauses of Mexican law that Diesel Brasil; Embraer; GOL Linhas
production of the necessary fuels to feed the could have an impact in the development of Aéreas Inteligentes; TAM Linhas Aéreas;
requirements of its economy. However, in the this industry. The Mexican Constitution has TRIP Linhas Aéreas; and the Brazilian
production of jet fuel, the country has always a legacy of stringency with respect to energy Sugarcane Industry Association (UNICA).
been self sufficient. It is in the interest of created from fossil fuels, but there are new
ASA to guarantee the production of aviation laws covering the growth of bioenergetics ABRABA will act as a flagship institution
biofuels, so that Mexico has the capacity that show promise, which are still in the integrating the efforts of different players
to meet its future internal demand. ASA advancement stages. and will support the use of sustainable
has, therefore, found an economic case for biofuels as one of the key growth factors
planning specific refining capacity. In fact, by The sustainability perspective was addressed for the aviation industry in a low carbon
2020 with the right funding structure in place, from the viewpoint of the framework provided economy. Integrating the Brazilian
it is expected that up to four aviation biofuel by the Roundtable on Sustainable Biofuels renewable fuel experience and capability
specific refineries will be operating in Mexico, (RSB). The twelve principles were analysed with aeronautical technology expertise,
generating 800 million litres of sustainable in detail, and the parallels with the Mexican it will foster further economic and social
aviation biofuel. There are important legal environmental law were put into perspective. development, as well as significant
obstacles that need to be overcome, as some contribution to environmental protection.
of the by-products of the refining process can Next steps
only be managed by the national oil company The Flight Plan Towards Sustainable Aviation For more information, visit the ABRABA
– PEMEX. Beyond this, the current biggest Biofuels in Mexico has proved to be an website: www.abraba.com.br
jet fuel market in the world is just north of the invaluable exercise to identify the existing
country, so any surpluses that are produced and missing links along the value chain of this
will certainly find willing buyers. new type of energy.
Towards the end of the supply chain, the point As ASA works on putting together the pieces Collaboration
where the blending of the product will take of the puzzle to define the successful path
place will depend on the capacity of ASA’s Pure Sky in Germany
Mexico will be following in the next few
installations, as dedicated infrastructure needs German airline Lufthansa will be
years, the results that will benefit Mexican
to be considered. This will not be a problem undertaking the first long-term trail of
society, such as the reduction in greenhouse
in the beginning, but it is bound to show some biofuel use in daily commercial flights
emissions, the promotion of agriculture in
constraints as the industry develops and as on an Airbus A321 between Hamburg
marginal land, new jobs, and a major boost
the quantities of aviation biofuel that need to and Frankfurt for six months in 2011.
for a new industry, are well underway.
be blended become significant. The storage This city-pair flight will allow the industry
of the product has also shown some to study long-term aspects of biofuel
New lines of research have emerged and the
challenges, as the difference in densities use and supply. The project team
challenge is to find the necessary funding
between the biofuel and the fossil fuel have includes research institutes such as
to pursue them. This, together with the
to be taken into account. Bauhaus Luftfahrt and DLR and is backed
implementation of the defined action items
by the German government within
are the necessary next steps to follow so
the framework of its aviation research
that a necessary aviation biofuel industry
programme.
is established in Mexico.
p.10
p.2 Powering the future of flight
What makes this project different? The next steps
A number of energy-from-waste projects are The project partners plan to locate the facility Case study
being developed in the UK at the moment. in East London, close to the source of the
This one is different for a number of reasons: waste and close to British Airway’s operations A road map for sustainable aviation
in the South East (the nearest airport is fuels downunder
• It is not a conventional waste to energy London City, from which British Airways runs In Australasia, the Sustainable Aviations
facility, a chemical plant or a refinery. It is both short- and long-haul services). During Fuels Road Map project has been
a clean renewable next generation aviation construction, the project will generate around developed in collaboration with the
biofuel production facility processed from 1,000 jobs in London. From 2014, when Australasian section of the Sustainable
waste and biomass waste. the plant is in full operation, 200 permanent Aviation Fuel Users Group (Air New
• The fuel will have low lifecycle greenhouse jobs will be created. This will be the first Zealand, Boeing, Qantas, and Virgin
gas emissions – up to 90% less than the development of its kind in Europe, and should Blue) together with the Defence
emissions associated with fossil kerosene. provide a proven pathway for a number Science and Technology Organisation.
• The end fuel will be cleaner burning than of other global cities to generate valuable The project is being coordinated by
kerosene (zero sulphur and low aromatic resources from waste. Australia’s national science agency, the
content produce less soot and fine Commonwealth Scientific and Industrial
particulates), providing air quality Research Organisation. SAFRM is a
benefits when the fuel is burned. At the time of this publication going comprehensive regional assessment,
• A zero waste philosophy means that all to press, Solena had already signed examining all phases of developing a
materials are recycled, conversion of biofuel plant initiatives with British sustainable biofuel industry, including
carbon-based materials is in excess of Airways, Qantas and Alitalia airlines. biomass production and harvest, refining,
99%, there is no bottom ash or fly ash transport infrastructure and actual use
and non-carbon based materials are by airlines. Participants are working to
converted into vitrified slag for use in the identify the barriers, opportunities and
construction industry. implications of producing sustainable
• Gasification and Fisher-Tropsch bio-derived jet fuels at scale, including:
technologies are proven processes being
employed worldwide. Solena is developing • commercial viability;
similar plants in the US States, as well as • environmental sustainability;
in other countries. Importantly, the • alternative biomass feedstocks suitable
Solena / British Airways partnership for growing in that particular region;
is providing the first such plant to • key policy, commercial and research
produce biofuel in Europe. actions needed.
• British Airways will directly use the aviation
biofuel and is moving into a contractual This assessment draws on the
relationship to purchase the fuels produced. diverse expertise of a broad range of
• It will be a world-class development and the stakeholders to map out future scenarios,
first of its kind in Europe. The end product including biomass producers, refiners,
is a real alternative to fossil fuel for the airport operators, environmental and
aviation industry and thus has a long-term government organisations, airlines,
viable future. academic representatives, and airline
• Innovative design and technology means and engine manufacturers.
the plant will be energy self-sufficient and
sustainable in its own right.
Collaboration
Sustainable Bioenergy Research
Center
This consortium in the United Arab
Emirates – involving Boeing, Etihad
Airways and Honeywell’s UOP, and
hosted by Masdar Institute of Science
and Technology – drives technological
development in arid land and saltwater-
tolerant terrestrial biomass.
It is widely agreed that the contribution of It is estimated that the concept will be able The Sea Green project is undertaking staged
fossil fuels to global climate change is a to produce 35 times more biomass than scale-up and industrialisation of a process
major issue that industry and society has agriculture energy crops, twice as much for large-scale floating biomass production
to urgently address. Biomass from micro biomass as land based aquaculture and from micro-algae. Modelling and front end
algae has been demonstrated at laboratory additionally is more energy efficient through engineering design activities have been
scale to be a viable source of low carbon harnessing the agitation and nutrient completed by Cranfield University.
bio-fuel for aviation. The challenge ahead is transport benefits of ocean waves and The sub-sequent staged process has
to industrialise this process at a very large currents. Sea Green also mitigates against the following steps:
scale so that its outputs can begin to make many of the recognised issues arising from
significant contributions to global aviation the conventional land-based methods of • laboratory testing at the 1-litre to 10-litre
fuel needs. And yet the demands on scarce producing biomass. The advantages arise scale to define overall performance
land and fresh water from aquatic biomass from four potential scenarios: parameters;
cultivation must be kept to an absolute • testing in a small-scale pilot facility on
minimum or avoided altogether. • securing locally produced biofuel as a the Cranfield University campus which is
strategic asset for fuel source diversity; growing and processing algae for biofuels
The Sea Green project is a near-shore ocean- • selling harvested biomass to be processed at the 1000-litre scale;
based facility for the sustainable production into biofuels or speciality products; • production of quantities of aviation biofuel
of large volumes of biomass for aviation • sharing intellectual property rights revenue at approximately 10,000-litre scales for its
biofuels. It is designed to use the expanse of from licensing the Sea Green design family; use as commercially available test samples
the world’s near shore oceans to rapidly grow • reducing pressure on scarce land and fresh for engine testing;
micro algae as biofuel feedstock at a faster water resources. • development and construction of a larger
rate than any other initiative and capture scale production facility to initially meet the
CO2 from the atmosphere and seas at the Bringing the concept to life needs of a specific aviation market sector –
same time. The Sea Green concept would To make this vision a reality requires a staged say for business aviation.
envisage very large floating structures to be process of testing, scale up, pilot plant and
placed in the ocean close to shore on which production plant construction with all key It is envisaged that the first commercial
the cultivation of micro-algae would occur. stakeholders actively engaged from the quantities of products from Sea Green will
This can be done in an environmentally- outset. The stakeholder engagement is being become available within three years.
friendly, sustainable facility with a negative achieved by the formation of a Sustainable
carbon mechanism that does not compete Use of Renewable Fuels (SURF) consortium
with agricultural land, does not require fresh that will take a structured approach to
water and does not damage the environment. addressing five major considerations
for the successful use of biofuels from a
Once the micro-algae have been cultivated, renewable source like micro-algae. These will
they will be sent for processing much like any include: environmental impact; processing;
other biomass on land. capacity and distribution; commercial and
legislation and regulation. Specific studies
The benefits of moving off-shore will look at future sustainability modelling and
As a project, Sea Green is unique in combining environmental lifecycle assessment. Formation
technologies for very large floating structures of the Consortium was announced at the
with microalgae cultivation, delivering major Aviation & Environment Summit in Geneva
advantages when compared to conventional in September 2010. SURF is made up of
land-based aquaculture. The use of an off- Airbus, British Airways, Rolls-Royce, Finnair,
shore facility would mean higher biomass Gatwick Airport, the International Air Transport
production and revenues using lower energy Association and Cranfield University.
because biomass movement is achieved by
harnessing ocean currents. The technology
can be scaled up or down very easily,
to provide for local fuel needs. And,
because it can use convenient ocean,
sea or even suitable lake locations, there
is no requirement to use scarce agriculture
land or fresh water resources.
p.12
p.2 Powering the future of flight
The six easy steps to growing a viable
aviation biofuels industry
Many of the technical hurdles facing aviation in its move towards sustainable
aviation biofuels have now been overcome and much of this work has been
achieved within the industry. Now, commercialisation and scaling up of the
supply of aviation biofuels is the most important task.
As shown in the selection of case studies in this publication, the industry has been forging ahead with pilot projects in a number of countries worldwide.
But airlines and the rest of the industry cannot do it alone – political support and financial investment will have to come from a number of stakeholders.
This section outlines six suggested steps that policymakers can consider in helping their air transport system grow with less carbon-intensive fuel, whilst
in many cases also investing in green growth jobs and a new sustainable industry. These steps are presented in no particular order:
Hydroreforming
Algae Other Co-products
benefits to be gained from collaboration in each region. Camelina provides benefits over
across the various stakeholder groups traditional petroleum-based fuel because
involved in all aspects of aviation biofuel it reduces greenhouse gas emissions by
production and use. These groups can bring up to 80%, reduces sulphur dioxide and
together parties that have not traditionally is not competitive with food production
needed to work together, such as: because it can be grown in rotation
with wheat and on marginal land.
• Airlines, airports, aircraft and engine The strategic benefit to farmers is
manufacturers; that it allows them to drive additional
• Academic institutions; revenue from acreage with a low-cost
• Fuel refining companies; input crop with two end user markets –
• Agricultural companies and farmers the oil for fuel and “meal” for livestock
groups; and dairy industries.
Airbus Embraer
www.airbus.com/innovation/future-by-airbus/alternative-fuel www.embraer.com/en-US/amb-responsability/Pages/Home.aspx
Sustainable Aviation Fuels Northwest Project: Governments’ Unique Role in Sustainable Aviation Biofuel:
www.climatesolutions.org/programs/aviation-biofuels-initiative www.safug.org/assets/docs/SAFUG_Brochure.pdf
Farm to Fly: Press report on the lifecycle carbon assessment of biofuels from
www.airlines.org/Energy/AlternativeFuels/Documents/ halophytes:
farmtoFlyPresentation071410.pdf www.thenational.ae/news/uae-news/environment/plant-seeds-could-
produce-jet-fuel
Research and papers on aviation biofuels:
www.climatesolutions.org/programs/aviation-biofuels-initiative/safn- Comparative carbon benefits of using biomass in aviation vs
bibliography ground transport vs power generation:
www.future-science.com/doi/abs/10.4155/bfs.10.70?journalCode=bfs
Biofuel testing summary report:
www.safug.org/assets/docs/biofuel-testing-summary.pdf American Institute of Aeronautics and Astronautics paper on a
bio-SPK:
Green Skies Thinking, a report looking at why aviation should be a www.newairplane.com/environment/#/SustainableAviationBiofuel/
priority user of biofuels by the UK organisation Policy Exchange: SustainableBiofuel
www.policyexchange.org.uk/publications/publication.cgi?id=129
ASAs Flight Plan for Biofuels in Mexico:
Report on the lifecycle carbon assessment of camelina: http://plandevuelo.asa.gob.mx
http://onlinelibrary.wiley.com/doi/10.1002/ep.10461/full