Search NASA⌕ Search

SEARCH · Search NASA

Results for “aviation fuel”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 217 records · Page 12
All sourcesNASA NTRSDOE OSTI
DOE OSTI2026

Life Cycle Analysis of Growing Canola for Biofuel Production in the United States

This study quantifies and compares the life cycle greenhouse gas (GHG) emissions of renewable diesel (RD), sustainable aviation fuel (SAF), and biodiesel (BD) produced from two U.S. canola production systems: 1) emerging intermediate winter canola, typically grown in double- or relay-cropping systems between the growing seasons of main crops, and 2) main canola, mostly spring canola but also including winter canola, which are grown as primary crops occupying the field for a full growing season. Using the Research and Development version of the Greenhouse gases, Regulated Emissions, and Energy use in Technologies (R&D GREET) model and the most up-to-date life cycle inventory data─field trial data for intermediate winter canola (>37,000 acres) and recent national survey data for spring canola─this life cycle analysis (LCA) estimates the direct emissions from canola cultivation and harvest, the conversion of canola into fuels, fuel transportation, and combustion. In addition, we account for market-mediated emissions associated with a scenario of 0.5 billion gallons per year of spring canola-based biofuels, including induced land use change (ILUC), induced other crop (nonfeedstock) production changes, and induced livestock production changes. For intermediate winter canola, these market-mediated effects were not modeled, as ILUC is expected to be negligible due to its integration into existing rotations, and data are currently insufficient to reliably quantify other market-mediated changes. The estimated life cycle direct emissions of RD/SAF derived from intermediate winter canola and main spring canola are about 32 and 33 g of CO2-equivalent per megajoule of fuel (g CO 2 e/MJ), respectively. Corresponding emissions for BD from intermediate winter canola and main spring canola are about 30 and 31 g of CO 2 e/MJ, respectively. Farming is the dominant emissions source for both canola systems, with intermediate winter canola and main spring canola emitting about 19 and 20 g of CO 2 e/MJ, respectively. ILUC and other induced changes increase emissions of main spring canola-derived RD/SAF and BD by about 18 and 17 g of CO 2 e/MJ, respectively. These results indicate that the GHG emissions of biofuels produced from the two canola systems may differ substantially due to the different land use dynamics of the systems.

biodiesel↗
DOE OSTI2021

Jet Fuel Production at the Pittsburgh Airport: GTL via Fischer-Tropsch Synthesis

The Pittsburgh International Airport (PIT)—with the Allegheny County Airport Authority (which manages PIT)—has established itself as a leader in resiliency by becoming the first major United States (U.S.) airport to have a self-sustaining microgrid, providing electricity, heating, and cooling for airport operations. The microgrid is powered by natural gas and solar power produced on the airport property and was completed in Summer 2021. This study examines the feasibility of producing jet fuel at the airport to provide a secure supply of aviation fuel, furthering PIT’s ability to weather supply disruptions and operate self-sufficiently. Gas-to-liquids (GTL) is a commercially available technology that converts natural gas to liquid hydrocarbons, including synthetic jet fuel. A GTL facility at PIT could convert natural gas from onsite wells to jet fuel, effectively doubling the onsite fuel stores in the event of a supply disruption. Moreover, GTL provides a pathway to renewable jet fuel production and reduced greenhouse gas (GHG) emissions from the aviation sector, particularly if renewable natural gas (RNG) is used as a feedstock or other renewable energy sources are used for energy inputs. This study has found that it would be technically feasible to construct and operate a GTL facility on PIT’s property. The approximately 6,000-barrel per day (BPD) facility evaluated would produce nearly 70 million (MM) gallons (gal) of synthetic jet fuel per year, which could supplant nearly all (85 percent) current jet fuel consumption at PIT. Given the current blend limitation of 50 percent Fischer-Tropsch fuels by volume, the plant would have excess production capacity available for the United States Air Force (USAF) Pittsburgh Air Reserve Station and the USAF 171st Air Refueling Wing co-located at the airport.

03 NATURAL GAS↗
DOE OSTI2022

Direct 2,3-Butanediol Conversion to Butene-Rich C 3+ Olefins over Copper-Modified 2D Pillared MFI: Consequence of Reduced Diffusion Length

2,3-Butanediol (2,3-BDO), a critical C 4 platform chemical derived from biomass, syngas, or CO 2 , can be converted to C 3+ olefins, serving as important renewable feedstocks for producing sustainable aviation fuels to decarbonize the hard-to-electrify air transportation sector. Herein, we report a bifunctional Cu-modified diffusion-free 2D pillared MFI catalyst (Cu/PMFI) which can selectively catalyze 2,3-BDO conversion to butene-rich C 3+ olefins (95% selectivity at 97% conversion, 523 K). 2,3-BDO conversion to butenes over Cu/PMFI primarily occurs via methyl ethyl ketone intermediate while 2-methyl propanal is also observed as another minor dehydration product that leads to butene formation. In comparison with a control mesoporous Cu/ZSM-5 sample prepared by the postsynthetic approach, Cu/PMFI shows favorable C 3+ olefin selectivity (95% over Cu/PMFI vs 80% over Cu/ZSM-5 at ~5.1 h TOS). The coke formation over Cu/PMFI is dramatically suppressed by >50% in contrast to Cu/ZSM-5 in 90 h 2,3-BDO conversion due to the reduced diffusion length. Cu/PMFI also favors butene formation and minimizes nonbutene C 3+ olefins by inhibiting the downstream oligomerization and cracking reactions. This study highlights the usefulness of the diffusion-free 2D PMFI materials in catalytic conversion of biomass-derived platform molecules and the significance of diffusion impact on catalyst coke formation and product distributions.

2,3-butanediol↗
DOE OSTI2025

2,3-Butanediol recovery from fermentation broth using membrane pertraction

2,3-Butanediol (BDO) has gained immense interest for use as a platform chemical in the production of many important chemicals such as synthetic rubber, plasticizer, and octane boosters. Using BDO as a precursor for sustainable aviation fuel production may significantly reduce the carbon footprint of the airline industry. However, recovery of BDO is challenging due to its relatively low concentration (∼10 wt %) in fermentation broth and its high affinity for water. In this work, we developed a membrane pertraction process for BDO recovery from biomass derived fermentation broth. Different organic solvents such as hexanol and oleyl alcohol were investigated. With traditional solvent extraction, hexanol required a solvent to feed ratio of 10 to recover >90 % BDO, and oleyl alcohol could recover 35 % of BDO at the same ratio. BDO recovery of >90 % was demonstrated with pertraction; a BDO extraction rate of 15 g 1 m −2 h −1 was achieved using hexanol, and an extraction rate of 10 g 1 m −2 h −1 was achieved using oleyl alcohol. Impurities commonly found in fermentation broth did not affect the separation performance of the pertraction process. In conclusion, this work demonstrates pertraction as a low-footprint, scalable method for recovery of high-purity BDO from fermentation broth.

2,3 butanediol↗
DOE OSTI2026

Evaluating CO 2 mitigation strategies in SAF biorefineries: Techno-economic and life cycle analysis

The aviation sector requires scalable decarbonization strategies, and lignocellulosic sustainable aviation fuel (SAF) represents a promising pathway. This study comparatively evaluates the techno-economic analysis and life cycle assessment (LCA) of three CO 2 management strategies integrated within a U.S.-based gasification–Fischer–Tropsch SAF biorefinery: (i) catalytic hydrogenation of captured CO 2 to methanol, (ii) geological CO 2 sequestration, and (iii) mineralization to sodium bicarbonate (NaHCO 3 ). Techno-economic analysis indicates that methanol synthesis requires approximately 26% higher capital investment and 33% higher operating costs than mineralization. Although methanol co-production generates the highest gross revenue, NaHCO 3 production reduces the SAF minimum selling price by approximately 38% relative to both methanol synthesis and geological sequestration pathways, reflecting a more balanced cost allocation through mineral co-product valorization. Geological sequestration lowers operating costs by nearly 50% compared with methanol synthesis but remains highly dependent on carbon credit mechanisms. LCA reveals substantial divergence in climate performance. Relative to methanol synthesis, sequestration improves net greenhouse gas performance by approximately 163%, transitioning the system from net-positive to net-negative emissions. Mineralization further enhances carbon mitigation, achieving roughly 85% greater carbon reduction than sequestration and over sixfold improvement relative to methanol synthesis within the defined system boundary. Sensitivity analysis identified hydrogen price, co-product market value, and process emissions as dominant drivers. Under baseline assumptions, CO 2 mineralization is found to offer the most balanced pathway.

Carbon capture and storage↗
DOE OSTI2024

Butene-Rich Alkene Formation from 2,3-Butanediol through Dioxolane Intermediates

The cost-effective production of sustainable aviation fuels (SAF) remains a major challenge within the energy sector. One approach to address this is the fermentation of biomass feedstocks into oxygenates followed by catalytic conversion to alkenes or other oligomerization precursors. 2,3-Butanediol (BDO) is a promising fermentation product due to its four-carbon nature, its decreased microorganism toxicity and associated higher maximum fermentation titers relative to other alcohols and oxygenates, and its capacity to be readily converted into butene isomers and longer chain alkenes. BDO conversion is currently constrained by separation challenges for BDO isolation due to its high boiling point and hydrophilicity. Here, this work expands upon previous BDO reactive separation via dioxolane formation over a solid acid catalyst by investigating the conversion of dioxolanes into alkene mixtures. Dioxolanes were formed from a range of aldehydes and subsequently converted over a Cu/ZSM-5 catalyst (448–523 K) via an ether cleavage, hydrogenation, and dehydration reaction network to form alkene-rich product mixtures (96% C 3+ alkene yield, 523 K). This selectivity is greater than that of direct BDO conversion to alkenes over an identical catalyst (89%, 523 K). C 3+ alkene selectivity is maximized between 498 and 523 K at complete dioxolane conversion without significant alkene hydrogenation to alkanes. The alkene product distributions can be tailored via both aldehyde selection during dioxolane formation and the dioxolane conversion reaction temperature. Alkene mixtures from dioxolane conversion predominantly reflect the carbon chain length and stereochemistry of BDO and the initial aldehyde at or below 498 K, yet higher reaction temperatures yield alkene mixtures of similar carbon chain distributions, regardless of initial aldehyde selection. Deactivation of the Cu/ZSM-5 catalyst is observed for multiple steps of the overall reaction network but can be minimized by facilitating the complete dioxolane-to-alkene reaction network at temperatures of at least 498 K.

2,3-butanediol↗
DOE OSTI2024

Energy and Techno-Economic Analysis of Bio-Based and Low-Carbon Chemicals and Fuels Production Processes

This presentation will highlight that to decarbonize the fuel and chemicals industry, we must reduce energy usage and decarbonize process heating, which also extends to bio-based and low-carbon chemicals and fuel production processes. Two examples will be given. The first is to compare separation technologies to concentrate 2,3-butanediol (BDO), a biomass-derived intermediate for producing sustainable aviation fuel for commercial aviation decarbonization. The other example shows that decarbonizing methanol production offers numerous beneficial routes toward industrial decarbonization as it is a versatile compound, finding utility as both a fuel and a chemical intermediate. Techno-economic and life cycle analyses provide integrated analysis technical approaches to evaluate the R&D that enables industrial decarbonization.

BIOMASS FUELS↗
DOE OSTI2026

Multisite Field Evaluation of Oil Accumulation and Agronomic Performance in Grain and Sweet Sorghums Engineered for Lipid Hyperaccumulation

Oil sorghum (OS) has been developed by engineering grain (TX430) and sweet (Ramada) genetic backgrounds to accumulate triacylglycerols (TAG) in vegetative tissues as an energy-dense feedstock for sustainable aviation fuel (SAF) and other biofuels. This study evaluated two TX430 OS lines (TxHO-2, TxHO-3) and two Ramada OS lines (RmHO-1, RmHO-2) alongside wild-type (WT) lines in NE and IL over 2 years (2023–2024) to quantify genotype × environment effects on agronomic performance and TAG accumulation. Across four environments, TX430 OS lines showed average TAG concentrations of 15.0 g kg −1 in leaves and 12.8 g kg −1 in stems, approximately 19-fold higher than WT. Ramada OS lines accumulated 26.1 g kg −1 in leaves and 12.3 g kg −1 in stems, approximately 25-fold and 13-fold increases over WT, respectively. OS lines in TX430 exhibited an 18% reduction in biomass (8.4 vs. 9.9 Mg ha −1 for WT), while Ramada OS lines had similar WT biomass (18.3 vs. 19.9 Mg ha −1 for WT). Among TX430 OS lines, TxHO-2 achieved the highest TAG yield (190 kg ha −1 ), while RmHO-1 led the Ramada lines (335 kg ha −1 ) due to higher biomass and similar TAG concentration. Enhanced TAG accumulation increased N, P, and K removal in TX430 lines but not in Ramada lines. Structural carbohydrate and ash concentration were unaffected. Overall, results confirm vegetative lipid accumulation as a viable strategy for high-biomass sorghum, supporting its potential as a dual-purpose feedstock for SAF. Future work should focus on minimizing biomass yield penalties and improving nutrient use efficiency in oil sorghum systems.

60 APPLIED LIFE SCIENCES↗
DOE OSTI2024

A simultaneous depolymerization and hydrodeoxygenation process to produce lignin-based jet fuel in continuous flow reactor

Economical production of lignin-based jet fuel (LJF) can improve the sustainability of sustainable aviation fuels (SAFs) as well as can reduce the overall greenhouse gas emissions. However, the challenge lies in converting technical lignin polymer from biorefinery directly to jet fuel in a continuous operation. In this work, we demonstrate a simultaneous depolymerization and hydrodeoxygenation (SDHDO) process to produce lignin-based jet fuel from the alkali corn stover lignin (ACSL) using engineered Ru-HY-60-MI catalyst in a continuous flow reactor at first time. The maximum carbon yield of LJF of 17.9wt% was obtained, and it comprised of 60.2wt% monocycloalkanes, and 21.6wt% polycycloalkanes. Catalyst characterization of Ru-HY-60-MI suggested there was no significant change in HY zeolite structure and its crystallinity after catalyst engineering. Catalyst characterizations performed post the SDHDO experiments indicate presence of carbon and K content in the catalyst. K content presence in the spent catalyst was due to K + ion was exchanged between lignin solution and HY-60 while carbon presence validated the SDHDO chemistry on the catalyst surface. Tier a fuel property testing indicates that LJF production using SDHDO chemistry can offer SAF with high compatibility, good sealing properties, low emissions, and high energy density for aircraft.

09 BIOMASS FUELS↗
DOE OSTI2026

Techno-Economic, Feasibility, and Life Cycle Analysis of Renewable Propane: 2025 Update

To clarify the current and future landscape for renewable propane (RP) production, this work evaluates the value proposition of recovering RP from existing and planned hydroprocessed esters and fatty acids (HEFA) biorefineries and surveys emerging technologies under development or deployment. HEFA biorefineries co-produce a propane-rich fuel gas stream, normally used to meet HEFA process heat requirements, from which propane can be recovered and sold to create an additional revenue stream alongside liquid transportation fuels such as renewable diesel (RD) and sustainable aviation fuel (SAF). This report updates and extends a 2022 analysis of RP recovery from HEFA facilities by escalating capital and operating costs to 2024 prices, incorporating recent policy developments (including the Section 45Z Clean Fuel Production Credit), evaluating RP recovery for both RD- and SAF-focused HEFA facilities at two scales (3,000 and 75,000 barrels per day of feedstock), and quantifying the impact of RP recovery on HEFA liquid-fuel carbon intensity (CI) and associated tax credits using the 45ZCF-GREET model. For a 3,000 BPD RD-focused HEFA facility, approximately 3.5 million gallons per year (MGPY) of RP can be recovered; in this base case, the estimated payback period is 18 months based on the total installed cost of the RP recovery equipment and 36 months based on the total capital investment for the entire RP recovery project. The payback period is slightly shorter for the analogous SAF-focused configuration (approximately 4.3 MGPY RP). Sensitivity analysis shows that CAPEX magnitude, RP recovery plant scale, and CI-driven tax credit valuations are the dominant determinants of project viability. RP recovery may increase the CI of HEFA liquid fuels, which can reduce liquid-fuel tax credits (a key revenue stream for the HEFA biorefinery) and lengthen payback periods. However, RP recovery generally remains economically favorable across a wide range of plausible scenarios and market conditions. The report also summarizes emerging pathways that could expand future RP supply.

09 BIOMASS FUELS↗
DOE OSTI2021

Estimating induced land use change emissions for sustainable aviation biofuel pathways

Sustainable aviation fuels (SAFs) are expected to play an essential role in achieving the aviation industries’ goal of carbon-neutral growth. However, producing biomass-based SAFs may induce changes in global land use and the associated carbon stock. The induced land use change (ILUC) emissions, as a part of the full life-cycle emissions for SAF pathways, will affect whether and to what extent SAFs reduce emissions compared with petroleum-based jet fuels. Here, we estimate the ILUC emission intensity for seventeen SAF pathways considered by the International Civil Aviation Organization (ICAO), covering five ASTM-certified technologies, nine biomass-based feedstocks, and four geographical regions. We introduce the SAF pathways into a well-established computable general equilibrium (CGE) model, GTAP-BIO, and its coupled emission accounting model, AEZ-EF, to study economy-wide implications of SAF production and estimate ILUC emissions intensity for each pathway. The estimated SAF ILUC emission intensities, using a 25-year amortization period, range from -58.5 g CO 2 e MJ -1 for the USA miscanthus alcohol (isobutanol)-to-jet (ATJ) pathway to 34.6 g CO 2 e MJ -1 for the Malaysia & Indonesia palm oil Hydrotreated Esters of Fatty Acids (HEFA) pathway. Notably, the vegetable oil pathways tend to have higher ILUC emission intensities due to their linkage to palm expansion and peatland oxidation in Southeast Asia. The cellulosic pathways studied provide negative ILUC emissions, mainly driven by the high carbon sequestrations in crop biomass and soil. Using the core life-cycle emissions established by ICAO, we show that fifteen of the assessed pathways have a lower full life-cycle emission intensity than petroleum-based jet fuels (89 g CO 2 e MJ -1 ), offering promising options to reduce aviation emissions.

09 BIOMASS FUELS↗
DOE OSTI2021

A regional inter-disciplinary partnership focusing on the development of a carinata-centered bioeconomy

Brassica carinata or Ethiopian mustard, a non-edible oilseed brassica, is a low carbon, purpose-grown, and none-to-low indirect land-use change bioenergy feedstock for the production of drop-in sustainable aviation fuel, biodiesel, renewable diesel, and a suite of value-added coproducts. Carinata oil converted to drop-in fuel using an American Society for Testing and Materials approved Catalytic Hydrothermolysis process has been successfully tested in commercial and military aviation. Carinata meal, the residue after oil extraction, is a high-protein feed supplement for livestock, poultry, and swine, and can also yield specialty products. The Southeast Partnership for Advanced Renewables from Carinata (SPARC) is a public–private partnership formed with a twofold mission: (1) Removing physical, environmental, social, and economic constraints that prevent regional intensification of carinata production as a low-carbon feedstock for renewable fuel and coproducts and (2) demonstrating enhanced value across the entire value chain by mitigating risk to farmers and other stakeholders. The partnership's goal is to energize the US bioeconomy through sustainable agriculture and thus contribute to energy security and economic diversification. SPARC relies on a combination of cutting-edge multidisciplinary research and active industry engagement to facilitate adoption of the crop. This involves informing stakeholders along the entire supply chain, from producers to end-users, policymakers, influencers, and the public, about the opportunities and best practices related to carinata. This article provides context and background concerning carinata commercialization as a winter cash crop in the Southeast US for renewable fuels and bioproducts. The advances made to date in the areas of feedstock development, fuel and coproduct development, meal valorization, supply chain logistics, and stakeholder engagement are outlined.

09 BIOMASS FUELS↗
DOE OSTI2024

SAF combustion and contrail formation research [Slides]

Sustainable aviation fuels (SAFs) offer an effective pathway to decarbonize the aviation sector, which accounts for about 5% of the global net effective radiative forcing, and is expected to double in the next two decades. A primary objective of the SAF GC Roadmap is to develop sustainable fuels that avoid “sooting, aerosols, and other contributors to vapor trail emissions." Another parts of this project is motivated by ongoing efforts to develop aromatic-free SAFs by using cycloalkanes to match seal swell characteristics of current fossil-based jet fuel (e.g. Jet A).

09 BIOMASS FUELS↗
DOE OSTI2024

Site-specific Design Case Study for Wet Waste Hydrothermal Liquefaction and Biocrude Upgrading to Hydrocarbon Fuels

Hydrothermal liquefaction (HTL) is a thermal process that converts wet biomass to renewable hydrocarbon fuel blendstocks (i.e., renewable naphtha, renewable diesel, and sustainable aviation fuel (SAF)). It can utilize a wide range of pure and blended wet feedstocks, including sewage sludge from water resource recovery facilities (WRRF), food and agriculture wastes, algae, fats, oils and greases (FOG) and blends of dry and wet wastes/feedstocks. Historically, techno-economic analysis (TEA) and annual state of technology (SOT) assessments with standard economic assumptions used by the Bioenergy Technologies Office (BETO) were conducted for the wet waste HTL pathway leveraging experimental data collected from Pacific Northwest National Laboratory’s (PNNL) continuous flow reactor systems. The objective of the SOT assessment has been to guide and track progress of BETO’s HTL research and development (R&D) toward reduced cost and greenhouse gas (GHG) emissions for the pathway. However, gaps exist between BETO’s traditional SOT updates and the needs of key external stakeholders that – if addressed – will accelerate technology adoption. This Business Case Study aims to bridge this gap by providing an updated design, TEA, and LCA based on PNNL’s FY23 R&D with added analyses and information that provide enhanced relevance for stakeholders of the HTL technology. This includes specific siting, regional wet waste resource inventory and transportation cost analyses, fuel market information, sustainable fuel policy impacts, economic metrics of net present value (NPV) and internal rate of return (IRR), greenhouse gas (GHG) emissions analysis, and statistical analysis of cost and technical uncertainties of the HTL plant design. The study focuses on the “Detroit combined statistical area (CSA)” region for siting of a wet waste HTL plant adjacent to the Great Lakes Water Authority (GLWA) facility with guidance from industry participants. Regional resource and siting analyses were conducted to identify feedstock availability, scale, and cost, as well as a beneficial site location. TEA with detailed rigorous capital cost estimation for the specific site application was conducted to evaluate the key economic metrics of most value to industrial partners. These include total capital investment, operating costs, minimum fuel selling price (MFSP) of the biocrude and fuel blendstock, and NPV and internal rate of return IRR with sustainable fuel credits. Life cycle analysis was conducted to evaluate the supply chain greenhouse gas (GHG) emissions for the wet waste HTL process as compared with petroleum derived diesel. This study is also informed by years of R&D and process de-risking learnings and was conducted with a basic engineering HTL plant design and costing that akin to a “first-of-a-kind” plant economics. This differs from our conventional “nth plant ” SOT assessments. Specifically, the HTL process model has been updated with more operationally reliable methods for feed heating and phase separations. Further, we have implemented additional spare equipment for redundancy, a more rigorous installed equipment cost estimation approach, and additional costs associated with feed formatting and delivery, building, piping and site development. An Excel-based cost sheet based on the basic engineering design is also released alongside the report that allows users to conduct customized TEA with their own feed composition and financial assumptions.

09 BIOMASS FUELS↗
DOE OSTI2024

Supporting data for Site-specific Design Case Study for Wet Waste Hydrothermal Liquefaction and Biocrude Upgrading to Hydrocarbon Fuels

Hydrothermal liquefaction (HTL) is a thermal process that converts wet biomass to renewable hydrocarbon fuel blendstocks (i.e., renewable naphtha, renewable diesel, and sustainable aviation fuel (SAF)). It can utilize a wide range of pure and blended wet feedstocks, including sewage sludge from water resource recovery facilities (WRRF), food and agriculture wastes, algae, fats, oils and greases (FOG) and blends of dry and wet wastes/feedstocks. Historically, techno-economic analysis (TEA) and annual state of technology (SOT) assessments with standard economic assumptions used by the Bioenergy Technologies Office (BETO) were conducted for the wet waste HTL pathway leveraging experimental data collected from Pacific Northwest National Laboratory’s (PNNL) continuous flow reactor systems. The objective of the SOT assessment has been to guide and track progress of BETO’s HTL research and development (R&D) toward reduced cost and greenhouse gas (GHG) emissions for the pathway. However, gaps exist between BETO’s traditional SOT updates and the needs of key external stakeholders that – if addressed – will accelerate technology adoption. This Business Case Study aims to bridge this gap by providing an updated design, TEA, and LCA based on PNNL’s FY23 R&D with added analyses and information that provide enhanced relevance for stakeholders of the HTL technology. This includes specific siting, regional wet waste resource inventory and transportation cost analyses, fuel market information, sustainable fuel policy impacts, economic metrics of net present value (NPV) and internal rate of return (IRR), greenhouse gas (GHG) emissions analysis, and statistical analysis of cost and technical uncertainties of the HTL plant design. The study focuses on the “Detroit combined statistical area (CSA)” region for siting of a wet waste HTL plant adjacent to the Great Lakes Water Authority (GLWA) facility with guidance from industry participants. Regional resource and siting analyses were conducted to identify feedstock availability, scale, and cost, as well as a beneficial site location. TEA with detailed rigorous capital cost estimation for the specific site application was conducted to evaluate the key economic metrics of most value to industrial partners. These include total capital investment, operating costs, minimum fuel selling price (MFSP) of the biocrude and fuel blendstock, and NPV and internal rate of return IRR with sustainable fuel credits. Life cycle analysis was conducted to evaluate the supply chain greenhouse gas (GHG) emissions for the wet waste HTL process as compared with petroleum derived diesel. This study is also informed by years of R&D and process de-risking learnings and was conducted with a basic engineering HTL plant design and costing that akin to a “first-of-a-kind” plant economics. This differs from our conventional “nth plant ” SOT assessments. Specifically, the HTL process model has been updated with more operationally reliable methods for feed heating and phase separations. Further, we have implemented additional spare equipment for redundancy, a more rigorous installed equipment cost estimation approach, and additional costs associated with feed formatting and delivery, building, piping and site development. An Excel-based cost sheet based on the basic engineering design is also released alongside the report that allows users to conduct customized TEA with their own feed composition and financial assumptions.

Li, Shuyun↗
DOE OSTI2024

Estimating geographic origins of corn and soybean biomass for biofuel production: A detailed dataset

Sustainable fuel initiatives in the United States such as the Environmental Protection Agency’s Renewable Fuel Stan- dard and the Department of Energy’s Sustainable Aviation Fuel Grand Challenge have increased the production of corn ethanol and soybean biodiesel. However, the lack of precise information regarding biomass sourcing at a localized level has hindered accurate understanding of both biofuel costs and environmental impact of these production pathways. By harnessing the power of geospatial analysis and leveraging United States Department of Agriculture (USDA) crop cen- sus data, this dataset fills this critical knowledge gap. This dataset offers a novel estimation of geospatial biomass sourc- ing for biofuel production in the United States by synthe- sizing 2017 USDA crop census data, biorefinery data from the United States Energy Information Administration, and publicly available information about biomass sourcing for biofuel production. This dataset provides a detailed under- standing of biomass use for first generation biofuel pro- duction, enabling stakeholders to make informed decisions about resource allocation, investment strategies, and infras- tructure development. Furthermore, the county-level gran- ularity of the dataset allows for increased fidelity in the techno-economic assessments and life-cycle analyses of first- generation biofuels in the United States.

09 BIOMASS FUELS↗
DOE OSTI2026

Simulated moving bed-inspired method for continuous adsorptive denitrogenation of model fuel

Efficient, continuous routes for removing nitrogen-containing compounds from hydrothermal liquefaction-derived synthetic aviation fuel are needed to enable direct blending with conventional jet fuels. Here, we report a simulated moving bed-inspired process for adsorptive denitrogenation of a model fuel. Unlike conventional simulated moving bed systems, which are designed for sharp separations between similar solutes, this approach was run deliberately outside the classical separation region so that both pyridine and indole were removed together from the hydrocarbon stream. Alcohol solvents were used to regenerate the silica adsorbent, maintaining performance over extended operation and avoiding the downtime and energy demand associated with calcination. Under these conditions, the system demonstrates removal of more than 98% of nitrogen while cutting solvent use by 28% compared to batch operation. Classical modeling tools predicted column concentration profiles even in this nontraditional regime, suggesting a straightforward path to scaling. Together, these results motivate solvent-efficient, continuous denitrogenation strategies that could be integrated with biorefinery processes.

Adsorption↗
DOE OSTI2024

Potential Availability of Alternative Fuel to Supply Maritime Activities in Pacific Northwest Ports

The international shipping sector represented 3% of global greenhouse gas emissions in 2023 (Office of Energy Efficiency & Renewable Energy 2024). International shipping has been classified as a difficult-to-decarbonize industry (IRENA 2024). In an effort to drive decarbonization, the U.S. Department of Energy has partnered with Mission Innovation to co-lead the Zero-Emission Shipping Mission, which launched in 2021(Office of Energy Efficiency & Renewable Energy 2021). In addition, the U.S. Department of State partnered with Norway to launch the Green Shipping Challenge in 2022 (Office of the Spokesperson 2022b). As part of the ZESM and Green Shipping Challenge, the United States is collaborating with the Republic of Korea (ROK) to develop a green shipping corridor (U.S. Mission Korea 2023). The United States and ROK have conducted a pre-feasibility study as the first step in developing a green shipping corridor between the countries. The ports included in the study are Seattle, Tacoma, and Everette in the U.S. Pacific Northwest (PNW) and Busan, Ulsan, and Masan in ROK. The National Renewable Energy Laboratory's role in the study was to analyze the availability and technical potential of alternative marine fuels in proximity to U.S. PNW ports. The findings show most of the existing alternative fuel capacity within the region is from renewable diesel, biodiesel, and sustainable aviation fuel facilities. The largest growth in fuel capacity in the region by 2030 is projected to be in renewable diesel and hydrogen. The overall technical readiness of non-drop-in alternative fuel production and conversion technologies is more developed than alternative-fueled ships and associated fueling infrastructure. However, much of the fuel capacity in the region is comprised of drop-in fuels, making it technically possible to use existing infrastructure for transporting and bunkering to the existing fleet. Data to inform regional alternative fuel quantity estimations were collected from an extensive review of databases, reports, announcements, and other publicly available resources. A maturity index and sector competition factor were applied to announced fuel projects to determine the quantity of alternative fuel available to the marine sector in the region by 2030. Demand data were collected from fuel bunkering logs covering the PNW seaports (State of Washington 2021). Both supply and demand data were converted to very-low sulfur fuel oil gallon equivalents (VLSFO-GE) for better comparison. Qualitative data were gathered through interviews with stakeholders, project developers, and industry experts. Total alternative fuel capacity available to the marine sector in the region is estimated to be 824 million VLSFO-GE per year by 2030. This is sufficient to cover the requirements of a green shipping corridor between the United States and ROK. The findings from this report are being used to inform detailed feasibility studies for several U.S. PNW -ROK green shipping corridors. Updates from the U.S. PNW - ROK feasibility studies will continue to be published on Mission Innovation's green corridor tracking website (Zero Emission Shipping Mission, n.d.). In addition, this report has helped to inform further work on shipping decarbonization in the U.S. PNW, including the Pacific Northwest to Alaska Green Corridor focused on cruise vessels.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗