Accelerating SAF Technologies from Laboratory to Deployment
NLR develops and de-risks a portfolio of technologies for converting biomass and waste resources into liquid transportation fuels, including jet fuel.
09 BIOMASS FUELS↗
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The Challenge Ahead: A Critical Perspective on Meeting U.S. Growth Targets for Sustainable Aviation Fuel
With demand for jet fuel expected to more than double by 2050 and triple by 2070, continued and accelerated efforts to decarbonize the global aviation sector are needed to curtail rising emissions and avert the worst outcomes of climate change. In response to this call-to-action, the United States has unveiled the Sustainable Aviation Fuel (SAF) Grand Challenge, which seeks to expedite the development of alternative fuel pathways that offer a minimum of a 50% reduction in life cycle greenhouse gas emissions compared to conventional jet fuel. However, there is growing concern on whether sufficient biomass will be readily available to satisfy the projected sharp rise in demand for SAF. Carbon dioxide point-source emissions combined with rising supply from direct air capture efforts have the potential to complement and offset any supply gaps for biomass-derived SAF and other use cases. Independent of the chosen feedstock and conversion technology, numerous challenges persist across SAF production in seeking to drive down fuel cost and carbon intensity. To hit the 2030 target of 3 billion gal/yr, this means about a 100% compound annual growth rate in volumetric SAF production (about 130 times scale-up) will need to be realized. To achieve the stretch goal of 35 billion gallons of SAF per year by 2050, volumetric production must increase by a factor of 12 from the 3-billion-gal/year 2030 target of SAF Grand Challenge. The comparatively longer runway for 2050 combined with significant production volume growth suggests a more inclusive "all-hands-on-deck"-style approach will likely play a role. A key component in success lies in the coordinated research, development, demonstration, and deployment efforts by multiple federal agencies and industry partnerships.
09 BIOMASS FUELS↗
Evaluation of Performance Variables to Accelerate the Deployment of Sustainable Aviation Fuels at a Regional Scale
An increase in jet fuel consumption and its associated emissions across the world have led to the need for alternative technologies to produce sustainable aviation fuels (SAF). One option to produce SAFs is to utilize waste or biomass-based feedstocks that has the potential to reduce greenhouse gas emissions by 50% or more compared to conventional jet fuel. However, there is a lack of understanding of how the synergistic effects of key performance variables could hinder or help the deployment of aviation fuels on a regional scale. Here, we assess the implications of key variables-including type and quantity of waste/biomass feedstock availability near the airport, cost of SAF production, life cycle greenhouse gas (GHG) emissions, policies, and fuel/infrastructure logistics-on the deployment of SAF at Chicago's O'Hare International Airport. We consider three ASTM International-approved SAF technologies (Hydroprocessed Esters and Fatty Acids, Fischer-Tropsch, and Alcohol to Jet) that can be blended up to 50% with petroleum-based jet fuel. Results from our analysis show that woody biomass-based Fischer-Tropsch technology has the lowest fuel production costs ($2.31-$2.81/gallon gasoline equivalent) of all pathways, and it reduces life cycle GHG emissions by 86% compared to conventional jet fuel despite the higher availability of crop residues compared to either woody biomass or fats, oils, and greases. Also, infrastructure is available at O'Hare International Airport to blend SAF with Jet A fuel through three terminals directly connected to the airport via pipelines. Our sensitivity analysis shows renewable fuel incentives and feedstock price to be key performance variables affecting the production cost and deployment of SAF.
alcohol-to-jet↗
Understanding Isomeric Effects on Properties of Aviation Fuels via a Group Contribution Method: Preprint
The molecular composition of aviation fuels, including conventional and sustainable aviation fuels (SAFs), significantly influences their performance, safety, and environmental impact. This study examines the effect of isomeric variation for compounds with the same carbon number and chemical family on key fuel properties, focusing on compounds commonly found in conventional jet fuels and SAFs. A group contribution method (GCM) is employed to predict thermophysical and combustion properties, providing an efficient analytical approach to evaluate the contributions of individual compounds to overall fuel mixture behavior. As part of this work, we introduce FuelLib, an open-source Python tool built around the GCM, to calculate individual compound and fuel mixture properties using various mixing rules. Our work evaluates whether the GCM can capture isomeric effects, that are often overlooked in traditional fuel property estimation. This is particularly important for SAFs, which often are composed of a more limited set of compound classes than conventional fuels, making isomeric differences more critical. Two-dimensional gas chromatography (GCxGC) data, which can be obtained from small fuel samples, provides weight percentages of compounds grouped by chemical family and carbon number rather than detailed information about individual compounds. As a result, assumptions must be made when decomposing GCxGC data into functional groups for GCM applications. Using GCxGC data, we show that the FuelLib tool can be used to predict the fuel properties of conventional jet fuels, with validation against experimental data. The provided tool enables researchers to predict fuel properties of candidate fuels and supports the design of new SAFs at both the component and mixture levels. This capability provides a foundation for studying fuel and combustion properties during SAF development, reducing reliance on costly experimental methods and advancing progress toward certification of new SAFs.The molecular composition of aviation fuels, including conventional and sustainable aviation fuels (SAFs), significantly influences their performance, safety, and environmental impact. This study examines the effect of isomeric variation for compounds with the same carbon number and chemical family on key fuel properties, focusing on compounds commonly found in conventional jet fuels and SAFs. A group contribution method (GCM) is employed to predict thermophysical and combustion properties, providing an efficient analytical approach to evaluate the contributions of individual compounds to overall fuel mixture behavior. As part of this work, we introduce FuelLib, an open-source Python tool built around the GCM, to calculate individual compound and fuel mixture properties using various mixing rules. Our work evaluates whether the GCM can capture isomeric effects, that are often overlooked in traditional fuel property estimation. This is particularly important for SAFs, which often are composed of a more limited set of compound classes than conventional fuels, making isomeric differences more critical. Two-dimensional gas chromatography (GCxGC) data, which can be obtained from small fuel samples, provides weight percentages of compounds grouped by chemical family and carbon number rather than detailed information about individual compounds. As a result, assumptions must be made when decomposing GCxGC data into functional groups for GCM applications. Using GCxGC data, we show that the FuelLib tool can be used to predict the fuel properties of conventional jet fuels, with validation against experimental data. The provided tool enables researchers to predict fuel properties of candidate fuels and supports the design of new SAFs at both the component and mixture levels. This capability provides a foundation for studying fuel and combustion properties during SAF development, reducing reliance on costly experimental methods and advancing progress toward certification of new SAFs.
33 ADVANCED PROPULSION SYSTEMS↗
Production and Catalytic Upgrading of 2,3-Butanediol Fermentation Broth into Sustainable Aviation Fuel Blendstock and Fuel Properties Measurement
With the increasing demand for sustainable supplies of aviation fuel and need to address climate change, new conversion technologies are needed to efficiently process biomass, produce high quality jet fuel blendstock, and meet carbon emission targets. This study demonstrates the synthesis, conditioning, and catalytic upgrading of 2,3-butanediol (BDO) fermentation broth into a jet fuel blendstock candidate. A high-titer 2,3-BDO fermentation broth (i.e., ~90 g/L) was produced at a 100-L scale and pretreated via nanofiltration to decrease the impurities level in the broth from 4.6 to 0.6 wt%. A novel process for catalytic upgrading of aqueous 2,3-BDO into a jet fuel blendstock candidate was developed, and each step was efficiently demonstrated. The catalytic steps include 1) 2,3-BDO dehydration into methyl ethyl ketone (MEK) over AlPO4, 2) MEK conversion into olefins over Zn1Zr10Ox, 3) oligomerization of olefins over a zeolite beta, and 4) hydrogenation over platinum/carbon. Both the model feed and real 2,3-BDO fermentation broth were tested for upgrading 2,3-BDO to MEK. With the real feed, a continuous loss of conversion (i.e., >50% loss over ~140 h time-on-stream [TOS]) was partly attributed to reversible deactivation from coking species. However, the conversion remained stable with the model feed, which demonstrates the efficiency of the first step for converting aqueous 2,3-BDO (10 wt% in water). For upgrading MEK to olefins, high selectivity to olefins (i.e., 82.5%) was obtained at high conversion levels (i.e., 93-98%) with stable conditions being achieved for > 70-hours TOS. Oligomerization of light olefins, which was demonstrated for > 270 h TOS, mainly led to the formation of dimers (C8-10) and trimers (C13-14). The oligomerized product was hydrogenated and distilled to recover the jet fraction (35 mass% or 40.9% carbon based yield), which consists mostly of desired isoalkanes (31.7 wt%), n-alkanes (24.5 wt%), and cycloalkanes (29.6 wt%). While some improvement is still needed to meet ASTM D7566 specifications for viscosity and final boiling point temperature, freezing point, density, aromatics content, and sulfur content of the jet blendstock candidate were within acceptable ranges, thus highlighting the potential of this process for production of jet fuel blendstock.
ADVANCED PROPULSION SYSTEMS,BIOMASS FUELS↗
Sustainable Aviation Fuels from 30,000 feet – Scoping Report
A literature review, first principles analysis, and mapping of the airline-fuel infrastructure were performed to reassess the potential for various means of realizing a sustainable aviation sector. The literature review found a plethora of technical methods to make the airline industry net-zero CO 2 but limited work on the emergent barriers to sustainable aviation implementation such as land use, repurposing of fuel refining assets, and airline cost structures. First principles analyses of the energy, land, and costs of three broad net-zero strategies were performed to determine if sustainable aviation is feasible even in the most optimistic scenarios. Those methods were biomass-derived sustainable aviation fuel (SAF), fuel produced from CO 2 captured from the air and H 2 produced from water electrolysis (air-to-fuel: ATF), and offsetting fossil-derived Jet Fuel with carbon dioxide removal from the atmosphere (direct air capture and storage: DACS). Offsetting CO 2 emissions from using fossil Jet Fuel with DACS was found to consume the least energy, require the smallest quantity of land, and be the cheapest option. Replacing Jet Fuel with SAF was found to be only slightly more expensive than DACS but require substantially more land. ATF was found to be the most expensive and energy intensive option, though it did spare land relative to SAF. We found that calls to utilize waste biomass are well-founded, but wastes alone cannot cover the needs of the global airline industry. This means additional land will need to be allocated for biomass cultivation if SAF becomes the primary pathway to sustainable aviation. While differences were found in the performance of different types of biomass, those differences were small relative to differences with ATF and DACS. An analysis of the pricing structure of the airline industry suggests that some of the cost advantage of DACS may be erased by consumer sentiment which could explain why, to-date, the airline industry is focused primarily on SAF and to a lesser extent ATF. Further work is required to estimate the transportation, capital cost, and financing cost implications of greenfield and brownfield sites for SAF, DACS, and ATF. In the final report, we will analyze the potential to retrofit corn ethanol facilities to operate the ethanol-to-jet fuel process in response to decreasing gasoline demand as the electrification of road transport progresses. We will also construct a prioritization of land use to determine whether each net-zero CO 2 aviation pathway can make claim to the land required by their technology.
09 BIOMASS FUELS↗
Sustainable Aviation Fuel Blending and Logistics
Worldwide, aviation accounts for 2% of all manmade carbon dioxide emissions and 12% of all transportation CO2 emissions. In 2023, the U.S. accounted for 27% of the world jet fuel consumption. The aviation industry has set sustainability goals, and mandates. Sustainable aviation fuel (SAF), made from nonpetroleum feedstocks, significantly reduces aviation emissions. SAF must be blended with petroleum-based jet fuel prior to its use in aircraft. Jet fuel quality standards and certification documents are essential to fuel performance, operability, and safety and are the primary driver in determining locations for blending. Several locations were evaluated including terminals, airports, refineries, and greenfield/brownfield sites. While all the locations evaluated are technically capable of blending fuel, there are practical considerations that make terminals the optimal location for blending. The report includes background on jet fuel and SAF use, fuel quality standards, modes of transport for both conventional jet fuel and SAF, and terminal information.
09 BIOMASS FUELS↗
Evaluation of methods and improvement of predictions for specification properties of petroleum-based and alternative aviation fuels
To support our research and process modeling for liquid fuels, including blends, from petroleum and synthetic sources such as from biomass intermediates, we evaluated composition-based prediction methods and improved predictions for five key specification properties of petroleum-based and alternative aviation fuels, namely distillation temperatures (10 % distilled, t 10 , and final boiling point, t FBP ), density, flash point, net heat of combustion, and freezing point. The types of fuels included were petroleum-based jet fuels, jet-fuel surrogate mixtures, synthetic blending components obtained from different sources, and blends of Jet A with many synthetic blending components. Expanded datasets to update associated parameters allowed significant improvements for one of the prediction methods used in earlier work, namely the Modified Weighted Average method published initially by Shi et al. By considering the importance of lighter compounds for flash points and heavier compounds for freezing points, the revised Modified Weighted Average method was further improved. For liquid density, the revised Modified Weighted Average method gave the best overall results. The revised Modified Weighted Average method, the American Society for Testing and Materials D7215 method, and the D7215 method modified by another group gave comparable results for flash point, while the revised Modified Weighted Average and D3338 methods gave the best results for net heat of combustion. Freezing point was well predicted using the revised Modified Weighted Average method and showed the most significant improvements over current predictions. Distillation temperature t 10 was not well predicted, while t FBP was predicted with a mean absolute error comparable to experimental reproducibility.
09 BIOMASS FUELS↗
Sustainable Aviation Fuel: Review of Technical Pathways
The 106-billion-gallon global (21-billion-gallon domestic) commercial jet fuel market is projected to grow to over 230 billion gallons by 2050. Cost-competitive, environmentally sustainable aviation fuels (SAFs) are recognized as a critical part of decoupling carbon growth from market growth. Renewable and wasted carbon can provide a path to low-cost, clean-burning, and low-soot-producing jet fuel. Research shows an opportunity to produce fuel in which aromatics are initially diluted with the addition of renewable iso-alkanes, aromatics are later fully replaced with cycloalkanes, and finally high-performance molecules that provide mission-based value to jet fuel consumers are introduced. Key to this fuel pathway is sourcing the three SAF blendstocks - iso-alkanes, cycloalkanes, and high-performing molecules - from inexpensive resources. When resourced from waste carbon, there are often additional benefits, such as cleaner water when sourcing carbon from wet sludges or less waste going to landfills when sourcing the carbon from municipal solid waste or plastic waste. Jet fuel properties differ from gasoline and diesel, so research will be most successful if it begins with the end result in mind.
09 BIOMASS FUELS↗
Carbon Intensities of Refining Products in Petroleum Refineries with Co-Processed Biofeedstocks
Petroleum refineries increasingly seek to generate fuels with lower carbon intensities (CIs; a measure of life cycle greenhouse gas [GHG] emissions per unit of energy of fuel; well-to-wheel [WTW]) to meet growing demand. Co-processing refers to a process that adds biomass-derived feedstocks to the fossil-based feedstocks of existing petroleum refinery process units. With the use of biofeedstocks, it is expected that co-processed fuels would have lower CIs than their petroleum counterparts without requiring changes in the existing infrastructure for producing, transporting, and using fuels. To quantify the GHG emissions reduction benefits of co-processing, this study uses a linear programming model to simulate petroleum refinery conditions with and without co-processing. The co-processing cases include three biofeedstocks (soy oil, tallow, and used cooking oil or UCO) used as 10 vol.% of the feedstock to a hydrotreater or hydrocracker since these lipid-based feedstocks have favorable properties to be treated in a hydrotreater or hydrocracker. In addition, we considered pyrolysis oil used as 10 vol.% of the feedstock to a fluid catalytic cracking (FCC) unit in the modeled refinery due to its higher oxygen content compared to other lipid-based feedstocks. Life cycle analysis (LCA) using two distinct approaches—process-level energy allocation and a refinery-level marginal approach—has been conducted for each case. The LCA results using process-level allocation show that there are no noticeable changes in emissions or energy use impacts at the facility level. The life cycle GHG emission reductions of co-processing cases are mainly related to the fraction of biogenic carbon embedded in each fuel product. For example, co-processed jet fuels (a mixture of fossil and biogenic fuels) made via hydrotreating or hydrocracking have higher biogenic carbon, which results in jet fuel CI reductions of 3.9%–8.6% compared to the CI of baseline petroleum jet fuels on a WTW basis. However, analysis of co-processed pyrolysis oil in an FCC shows that a higher fraction of biofeedstocks (29%) becomes process emissions (i.e., CO and CO 2 ), mainly due to the oxygenates in pyrolysis oil, and so it generates less renewable fuel than biofeedstocks co-processed via hydrotreating or hydrocracking. Using the refinery-level marginal approach, the changes in energy use and emissions of co-processing cases compared to the petroleum-only baseline case are allocated to the changes in fuel production (assuming renewable fuels). This approach generates the life cycle GHG emission values of co-processed renewable fuels, which are comparable to the CIs of standalone biofuel production pathways. However, as this approach relies on a rough assumption that product yields and emissions from co-processing units on fossil feedstocks remain the same with and without biofeedstock inputs, co-processing cases like FCC pyrolysis oil may generate quite skewed results.
02 PETROLEUM↗
FuelLib (Fuel Library) [SWR-25-26]
FuelLib is a library that utilizes the group contribution method (GCM) for calculating thermodynamic properties of hydro-carbon jet fuels. FuelLib utilizes the tables and functions of the GCM as proposed by Constantinou and Gani (1994) and Constantinou, Gani and O'Connel (1995), with additional physical properties discussed in Govindaraju & Ihme (2016). The code is based on Pavan B. Govindaraju's Matlab implementation of the GCM, and has been expanded to include additional thermodynamic properties and mixture properties. The fuel library contains gas chromatography (GC x GC) data for a variety of fuels ranging from simple single component fuels to complex jet fuels. The GC x GC data for POSF jet fuels comes from Edwards (2020).
Montgomery, David [National Renewable Energy Labor↗
Sustainable Aviation Fuel: Reducing Emissions from Commercial Flight
Demand for jet fuel is expected to balloon over the next three decades, which adds to the aviation industry’s challenge of meeting goals for cutting aviation greenhouse gas (GHG) emissions in half by 2050.1 Sustainable aviation fuels (SAFs) made from renewable biomass and waste resources have the potential to deliver the performance of petroleum-based jet fuel but with a fraction of its carbon footprint, giving airlines solid footing for reducing GHG emissions from flight.
09 BIOMASS FUELS↗
A direct numerical simulation of Jet A flame kernel quenching
The safe operation of aeronautical engines requires an understanding of flame ignition, propagation and extinction. In this study, direct numerical simulations are performed using a 29 species reduced chemical mechanism for jet fuel surrogate Jet A to understand the flame quenching process. Here, initially laminar spherical flames of varying sizes and equivalence ratios are subject to an identical periodic domain of decaying and isotropic high intensity turbulence with a turbulent Reynolds number of 2400. All cases become quenched, except for the larger kernel with lower Karlovitz number. An analysis of the flame structure shows broadened preheat zone, flame shortening on the product side, differential species diffusion and partial fuel pyrolysis in the fresh mixture. Two extinction mechanisms are identified arising from flame shortening and high flame stretch. Flame shortening occurs due to turbulence-chemistry interactions that resemble the flame–flame interaction in a laminar counterflow reactant-to-reactant configuration, which contorts and breaks up the ignition kernel. Flame stretch is a local effect that attenuates the heat release rate and causes the flame to retreat towards the product mixtures, similar to what has been observed for reactant-to-product laminar counterflow flames. Chemical explosive mode analysis was also performed to quantify the flame structure and local combustion mode. The diffusion–reaction balance in pinched-off flame islands favors extinction of these smaller structures, while auto-ignition modes are observed within the flame kernel after fresh mixture is engulfed and preheated in the product kernel. Statistics of the density-weighted displacement speed conditional on local combustion mode indicates strong correlation between the local extinction mode and negative displacement speed. The local balance between diffusion and reaction ultimately determines the propensity for local extinction in both laminar and turbulent flames, the extent of which has an impact on global flame propagation.
42 ENGINEERING↗
Realizing "Net-Zero-Carbon" Sustainable Aviation Fuel
The aviation industry needs renewable and fungible jet fuel - commonly referred to as sustainable aviation fuel (SAF) - to minimize emissions and increase efficiencies. SAF can displace the same, if not more, CO2 equivalent emissions (CO2eq), reduce contrail formation, and increase engine-aircraft efficiencies. Flight represents ~10% of transportation greenhouse gas emissions, with the global consumption of ~400 billion liters of fossil jet fuel in 2019 releasing over 900 million tons of CO2eq. Even with impacts from the COVID-19 global pandemic, the aviation sector is projected to grow with passenger miles expected to double by 2050, relative to 2010. As such, there is an urgent need to produce drop-in aviation fuel from renewables with a dramatically lower carbon footprint.
biojet↗
Microalgae Hydrothermal Liquefaction and Biocrude Upgrading: 2022 State of Technology
A preliminary techno-economic analysis (TEA) was developed for the fiscal year (FY) 2022 state of technology (SOT) assessment to evaluate the benefits and risks of using demonstrated, high-productivity algae strains for fuels generation, including sustainable aviation fuel (SAF). In 2022, the marine algal strain, Picochlorum celeri, which demonstrated the highest outdoor biomass productivities reported to date in the DOE-funded open-pond raceway testbed at the Arizona Center for Algae Technology and Innovation (AzCATI), was tested for continuous hydrothermal liquefaction (HTL) processing at PNNL. HTL testing results demonstrated a biocrude yield of 0.33 g/g algae on an ash-free dry weight (AFDW) basis from P. celeri. The hydrotreatment testing of the HTL biocrude from P. celeri was also conducted to investigate the production of jet fuel from marine algal biomass. To the best of our knowledge, this is the first report of jet fuel production from autotrophically grown marine algal biomass. The current hydrotreating testing demonstrated approximately 22.7 wt% of the hydrotreated oil within the typical boiling-point range of jet fuel (150–250 °C). Initial testing of the jet fuel cut (JFC) showed that the physical properties under investigation were within typical ranges for petroleum-based jet fuels. The experimental work of this study closes the gap between outdoor algae cultivation and algae conversion to critical transportation fuels using the same algae strain for both cultivation and conversion testing. The continuous HTL and the upgrading testing described herein demonstrate the potential of producing sustainable aviation fuel (SAF) from algae cultivated in open-pond systems using the primary inputs of sunlight and carbon dioxide.
09 BIOMASS FUELS↗
Cycloalkane-rich sustainable aviation fuel production via hydrotreating lignocellulosic biomass-derived catalytic fast pyrolysis oils
Sustainable aviation fuel (SAF) produced from lignocellulosic biomass is emerging as an ideal alternative to conventional jet fuel for aviation sector decarbonization. Catalytic fast pyrolysis (CFP) can convert lignocellulosic biomass into relatively stable bio-oil that can be selectively transformed to various transportation fuels through hydroprocessing under conditions of different severities. In this contribution, two CFP oils produced from pine-based feedstocks over different types of catalysts (i.e., ZSM-5 and Pt/TiO 2 catalysts) were hydrotreated at 125 bar in a non-isothermal process with a maximum temperature of 385 °C over a sulfided NiMo/Al 2 O 3 catalyst to produce SAF with high cycloalkane concentrations of 89–92 wt%. Cycloalkanes are an important component of jet fuel with advantageous fuel properties, such as high energy density, low sooting, and potential for replacing aromatic hydrocarbons to provide good seal swelling properties. The hydrotreating process successfully converted 91–92% of the biogenic carbon in the CFP oil intermediates to liquid-phase hydrotreated products. Through distillation, 39–40 wt% of the hydrotreated oils were collected in the jet-fuel range as SAF fractions. The rest of the hydrotreated product could be valorized as fuels (e.g., diesel) or chemicals. The SAF fractions with oxygen contents below the detection limit (<0.01 wt%) met ASTM D7566 finished fuel blend and D4054 Tier 1 specifications with respect to density, lower heating value (LHV), volatility, flash point, and freeze point. These results indicate hydrotreating lignocellulosic biomass-derived CFP oil as a promising pathway to produce high-quality SAF rich in cycloalkanes. Continued research is required to increase the SAF yield by process improvements, such as increased CFP oil yields, and an enhanced production of SAF-range molecules via e.g., cracking of high-molecular weight compounds either during CFP or hydrotreating, as well as evaluation of a broader range of jet fuel properties and performance requirements.
09 BIOMASS FUELS↗
The U.S. Energy System and the Production of Sustainable Aviation Fuel From Clean Electricity
Jet fuel is relatively small in terms of energy consumption and carbon dioxide emissions (10% of U.S. transportation sector in 2021, expected to increase to 14% by 2050). Still airlines have ambitious goals to reduce their greenhouse footprints from carbon-neutral growth beginning this year to reducing greenhouse gas emission for international flights by 50% by 2050 compared to 2005 levels. The challenge is heightened by the longevity of the current fleet (30–50 years) and by the difficulty in electrifying the future fleet because only 5% of the commercial aviation greenhouse gas footprint is from regional flights that might, conceivably be electrified using foreseeable technology. Therefore, large amounts of sustainable aviation fuel will be needed to reach the aggressive targets set by airlines. Only 3 million gallons (11.4 ML) of sustainable aviation fuel (SAF) (with a heat of combustion totaling about 400 TJ = 0.0004 EJ) was produced in the U.S. in 2019 for a 26 billion gallon per year market (3.6 EJ/year). Fischer-Tropsch and ethanol oligomerization (alcohol-to-jet) are considered for producing SAF, including the use of renewable electricity and carbon dioxide. In sequencing the energy transition, cleaning the U.S. grid is an important first step to have the largest greenhouse gas emissions reduction. While carbon dioxide and clean electricity can potentially provide the SAF in the future, an ethanol oligomerization option will require less energy.
25 ENERGY STORAGE↗
Life cycle analysis of dedicated energy crops for fuel production in the United States
Dedicated energy crops are promising feedstocks to make biofuels including jet fuels. This study applies life cycle analysis (LCA) to estimate direct well-to-wake (WTW) greenhouse gas (GHG) emissions (g CO 2 e/MJ) for jet fuel derived from five energy crops-biomass sorghum, miscanthus, switchgrass, poplar, and willow-via Fischer-Tropsch-to-Jet (FTJ) and Ethanol-to-Jet (ETJ) pathways. The WTW boundary includes direct emissions from biomass production, fuel production, and fuel combustion. The R&D GREET model is expanded to conduct the LCA, using national average biomass yields and farming inputs from the 2023 Billion-Ton Study. In addition, this study estimates emissions from market-mediated effects, including induced land-use change, induced other crop (non-feedstock) production changes, and induced livestock production changes using global economic and emissions factor models. On a per-dry U.S. ton basis, cultivation and harvest emissions are lowest for willow (51,565 g CO 2 e) and highest for biomass sorghum (104,488 g CO 2 e). Per-acre results show similarly high emissions for sorghum and lowest values for poplar and willow. Direct WTW emissions are substantially lower for FTJ (biomass sorghum: 5.5; miscanthus: 10.3; switchgrass: 11.7; poplar: 11.9; and willow: 8.7 g CO 2 e/MJ) than ETJ (33.2; 33.8; 34.8; 36.2; and 31.7 g CO 2 e/MJ, respectively). When market-mediated emissions are included, miscanthus exhibits the lowest total emissions across energy crop pathways. Although results are sensitive to modeling assumptions, they indicate that high-yielding perennial and woody crops, particularly when planted on marginal land, could significantly reduce WTW emissions for bio-jet fuels by combining low direct emissions with soil carbon gains and favorable market-mediated effects.
Billion-Ton Study↗