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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.

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At least 109 records · Page 6
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Toward net-zero sustainable aviation fuel with wet waste–derived volatile fatty acids

Significance To meet the growing demand for sustainable aviation fuels (SAF), conversion pathways are needed that leverage wet waste carbon and meet jet fuel property specifications. Here, we demonstrate SAF production from food waste–derived volatile fatty acids (VFA) by targeting normal paraffins for a near-term path to market and branched isoparaffins to increase the renewable content long term. Combining these distinct paraffin structures was shown to synergistically improve VFA-SAF flash point and viscosity to increase the renewable blend limit to 70%. Life cycle analysis shows the dramatic impact on the carbon footprint if food waste is diverted from landfills to produce VFA-SAF, highlighting the potential to meet jet fuel safety, operability, and environmental goals.

09 BIOMASS FUELS↗
DOE OSTI2021

Port Authority of New York and New Jersey Sustainable Aviation Fuel Logistics and Production Study

The Port Authority of New York and New Jersey (PANYNJ) sustainability commitment is to meet the goals set by the Paris Agreement, with an interim greenhouse gas reduction target of 35% by 2025 and 80% by 2050. PANYNJ is seeking sustainable solutions to reduce carbon emissions for all public forms of transportation, including aviation. Similarly, the global aviation industry adopted the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA), which seeks to cap net carbon dioxide (CO 2 ) aviation emissions at 2020 levels through 2035. Industry has also set a goal of reducing CO 2 emissions by 50% compared to 2005 levels by 2050. Sustainable aviation fuel (SAF), made from non-petroleum feedstocks, is a near-term alternative fuel that reduces emissions from air transportation. The National Renewable Energy Laboratory (NREL) conducted a resource assessment and a techno-economic analysis to identify the potential for production in the port district. Although SAF could be sourced from other areas of the United States or imported, an evaluation of local production was conducted due to the potential positive impacts of a circular economy by converting local waste feedstocks into SAF for use at nearby airports. The study found that the highest volumes of feedstock nearby were municipal solid waste and woody biomass. SAF must be blended with Jet A up to certain percent determined by ASTM International fuel quality standards prior to use in aircraft. SAF from a stand-alone facility could be delivered by barge, rail, or truck to a Linden, New Jersey based terminal for blending with Jet A or it could be blended in the Gulf region and shipped via the Colonial pipeline to one of the terminals. The investment will take place at the terminal(s) to accommodate SAF/Jet A blends and it will be business as usual for the airports in how they receive fuel and distribute it to aircraft.

09 BIOMASS FUELS↗
DOE OSTI2022

From Farm to Flight: CoverCress as a Low Carbon Intensity Cash Cover Crop for Sustainable Aviation Fuel Production. A Review of Progress Towards Commercialization

Thlaspi arvense L. (Field Pennycress; pennycress) is being converted into a winter-annual oilseed crop that confers cover crop benefits when grown throughout the 12 million-hectares U.S. Midwest. To ensure a fit with downstream market demand, conversion involves not only improvements in yield and maturity through traditional breeding, but also improvements in the composition of the oil and protein through gene editing tools. The conversion process is similar to the path taken to convert rapeseed into Canola. In the case of field pennycress, the converted product that is suitable as a rotational crop is called CoverCress™ as marketed by CoverCress Inc. or golden pennycress if marketed by others. Off-season integration of a CoverCress crop into existing corn and soybean hectares would extend the growing season on established croplands and avoid displacement of food crops or ecosystems while yielding up to 1 billion liters of seed oil annually by 2030, with the potential to grow to 8 billion liters from production in the U.S. Midwest alone. The aviation sector is committed to carbon-neutral growth and reducing emissions of its global market, which in 2019 approached 122 billion liters of consumption in the U.S. and 454 billion liters globally. The oil derived from a CoverCress crop is ideally suited as a new bioenergy feedstock for the production of drop-in Sustainable Aviation Fuel (SAF), renewable diesel, biodiesel and other value-added coproducts. Through a combination of breeding and genomics-enabled mutagenesis approaches, considerable progress has been made in genetically improving yield and other agronomic traits. With USDA-NIFA funding and continued public and private investments, improvements to CoverCress germplasm and agronomic practices suggest that field-scale production can surpass 1,680 kg ha -1 (1,500 lb ac -1 ) in the near term. At current commodity prices, economic modeling predicts this level of production can be profitable across the entire supply chain. Two-thirds of the grain value is in oil converted to fuels and chemicals, and the other one-third is in the meal used as an animal feed, industrial applications, and potential plant-based protein products. In addition to strengthening rural communities by providing income to producers and agribusinesses, cultivating a CoverCress crop potentially offers a myriad of ecosystem services. The most notable service is water quality protection through reduced nutrient leaching and reduced soil erosion. Biodiversity enhancement by supporting pollinators’ health is also a benefit. While the efforts described herein are focused on the U.S., cultivation of a CoverCress crop will likely have a broader application to regions around the world with similar agronomic and environmental conditions.

09 BIOMASS FUELS↗
DOE OSTI2026

Co-Location of Cellulosic Bioethanol and Alcohol-to-Jet (ATJ) Production Facilities for Targeted Scale-Up of Sustainable Aviation Fuel (SAF) Production

Achieving aerospace industry net-zero emissions by 2050 requires rapid scaling of sustainable aviation fuel (SAF) production. Leveraging existing infrastructure, proven technologies like Alcohol-to-Jet (ATJ), and low carbon intensity (CI) feedstocks (e.g., switchgrass and miscanthus) can support this transition and help achieve near-term emissions reduction targets. This study evaluates the implications of lignocellulosic ethanol biorefinery siting and integration with petroleum refineries to produce SAF across 1000 sites randomly sampled from areas suitable for perennial grasses in the U.S. rainfed region. To better understand the logistics of material transport and handoffs, we integrated models of biomass harvest, transport, ethanol, and ATJ production in a stochastic framework based on Monte Carlo simulations to characterize SAF minimum selling price (MSP) and carbon intensity (CI), considering site-specific parameters (e.g., feedstock production, transportation, taxes, incentives). The results indicate trade-offs between MSP and CI across locations, with median MSP ranging from 7.9 to 12.8 USD·gal −1 and CI from −9.7 to 39.4 gCO 2 e·MJ −1 . Despite high estimated decarbonization costs (580 USD·tonCO 2 e −1 ), our results indicate that site-specific deployment of ATJ with low-CI feedstocks can improve sustainability outcomes. The framework provides a systematic approach to assess cost and sustainability trade-offs across locations, considering the end-to-end supply chain and supporting an informed investment in SAF production.

09 BIOMASS FUELS↗
DOE OSTI2025

Upgrading biocrude oil into sustainable aviation fuel using zeolite-supported iron-molybdenum carbide nanocatalysts

Food waste is an underdeveloped source for production of sustainable aviation fuel (SAF). Now, there is no certified conversion process of food waste for SAF by American Society for Testing and Materials (ASTM). We report the use of zeolite-supported molybdenum carbide nanocatalysts in upgrading biocrudes, produced from food wastes through HTL, into SAF precursors. Our data show a complete removal of oxygen from the biocrude through hydrodeoxygenation and a higher heating value of 46.5 MJ/kg, which is comparable to that of Jet A (46.1 MJ/kg). The prescreening tests (tier alpha and beta) show the average carbon number of the distillation cut (150° to 230°C) of upgraded fuel is 10.6, close to the value of 11.4 for average conventional jet fuel, and the specifications of properties including surface tension, viscosity, heating value, flash point, and freezing point were found to meet the standards of SAF. The metal carbide nanocatalysts were reusable in upgrading tests, and the activity of deoxygenation was retained.

10 SYNTHETIC FUELS↗
DOE OSTI2024

Sustainable Aviation Fuel (SAF) State-of-Industry Report: State of SAF Production Process

GHG emissions related to commercial air travel were already significant, at 10% of the domestic transportation emissions and 3% of the global greenhouse gas emissions prior to the pandemic, and are expected to double by 2050, even with modest projected growth in air travel. Since Sustainable Aviation Fuel (SAF) is the only way that medium to long haul commercial aviation can be decarbonized, a US government wide "SAF Grand Challenge" was issued to encourage industry to develop capabilities to produce SAF, to reduce cost, improve sustainability, build value chains, and to scale production capabilities (1). The targets are to expand current domestic SAF 2022 production by 200X to 3 billion gallons per year by 2030, and then further by 12X to 35 billion gallons by 2050, while achieving life cycle GHG reduction of 50% relative to fossil Jet A. Following the SAF Grand Challenge, the DOE, USDA, EPA and FAA collaboratively developed a comprehensive strategy, outlined in the "SAF Grand Challenge Roadmap" (2), to inform stakeholders of the actions necessary to achieve the above volumetric targets. The purpose of this study is to provide an assessment of the current state of the SAF production industry and identify challenges and hurdles that industry may face in delivering the 2030 goals. This assessment is for the potential feedstocks and conversion pathways expected to contribute to 2030 goals and will generally follow action areas in the SAF Grand Challenge: feedstocks, conversion technology, supply chain, and policy & valuation.

09 BIOMASS FUELS↗
DOE OSTI2023

Assessment of Potential Pennycress Availability and Suitable Sites for Sustainable Aviation Fuel Refineries in Ohio

Pennycress grain has a relatively high oil content (25–36%) and it is considered a desirable feedstock to produce sustainable aviation fuel (SAF). Pennycress crop can be integrated into the corn–soybean rotation as a winter cover crop in the midwestern U.S. to provide both ecosystem services and economic benefits for the farmers, while serving as a promising feedstock for SAF production. For pennycress-based SAF biorefineries to be established at the commercial scale, a sustainable design of the supply system is required to provide reliable information on feedstock availability and optimal facility locations. The objectives of this research were to assess the pennycress production potential in Ohio, and to identify the best locations to establish the SAF biorefineries. To estimate the pennycress production potential in Ohio, a geographic information system (GIS)-based model was developed using the spatially explicit six-year historical data on areas that were planted in the corn–soybean rotation for the period of 2013 through 2018, pennycress yield estimates from field-based experiments reported in the literature, and the soil productivity index for the region of study. Optimal SAF biorefinery locations were identified using a GIS-based location-allocation model. Annual land potentially available for pennycress production in Ohio was estimated to be ~0.6 million ha, which could produce ~1.1 million metric tons of pennycress grain as feedstock to produce ~210 million liters of SAF, depending on the pennycress yield level, oil content, and conversion efficiencies. In addition, the optimum locations for 12 biorefineries, each at an annual capacity of 18.9 million liters of SAF, were identified, and the average transportation distance was estimated to be 35 and 58 km for maximizing attendance and coverage conditions, respectively. The outcomes of this research would help minimize the risks associated with feedstock supply and cost variabilities for pennycress-based SAF production in the region.

Mousavi-Avval, Seyed Hashem↗
DOE OSTI2024

Deploying Purpose-Grown Energy Crops for Sustainable Aviation Fuel (Workshop Summary Report)

From June 6–7, 2023, the U.S. Department of Energy (DOE) Bioenergy Technologies Office (BETO) hosted the workshop “Deploying Purpose-Grown Energy Crops for Sustainable Aviation Fuel” in Kansas City, Missouri. The purpose of the workshop was to examine topics related to large-scale cultivation of purpose-grown energy crops—including algae—that can contribute feedstocks for the production of biofuels and bioproducts. This workshop was a means to gather a variety of stakeholders with the intent to identify elements for a potential future research strategy designed to overcome challenges and delve into the barriers related to the large-scale cultivation of purpose-grown crops. This document provides an overview and summary of the workshop’s presentations, breakout session discussions, and outcomes.

09 BIOMASS FUELS↗
DOE OSTI2019

Synthesis of aviation fuel from bio-derived isophorone

Using photochemical [2 + 2] cycloaddition, a cyclobutane dione was generated from isophorone, a condensate of bio-acetone. Additionally, hydrodeoxygenation of the dione yielded a mixture of polycyclic alkanes, whose high energy density is appropriate for high perfomance aviation applications. This work outlines a light-based approach to increase the energy density of a potential renewable carbon aviation fuel in high yields and high carbon efficiency without sacrificing performance.

09 BIOMASS FUELS↗
DOE OSTI2022

Techno-Economic Evaluation of Strategies to Approach Net-Zero Carbon Sustainable Aviation Fuel via Woody Biomass Gasification and Fischer-Tropsch Synthesis

Reducing the carbon dioxide (CO2) emissions from the transportation industry is a key target for achieving global net-zero carbon goals. Wide-spread electrification, efficient engine design, and alternative fuel implementations have been introduced for light-duty vehicles and are projected to significantly reduce light-duty emissions in the near future. Conversely, the aviation sector contributes considerably towards transportation-based carbon emissions, but current projections do not show substantial reductions in carbon emissions over time. Challenges for the aviation sector include low compatibility with electrification, relative inflexibility to variations in fuel properties, and requirement of high energy density fuels. Thus, identifying pathways to decarbonize the aviation sector via liquid low- or net-zero carbon biofuels that are compatible with current aviation infrastructure is crucial. This work investigates the economic feasibility of approaching net-zero carbon sustainable aviation fuel (SAF) from woody biomass via gasification and Fischer-Tropsch synthesis. In doing so, this assessment identifies the economic opportunities and trade-offs of several carbon mitigation strategies coupled with renewable resource interventions required to approach net-zero carbon fuels via biomass. Renewable natural gas and green hydrogen utilization strategies are assessed to examine the impact of fuel yield improvements versus renewable resource cost. Additionally, both carbon capture and sequestration (CCS) and carbon capture and utilization (CCU) are considered in this analysis to help mitigate carbon loss to the atmosphere. Each scenario was assessed on cost, carbon efficiency, energy efficiency, and overall technology-readiness level (TRL). The results of this analysis show that renewable natural gas, green hydrogen, and CCS can be viewed as a low-cost, near-term carbon abatement strategies. However, in the long-term, deployment of more expensive and less technologically mature CCU technologies can make use of point sources of CO2 to boost overall fuel production.

aviation fuel↗
DOE OSTI2026

Biomass carbon removal can help sustainable aviation fuels achieve on-time arrival

Biofuels, including sustainable aviation and marine fuels, and biomass carbon removal and storage (BiCRS) are often viewed as potentially competing pathways for advancing climate and energy goals. Their comparative economic, environmental, and temporal advantages remain debated. Rather than identifying a “best-use” for biomass, we show that the relative economic advantages of BiCRS versus biofuels exist along a continuum shaped by energy- and decarbonization-focused market conditions. These pathways need not be adversarial: BiCRS can enable, rather than displace, future biofuel deployment. While the lignocellulosic biofuel sector continues to face barriers associated with underdeveloped supply chains and technologies that have not yet been commercialized at scale, emerging BiCRS approaches are comparatively feedstock-flexible, rapidly deployable, and responsive to carbon removal markets. Early BiCRS deployment can help establish reliable biomass supply chains, reducing investment risk for future lignocellulosic biorefineries. By easing initial supply chain constraints, BiCRS can serve as a practical stepping stone toward meeting both near-term carbon removal needs and long-term sustainable fuel objectives under uncertain future market and policy conditions.

bioenvironmental engineering↗
DOE OSTI2024

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↗
DOE OSTI2024

Integration of genome-scale metabolic model with biorefinery process model reveals market-competitive carbon-negative sustainable aviation fuel utilizing microbial cell mass lipids and biogenic CO 2

Producing scalable, economically viable, low-carbon biofuels or biochemicals hinges on more efficient bioconversion processes. While microbial conversion can offer robust solutions, the native microbial growth process often redirects a large fraction of carbon to CO 2 and cell mass. By integrating genome-scale metabolic models with techno-economic and life cycle assessment models, this study analyzes the effects of converting cell mass lipids to hydrocarbon fuels, and CO 2 to methanol on the facility’s costs and life-cycle carbon footprint. Results show that upgrading microbial lipids or both microbial lipids and CO 2 using renewable hydrogen produces carbon-negative bisabolene. Additionally, on-site electrolytic hydrogen production offers a supply of pure oxygen to use in place of air for bioconversion and fuel combustion in the boiler. To reach cost parity with conventional jet fuel, renewable hydrogen needs to be produced at less than $\$2.2$ to $\$3.1$/kg, with a bisabolene yield of 80% of the theoretical yield, along with cell mass and CO 2 yields of 22 wt% and 54 wt%, respectively. The economic combination of cell mass, CO 2 , and bisabolene yields demonstrated in this study provides practical insights for prioritizing research, selecting suitable hosts, and determining necessary engineered production levels.

09 BIOMASS FUELS↗
DOE OSTI2025

Advancing sustainable aviation fuel with high-energy-density bicycloalkanes production from corn stover mixed sugars

Bicycloalkanes stand out as a replacement for aromatics from conventional jet fuel (CJF) because of their high energy density and lower freezing point. Most reports to date have focused on synthesizing bicycloalkanes using model compounds or single sugar components of lignocellulose. Here, we utilize all lignocellulosic sugars of corn stover (CS) to produce bicycloalkanes. First, furfural (FFR) and 5-hydroxymethyl furfural (5-HMF) are produced via acid-catalyzed dehydration, achieving combined FFRs molar yields ranging from 65% to 73%, respectively. The resulting FFRs are converted to cyclopentanones with molar yields within the range of 57%–63% via hydrogenation and Piancatelli rearrangement. Further aldol condensation of cyclopentanones yields C 10 -C 12 oxygenates with 80 mol %. Lastly, these oxygenates are directly hydrodeoxygenated to bicycloalkanes in a yield of 83.8 mol %. The resulting bicycloalkanes exhibit tier α fuel properties consistent with Jet A fuel (CJF) specifications and blend compatibility with CJF at a 37% volumetric ratio.

09 BIOMASS FUELS↗