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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 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Separation, Recovery and Upgrading of 2,3-Butanediol from Fermentation Broth

2,3-Butanediol (BDO) is a bio-derived building block available from biomass through biochemical methods in high titers (>120 g L-1) making it an attractive target for production and further upgrading to chemical products and fuels such as sustainable aviation fuel. A key challenge to enable the adoption of BDO as a precursor is the effective separation and isolation of this molecule from the fermentation broth. 2,3-Butanediol has a boiling point higher than that of water (177 degrees C), and as a consequence, separation via distillation methods is an energy-intensive and therefore costly approach. We have improved the BDO separation through conversion to a 1,3-dioxolane directly in fermentation broth via reaction with bio-derived aldehydes catalyzed by a solid acid catalyst. The resulting dioxolane phase separates from the fermentation broth, allowing for easy decantation and isolation in >90% isolated yield. Isolated dioxolane can be used directly as a compression iginition fuel, trans-acetalized to recover high-purity BDO or used directly in a catalytic process as a BDO synthon to produce methyl ethyl ketone with aldehyde recovery in near quantitative yield.

aviation fuel↗
DOE OSTI2024

Corn stover variability drives differences in bisabolene production by engineered Rhodotorula toruloides

Microbial conversion of lignocellulosic biomass represents an alternative route for production of biofuels and bioproducts. While researchers have mostly focused on engineering strains such as Rhodotorula toruloides for better bisabolene production as a sustainable aviation fuel, less is known about the impact of the feedstock heterogeneity on bisabolene production. Critical material attributes like feedstock composition, nutritional content, and inhibitory compounds can all influence bioconversion. Further, the given feedstocks can have a marked influence on selection of suitable pretreatment and hydrolysis technologies, optimizing the fermentation conditions, and possibly even modifying the microorganism's metabolic pathways, to better utilize the available feedstock. Here, this work aimed to examine and understand how variations in corn stover batches, anatomical fractions, and storage conditions impact the efficiency of bisabolene production by R. toruloides. All of these represent different facets of feedstock heterogeneity. Deacetylation, mechanical refining, and enzymatic hydrolysis of these variable feedstocks served as the basis of this research. The resulting hydrolysates were converted to bisabolene via fermentation, a sustainable aviation fuel precursor, using an engineered R. toruloides strain. This study showed that different sources of feedstock heterogeneity can influence microbial growth and product titer in counterintuitive ways, as revealed through global analysis of protein expression. The maximum bisabolene produced by R. toruloides was on the stalk fraction of corn stover hydrolysate (8.89 ± 0.47 g/L). Further, proteomics analysis comparing the protein expression between the anatomic fractions showed that proteins relating to carbohydrate metabolism, energy production, and conversion as well as inorganic ion transport metabolism were either significantly upregulated or downregulated. Specifically, downregulation of proteins related to the iron–sulfur cluster in stalk fraction suggests a coordinated response by R. toruloides to maintain overall metabolic balance, and this was corroborated by the concentration of iron in the feedstocks.

09 BIOMASS FUELS↗
DOE OSTI2023

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↗
DOE OSTI2024

Learnings From the 2022 NREL Partner Forum: Research Needs for Aircraft

During the 2022 Partner Forum at the National Renewable Energy Laboratory (NREL), stakeholders and experts from across aviation came to the whiteboard to outline common goals, align interests, understand technologies, and discuss steps for safely and seamlessly decarbonizing aviation. Experts identified challenges, strategies, and needed research on sustainable aviation fuel, alternative propulsion, infrastructure, and aircraft. Initial insights, strategies, and high-level suggestions from the aircraft workshop are summarized below, including potential barriers and synergies for achieving bold decarbonization goals.

aircraft↗
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 OSTI2023

(Invited) Utilization of Bio-CO 2 and Bio-Methane for Fuel Production: Integration Solid Oxide Electrolyzer, Low Energy Plasma Reformer with Fischer-Tropsch Synthesis

Transition to renewable energy is essential to achieve climate protection objectives. Besides storing electricity for later use, fuel production using renewable energy is an essential part of reducing fossil dependance. The highest value application in current markets is the production of liquid transportation fuels such as sustainable aviation fuels (SAF) from sustainable, ideally biogenic carbon resources. A system is presented for processing anaerobic digester gas for liquid hydrocarbon production. Bio-CO 2 is processed through a solid oxide electrolysis cell and bio-CH 4 through a low energy plasma reformer. The combined synthesis gas is supplied to a Fischer-Tropsch reactor for the production of liquid hydrocarbons. The combination of technologies nearly doubles the yield of biofuel by utilizing the bio-CO 2 in addition to the bio-CH 4 . Here, the product fuel is all bio-carbon but it also embodies renewable electric energy in a high-value, storable and transportable liquid hydrocarbon.

09 BIOMASS FUELS↗
DOE OSTI2023

Biofuel Production and Greenhouse Gas Reduction Potential

Under two biomass supply scenarios presented in this study, between 56 and 81 B GGE/year of biofuel could be produced. The corresponding GHG reduction potential is between to 410 million 635 billion Mt CO2e/year. This volume of biofuel is sufficient to replace a majority of fuel demand in hard-to-electrify aviation, marine, rail and off-road transportation by 2050. Through pathway selection and process design, sufficient sustainable aviation fuel (SAF) could be produced to exceed the projected 35 B gpy of domestic aviation fuel demand by 2050. The external hydrogen required to produce this volume of fuel is estimated to be between 3.5 to 5.2 Mt/year.

09 BIOMASS FUELS↗
DOE OSTI2024

SAF Grand Challenge: October 2021 – September 2024 Progress Report Fact Sheet

An interagency team led by the U.S. Department of Energy (DOE), U.S. Department of Agriculture (USDA), U.S. Department of Transportation (DOT), and other federal agencies including the U.S. Department of Defense, U.S. Environmental Protection Agency, National Aeronautics and Space Administration, and Commercial Aviation Alternative Fuels Initiative have made important progress on accelerating acceptance and growth of sustainable aviation fuel (SAF) as a primary strategy in aviation decarbonization. The progress made by these federal agencies supports the interagency SAF Grand Challenge, including new funding opportunities and initiatives aligned with the SAF Grand Challenge Roadmap; providing expertise and technical assistance to industry; increasing interagency collaboration; and providing data, modeling, and analysis to decision makers.

Sustainable Aviation Fuel Aviation SAF↗
DOE OSTI2024

Learnings From the 2022 NREL Partner Forum: Research Needs for Liquid Fuels

During the 2022 Partner Forum at the National Renewable Energy Laboratory (NREL), stakeholders and experts from across aviation came to the whiteboard to outline common goals, align interests, understand technologies, and discuss steps for safely and seamlessly decarbonizing aviation. Experts identified challenges, strategies, and needed research on aviation fuels, infrastructure, and aircraft. Initial insights, strategies, and high-level suggestions from a focused sustainable aviation fuel (SAF) workshop are summarized below, including potential barriers and synergies for achieving bold decarbonization goals.

aviation↗
DOE OSTI2021

CORSIA: The first internationally adopted approach to calculate life-cycle GHG emissions for aviation fuels

The aviation sector has grown at a significant pace in recent years, and despite improvements in aircraft efficiency, the sector's impact on climate change is a growing concern. To address this concern, the International Civil Aviation Organization (ICAO) established the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) to help reduce aviation greenhouse gas (GHG) emissions. This paper presents a methodology agreed by the 193 ICAO member states to evaluate the life-cycle GHG emissions of sustainable aviation fuels (SAFs), in the CORSIA system. The core life-cycle assessment and induced land use change values of SAFs are presented to determine the GHG savings of certified pathways. The paper aims to present that a number of SAFs can yield significant life-cycle emission reductions compared to petroleum-derived jet fuel. This implies the potentially major role of SAFs in reducing aviation's carbon footprint.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2025

Techno-economics of hydrocarbon fuel production and recyclables recovery from landfill-destined municipal solid waste: AI-enhanced materials recovery facility design

Sustainable aviation fuels (SAF) production from cellulosic paper fractions of municipal solid waste (MSW) destined for landfills has strong potential to advance environmental, social, and economic sustainability across the aviation and waste sectors. This study proposes an artificial intelligence-enabled material recovery facility (AI-MRF) design to efficiently characterize, separate, process, and convert recovered paper waste from MSW into intermediate chemicals and SAF. The AI-MRF, designed to process 233,091 metric tons of MSW annually, integrates smart manufacturing technologies including AI, visual and hyperspectral imaging, multi-sensor data, and traditional sorting systems. Well-characterized and sorted cellulosic paper waste was utilized for chemical and fuel production scenarios, while clean plastics, metals, and glass were considered for recycling. Conversion of paper waste into intermediate sugars achieved a net present value (NPV) of up to $\$67$ million. For sugar-to-SAF production scenarios, the minimum fuel selling price (MFSP) was calculated at $\$6.11$ per gasoline gallon equivalent (GGE) when excluding recyclable revenue, and $\$4.03$ per GGE when halving recyclable revenue. The MFSP was further reduced to $\$1.96$ per GGE when accounting for SAF sales and recyclables. Nationally, this approach could yield about 2 billion GGE of hydrocarbon fuel annually from available MSW in the United States.

09 BIOMASS FUELS↗
DOE OSTI2025

Solvent-Free Dimerization of Isoprene at Ambient Temperature: A Green Route to Biofuel-Range Hydrocarbons

In order to achieve a net-zero carbon footprint by 2050, the global aviation industry must reduce its dependence on fossil fuels. In this regard, there is a global challenge to produce sufficient sustainable aviation fuel (SAF) from renewable sources. Isoprene is an intermediate molecule that can be derived from multiple biomass-based or biosynthetic routes. Here, in this work, we report a green route for the catalytic conversion of isoprene to hydrocarbons that are suitable for aviation fuel. By using an Amberlyst-15 catalyst without metal loading at ambient temperature (19–23 °C), as well as 40 °C, 50 °C, and 60 °C, isoprene was converted into olefinic precursors for SAF and/or blending with conventional aviation fuels. Specifically, at ambient temperature, the process achieved approximately 70 wt % conversion of isoprene with over 50 mol % carbon selectivity toward the aviation fuel range. The resulting SAF-range hydrocarbons were composed of iso-alkenes, branched olefinic monocyclic compounds, and bicyclic compounds, covering a wide range of aviation fuel components. Our work demonstrates, for the first time, the formation of diverse hydrocarbon families for SAF and/or aviation fuel blending at ambient temperature from isoprene.

09 BIOMASS FUELS↗
DOE OSTI2023

Simulations of Fuel-Air Mixing in a 7 Element Lean Direct Injection (LDI) Aviation Combustor

The increased accessibility of commercial aviation to the general population has in-creased the conventional jet fuel consumption, thereby causing increased CO2 emissions. One of the strategies to reduce the environmental impact is to use sustainable aviation fuels (SAFs). SAFs are jet fuels obtained from renewable resources such as biomass and waste streams such as plastics/municipal solid wastes. Even though the use of SAFs has been gaining importance over the last two decades, only a few numerical studies on their usage have been reported so far. In this study, two SAFs namely, Alcohol to Jet (ATJ) and Hydrotreated Esters and Fatty Acids (HEFA), are chosen and their use in a simple, Lead Direct Injection (LDI) combustor is studied. The focus of this study is limited to the thermo-chemical properties of the fuels and their impact on fuel distribution and evaporation. Hence, only non-reactive simulations are performed. A high accuracy, adaptive mesh refinement based low-Mach solver, PeleLMeX, is used for performing the simulations. The time-averaged flow results indicate faster evaporation of HEFA when compared to ATJ and Jet-A. The difference in fuel evaporation rates is attributed to the differences in fuel viscosity and surface tension properties and the concomitant variations in the fuel droplet size distributions.

adaptive mesh refinement↗
DOE OSTI2025

Extraction of Oil From Camelina Seeds Using Liquefied Dimethyl Ether

With a changing climate and a push for net-zero carbon emissions, sustainable aviation fuel (SAF) is gaining interest worldwide. Due to its compatibility with current infrastructure and potential to reduce emissions by up to 94%, SAF has been identified as the best near-term opportunity to decrease carbon emissions in the aviation industry. SAF can be produced from various renewable feedstocks, with Camelina sativa (L.) seeds standing out due to their high oil content. Conventionally, the oil is extracted using hydrothermal liquefaction (HTL), which involves the pressurized heating of water and biomass up to 400°C, making it incredibly energy-intensive. Conversely, liquefied dimethyl ether (DME) extraction operates at room temperature and is capable of near 100% solvent recycling. In this work, we propose the use of DME extraction as a substitute for HTL, hypothesizing that it can overcome the challenges of current oil extraction methods while maintaining the same oil yields.

09 - BIOMASS FUELS↗
DOE OSTI2022

Low-Cost Cellulosic Sugars Produced by NREL's Deacetylation and Mechanical Refining Process

The National Renewable Energy Laboratory has developed a deacetylation and mechanical refining (DMR) process that combines low-severity chemical pretreatment and mechanical refining to sidestep the expenses and challenges of traditional pretreatments, such as hydrothermal and dilute acid technologies. The DMR process is an important step in turning agricultural waste to sustainable aviation fuel.

biofuel↗
DOE OSTI2023

Simulations of Fuel-Air Mixing in a 7 Element Lean Direct Injection (LDI) Aviation Combustor: Preprint

The increased accessibility of commercial aviation to the general population has in-creased the conventional jet fuel consumption, thereby causing increased CO2emissions. One of the strategies to reduce the environmental impact is to use sustainable aviation fuels (SAFs). SAFs are jet fuels obtained from renewable resources such as biomass and waste streams such as plastics/municipal solid wastes. Even though the use of SAFs has been gaining importance over the last two decades, only a few numerical studies on their usage have been reported so far. In this study, two SAFs namely, alcohol to jet (ATJ) and hydrotreated esters and fatty acids (HEFA), are chosen and their use in a simple, lead direct injection (LDI) combustor is studied. The focus of this study is limited to the thermo-chemical properties of the fuels and their impact on fuel distribution and evaporation. Hence, only non-reactive simulations are performed. A high accuracy, adaptive mesh refinement based low-Mach solver, PeleLMeX, is used for performing the simulations. The time-averaged flow results indicate faster evaporation of HEFA when compared to ATJ and Jet-A. The difference in fuel evaporation rates is attributed to the differences in fuel viscosity and surface tension properties and the concomitant variations in the fuel droplet size distributions.

adaptive mesh refinement↗
DOE OSTI2024

Valorization of lignin from aqueous-based lignocellulosic biorefineries

An additional 100 million tons/year of lignin coproduct will result when lignocellulosic biomass is processed in biorefineries to fiber, sugars, biofuels, and bioproducts. This will double the amount of lignin already generated from pulping and paper production. Unlike pulping that results in lignosulphonate (88% of total) or Kraft lignin (9%), aqueous-based biorefining leaves behind non-sulfonated lignin and aromatic molecules. Furthermore, this new type of lignin provides opportunities for large volume agricultural uses such as controlled-release carriers and soil amendments as well as feedstocks for new chemistries that lead to molecular building blocks for the chemical industry and to precursors for sustainable aviation biofuels.

03 NATURAL GAS↗