Drivers and barriers to the adoption and diffusion of Sustainable Jet Fuel (SJF) in the U.S. Pacific Northwest

Smith, Paul M.; Gaffney, Michael; Shi, Wenping; Hoard, Season; Armendariz, I. Ibarrola; Mueller, Daniel

doi:10.1016/j.jairtraman.2016.10.004

Cited by 34 publications

(11 citation statements)

References 8 publications

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“…Federal Aviation Administration (FAA) is targeting to enable the use of 1 billion gallons of renewable jet fuel in aviation sector by 2018 (Smith et al, 2017). Federal Aviation Administration (FAA) is targeting to enable the use of 1 billion gallons of renewable jet fuel in aviation sector by 2018 (Smith et al, 2017).…”

Section: Introductionmentioning

confidence: 99%

“…Regardless of significant efforts, the production volumes of biojet fuel are very small, and demand technology improvement and large-scale availability of low-cost feedstock to improve process economics. Federal Aviation Administration (FAA) is targeting to enable the use of 1 billion gallons of renewable jet fuel in aviation sector by 2018 (Smith et al, 2017). In case of renewable jet fuel production from oil crops, the feedstock cost accounts for the major fraction of total production cost (Pearlson, 2011;Chu et al, 2016;Wang & Tao, 2016).…”

Section: Introductionmentioning

confidence: 99%

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Biorefinery for combined production of jet fuel and ethanol from lipid‐producing sugarcane: a techno‐economic evaluation

Kumar

Long

2017

GCB Bioenergy

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Replacing fossil fuels with an economically viable green alternative at scale has proved most challenging in the aviation sector. Recently sugarcane, the most productive crop on the planet, has been engineered to accumulate lipids. This opens the way for production of far more industrial vegetable oil per acre than previously possible. This study performs techno‐economic feasibility analysis of jet fuel production from this new cost efficient and high yield feedstock. A comprehensive process model for biorefinery producing hydrotreated jet fuel (from lipids) and ethanol (from sugars), with 1 600 000 MT yr−1 lipid‐cane processing capacity, was developed in SuperPro Designer. Considering lipid‐cane development is continuing for higher oil concentrations, analysis was performed with lipid‐cane containing 5%, 10%, 15%, and 20% lipids. Capital investments for the biorefinery ranged from 238.1 to 351.2 million USD, with jet fuel capacities of 12.6–50.5 million liters (correspondingly ethanol production of nil to 102.6 million liters). The production cost of jet fuel for different scenarios was estimated $0.73 to $1.79 per liter ($2.74 to $6.76 per gal) of jet fuel. In all cases, the cost of raw materials accounted for more than 70% of total operational cost. Biorefinery was observed self‐sustainable for steam and electricity requirement, because of in‐house steam and electricity generation from burning of bagasse. Minimum fuel selling prices with a 10% discount rate for 20% lipid case was estimated $1.40/L ($5.31/gal), which was lower than most of the reported prices of renewable jet fuel produced from other oil crops and algae. Along with lower production costs, lipid‐cane could produce as high as 16 times the jet fuel (6307 L ha−1) per unit land than that of other oil crops and do so using low‐value land unsuited to most other crops, while being highly water and nitrogen use efficient.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Biorefinery for combined production of jet fuel and ethanol from lipid‐producing sugarcane: a techno‐economic evaluation

Kumar

Long

2017

GCB Bioenergy

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“…6 Others have estimated the future growth of CO 2 emissions in the next decade 7 and the required quantity of biofuels in order to meet an emission reduction. 8 Nevertheless, the literature 9 lacked a detailed forecast of the impact of the biofuels implementation focusing on the airlines finances, which are expected to be the main drivers of this development.…”

Section: Introductionmentioning

confidence: 99%

Analyzing carbon neutral growth and biofuel economic impact for 2017–2025: A case study based on Spanish carriers

Lázaro

Pérez-Campuzano²,

Benito

et al. 2018

Proceedings of the Institution of Mechanical Engineers, Part G:

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Aviation CO2 emissions are growing along with traffic growth and expected technological efficiency improvements are not enough to reduce this continuous increase. International organizations are concerned and are implementing incentive rules in order to reduce them. IATA has stated a carbon neutral growth of emissions from 2020 onward within its roadmap. This paper aims to analyze suitable measures that could help to reach this target and focuses on their impact on the finances of 15 varied Spanish airlines. With these goals, an estimation model is designed in order to carry out a forecast of the 2017–2025 Spanish air market. This is comprised by three submodels: (i) the traffic model estimates the annual performance for Spanish carriers in each of their routes, (ii) the biofuel model is in charge of estimating the biofuel prices, emissions and regulations (with special attention to mandatory blending percentage), and (iii) the operating cost model estimates the carrier’s expenses structure. Data from several sources (regarding 2016 traffic statistics and forecasts of growth and fuel prices to name but two) is gathered and merged in order to feed the model. Aggregated results show that an average 3% per year increase of mandatory blending percentage should be applied for a 2020 CNG in the base scenario. Regarding the different biofuel feedstocks investigated, Camelina’s performance presents a good compromise in respect to price, emissions, and production issues. A further study on the airline’s cost structure shows that differences in the operating model (legacy, low cost, etc.) and route configurations can lead to big differences in terms of impact of biofuels introduction on the total airline costs. This could indicate that perhaps the design of distance-specific financial schemes would be desirable. In addition, high sensitivity to changes in common fuel price and traffic growth is observed.

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“…There are some issues whose analysis is out of the scope of this investigation such as the estimation of non-operating costs of the airlines or the micro-environmental impact of cultivation of biofuel feedstocks or Indirect Land Use Change (ILUC). This has been analyzed regionally, jointly with some logistic issues, in (Herr, et al, 2016) and (Smith, et al, 2017). As aforementioned, only Spanish airlines are included in this analysis, considering all their domestic and international operations but excluding those flights carried out by foreign carriers, even if they take place within the Spanish territory.…”

Section: Aviation Research Frameworkmentioning

confidence: 99%

“…Others have estimated the future growth of CO2 emissions in the next decade (Kousoulidou & Lonza, 2016) and the required quantity of biofuels in order to meet an emission reduction (Deane, et al, 2015). Nevertheless, the literature lacked from a detailed forecast of the impact of the biofuels implementation focusing on the airlines finances, which are expected to be the main drivers of this development (Smith, et al, 2017). All these factors were direct and/or indirectly inserted in the model scheme, whether through inputs or cost equations constants.…”

Section: Introductionmentioning

confidence: 99%

Airline cost methodology for analyzing biofuel usage feasibility

Lázaro¹

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Drivers and barriers to the adoption and diffusion of Sustainable Jet Fuel (SJF) in the U.S. Pacific Northwest

Cited by 34 publications

References 8 publications

Biorefinery for combined production of jet fuel and ethanol from lipid‐producing sugarcane: a techno‐economic evaluation

Biorefinery for combined production of jet fuel and ethanol from lipid‐producing sugarcane: a techno‐economic evaluation

Analyzing carbon neutral growth and biofuel economic impact for 2017–2025: A case study based on Spanish carriers

Airline cost methodology for analyzing biofuel usage feasibility

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