Well-to-wake analysis of ethanol-to-jet and sugar-to-jet pathways

Spatially Varying Costs of GHG Abatement with Alternative Cellulosic Feedstocks for Sustainable Aviation Fuels

Cellulosic biomass-based sustainable aviation fuels (SAFs) can be produced from various feedstocks. The breakeven price and carbon intensity of these feedstock-to-SAF pathways are likely to differ across feedstocks and across spatial locations due to differences in feedstock attributes, productivity, opportunity costs of land for feedstock production, soil carbon effects, and feedstock composition. We integrate feedstock to fuel supply chain economics and life-cycle carbon accounting using the same system boundary to quantify and compare the spatially varying greenhouse gas (GHG) intensities and costs of GHG abatement with SAFs derived from four feedstocks (switchgrass, miscanthus, energy sorghum, and corn stover) at 4 km resolution across the U.S. rainfed region. We show that the optimal feedstock for each location differs depending on whether the incentive is to lower breakeven price, carbon intensity, or cost of carbon abatement with biomass or to have high biomass production per unit land. The cost of abating GHG emissions with SAF ranges from $181 Mg-1 CO2e to more than $444 Mg-1 CO2e and is lowest with miscanthus in the Midwest, switchgrass in the south, and energy sorghum in a relatively small region in the Great Plains. While corn stover-based SAF has the lowest breakeven price per gallon, it has the highest cost of abatement due to its relatively high GHG intensity. Our findings imply that different types of policies, such as volumetric targets, tax credits, and low carbon fuel standards, will differ in the mix of feedstocks they incentivize and locations where they are produced in the U.S. rainfed region.

Hydrocracking of Polyethylene to Jet Fuel Range Hydrocarbons over Bifunctional Catalysts Containing Pt- and Al-Modified MCM-48

A low-density polyethylene was hydrocracked to liquid hydrocarbons in autoclave reactors over catalysts containing Pt- and Al-modified MCM-48. Two kinds of Al-modified MCM-48 were synthesized for the reaction: Al-MCM-48 was synthesized using a sol–gel method by mixing Al(iso-OC3H7)3 with Si(OC2H5)4 and surfactant in a basic aqueous solution before hydrothermal synthesis, and Al/MCM-48 was synthesized using a post-modification method by grafting Al3+ ions on the surface of calcined Al/MCM-48. X-ray diffraction (XRD) patterns indicated that both Al-MCM-48 and Al/MCM-48 had a cubic mesoporous structure. The Brunauer–Emmett–Teller (BET) surface areas of Al-MCM-48 and Al/MCM-48 were larger than 1000 m2/g. 27Al Magic Angle Spinning-NMR (MAS NMR) indicated that Al3+ in Al-MCM-48 was located inside the framework of mesoporous silica, but Al3+ in Al/MCM-48 was located outside the framework of mesoporous silica. The results of ammonia temperature-programmed desorption (NH3-TPD) showed that the acidic strength of various samples was in the order of H-Y > Al/MCM-48 > Al-MCM-48 > MCM-48. After 4 MPa H2 was charged in the autoclave at room temperature, 1 wt % Pt/Al/MCM-48 catalyst showed a high yield of C9−C15 jet fuel range hydrocarbons of 85.9% in the hydrocracking of polyethylene at 573 K for 4 h. Compared with the reaction results of Pt/Al/MCM-48, the yield of light hydrocarbons (C1−C8) increased over Pt/H-Y, and the yield of heavy hydrocarbons (C16−C21) increased over Pt/Al-MCM-48 in the hydrocracking of polyethylene. The yield of C9−C15 jet fuel range hydrocarbons over the used catalyst did not decrease compared to the fresh catalyst in the hydrocracking of polyethylene to jet fuel range hydrocarbons over Pt/Al/MCM-48.

Sustainability Assessment and Engineering of Emerging Aircraft Technologies—Challenges, Methods and Tools

Driven by concerns regarding the sustainability of aviation and the continued growth of air traffic, increasing interest is given to emerging aircraft technologies. Although new technologies, such as battery-electric propulsion systems, have the potential to minimise in-flight emissions and noise, environmental burdens are possibly shifted to other stages of the aircraft’s life cycle, and new socio-economic challenges may arise. Therefore, a life-cycle-oriented sustainability assessment is required to identify these hotspots and problem shifts and to derive recommendations for action for aircraft development at an early stage. This paper proposes a framework for the modelling and assessment of future aircraft technologies and provides an overview of the challenges and available methods and tools in this field. A structured search and screening process is used to determine which aspects of the proposed framework are already addressed in the scientific literature and in which areas research is still needed. For this purpose, a total of 66 related articles are identified and systematically analysed. Firstly, an overview of statistics of papers dealing with life-cycle-oriented analysis of conventional and emerging aircraft propulsion systems is given, classifying them according to the technologies considered, the sustainability dimensions and indicators investigated, and the assessment methods applied. Secondly, a detailed analysis of the articles is conducted to derive answers to the defined research questions. It illustrates that the assessment of environmental aspects of alternative fuels is a dominating research theme, while novel approaches that integrate socio-economic aspects and broaden the scope to battery-powered, fuel-cell-based, or hybrid-electric aircraft are emerging. It also provides insights by what extent future aviation technologies can contribute to more sustainable and energy-efficient aviation. The findings underline the need to harmonise existing methods into an integrated modelling and assessment approach that considers the specifics of upcoming technological developments in aviation.

Environmental trade-offs of renewable jet fuels in Brazil: Beyond the carbon footprint

The use of renewable jet fuels (RJFs) is an option for meeting the greenhouse gases (GHG) reduction targets of the aviation sector. Therefore, most of the studies have focused on climate change indicators, but other environmental impacts have been disregarded. In this paper, an attributional life cycle assessment is performed for ten RJF pathways in Brazil, considering the environmental trade-offs between climate change and seven other categories, i.e., fossil depletion, terrestrial acidification, eutrophication, human and environmental toxicity, and air quality-related categories, such as particulate matter and photochemical oxidant formation. The scope includes sugarcane and soybean for first-generation (1G) pathways and residual materials (wood and sugarcane residues, beef tallow, and used cooking oil-UCO) for second-generation (2G) pathways. Three certified technologies to produce RJF are considered: hydroprocessed esters and fatty acids (HEFA), alcohol-to-jet (ATJ), and Fischer-Tropsch (FT). Assuming the residual feedstocks as wastes or by-products, the 2G pathways are evaluated by two different approaches, in which the biomass sourcing processes are either accounted for or not. Results show that 1G pathways lead to significant GHG reductions compared to fossil kerosene from 55% (soybean/HEFA) to 65% (sugarcane/ATJ). However, the sugarcane-based pathway generated three-fold higher values than fossil kerosene for terrestrial acidification and air quality impacts, and seven-fold for eutrophication. In turn, soybean/HEFA caused five-fold higher levels of human toxicity. For 2G pathways, when the residual feedstock is assumed to be waste, the potential GHG emission reduction is over 74% with no relevant trade-offs. On the other hand, if the residual feedstocks are assumed as valuable by-products, tallow/HEFA becomes the worst option and pathways from sugarcane residues, even providing a GHG reduction of 67% to 94%, are related to higher impacts than soybean/HEFA for terrestrial acidification and air quality. FT pathways represent the lowest impacts for all categories within both approaches, followed by UCO/HEFA.

The Alcohol-to-Jet Conversion Pathway for Drop-In Biofuels: Techno-Economic Evaluation

The alcohol-to-jet (ATJ) process is a method for the conversion of alcohols to an alternative jet fuel blendstock based on catalytic steps historically utilized by the petroleum refining and petrochemical industry. This pathway provides a means for producing a sustainable alternative jet fuel (SAJF) from a wide variety of resources and offers a near-term opportunity for alcohol producers to enter the SAJF market and for the aviation sector to meet growing SAJF demand. Herein, the technical background is reviewed and selected variations of ATJ processes evaluated. Simulation and modeling were employed to assess some ATJ conversion schemes, with a particular focus on comparisons between the use of an ethanol or isobutanol intermediate. Although the utilization of isobutanol offers a 34 % lower conversion cost for the catalytic upgrading process, the cost of alcohol production is estimated to contribute more than 80 % of the total cost at the refinery. The cost of feedstock and alcohol production has a dominant effect on the overall process economics.