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Thomson Airways’ test biofuels flight from Birmingham to Lanzarote is a hollow PR stunt

THOMSON LAUNCHES BIOFUEL FLIGHTS – FRIENDS OF THE EARTH REACTION

6.10.2011  (Friends of the Earth press release)
Thomson Airways’ test biofuels flight from Birmingham to Lanzarote is a hollow
PR stunt that paves the way for rainforest destruction, Friends of the Earth warns
today as the company launches the first UK commercial flight run on biofuels.
Thomson had originally planned to launch a test flight at the end of July running
on used cooking oil, but the company was unable to source enough fuel in time
and had to postpone. Friends of the Earth says it would take the average person
about a hundred years to save up enough chip fat to fly from Birmingham to Lanzarote
on a one-way flight.
The biofuels Thomson will now use include virgin plant oil from the US and babassu
nuts from Brazil. Both are in very short supply, and the charity is concerned
the company will use unsustainable alternatives when it launches daily biofuel
flights next year. Thomson’s parent company TUI is already looking into soya and
palm oil for its Thomson Airways fleet – and these are known drivers of rainforest
deforestation.
Research has shown that biofuels from crops could be causing more climate-changing
emissions than they save. Friends of the Earth is calling on the Government to
halt airport expansion and develop greener alternatives to flying such as better
rail services to replace short-haul flights.
Friends of the Earth’s biofuels campaigner Kenneth Richter said:
“Biofuels won’t make flying any greener – their production is wrecking rainforests,
pushing up food prices and causing yet more climate-changing emissions.
“It’s not surprising Thomson couldn’t find enough used cooking oil to fly to
Lanzarote – it would take about a hundred years for each passenger to save up
enough chip fat.
“The Government must curb future demand for flights by halting airport expansion,
promoting video conferencing, and developing faster, better and affordable rail
services.”
ENDS
Notes to editor
 
  1.  More information about today’s flight can be found on Thomson’s website:
http://www.thomson.co.uk/editorial/faqs/flights/thomson-airways-biofuel-initiative.html


  2.  TUI’s Position paper on the introduction of biofuels into the Thomson Airways
fleet: www.aef.org.uk/downloads/TUI_(Thomson)_Aviation_Biofuels_Briefing_Paper%20Sept%202011.pdf 

  3.  Calculation workings: In the UK about 1.6 litres of collectable waste cooking
oil are produced per person per year. When collected and turned into fuel that
volume is reduced to approx. 1 litre of biofuel per person per year due to filtering,
cleaning and processing. A flight from Birmingham to Arrecife uses about 100 litres
of aviation fuel per passenger. Therefore Friends of the Earth calculates that
one person would have to save chip fat for about 100 years before they had enough
to fly themself on a one way flight.

4.    A study by the Institute for European Environmental Policy this year found
that biofuels could be causing more climate-changing emissions than they save:
http://www.ieep.eu/assets/786/Analysis_of_ILUC_Based_on_the_National_Renewable_Energy_Action_Plans.pdf
 

 5.  Friends of the Earth recently slammed plans by the European aviation industry
to fuel its planes with two million tonnes of biofuels by 2020 http://www.foe.co.uk/resource/press_releases/aviation_biofuels_target_22062011.html
 
A Friends of the Earth Europe briefing ‘Flying in the Face of Facts: Greenwashing
the aviation industry with biofuels’ reveals the likely environmental impacts
of this target.

http://www.foeeurope.org/publications/2011/FoEE_Flying_in_the_face_of_facts_June2011.pdf
 

6.  Friends of the Earth believes the environment is for everyone. We want a
healthy planet and a good quality of life for all those who live on it. We inspire
people to act together for a thriving environment. More than 90 per cent of our
income comes from individuals so we rely on donations to continue our vital work.
For further information visit www.foe.co.ukhttp://www.foe.co.uk

.
Also  AirportWatch & Biofuelwatch comment below

 
 
compared to the sort of hype that the aviation industry wants for its PR stunt:

 

Chips away: Britain’s first bio-fuel passenger flight is scheduled for take off
tomorrow

5.10.2011 (Daily Mail)

Thomson plane


You might have think that cooking oil is good for nothing more than frying chips.

But Thomson Airways has found a whole new use for it – and is set to fly customers
from Birmingham to Arrecife tomorrow, on a mixture of waste fat and jet fuel.

This supposedly more eco-friendly service was set to take flight last July, but
has seen delays over testing processes and safety clearance.

Thomson claims the eco-friendly biofuel has the potential to reduce aviation
emissions by up to 80 per cent in the future, and plans to use biofuel across
its whole fleet within the next three years.

Thomson Airways managing director Chris Browne says:

‘Sustainable biofuels offer us the opportunity to improve our own individual
environmental performance as well as contributing to the UK’s carbon reduction
target.’

Aviation minister Theresa Villiers echoes his sentiment, saying: ‘The British
government believes that sustainable biofuels have a role to play in efforts to
tackle climate change, particularly in sectors where no other viable low carbon
energy source has been identified – as is the case with aviation.’

The aircraft will run on a 50-50 mix of Jet A1 fuel and Hydroprocessed Esters
and Fatty Acids (HEFA) fuel made from used cooking oil.

Sustainable biofuel costs significantly more than regular jet fuel  – a stumbling
block that is preventing it from currently being widely used in the aviation industry
– but Thomson owners Tui Travel hope it will help them to reduce carbon emissions
by 6% from 2008 to 2014.

Thomson has also pointed out that using biofuel can create work for people in
developing countries, stating: ‘There are many different potential plant and waste
sources for sustainable aviation biofuel, meaning that it can be grown in locations
almost worldwide, and can therefore create work and income for people in developing
countries.’

And nervous flyers should not worry. Thomson promises the ride will be ’a normal
flight for you, just one that’s lighter on the environment’.

http://www.dailymail.co.uk/travel/article-2045483/UKs-biofuel-passenger-flight-takes-tomorrow.html?ITO=1490

 

 

and
 
 
comment from Biofuelwatch and AirportWatch

Thomson’s inaugural biofuel flight condemned as self-seeking and irresponsible
greenwash

- biojet flight sparks controversy as airline pleads for a bail-out on fuel costs
-

Aviation and biofuel campaigners have condemned Thomson Airways’ commercial UK
biofuel flights, scheduled to begin on Thursday, 6th October, as dangerous greenwash. 
Thomson are the first company to launch

commercial flights with biofuel blends in the UK.

Thomson’s parent company, the TUI Group, is giving the strong impression that
these biofuel flights are “green”. Their publicity aims to persuade the travelling
public, and the government, that these biofuel flights produce lower carbon emissions,
and are part of a real effort by the company to produce less environmental damage.

Their ‘biojet’ launch comes despite growing awareness of the serious negative
impact which Europe’s demand for biofuels already has on forests and climate change,
and mounting evidence that biofuel production raises

food prices, causes hunger and triggers land-grabbing in the Global South.

Thomson is also using these flights as part of a concerted lobby effort to win
more state support and subsidies for aviation, this time to pay for biofuels (1).
Seeking a way to boost their profits, airlines must view state aid that helps
protect against fuel cost rises an attractive prize, particularly when it can
be dressed up as climate-friendly.

Thomson originally planned to launch biofuel flights on 28th July, mixing only
biofuels from Used Cooking Oil and tallow with kerosene, but had to delay those
plans because they could not source enough used chip fat.  They have now conceded
that they will have to also use virgin plant oil, initially from camelina from
North America and babassu nuts from Brazil, refined in Louisiana.  Biofuels from
camelina and babassu palm nuts are both in very short supply, with camelina yields
being low and unreliable (2). 

 
The company that is refining Thomson’s biofuels states on their website that
they are looking at soya and palm oil as ‘suitable’ future feedstocks (3). Both
are key drivers of tropical deforestation. as well as driving up food prices.

Industrial biofuel production from babassu is aggravating long-standing social
and land-conflicts in Brazil, where up to 400,000 women and their families depend
on traditional babassu harvesting and media reports have warned that energy companies
are curtailing the families’ access to the trees, thus threatening their livelihoods
(4).

Sarah Clayton from AirportWatch states: “Thomson Airways are using spurious claims
about the merits of ‘sustainable biofuels’ to try and get the Government to grant
yet more financial support and preferential

treatment for the aviation industry.  There is nothing sustainable about competing
with other biofuel markets for the obviously limited supplies of used cooking
oil and tallow. This merely means that others, finding

increased competition for supplies, will then simply use more palm and soya oil
instead, thus causing more forests to be destroyed.  And there is nothing sustainable
about worsening existing land conflicts in Brazil so

that companies like Thomson can keep expanding.”

Rob Palgrave from Biofuelwatch adds: “The word ‘sustainability’ has been used
by virtually every sector and every company investing in all types of biofuels,
regardless of the effects on people, climate and the environment.  Thomson Airways
are pushing for more government support for biofuel just weeks after a report
published by the UN Food and Agriculture Organisation has confirmed the major
role which biofuels are playing in food price rises and thus the growing number
of people going hungry worldwide and called for an end to biofuel support across
Europe and North America.”

In July 2011, the High Level Panel of Experts on Food Security and Nutrition
of the FAO Committee on World Food Security confirmed that biofuels have played
a significant role in the food price spike of 2007-2009 as well as in the current
food price rises (5).

Last month, the Scientific Committee of the European Environment Agency challenged
the EC to correct the accounting anomaly that means biofuels’ greenhouse gas emissions
are being under-estimated, saying the current methodology is based on an false
assumption involving double counting of carbon savings “and results in a serious
accounting error” (6)

The Thomson flight comes shortly after NOAA data (7) show that globally, August
2011 had the second hottest land temperatures of any August since records began,
and 2010 had the joint warmest combined land and sea

temperatures, equal to 2005. The industry and government recognise that aviation’s
greenhouse gas emissions need to be substantially cut, but a misguided, misinformed
and damaging dash for biofuel is not the answer.

The only way for aviation to sustainably cut greenhouse gases is to reduce flying.

Notes:

(1). For a copy of TUI’s Position paper on the introduction of biofuels

into the Thomson Airways fleet, see

www.aef.org.uk/downloads/TUI_(Thomson)_Aviation_Biofuels_Briefing_Paper%20Sept%202011.pdf

The paper states that amongst the objectives of the company’s biofuel

project are: “To engage with the UK Government & EU Institutions to ensure

(a) The co-development of a policy framework incentivising adoption of an

aviation biojet infrastructure; (b) the roll out of effective incentives

e.g. research and development funding, loan guarantees or other fiscal

measures; (c) the development and negotiation of co-funding opportunities

with key stakeholders to enable an increase in volume commitment in the

longer term.”

(2). Camelina is an oilseed crop which is currently grown on only a small

scale in North America.  According to US Government figures, the average

yield for camelina in 2010 was 1029 lbs/acre, which is 1.15 tonnes/hectare

www.nass.usda.gov/Statistics_by_State/Montana/Publications/Press_Releases_Crops/camelina.pdf

By comparison, average rapeseed oils yields are 3 tonnes/hectare.

(3). See: http://dynamicfuelsllc.com/wp-news/frequently-ask-questions/.

The biofuels which Thomson Airways intend to use are sourced via a Dutch

commercial partnership, SkyNRG but refined in Louisiana by Dynamic Fuels

LLC.

(4). http://ipsnews.net/news.asp?idnews=104818 .  Note that Tecbio, the

biofuel company referred to in the article, has signed a cooperation

agreement with Boeing who are partners in Thomson Airways’ biofuel project

and are thus the likely suppliers of the babassu nut oil.

(5). See:

www.fao.org/fileadmin/user_upload/hlpe/hlpe_documents/HLPE-price-volatility-and-food-security-report-July-2011.pdf

(6). http://www.eea.europa.eu/about-us/governance/scientific-committee/sc-opinions/opinions-on-scientific-issues/sc-opinion-on-greenhouse-gas

(7).  NOAA   National Oceanic and Atmospheric Administration

http://www.ncdc.noaa.gov/sotc/global/

* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
* * * * * * * * *
And then response by Sky NRG to the AirportWatch comment:
 
 
 
SkyNRG reaction to AirportWatch/Biofuelwatch statement

Air travel has become an integral part of everyday life. There will be air travel,
now and in the future, as it fulfills an important social function in today’s
global society. The aviation industry acknowledges the urgency for emission reduction
and they also know there is a need to switch to alternative, renewable resources
as fossil fuels are depleting. Demand side reduction is a very effective way to
reduce fuel consumption and related green house gas emissions. But it does not
offer a complete solution to aviation related emissions, let alone energy security.
In addressing the challenge to replace fossil kerosene in a sustainable way, aviation
has no alternative but liquid hydrocarbons from bio-based (waste) sources.

We share the concerns of NGOs (and other stakeholders) when it comes to bio-energy
resources. We believe in the notion that
the impact of bioenergy on social and environmental issues may be positive or
negative depending on local conditions and the design and implementation of specific
projects
(SRREN, 2011). When done in the wrong way biomass and biofuel production systems
can have a variety of negative impacts on eco- and social systems. Greenhouse
gas emissions are just part of the problem. On the other side, well managed projects
can have a profoundly positive effect on ecosystems and social systems alike and
can include: enhanced biodiversity, soil carbon increases and improved soil productivity,
significant greenhouse reductions, less dependency on fossil energy sources, reduced
erosion (top soil and nutrient run off) effects, stimulation of local employment
and strengthening of local, regional and national economies.

SkyNRG focuses on this positive side of biofuel development. To make the right
decisions now and in the future, SkyNRG is advised by an independent Sustainability
Board, consisting of the Dutch wing of the World Wide Fund for Nature (WWF-NL),
Solidaridad, and the Copernicus Institute of the University of Utrecht. SkyNRG
recognizes to be in a transition; the best choices today are likely to be replaced
by improved choices in the near future. We have chosen to start with Used Cooking
Oil, a waste stream, as main feedstock. We know the available volumes are limited
and that it can never replace total fossil kerosene consumption. And neither can
vegetable oils. We see current options as a first step in the right direction
and we are exploring and supporting future alternatives both in feedstock and
technology.

First steps are critical to get things going. The first launching flights, made
by carriers that are stepping up to make the difference, are essential to engage
industry, governments, customers and other stakeholders. We welcome Thomson Airways
to join us on the road towards a sustainable future for aviation
” – Dirk Kronemeijer, MD SkyNRG

On SkyNRG

SkyNRG is a joint venture of KLM Royal Dutch Airlines, North Sea Group and Spring
Associates. SkyNRG’s mission is to help create a sustainable future for aviation
through actively developing a sustainable production chain for alternative aviation
fuels. Today the market for these fuels is just emerging; SkyNRG is taking the
first steps to make it a reality. Doing nothing is not an option.

—————————————-
Note: Some of the claims made by AirportWatch and BiofuelsWatch are inaccurate. The article
wrongly states that: “The company that is refining Thomson’s Biofuels states on
their website that they are looking for Palm and Soya as suitable feedstock. This
is not the case, the plant merely has the technical capability to process different
types vegetable oils, hence the statement. Today the plant is running on waste
oils only and has no intention to switch.
 
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
* * * * * * * * *
 
see also earlier:
 
 

Brussels slammed for bad science on biofuels

Date Added: 1st October 2011

Environmental NGOs have written to the EC President, José Manuel Barroso, demanding
action on 5 scientific studies that question the energy benefits of biofuels,
as a row over a land use report by the EU’s scientific advisors escalates. The
best avialable science was dismissed by the EU. The 5 world-class studies for
the EU all agree the Indirect Land Use Change effects of biofuels “could not only
negate the expected carbon savings, but even lead to an increase in emissions.”

Click here to view full story…



 

 

 

 

Out of the Deep Fat Fryer … Thomson Airways and its first biofuel flight

Date Added: 30th September 2011

With Thomson Airways re-launching their attempts to get regular biofuels flights
from Birmingham Airport, green campaigners are raising concerns that new “Sustainable
Aviation Biofuels” are actually likely to be more damaging for the environment.
After dropping plans to fuel flights with used cooking oil due to insufficient
supply, Thomson are now going to be using virgin plant oil from a number of sources,
none of which should properly be classified as sustainable.

Click here to view full story…



 

 

Thomson Airways plans its biofuel flight on 6th October, using a mix of oils
as sufficient used cooking oil was not available

Date Added: 29th September 2011

Thomson will be flying its delayed first biofuel flight on 6th Oct from Birmingham
to Arrecife. It was delayed from 28th July when supplies of used cooking oil could
not be obtained in time. Thomson has put out a position paper on biofuels. Like
other airlines, is getting a test flight with biofuels, hoping to persuade its
customers and government that it is being “green” and environmentally responsible.
Thomson hopes to have a daily flight using biofuel.

Click here to view full story…

 


 

 

Read more »

Brussels slammed for bad science on biofuels

Environmental NGOs have written to the EC President, José Manuel Barroso, demanding
action on 5 scientific studies that question the energy benefits of biofuels,
as a row over a land use report by the EU’s scientific advisors escalates. The
best avialable science was dismissed by the EU. The 5 world-class studies for
the EU all agree the Indirect Land Use Change effects of biofuels “could not only
negate the expected carbon savings, but even lead to an increase in emissions.”


28.9.2011  (EurActiv)

Several environmental NGOs have written to the European Commission President,
José Manuel Barroso, demanding action on five scientific studies that question
the clean energy benefits of biofuels, as a row over a land use report by the
EU’s scientific advisors escalates.

“We are writing to seek assurance that the Commission is giving due consideration
to science in its energy policy, after several instances in which the best available
science was dismissed,”
the letter says.

In September 2009, Barroso made a speech calling for “a fundamental review of the way European institutions access and
use scientific advice”.

But the letter cites five world-class studies for the EU which, it says, all
agree that the Indirect Land Use Change (
ILUC) effects of biofuels “could not only negate the expected carbon savings, but
even lead to an increase in emissions.”

The most recent, a report by the scientific committee of the European Environment Agency (EEA) slammed the official EU policy that biofuels are ‘carbon neutral’ as a
“serious accounting error” with “immense” potential consequences.

The 19 scientists on the panel decided that it neglected the fact that other carbon-absorbing plants would have grown
on fertile land used by the biofuels, so any carbon absorption from the biofuels
themselves was being “double-counted”.

The letter’s signatories include ActionAid, Birdlife, ClientEarth, European Environmental
Bureau, Oxfam, Transport and Environment and Wetlands International.

“I can only rejoice that these seven NGO’s have done that [sent the letter],”
Dr Pierre Laconte, the vice-chair of the EEA panel responsible for the report
told EurActiv.

A spokesperson for Mr Barroso would only say that “the president has received
the letter and there will be an answer in due time.”

The missive was prompted by a statement from an EU spokesperson on September 14th that research by the acclaimed Princeton scholar Tim Searchinger
which underpinned the EEA’s report, “seems not to be an actual good contribution
to the debate” and had been “rebutted by other institutions.”

“We have used Tim Searchinger’s work and we invited him to address us – as we
did industry people,” Dr Detlef Sprinz, the chairman of the EEA panel, told EurActiv.
“I find his work rather important,” he added. “It has been published in some of
the best journals that we have.”

Contested science

The science involved in the report is of crucial importance. On Page 8, the EEA
report cites the IEA as saying that biofuels could provide 20% of the world’s
energy by 2050, and the UNFCCC claiming that bioenergy could supply 800 exajoules
of energy per year (EJ/yr).

But today’s entire global cultivatable land for food, feed, fibre and wood only
has a chemical energy value of 230 (EJ/yr), just over a quarter of that figure.

The implication, says Dr Laconte, could be a complete collapse of the world’s
rural economies, as they are displaced by carbon-emitting feedstock-based biofuels.

“Agriculture could be wiped out and therefore the food it produces, leading to
a problem of food scarcity,” he said.

The problem was one of “decisions on biofuels that have been taken, which are
not easy to change and which have huge consequences.”

“People have praised a method of saving emissions which has proved not to be
true,” he said.  

Since 2008, EU member states have been obliged to raise the share of biofuels in the transport energy mix to 10% by 2020.

But because this can count towards their separate target of a 20% share for renewables
in the overall energy mix by 2020, the EU says that biofuels will ultimately account
for 2.5% of overall energy, or an eighth of the total.

Environmentalists cite an EEA report to argue that the figure would be even higher if it counted, for example, the
annual 4.4 million tonnes of bioliquids for heating that can make up member states’
renewable targets. These can be provided by feedstock-based biofuels such as palm
oil.

Asked by EurActiv whether the EU’s 20% renewables target was legitimate and could
be trusted, Tim Searchinger, the scientist at the heart of the row, replied: “No,
absolutely not.”

“The EU energy targets calls for a little bit more than half of all the targets
to be met by bioenergy,” he said. “You could do that by chopping down your forests
and putting them in a [biomass] power plant, or turning the Amazon into a parking
lot for wood pellets.”

Forests in America were already being chopped down for such wood pellet fuel
for the EU, according to Searchinger.

“It’s wrong, and everybody knows it,” he said. “Carbon accumulating forests absorb
a third or more of the world’s greenhouse gas emissions – on a gross basis. If
you just get rid of that sink its doing as much to increase global warming as
increasing your [fuel] source.”

Arthur Neslen

http://www.euractiv.com/climate-environment/brussels-slammed-bad-science-biofuels-news-507897

Read more »

US Air Force to buy 11,000 gallons of alcohol-to-jet fuel from GEVO

A US company called GEVO in Silsbee, Texas, is converting alcohol (made from
wheat) to isobutanol, and then converting this into alcohol-to-jet (ATJ) fuel.
It will provide the USAF with  up to 11,000 gallons of ‘alcohol-to-jet’ (ATJ)
fuel, which will be used to support engine testing and a feasibility flight demonstration
using an A-10 aircraft. Gevo then hopes to become “a supplier of homegrown and
renewable jet fuel to our armed services.”

 

Gevo Awarded Contract to Supply Jet Fuel to U.S. Air Force

28.9.2011

Air Force Purchase is for Jet Engine Testing and Feasibility Flight Demonstration 

ENGLEWOOD, Colo. (BUSINESS WIRE) — Gevo, Inc. a leading renewable chemicals
and advanced biofuels company, has been awarded a contract by the Defense Logistics
Agency (DLA) to supply jet fuel to the U.S. Air Force (USAF). DLA sources and
provides nearly 100% of the consumable items America’s military needs to operate.
The contract, worth a possible total of $600,000, provides that Gevo will supply
the USAF with up to 11,000 gallons of ‘alcohol-to-jet’ (ATJ) based jet fuel, which
will be used to support engine testing and a feasibility flight demonstration
using an A-10 aircraft.

“The USAF is committed to positioning itself to integrate cost competitive alternative
aviation fuels for up to half of its domestic needs by 2016,” commented Christopher
Ryan, Ph.D., president and COO of Gevo. “Once the USAF certifies our ATJ fuel,
we believe we will have an excellent opportunity to become a supplier of homegrown
and renewable jet fuel to our armed services.”

This is the first ATJ fuel contract awarded by the DLA. The contract stipulates
that Gevo will supply the USAF with 7,000 gallons of ATJ fuel. The fuel will be
shipped to Wright-Patterson Air Force Base, where the Air Force will finish lab
testing and begin engine testing. DLA has the option to order up to an additional
4,000 gallons at the end of the contract.

The ATJ fuel is scheduled to be produced from isobutanol at Gevo’s hydrocarbon
processing demonstration plant in Silsbee, Texas, in partnership with South Hampton
Resources. The company plans to begin shipping product to the USAF in the first
quarter of 2012.

About Gevo

Gevo is converting existing ethanol plants into biorefineries to make renewable
building block products for the chemical and fuel industries. The company plans
to convert renewable raw materials into isobutanol and renewable hydrocarbons
that can be directly integrated on a “drop in” basis into existing chemical and
fuel products to deliver environmental and economic benefits. Gevo is committed
to a sustainable biobased economy that meets society’s needs for plentiful food
and clean air and water. For more information, please visit
http://www.gevo.com.

http://ir.gevo.com/phoenix.zhtml?c=238618&p=irol-newsArticle&ID=1610760

 

 

The USA was, in 2010, apparently (Natiaonal Geographic) the largest producer
of biofuels in the world.  And as much as 38% of the US corn (wheat) 
crop went into bioethanol in 2010  (National Geographic).  It was 26% in 2009.. 
This is the sort of alcohol being used to make the GEVO alcohol to jet fuel. Corn
is a food crop, so production of this fuel is in competition with crops for human
(or animal) food.

http://environment.nationalgeographic.com/environment/energy/great-energy-challenge/biofuel-quiz/?source=link_tw20110927env-biofuel

http://www.guardian.co.uk/environment/datablog/2010/jan/22/us-corn-production-biofuel-ethanol

 

 

Also a long article Biofuel Digest on Gevo, the US military and investing in
biofuels for aviation.

http://biofuelsdigest.com/bdigest/2011/09/30/gevo-the-panicked-investor-and-the-aviation-fuels-opportunity/

Gevo, the panicked investor, and the aviation fuels opportunity

30.9.2011

A long article, including this section below:

The 2010s – glory years for alcohol jet fuels?

What’s an airline to do in the years while HRJ aviation fuels are scaling up?

Well, that’s where Gevo and ATJ fuels come in.

The fuels are expected to be certified by around 2013 – and testing is now just
getting underway for that. In fact, the Air Force contracted this month with Gevo
to supply a quantity of renewable ATJ fuel for testing purposes. The contract,
worth a possible total of $600,000, provides that Gevo will supply the USAF with
up to 11,000 gallons of ‘alcohol-to-jet’ (ATJ) based jet fuel,
which will be used to support engine testing and a feasibility flight demonstration
using an A-10 aircraft
. The fuel will be shipped to Wright-Patterson Air Force Base, where the Air
Force will finish lab testing and begin engine testing. DLA has the option to
order up to an additional 4,000 gallons at the end of the contract.

And it is participating (to the tune of $5 million) in the windfall from a USDA grant to the Northwest Advanced Renewables Alliance (NARA), a consortium led by Washington State University (WSU), focused on the development
of biojet fuel from woody biomass and forest product residues.

The ATJ fuel is scheduled to be produced from isobutanol at Gevo’s hydrocarbon
processing demonstration plant in Silsbee, Texas, in partnership with South Hampton
Resources. The company plans to begin shipping product to the USAF in the first
quarter of 2012.

Gevo’s path to scale is fast. Its current feedstock of choice, corn starch, is
already efficiently aggregated. What Gevo does is acquire an existing ethanol
plant (or make a suitable JV arrangement) retrofit the plant over a nine-month
period in which the plant is completely offline for around a month, for a cost
of somewhere between 44 and 90 cents per gallon of ethanol capacity.

A 100 million gallon ethanol plant will produce 76 million gallons of isobutanol,
and to that is added a standard oil refining industry unit (well, custom-designed
to fit an isobutanol plant, but standard in its process), which converts isobutanol,
in a few steps, to a renewable jet fuel.

Whether Gevo will ship ethanol to Texas for upgrading to jet fuel on a consolidated
basis, or upgrade on site – that remains to be seen. With the upgrade cost at
around the cost of a biobutanol retrofit, the Digest expects that ultimately Gevo
would retrofit large-scale biobutanol plants, if it has sufficient contracts.

 

and

 

27.4.2011

Gevo signs deal to convert isobutanol to jet fuel

 
Gevo has signed a deal with Mustang Engineering to convert its isobutanol to
bio-jet fuel. Under the engineering and consulting deal, Mustang will focus on
the downstream processing of Gevo’s isobutanol into paraffinic kerosene (jet fuel).The
deal is expected to help Gevo move forward with jet engine testing, airline suitability
flights and, further down the line, commercial deployment.

The Colorado-based firm raised USD107.3m through a Nasdaq IPO in February and
had previously raised around USD74m in venture capital from investors including
Khosla Ventures, Virgin Green Fund, Total, Burrill Life Sciences Capital and Malaysian
Life Sciences Capital.

Gevo develops catalysts and processing technology for producing isobutanol from
feedstocks such as corn, sugarcane and cellulose-based biomass. The isobutanol
is then used to make chemical intermediates, bio-based plastics and fuels that
can be used in high concentrations with petrol in unmodified vehicle engines.

Last year, the firm paid Agri-Energy USD20.7m to acquire an operational ethanol
plant with an annual production capacity of 22m gallons. The Minnesota plant,
which will be the firm’s first commercial-scale facility, will be retrofitted
with its technology and is expected to begin producing isobutanol in the first
half of 2012, when it will have a production capacity of 18m gallons per year.

Gevo has signed letters of intent to supply chemical companies Lanxess, Total
Petrochemicals, Toray Industries, United Air Lines and CDTECH. Last year, the
firm announced that it had successfully produced and converted cellulose-based
isobutanol into jet fuel.

http://cleantech.strategyeye.com/article/K2o3IyXD1U/2011/04/27/gevo_signs_deal_to_convert_isobutanol_to_jet_fuel/

Read more »

Out of the Deep Fat Fryer … Thomson Airways and its first biofuel flight

With Thomson Airways re-launching their attempts to get regular biofuels flights
from Birmingham Airport, green campaigners are raising concerns that new “Sustainable
Aviation Biofuels” are actually likely to be more damaging for the environment.
After dropping plans to fuel flights with used cooking oil due to insufficient
supply, Thomson are now going to be using virgin plant oil from a number of sources,
none of which should properly be classified as sustainable.


 

30.9.2011 (Birmingham Friends of the Earth)

With Thomson Airways re-launching their attempts to get regular biofuels flights
from Birmingham Airport, green campaigners are raising concerns that new “Sustainable
Aviation Biofuels” are actually likely to be more damaging for the environment.

After dropping plans to fuel flights with used cooking oil due to insufficient
supply, they are now going to be using virgin plant oil from a number of sources,
none of which would be classified by environmentalists as sustainable.

These include the Babassu nut, exploitation of which would require mass displacement
of indigenous people in South America and destruction of habitat essential for
biodiversity.

Joe Peacock from Birmingham Friends of the Earth said “It’s hardly surprising
that they could not find that much cooking oil, as it is already much in demand.
Tokenistic efforts to appear greener are fooling nobody and are just an attempt
to get even more government subsidies into damaging the environment.

“We cannot ignore the massive environmental and social problems caused by trying
to feed our addiction to fossil fuels with plant-based alternatives.”

“Aviation is already the most under-taxed and over-subsidised industry, so we
should be looking to make sure it pays its fair share whilst becoming more environmentally
responsible, not subisidise it to create an even worse situation.”

Birmingham Friends of the Earth calls for a scrapping of all biofuel targets
and research to be done into the impacts of current EU Renewable Energy Directive.

 

 

Notes to Editors

Birmingham Friends of the Earth campaigns on many environmental issues on a local,
national and international level.
http://www.birminghamfoe.org.uk/

For more information on Birmingham Friends of the Earth’s stance on Aviation
issues, please visit
http://www.birminghamfoe.org.uk/aviation 

TUI Travel have released a briefing on biofuels: http://www.aef.org.uk/downloads/TUI_(Thomson)_Aviation_Biofuels_Briefing_Paper%20Sept%202011.pdf 

More information on the Babassu nut can be found here: http://ipsnews.net/news.asp?idnews=104818 

Friends of the Earth’s latest briefing on biofuels is available at: http://www.foe.co.uk/resource/briefing_notes/biofuels_in_2011_gathering.pdf

 

 

see also

 

Thomson Airways plans its biofuel flight on 6th October, using a mix of oils
as sufficient used cooking oil was not available

Date Added: 29th September 2011

Thomson will be flying its delayed first biofuel flight on 6th Oct from Birmingham
to Arrecife. It was delayed from 28th July when supplies of used cooking oil could
not be obtained in time. Thomson has put out a position paper on biofuels. Like
other airlines, is getting a test flight with biofuels, hoping to persuade its
customers and government that it is being “green” and environmentally responsible.
Thomson hopes to have a daily flight using biofuel.

Click here to view full story…

 

and earlier

 

Thomson Airways’ 50% cooking oil biofuel flight grounded after fuel delivery
hitch

27.7.2011
The UK’s first commercial flight powered by “sustainable” biofuels has been postponed
after delivery problems. Thomson Airways’ flight TOM7424 from Birmingham to Palma
was scheduled for 28th July.  However, the airline said the green fuel pilot had
been scraped as a delay beyond their control during the transportation of the
fuel from the USA meant the testing process could not be done in time for the
flight. Will probably take  place in September.   Click here to view full story…
 

Read more »

Thomson Airways plans its biofuel flight on 6th October, using a mix of oils as sufficient used cooking oil was not available

29.9.2011

Thomson Airways has put out a press release saying that it will be flying the
delayed first biofuel flight on 6th October.  It was delayed from 28th July, (see
below) when fuel supplies could not be obtained in time.  Also a position paper on
biofuels.  Thomson, like a lot of other airlines, is getting a test flight with biofuels
done as soon as it can, hoping to persuade its customers and the government that
it is being “green” and environmentally responsible.
Thomson is then hoping to have a flight each day using biofuel.


 

Position paper on the introduction of biofuels into the Thomson Airways fleet  from Thomson

 
AirportWatch comment on the proposed Thomson biofuel flights:
 
Thomson, like a lot of other airlines, is getting a test flight with biofuels
done as soon as it can, hoping to persuade its customers and the government that
it is being “green” and environmentally responsible. 
Thomson is then hoping to have a flight each day using biofuel.
 
This is largely a PR exercise, possibly intended to show DfT that UK aviation
business is taking a serious look at sustainability, so they can buddy up with
the DfT in its development of UK future policy for aviation (aka more flights). They
may think it will help DfT sell the idea of sustainable aviation to sceptics.

They initially said they would be choosing jet fuel made from used cooking oil. 
Now they concede that they need to use virgin plant oil, too.  Used cooking oil
is is not a realistic option for more than a few token flights, as there are not
sufficient supplies of the oil, and these are already bought up and used for biodiesel
for road vehicles, and for a host of other terrrestrial uses. 

There is no way that used cooking oil and tallow can provide fuel at sufficient
volumes to fly planes. Ask yourself – how much olive / sunflower oil do you buy
in a year, and how much do you throw away?  Or how many chips do you eat in a
year, in how many deep fat friers?  All of the available used cooking oil in the
UK is already going into road transport biodiesel and we import it from places
like USA and the Netherlands. There is no spare supply of unwanted used cooking
oil that the aviation industry can just plug into.  It is almost all being used
already.

The authors of the position paper ignore any ‘collateral damage’ from biofuel
production, such as damage to people whose land is taken to grow crops, or whose
livelihoods are negatively affected by biofuel plantations. Also the damage to
global biodiversity and habitats. This may be cynical or just wilful ignorance. 
One would hope that the DfT are not so naive as to be unduly influenced by this
very lightweight piece of work.

Thomson are now considering other sources of jet fuel, including worryingly,
babassu nut.  They seem to have have avoided mention of jatropha, which has not
had a particularly good press recently.  Its star status has crashed remarkably
in the past months.  And no mention so far of palm oil, which is by far the most
widely available and cheapest biofuel – which also causes huge environmental and
social problems.

The Babassu nut idea is dubious. Although there are estimated to be billions
of such trees growing wild mainly in Brazil, they are low yielding and processing Babassu
nuts for large volumes of oil looks rather problematic according to this UNFAO paper at
http://www.fao.org/docrep/X5043E/x5043E04.htm and an excerpt and more information on babassu below.
 
Of course if the biofuel industry want to make babassu oil work at large scale,
they will be developing monoculture plantations with similar issues to those growing
palm oil. The Babassu palm needs a tropical climate. The yield is probably only about
1 tonne of oil per hectarre, which is about a quarter of that for palm oil.
 
But perhaps the most worrying aspect of the Thomson / TUI position paper is its
lobbying the UK and other  European governments, as well as the EU, for subsidies
and other financial assistance. They want subsidies for
for aviation biofuel research,  for developing aviation biofuel infrastructure
for “biojet”and even a subsidy on the aviation biofuel itself.  This would come
from the pockets of the taxpayer.
 
The also suggest that EU ETS money should be partly given to biofuel incentives etc as above. And they
want aviation to get a system like the road transport Renewable Transport Fuels
Obligation (RTFO) Order.  Presumably with % aviation biofuel targets.  These targets
are already providing to be immensely damaging, and ill advised in the case of
road fuels. Even more so for aviation jet fuel. This needs to be strenuously opposed.
 
Thomson do not appear in the least aware of the indirect land use implications
of using biofuels.  This explicit commitment by Thomson to use biofuels, with
indrect land use implications, is yet another example of the 
lack of joined up thinking coming from the aviation industry. The DfT Aviation
Scoping Document consultation is a good opportunity to point this out, and clearly
put the counter-opinions. 

 

Thomson Airways’ 50% cooking oil biofuel flight grounded after fuel delivery
hitch

27.7.2011 The UK’s first commercial flight powered by “sustainable” biofuels
has been postponed after delivery problems. Thomson Airways’ flight TOM7424 from
Birmingham to Palma was scheduled for 28th July.  However, the airline said the
green fuel pilot had been scraped as a delay beyond their control during the transportation
of the fuel from the USA meant the testing process could not be done in time for
the flight. Will probably take  place in September.   Click here to view full story…
 


 

Thomson Airways website, dated 26.9.2011, says:

Thomson Airways – Sustainable Aviation Biofuels

Which flights will be using sustainable biofuel?

The first commercial flight in the UK using sustainable biofuel will commence
from Birmingham to Arrecife on the 6th of October. Daily operations will begin
in early 2012. Will you experience anything different during the flight?

Quite simply, no. This will be a normal flight for you, just one that’s lighter
on the environment.

What is sustainable aviation biofuel?

Sustainable aviation biofuel is a high quality jet fuel made from bio-derived
oil, i.e. oil from plants such as jatropha, halophytes and camelina or from waste
material such as used cooking oil.

Has the sustainable aviation biofuel been tested?

Yes, sustainable aviation biofuel has been rigorously tested to ensure that it’s
completely safe, and has been fully certified and signed off for use in aircraft.

Testing process

*Given the high quality required of any fuels used in aircraft, the process of
testing new fuels is particularly rigorous. Through testing in laboratories, in
equipment on the ground and under the extreme operating conditions that the aviation
industry requires, an exhaustive process determines those sustainable aviation
biofuels that are suitable for aviation.

*In the laboratory researchers develop a sustainable aviation biofuel that has similar properties
to traditional jet fuel. The aircraft and engine manufacturers and other systems
suppliers then run compatibility tests.

*On the ground tests look at specific fuel consumption at several power settings from ground
idle to take-off speed, which is then compared to performance with traditional
jet fuel. Tests are also completed on the amount of time it takes for the engine
to start, how well the fuel stays ignited in the engine and how the fuel performs
in acceleration and deceleration. Finally, an emissions test determines the emissions
and smoke levels for the sustainable aviation biofuel.

*Once the lab and on-the-ground tests have been completed, the fuel’s ready to
be tested on aircraft under normal operating conditions. A number of airlines
have provided aircraft for sustainable aviation biofuel flight trials designed
to

- Provide data to support fuel qualification and certification for use by the aviation industry

- Demonstrate that sustainable aviation biofuel is safe and that it works

*During a test flight, pilots perform a number of ordinary and not-so-ordinary tests to ensure the
fuel can withstand use under any operating conditions.

*Boeing and Rolls Royce are completely confident in the safe use of sustainable
aviation biofuel. Boeing has already done several test flights using Rolls Royce
engines. In June 2011 Boeing performed the first trans-Atlantic flight arriving
from Washington State at the Paris Airshow.

What is the sustainable aviation biofuel that we’ll be using made of?

Sustainable aviation biofuel can be made from a variety of plant-based or waste
products. The feedstock that we’ll be using is used cooking oil. Used cooking
oil is a pure waste stream, and as such has high sustainability potential.

Why is sustainable aviation biofuel considered to be more sustainable than normal
jet fuel?

Using a sustainable resource to produce a fuel rather than a non-renewable fossil
source means that we minimise our impact on the environment.

It saves CO2 emissions

Sustainable aviation biofuel has the potential to save as much as 80% of CO2
emissions compared with traditional jet fuel. Simply put, this is because plants
take CO2 out of the atmosphere whilst they grow.

It can create work in developing countries

There are many different potential plant and waste sources for sustainable aviation
biofuel, meaning that it can be grown in locations almost worldwide, and can therefore
create work and income for people in developing countries.

How is sustainable aviation biofuel different from road based biodiesel?

‘First generation’ biofuel, such as biodiesel, has been used for a number of years. First generation biofuels
are not considered to be very sustainable as they are most commonly made from
‘food’ crops such as sugars.

‘Second generation’ biofuel, such a sustainable aviation biofuel, are made from sources that do not compete
with food crops, for example camelina which is grown as a rotational crop, or
algae that grows in the sea. It can also be made from waste material such as used
cooking oil.

You may have heard of a thing called FAME which is associated with biodiesel.
FAME is a fatty acid that can clog filters and isn’t allowed in jet fuel. Sustainable
aviation biofuel doesn’t contain any FAME. This means that we don’t have any of
the mechanical issues in aircraft that some people may have experienced in their
cars with biodiesel.

 
 
 
 
Babassu.  
 
PROCESSING METHODS

The fruits have a hard thick shell (averaging 5cm in diameter) which is difficult
to crack by machine. It is estimated that a pressure of approxi mately 1 tonne
is needed to crack the shells open. While mechanical crackers have been developed
their weight and power requirements have in general made them inappropriate for
use in Babassu growing areas. As 1 tonne of nuts only yields 120 kg of kernels
transportation of whole nuts to crackers has also proved impractical. In most
areas the kernels are extracted locally by hand. The National Academy of Sciences
estimates that this hand cracking accounts for 57% of the total processing cost.
(Anon) It is important that the seeds are dried before decortication. If they
have a high moisture content damage, occurring during the process, can initiate
enzy matic activity and cause rancidity in the oil.

Decorticating is usually carried out at home although some women do remove the
kernels in the forest. The fruit is placed on a hatchet blade or an axe and is
hit with a wooden club until it splits. The broken pieces are in turn hit against
the blade to dislodge the kernels. Most people can extract 3-5 kg kernels per
day and a good worker can sometimes extract up to 10 kg.

A small proportion of the kernels extracted (0.7 kg per household during peak
harvest period) is used domestically. The rest are sold immediately after cracking.

 
The UN FAO paper also states that Babassu production starts at about 8 years,
so if this is to provide meaningful feedstock for aviation this decade, large
scale planting would have to be underway already.  It will take time go gear up.
 
Interestingly, wild Babassu use has a history of social conflict going back 30
years – see this Practical Action site  http://stepin.org/casestudy.php?id=babassuoil&page=2     and Oxfam –
http://www.oxfam.org.uk/coolplanet/kidsweb/world/brazil/brazoxf2.htm
It seems pretty certain that Thomson will source their babassu nuts from a Brazilian
firm called Tecbio, which has signed a cooperation agreement with Boeing, partners
in Thomson’s biofuel scheme.

And here is an article about the 400,000 women and their families in Brazil whose
livelihoods depend on bababassu and who are under serious threat from bioenergy
developments including by Tecbio:
http://ipsnews.net/news.asp?idnews=104818 .

Read more »

Chinese airline aims for biofuel flight this year using jatropha

27.9.2011 (Airport Business)

Boeing China planning to make biofuel-powered jets
 
 

BOEING CHINA announced on Wednesday it plans to use biofuel as aircraft power
for the first time and to launch the maiden flight of such a plane later this
year, in conjunction with Civil Aviation Administration of China and AIR CHINA. 
 The use of bio-fuel is a complicated chain, involving planting the raw material
and extracting fuel after the harvest.

As one of the most important partners for Chinese aviation industry, Boeing has
been focusing on innovation as the core strategy in recent years, setting up three
laboratories in Shanghai, Beijing-based Qinghua University and Qingdao.

According to an official with Boeing China, there are 35 Chinese suppliers for
Boeing so far, making parts for all series of Boeing aircrafts including the 787
and 747-800.

http://www.airportbusiness.com/publication/article.jsp?siteSection=1&id=47661

 

and

Biofuels’ Potential to Transform the Global Economy

1.8.2011 (Energy Collective)

which includes this excerpt below:

Fast forward to this March, when a European consortium of Airbus, Romanian state-owned
airline Tarom, Honeywell’s UOP and CCE (Camelina Company España) announced plans
to establish a bio-fuel production center in Romania to manufacture civil aviation
fuel, using camelina as a feedstock.

Farther east, last month China National Petroleum Corp. announced that it had
delivered 15 tons of jatropha oil to help Air China operate the country’s maiden
biofuel-powered test flight, tentatively scheduled for later this year. According
to a posting on its website, CNPC, Asia’s largest oil producer, is proving that
it has the ability to produce biofuel from non-grain feedstocks to clean up the
environment.

On Monday, Mozambique’s Agencia Informacao Mocambique news agency announced that
Sun Biofuels Mozambique, a subsidiary of U.K.-based Sun Biofuels, has exported
the first batch of 30 tons of jatropha oil produced from its fields in the central
Mozambican province of Manica to Germany’s Lufthansa airline.

The biggest single impetus to the development of biofuels for civil aviation
occurred on 8 June, when the international standards certifying body ASTM International
announced its approval of its BIO SPK Fuel Standard, to be made official later
in the year, allowing the use of hydro-treated renewable jet (HRJ) Jet A-1 fuel
in commercial aviation.

Currently these biofuels are “drop ins,” and must be blended in a 50-50 mixture
with Jet A-1 fuel derived from traditional fossil fuel kerosene.

The biggest single independent meant at present to a wide scale production of
jet biofuel is its inordinate cost. Biojet fuel delivered last year to the U.S.
armed forces for evaluation cost more than $70 a gallon to produce, a price which
obviously makes it at present supremely uncompetitive with fuel derived from traditional
hydrocarbon sources. Supporters of biofuel production argue that processing costs
will decrease in direct proportion to rising volumes of production.

Both Brazil and the United States have viable biofuel production in the form
of ethanol, in the case of Brazil derived from sugar cane, in the United States,
produced from corn.

…………….

http://theenergycollective.com/staffjam/62109/biofuels-potential-transform-global-economy

 

 

and

 

Air Transport World

1.2.2011

Air China plans transpacific biofuel test flight in 2011

PetroChina will provide jatropha-based feedstock for the project. The flight
would follow a number of biofuel test flights conducted by airlines worldwide,
including Air New Zealand, Continental Airlines, Japan Airlines (ATW Daily News, Feb. 2, 2009) and TAM (ATW Daily News, Nov. 24, 2010).

Lufthansa plans to launch the world’s first scheduled commercial passenger flights
using biofuel in the first half of this year, with an IAE-V2500-powered Airbus
A321(ATW Daily News, Nov. 30, 2010).

 

and

30.8.2011 (The Energy Collective)

 by John Daly

China Takes Recycled Fry-Oil Biofuels To Scale

a few extracts below:

According to a recent article in the People’s Daily, Beijing’s 19 million inhabitants
are seeing the grease used to fry up their dim sum and other delicacies carted
off by eight licensed collectors of used cooking oil, known as “hogwash,” for
recycling into biofuel.

……….

Beijing Hailianghongxin Bioenergy Ltd.’s collected hogwash oil is transported
to a refinery in Gu’an county in Hebei province, owned by Gu’an Zhongde Lihua
Petrochemical Co, the largest hogwash-to-biodiesel processing company in Beijing,
and processed into biodiesel.

Hogwash oil is extracted from rotten pork and peroxided oil, used repeatedly
in frying.

…….

More ominously for China’s illicit hogwash oil trade long term prospects, KLM
Royal Dutch Airlines has recently successfully tested hogwash oil biofuel derivatives
as a possible Jet A-1 “drop in” civilian airplane fuel.

http://theenergycollective.com/staffjam/64194/china-and-biofuels-stir-fry-or-fly?ref=node_other_posts_by

 

 

and more on China and biofuels (2009)

…..

DOE Secretary Chu breaks with Obama over energy policy; aviation turns to China
for biofuels capacity development

13.10.2009

Excerpt:

In related news, Boeing confirmed that it has commenced talks with the Chinese
Academy of Sciences and “several Chinese universities” about a potential development
of low-carbon aviation biofuels.
CCTV is reporting that near-term opportunities for collaboration between Boeing
and China’s alternative energy industry
could focus on jatropha development in Yunnan, Sichuan and Guizhou provinces
and Guangxi Zhuang autonomous region. According to Xinhua News Agency, China is
projecting “13 million hectares of biofuel plantations by 2020,” primarily to
meet increased internal energy needs.

Meanwhile, a meeting of leading biofuels scientists has been called in Beijing
this fall that will provide advice to Chinese ministries preparing for an upcoming
state visit of US President Barack Obama, with energy issues reported to be high
on the agenda for the summit meeting. The US President, whose official policy
calls for strong investments in solar, wind, and biomass as well as electric car
infrastructure, and whose administration is the largest shareholder in the largest
US maker of flex-fuel vehicles (General Motors), will head to China with his energy
message in potential disarray.

Both aviation and biofuels industry leaders have expressed concern that the capacity
to manufacture the advanced, drop-in biofuels along timelines required by the
aviation industry and emissions policy, will require state intervention to provide,
and according to energy lobbyist Curt Rich, “no biofuels project is going to get
a DOE loan guarantee based on the current DOE interpretation of US energy policy.”

at

http://www.biofuelsdigest.com/blog2/2009/10/13/doe-secretary-chu-breaks-with-obama-over-energy-policy-aviation-turns-to-china-for-biofuels-capacity-development/

Read more »

Biofuels May Push 120 Million Into Hunger, Qatar’s Shah Says

 


Biofuel policies in countries from Australia to the U.S. may push 120 million people into hunger by 2050 while doing little
to halt climate change, said Mahendra Shah, an advisor to Qatar’s food security
program.

So-called first-generation biofuels produced from commodity crops compete with
food for land use and fertilizers, resulting in higher grain prices and increased
deforestation, Shah said at the MENA Grains Summit in Istanbul today.

World food output will have to rise by at least 70 percent by 2050 to feed a
growing world population, according to Shah. The use of crops for biofuels is
forecast to raise food prices by 30 percent to 50 percent in that period, Shah
said, citing a study by the Organization of the Petroleum Exporting Countries
Fund for International Development, or OFID.

“The first generation, we should never have done it,” said Shah, a policy advisor.
“Biofuels will trigger an increase in agricultural prices. Biofuels will result
in another 120 million people hungry, just because we’re growing biofuels.”

Shah said the world food system is in crisis because natural resources are limited,
land quality is worsening and water is scarce, meaning high food prices are here
to stay.

“The era of low food prices that we saw until the beginning of the millennium
is over,” Shah said. “We’re not going to go back to an era of declining prices.”

Government plans to boost ethanol and biodiesel production and mandates on using
them in transport fuel will increase deforestation by between 20 million and 24
million hectares (49 milion to 59 million acres) by 2050 and increase fertilizer
use by 10 million tons, the OFID study showed, according to Shah.

Biofuels Versus Food

“Biofuels are also starting to compete with food use, and the question is, how
far we will take these biofuels?” Shah said. “If you look at the cereal price
index itself, prices will increase substantially over the period. We know that
the first generation is not sustainable in the long run.”

In the U.S., 40 percent of the corn crop is used to make ethanol, and rising
corn prices because of the increased demand are also lifting wheat and rice prices,
according to Shah.

“If you suck corn out of a country’s market like in the U.S. it will affect the
amount of corn available for human consumption but also feed,” the adviser said.

Climate-change mitigation from biofuels will be “very limited” before 2050, partly because
the corn and sugar cane used to make fuel are high in nitrogen-fertilizer consumption,
according to Shah.

“We will make no greenhouse-gases savings for the next 20 years by implementing
biofuel policies, because they are working with first-generation crops,” Shah
said. “It particularly defeats the whole purpose of saying we’ll use biofuels
to reduce climate change.”

Fuel Security

Growing crops for biofuels to reduce reliance on oil may result in 6 percent
to 12 percent transport-fuel security in 2030 and 2050, according to Shah.

“If we focused on efficiency in energy use, within less than five years we could
reach efficiency savings of 20 percent to 30 percent,” Shah said, adding
energy efficiency should be a priority.

The greatest potential for renewable transport fuels to mitigate climate change
is in so-called third-generation biofuels produced from non-crop sources such
as algae, according to Shah. In the meantime, first-generation biofuels won’t
go away, he said.

“The fact remains that those people who invested in factories to process corn
into biofuels are going to buy corn at any price,” Shah said. “Industrialists
have invested, they’re not going to step back.”

To contact the reporter on this story: Rudy Ruitenberg in Istanbul at rruitenberg@bloomberg.net.

To contact the editor responsible for this story: Claudia Carpenter at ccarpenter2@bloomberg.net.

http://www.bloomberg.com/news/2011-09-26/biofuels-may-push-120-million-into-hunger-qatar-s-shah-says.html

Read more »

Naval Air Warfare Center Weapons Division Flies Harrier on 50% Biofuel Blend

    The NAWCWD performed the first bio-fuel flight test in an AV-8B Harrier on 21st
September, over NAWCWD’s land ranges in the upper Mojave Desert. The Harrier was
put through a range of testing manoeuvres, and performed without problems. There
were no anomalies detected that would prevent the Navy from using the biofuels
blend for the AV-8B.  The US military are at the forefront of work on aviation
biofuels, so they are not dependent on conventional oil imports.
 
VX-31 Flies Harrier on Biofuel Blend for the First Time
 
(The type of biofuel is not mentioned).
 
26.9.2011 (ASDN – Aerospace and Defense News – USA)

Enlarge image - VX-31 Flies Harrier on Biofuel Blend for the First Time
 

China Lake, Calif. - 
Naval Air Warfare Center Weapons Division (NAWCWD), China Lake performed the
first bio-fuel flight test in AV-8B Harrier #88, Sept. 21 over NAWCWD’s land ranges
in the upper Mojave Desert.

After preliminary ground test events earlier in the week, the Harrier was flown
by Maj. Gary “Mouth” Shill, a pilot from Air Test and Evaluation Squadron (VX)
31 at NAWCWD. According to Hal Bennett, project lead for the AV-8B bio fuel flight
test program, the testing was flawless. Harrier #88 rolled down the runway several
hundred feet before a short take off, then accelerated into a maximum performance
climb. Testing included phasing maneuvers, hard cranks, wind up turns, hard turns
with nozzle biting and even some inverted flight.


“We usually have small challenges in a test flight,” Bennett stated, “but not
on this one. We hit all the points – collecting the numbers and rolling through
the complete card deck in an hour. It was very successful.”

The last portion of the flight included performance hover maneuvers. The Harrier
came in slow, about 100 feet off the ground, into a hover,” said Bennett. “It
hovered for about two minutes to establish some engine performance parameters
- to see how powerful the engine was at a given temperature. Shill depressed the
rudders and moved the ailerons to check and validate the pitch, roll, yaw and
hover characteristics. This allowed him to monitor and evaluate what impacts the
‘bleed air’ usage had upon engine performance. Again, no anomalies noted.”

The test concluded when the pilot conducted a vertical landing and idled the
motor a short time to let it cool. Shill said the Harrier performed on the 50/50
blend as it does with standard JP8. “There were no anomalies that I detected that
would prevent the Navy from using the biofuels blend for the AV-8B,” he said.

“The instrumentation worked flawlessly,” Bennett said. “We conducted the test,
captured the data and then debriefed. The NAWCWD Range Control Center folks were
terrific. We usually have challenges during a test flight, but this whole thing
went according to script.”

 
http://www.asdnews.com/news/38403/VX-31_Flies_Harrier_on_Biofuel_Blend_for_the_First_Time.htm?utm_medium=twitter&utm_source=twitterfeed

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Aviation industry going to biofuels made from alcohols, some from food crops

Jet fuel can be made by combining two alcohol molecules. The aviation biofuel
industry can see there will be a time delay in getting fuel from jatropha, camelia
etc but it could produce fuel from alcohol faster. Some from corn or sugar cane,
as well as non-food crops and woody biomass. Aviation accounts for 12% of the
fuel used by the entire transport sector. Global aviation fuel demand may reach
7.6 million barrels/day in 2012, up from 6.8 m barrels in 2007.


Fly the (hic!) friendly skies: renewable jet fuel from alcohol

14.9.2011  (Biofuels Digest)
 
Making renewable jet fuel from booze…uh, alcohol…is the latest drop-in biofuels
craze. Who is doing what, with whom, and when? And how do they do it?

 

When most of us think of highly customized aviation alcohols, we probably think
of the little bottles of Johnnie Walker. But a handful of companies such as Cobalt,
Gevo, Terrabon, LanzaTech and ZeaChem, are shaking up the emerging aviation biofuels
markets by developing renewable aviation fuels from ethanol and/or biobutanol.

It’s been an improbable mission, but a handful are getting close enough that
we had better explain the background before they achieve massive scale.

Um, how do you make jet fuel from alcohol?

“An alcohol molecule, looking at it one way, is really just a hydrocarbon carrying
this extra OH [a hydroxyl group] on its back,” explains LanzaTech CEO Jennifer
Holmgren. So, chemically reforming alcohol into jet fuel is not a bizarre form
of medieval alchemy.

But in the process, you generally need two ethanol molecules to make a jet fuel molecule, so unless you are interested in trying to sell $6 jet fuel, you had better start
with something that produces much better than $3 ethanol.

For that reason,alcohol to jet fuel should be properly seen as a niche market
for ethanol producers – but, owning to the early interest in jet fuels from both
commercial airline and the military, one that may break out towards commercial
scale faster, for some companies, faster than their efforts to make commercial-scale
ethanol fuel.

Isobutanol and n-butanol, as made by Gevo, Cobalt and Butamax, is an alcohol
with special applications in jet fuel because it is a four-carbon molecule to
begin with. Back in 2009,
Gevo opined that the first “Sasol Synthetic Jet was C12‐ centered isoparaffin
mixture with similar properties”
to Gevo’s jet fuel blend stock. Gevo said at the time that its jet fuel met
all ASTM specifications except a slight miss on fuel density, and blended with
25% Jet A it met all specs. Gevo also indicated that it could make a jet fuel
blend stock at an operating cost equivalent to $65 oil.

The feedstock dilemma

For all the excitement over Hydroprocessed Esters and Fatty Acids” (HEFA) fuels,
recently approved as a jet fuel spec by ASTM, and now already used in a 50/50
blend with conventional fossil aviation fuels on commercial flights operated by
Lufthansa and KLM, alcohol fuels have the attraction of opening up a more feasible
pool of feedstocks.

The achilles heel of HEFA fuel is the problem of getting enough fuel made from
camelina, algae, jatropha or other non-food renewable oil sources. All three feedstocks
check out brilliantly under operating conditions, but camelina and algae are in
their infancy in terms of production at commercial scale; jatropha is much farther
along, but is far from providing anywhere near the 30 billion gallons of biofuel
the aviation industry would buy tomorrow, if the price and performance is on par
with fossil fuels.

On the alcohol side, there is the tantalizing prospect of traditional feedstocks
like corn and cane, energy crops like miscanthus and switchgrass, or low-cost
feedstocks like municipal solid waste or agricultural waste such as bagasse or
corn stover. Not to mention the possibilities of utilizing woody biomass.

Progress to date

DARPA jumped into the file this year by funding a clutch of projects.

Terrabon was awarded a $9.6 million, 18-month contract by Logos Technologies
to design a more economical and renewable jet fuel production solution for the
Defense Advanced Research Projects Agency. Started in April of 2011, a customized
production process for DARPA will be engineered, constructed and operated at Terrabon’s
Bryan, TX demonstration facility in an effort to yield 6,000 liters of jet fuel
through the use of the company’s advanced bio-refining technology MixAlco, in
preparation for commercialization of this technology.

“An important focus of this DARPA effort is to produce a sustainable, cost-effective,
non-fossil-fuel-based solution to support the military’s jet fuel needs. We thoroughly
reviewed many potential processes and solutions for this initiative, and came
to the conclusion that this goal can best be achieved with help of Terrabon and
their mixed alcohol oligomerization pathway, MixAlco,” said Dr. Greg Poe, CEO,
Logos Technologies.

MixAlco converts low-cost, readily available, non-food, non-sterile biomass into
valuable chemicals such as acetic acid, ketones and alcohols that can be processed
into renewable fuels.

LanzaTech was also awarded DARPA funds to perform research focused on novel,
low-cost routes to production of jet fuel from carbon monoxide sources. The LanzaTech
project will focus on reducing the cost of alcohol intermediates, which will be
thermochemcally converted to JP-8 renewable jet fuel.

At the time, LanzaTech CEO Dr. Jennifer Holmgren said that the economics of alcohol-to-jet
fuel are driven by the cost of alcohol intermediates – LanzaTech’s technology,
which produces alcohols by gas fermentation of CO-rich feedstocks such as industrial
off-gases, has the potential to be an economically and environmentally sound approach
to alternative aviation fuels.

Over in Colorado, Gevo announced it has signed an engineering and consulting
agreement with Mustang Engineering to convert Gevo’s renewable isobutanol to bio-jet
fuel. This effort will focus on the downstream processing of isobutanol to paraffinic
kerosene (jet fuel) for jet engine testing, airline suitability flights and advancing
commercial deployment.

Once completed successfully, the company will initiate jet engine testing with
engine manufacturers. Mustang is a global project management, engineering, procurement,
and construction operations company serving the upstream oil and gas, refining
and chemicals, pipeline, automation and control, and industrial markets.

In Oregon, ZeaChem is proposing a 15 million gallon jet fuel output from its
proposed integrated biorefinery in Boardman, Oregon (which would, alternatively,
be able to produce 25 million gallons of ethanol), and said that it can have such
capacity ready by 2014.

Also, there is the California-based Byogy Renewables, whose CEO KEvin Weiss is
chairing the ASTM committee on alcohol-to-jet specs. Byogy’s edge? It has a process
that converts the alcohols to jet fuel, and like several advanced biofuels companies,
has opened up a division based in Brazil.

Supply

In the case of LanzaTech, the company has signaled that it expects to be able
to produce up to 15 billion gallons of renewable jet fuel (yes, that’s “billion”)
from existing steel waste gases that are generally flared after being generated
in blast furnaces, at an operating cost of $1.50 for the alcohol, suggesting a
cost range of around $3 per gallon for jet fuel. Even adding in capital costs
and margin, it’s getting to be in the ballpark of conventional fuel costs. LanzaTech
is expecting to have its first 100 million gallon facility (ethanol) completed
in China in 2013.

Test results

At the Paris Air Show this past summer, Gevo presented test results conducted
by SRI International and the Air Force Research Lab to the alcohol jet review
(ATJ) committee of ASTM. The next step in the ATJ specification will be work with
engine manufacturers to complete commercial engine testing.

Timeline

Full certification of ATJ is expected in 2013, by which time Gevo expects to
have 110 million gallons of isobutanol capacity for use in the jet fuel and chemical
markets. United Airlines and Gevo have previously signed a non-binding offtake
agreement from ORD, starting in 2013.

The market and drivers for aviation fuels

Worldwide demand for aviation fuels is growing fast, primarily due to growth
in the robust Chinese aviation market. According to the International Energy Agency,
aviation fuel demand will reach “7.6 million barrels per day in 2012, up from
about 6.8 million barrels per day in 2007″. That translates into 116 billion gallons
of jet fuel, globally, by 2012.

Aviation accounts for 12% of the fuel consumed by the entire transportation sector,
which is equivalent to roughly 1.5 to 1.7 billion barrels of kerosene annually
(about 70 billion gallons).
  

Analysts project that aviation biofuels will replace roughly 1% of kerosene by
2015, 25% by 2025, and 30% by 2030. This represents a market value of US $2 billion,
$56 billion, and $68 billion in delivered fuel respectively, assuming current
kerosene prices.

The emissions driver for renewable fuels

Among demand drivers for Bio-SPK are the prospect of big carbon credit payments
by airlines operating into, out of, or within Europe. Commencing in January 2012,
the airline industry is scheduled to enter into the EU Emissions Trading Scheme,
which will cap carbon emission levels, and is expected to cost airlines up to
$19 billion in 2012 alone, according to a March report from Point Carbon.

The bottom line

So there you have it – from hooch to jet fuel, by the numbers. Generally, expect
a fuel spec to be OKd in 2013, and fuel contracts to ramp up significantly in
this decade. Not every producer is going to target ATJ – most companies make alcohol
too expensively to make jet fuel work, and those that have transformatively low
operating costs for alcohol production may simply focus more on the road transportation
markets where mandates can create higher per-BTU prices for selling ethanol fuel
than jet fuel.

Two huge variables – the underlying price of conventional jet fuel, and the impact
of low-carbon standards. If the trends on oil prices and carbon work out as expected,
ATJ [Alcohol to Jet] could well be the major driver of aviation biofuel supply
between now and the late 2010s or early 2020s when platforms such as jatropha
and algae get more traction.

http://biofuelsdigest.com/bdigest/2011/09/14/fly-the-hic-friendly-skies-renewable-jet-fuel-from-alcohol/

 

 

see also

 

Next Generation Jet Fuels


Next Generation Jet Fuels

22.6.2011  (Scoop business, New Zealand)


Auckland, New Zealand June 22, 2011: Clean energy technology company LanzaTech is at the world’s largest air show in Paris showing the aviation industry its technology for producing next generation jet
fuels.

Dr Jennifer Holmgren, LanzaTech’s chief executive, says the aviation industry
(both its commercial and military sectors) is keen to reduce its carbon footprint
and is looking to low carbon fuels as an element of a basket of solutions to help
achieve that target.

LanzaTech has just been awarded funds from the United States’ Defense Advanced
Research Projects Agency (
DARPA) to perform research focusing on novel, low cost routes for the production of
jet fuel (JP-8) from carbon monoxide (CO) rich sources.




 

The project will focus on technology development to reduce costs for producing
alcohol intermediates, which will be thermochemically converted to JP-8.

“The Department of Defense has set ambitious targets for alternative fuel use
with the Air Force goal of 50% alternative fuel use in all its domestic flights,
and the Navy’s objective to use 50% alternative fuel across all of its operations
by 2020,” Dr Holmgren says.  

Alternative aviation fuels are a key theme at the Paris Air Show this year. The
New Zealand founded Lanzatech is part of the global exhibition showcase.

Dr Holmgren says biofuels produced through hydroprocessing of lipids recently
received approval by ASTM (American Society of Testing and Materials). The next
biofuel expected to be certified will be fuel prepared from alcohols. LanzaTech
is represented on an alcohols-to-jet (ATJ) task force, which is working on the
certification process.

The efficient conversion of alcohols to aviation fuel has already been demonstrated
by a number of groups. Dr Holmgren says a number of those routes for converting
alcohols produce aromatics not just isoparaffins, which means there is a possibility
of longer term certifying a fully synthetic aviation fuel (not just a blend stock).

“There is a need to stabilize the price of aviation fuel, which can only happen
if there is more than one source of such fuels,” Dr Holmgren says. “However, the
rapid adoption of alternative aviation fuels requires that they be sustainable
in all dimensions – environmental, social and economic.

“LanzaTech provides a sustainable, cost-competitive route to drop-in hydrocarbon
fuels by producing alcohols from CO-rich feedstocks, such as industrial off gases
that have no impact on food or water security.”

Dr Holmgren says LanzaTech’s approach for the production of alcohols also results
in a cost effective final aviation fuel.

“In order to deliver cost competitive aviation fuels from alcohols, the price
of the alcohol must be driven to a very low number,” she says. “The reason for
this is that ethanol to jet conversion requires that two gallons of alcohol be
converted per gallon of jet fuel produced. Therefore the alcohol must be produced
at a low enough cost that the 2x factor on a per gallon basis doesn’t make the
aviation fuel cost prohibitive.

“We believe that there are a number of handles which can further reduce the price
of our alcohol such that the final aviation fuel will be cost competitive with
petroleum derived fuels without incentives. DARPA’s support will enable us to
continue to improve the economics of this unique technology platform, leading
to an economically and environmentally sound approach to alternative aviation
fuels.”

 

http://www.scoop.co.nz/stories/BU1106/S00745/next-generation-jet-fuels.htm

 

 

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US and Australia sign key aviation biofuels accord

The US FAA and Australia’s Department of Resources, Energy and Tourism have reached
a Memorandum of Understanding to continue research and development of biofuels.
The MOU calls for both countries to exchange information about policies, programs,
projects, etc and to conduct joint studies in areas such as fuel sources and environmental
impacts. One of the areas of concern and focus is feedstock readiness – if producers
can ramp up on scale fast enough.


19.9.2011 (Biofuels Digest)

Memorandum of Understanding (MOU) covers feedstock readiness, sustainability,
data sharing, fuels certification, plus development of new alternative fuel pathways
in alcohol conversion, pyrolysis and synthetic biology.

Is the agreement, driven by the private sector and formalized by government,
a template for agreements to foster aviation biofuels around the world?

In San Francisco, the U.S. FAA and Australia’s Department of Resources, Energy
and Tourism have reached a Memorandum of Understanding to continue research and
development of clean, sustainable alternative aviation fuels.

U.S. Secretary of Transportation Ray LaHood and Australian Ambassador to the
United States Kim Beazley signed the agreement at the APEC (Asia Pacific Economic
Cooperation) Transport & Energy Ministers Ministerial Conference Summit meetings
in San Francisco.

The MOU calls for Australia and the United States to exchange information about policies, programs, projects, research results,
and publications
, and to conduct joint studies in areas such as fuel sources and environmental
impacts. The memorandum also facilitates analysis of fuel source supply chains. 
The signing nations agree to cover the associated costs.

“Air travel is global and we need international partners to develop these innovative
new fuels,” Secretary LaHood told reporters. “Our ultimate goal is to work with
all of the Asia Pacific nations to achieve a sustainable, independent energy future
for aviation, and this is an exciting first step.” 

The MOU enables Australia
and the United States to exchange information on policies, programs, projects,
and research results, and to conduct joint studies in areas such investigation
of new fuel sources and conducting environmental impacts.

Aspects of significance

“From the government perspective, and what we choose as a framework for APEC,”
CAAFI (The Commercial Aviation Alternative Fuels Initiative) Executive Director
Rick Altman said, “this agreement is fairly unique, in that you have the agreement
being developed out of the private sector, and then they have brought this to
the government to recognize and support – as opposed to the government developing
this, and saying “here” to the private sector.”

Three aspects of the agreement should draw special attention from followers of
bioenergy’s story arc.

1. Unlike other government to government agreements that emerge from time to
time, this agreement sprung out of the private sector, primarily driven by the
CAAFI private-public partnership in the US , and  Austrade and the US Studies Center at the University of Sydney, for Australia.

2. This agreement is “operational” not “aspirational” which makes it unique among
other cross border activities in which the CAAFI coalition has been engaged in
that their are discreet specifics that fill gaps in the overall global aviation
biofuels efforts to which we can both make contributions.

3. This MOU can realistically form a template for efforts for in the Asia Pacific
region as a whole, and other regions.


The origins of the agreement

Dr. Susan Pond of the US Studies Center recalls: “Rich Altman and I met in October
last year through Austrade in DC, and at that time we hatched the idea of a forum
at the Avalon Air Show, where we held seminars every day (before the jets drowned
us out). In Australia, we saw a real appetite for connection internationally and
particularly with US for aviation, and in fact a group had formed earlier under
SAFUG (Sustainable Aviation Fuel Users Group) to start working on roadmap, with
Boeing, Qantas, Virgin, GE and CSIRO involved, and in particular getting catalysis
and knowledge from boeing.

“After Avalon, we had the idea of an MOU or an agreement between the US and Australia,
which I presented to the Australian government in Canberra including people at
the Ministry of Resources Energy & Tourism and Ministry of Transport. CAAFI,
myself, FAA and Austrade had a meeting towards a more formal agreement at the
Advanced Biofuels Leadership Conference in DC earlier this year, and as another
part of the process we went to a prep meeting for APEC and put it on the APEC
agreement agenda, and it was signed of the margins of the APEC meeting.”

CAAFI’s Rich Altman added: “There were discussions that predated this process,
such as discussions between the Volpe Center and CSIRO. But we quickly identified
areas to work together – road-mapping, scenario planning, and matching up feedstock
with fuel suppliers. At the next CAAFI meeting in November we will put even more
meat on the work plan.”

The key elements

Key elements in work plan for now include: scenario analysis, feedstock readiness,
sustainability, data sharing, fuels certification, plus development on a variety
of alternative fuel pathways, including fuels out of synthetic biology processing,
alcohol to jet fuels, and fuels made from pyrolytic processes.

One of the areas of greatest concern and focus is feedstock readiness – there
being around the world a sense that the aviation community has been able to advance
on fuels testing and certification fare faster than the feedstock community has
been able to ramp op on scale.

Feedstocks of interest

In the agreement, there is a focus on US technologies and Australian feedstocks.
Besides the well-known focus on development of algal fuels in Australia, “the
main feedstocks of interest are sugar,” observed Dr. Pond, “there’s a lot of bagasse
that can be diverted. Also, oilseed crops, some of which are already grown, like
mustard seed – as a break crop for soil as well as the oil benefit. Lignocellulosic
crops are not used on an aggregated basis at this time, except for power. But
that’s where CSIRO is especially good – they have done the mapping and aggregation
to prepare for that sector.”

The Global Template

There’s an interest in duplicating this type of agreement,” said CAAFI’s Altman.
“It was brought up in Sept meeting, and we could be working as early as March
on something. As far as where this model would work, follow the feedstocks. There
are feedstock rich regions throughout Southeast Asia  that fits the bill. Plus
there are countries with a strong aviation industry component, for example, there
may be interest in Japan, given the fact that the aircraft and engine partnerships
are already in place there. Plus there are countries like Singapore, where you
have the refining capacity. In that case, there’s been activity between FAA and
Singapore, which has a strong aviation community and is surrounded by the feedstocks
in the neighboring countries.”

The governmental role

“The government will have a very important educative role,” remarked Dr. Pond.
“Australia is just now finalizing its alternative fuels strategy, but in general
we know that agricultural subsidies, for example, are much greater in the US than
in Australia and the industry will need to be pulled rather than pushed. So, education
of the constituencies, such as farmers, will not work the same.”

Policy Stability

“Market forces are driving this sector,” said Altman, “and there are strong forces
that will sustain this. For example, as prominent as aviation has become within
the biofuels community, aviation consumes twice as much fuel relative to road
transport in Australia than here. Plus, the depletion of oil refining capacity
is much greater in Australia than here. And, its much easier to align the players
– for example, it is very difficult to align commercial and military people in
the EU, for historical reasons, but it is not an issue in Australia.

“I don’t see that the MOU would be cancelled” added Dr. Pond, “if there was a
change in government. The carbon tax which is coming in will be so difficult to
unwind if it is finally passed towards the end of the year, and the private aviation
sector isn’t going to change. So the meta-policy environment is going to have
a great deal driving it.”

“CAAFI started under the Bush Administration,” noted Altman, “and then continued
and accelerated under the Obama administration. Usually, a new government comes
in and looks for good ideas and seeks to embrace them. And we see that at the
state level, too. Those states that are changing policy, are still looking to
embrace initiatives like this. All governments want to be successful, and I suspect
that applies to governments here or there.”

 

http://biofuelsdigest.com/bdigest/2011/09/19/us-australia-sign-key-aviation-biofuels-accord/

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