Sustainable Aviation Fuels UOP Brief.pdf · Our Biofuels Vision • Building on UOP’s nearly 100...
Transcript of Sustainable Aviation Fuels UOP Brief.pdf · Our Biofuels Vision • Building on UOP’s nearly 100...
Sustainable Aviation FuelsSustainable Aviation FuelsJames Rekoske
Vice President/General ManagerRenewable Energy & Chemicals
James RekoskeVice President/General ManagerRenewable Energy & ChemicalsRenewable Energy & ChemicalsRenewable Energy & Chemicals
Farnborough Air ShowJuly 19-20, 2010
© 2010 UOP LLC. All rights reserved. UOP 5411-01
• Demand for energy and broader sources to complement fossil fuel
Drivers for Energy Diversity• Demand for energy and broader sources to complement fossil fuel• Government mandates and global concerns over sustainability and
greenhouse gas emissions• Job creation in rural communities for developing nations
Aviation CO2 Using less fuel
ions
Aviation CO2Emissions Challenge
Using less fuel- Efficient Airplanes- Operational Efficiency
CO
2Em
iss
Changing the fuel- Sustainable BiofuelsC Baseline
Sustainable Biofuels
Carbon Neutral Timeline 2050Presented to ICAO GIACC/3 February 2009 by Paul Steele on behalf of ACI, CANSO, IATA and ICCAIA
Our Biofuels Vision• Building on UOP’s nearly 100 years of experience in refining• Produce real fuels instead of fuel additives/blends• Leverage existing refining/ transportation infrastructure to lower g g g p
capital costs, minimize value chain disruptions, and reduce investment risk
• Focus on path toward second-generation feedstocks
Inedible Oils: Camelina, Jatropha, Halophytes
FirstGeneration
Second Generation
Natural oils from vegetables and Waste biomass,
greases oil from algae
Renewable Energy TechnologiesF d P P d t
UOP/Eni EcofiningTM
Process
UOP/Eni EcofiningTM
Process
Natural Oil/Fats
Hydrogen
Honeywell Green DieselTM
Feed Process Product
Green Jet (if req)ProcessProcess
Renewable Jet Process
Renewable Jet Process
yd oge
Natural Oil/Fats
HydrogenHoneywell Green JetTM
Green Diesely g Green Diesel
GasificationGasificationSeparationSeparation
Rentech / UOP Alliance
FT SynthesisFT SynthesisConversionConversion Green Fuels
RTP®
(Pyrolysis)RTP®
(Pyrolysis)Biomass Green Power / Fuel Oil (now)Upgrading ProcessUpgrading Process
Green Fuels (2012)
Sustainable, feedstock flexible technologiesEnvergent Technologies – UOP/Ensyn JV
Commercial & Military Testing
• Commercial aircraft demonstrations• Air New Zealand (jatropha)• Continental Airlines (jatropha & algae)Continental Airlines (jatropha & algae)• Japan Airlines (jatropha, camelina & algae)• KLM (camelina)
Anticipating ASTM approval in 2010• Anticipating ASTM approval in 2010
• Military demonstrations• Up to 600,000 gallons of fuel made from camelina,
algae and animal fats for U.S. DESC• U.S. Air Force A-10 Thunderbolt II (camelina)• Navy F/A-18 Green Hornet (camelina)
• Royal Netherlands Air Force Apache Helicopter (algae & used cooking oil)
Green Jet Fuel Meets Flight Specifications
Key Properties of Green Jet Fuel
DescriptionJet A-1 Specs
Jatropha Derived
SPK
Camelina Derived
SPK
Jatropha/ Algae
Derived SPKDescription Specs SPK SPK SPK
Flash Point, oC Min 38 46.5 42.0 41.0Freezing Point, oC Max -47 -57.0 -63.5 -54.5JFTOT@300oCJFTOT@300oC
Filter dP, mmHg max 25 0.0 0.0 0.2Tube Deposit Less Than < 3 1.0 <1 1.0
N t h t f b ti MJ/k i 42 8 44 3 44 0 44 2Net heat of combustion, MJ/kg min 42.8 44.3 44.0 44.2Viscosity, -20 deg C, mm2/sec max 8.0 3.66 3.33 3.51Sulfur, ppm max 3000 <0.0 <0.0 <0.0
Prod ction of Green Jet f el is demonstrated a ailable
Current UOP Green Jet processing rate >3 million gallons per year
Production of Green Jet fuel is demonstrated, available today and feedstock flexible
Performance and Operability is Similar
Specific Fuel Consumption: The Bio-SPK blends show an improvement when compared to jet fuel, consistent with the heat of combustion increase.
L Bl O t i C i d b t t i l j t f l d Lean Blow Out margin: Comparisons were made between typical jet fuel and the Bio-SPK blends, showing equivalent performance.
Engine starts: Under both cold-soaked and warm thermal state conditions, no significant changes were noted in start times or in peak starting exhaust gassignificant changes were noted in start times or in peak starting exhaust gas temperature.
Light off delay: The time interval between introduction of fuel into the combustor and fuel ignition was compared with no significant changes notedcombustor and fuel ignition was compared, with no significant changes noted.
Acceleration response: No significant changes in engine acceleration response time or peak EGT were noted during acceleration tests.
All h f fli ht i l di I Fli ht R t t N i ifi t hAll phases of flight, including In-Flight Restart: No significant changes were noted for the use of the Bio-SPK blends for all 3 aircraft flight tests.
Boroscope Inspections: No significant engine deterioration changes were noted from comparing pre and post flight boroscope analysesnoted from comparing pre- and post-flight boroscope analyses.
UOP Proprietary
Air New Zealand: Engine Testing
Engine ground run data from a Rolls Royce RB211-524G engine shows a reduction in fuel flow due to the higher heat of combustion of the Green Jet Fuel
Air New Zealand 747-400 Flight Test Profile
35000
40000
300
350Slam maneuvers at FL350 Engine relights
25000
30000
250
15000
20000
ALT
- ft
150
200
VC
AS
- kt
s
5000
10000
50
100Simulated missed approach
-5000
00 1000 2000 3000 4000 5000 6000 7000 8000 9000
time - sec
0
50
ALT VCAS
ASTM D4054 Fuel Qualification Process
Specification Properties
Engine/APU Testing
Fit-For-Purpose Properties
Component/Rig Testingope t es TestingProperties Testing
ASTM
Review
ASTM
Review
FRL 6.1 FRLs 6.2 & 6.3 FRL 6.4FRL 4.2
ASTM Research
Report
Accept & Ballot
Re-EvalAs Required
Reject
Accept & Ballot
Re-EvalAs Required
Reject
OEM Review & Approval
ASTM Balloting Process
pASTM
SpecificationASTM
Specification
ASTM Specification
FRL 7: Fuel Class Listed in Int’l Fuel Specifications
Slide courtesy of Mark Rumizen, FAA/CAAFI
Biomass to Liquid Fuels Technology
Gasification & Fischer-Tropsch technologies to convert biomass to jet, diesel and naphtha
Utilize available forest and agricultural waste to create valuable fuelsUtilize available forest and agricultural waste to create valuable fuels
UOP Technology
UOP Technology
Renewable Jet: Demand Projections
R bl J D d D i
6
7
8
9
10
llion
s)
80
100
120
140
antit
ies
(BG
Y)
• Renewable Jet Demand Drivers• Industry commitment to carbon neutral
growth• Concerted effort by OEM’s to accelerate
0
1
2
3
4
5
Valu
e ($
Bil
0
20
40
60
Annu
al F
uel Q
uaHRJ discount vs Jet-A
Renewable Fuel Produced
Total Aviation Fuel Usage
• Concerted effort by OEM s to accelerate certification
• DOE grants to promote renewable jet units
02008 2011 2014 2017 2020 2023
Year
0
• OEM’s, Airlines & US Air-Force driving initial demand
• Major Airlines who are publicly committed to significant biojet use from
Source: Boeing Biojet forecast
G J t D d committed to significant biojet use from 2013 to 2020:
• Air NZ, LH, AF, Virgin, JAL, Continental, BA, KLM, SQ, EKJatropha
2015: ~45K BPD 2025: ~720K BPD
Green Jet Demand
• ~750K BPD Demand by 2025Camelina
Halophytes
Algae
OEM Led Market DevelopmentFeedstock shift towards Algae
Verno Group CONFIDENTIAL
pand Supported by Legislation
Bridging Capacity till 1st Commercial Unit 2012/13
Honeywell Green Jet Fuel capacity today at ~2500 gpd product on average with semi-batch/continuous mode.
Cost of production significantly reduced from initial 650 gpd modeCost of production significantly reduced from initial 650 gpd mode. Honeywell UOP working on options for fully continuous
2-Stage unit with 5,000-10,000 gpd of product being considered.
Jan 2011?
Honeywell Green Jet Fuel Availability Options – 2011/2012
10000 gpdAug 2009 Jan 2010
650 gpd 2500 gpd 5000 gpd
Interim demand indications from USAF/Navy/Army will drive next capacity increase and fuel availability for next 2 years
2500 gpd
Challenges for Commercialization
Technical Risk• Primary Technical Risks mitigated
• Growing practices, yields for major bridging crops established
Operational Risk• Risk of operation of biofuels value
chain identified• Demo facility operational lessonsmajor bridging crops established
• Analyses and fuel production completed on large (semi-commercial) scale
Demo facility operational lessons• Most risks can be effectively
hedged or insured• Remaining operational risk are
common with fuels from petroleumcommon with fuels from petroleum
Financial RiskFinancial Risk• Financial risks not associated with technology or operation largely remain
• Do financial markets and other stakeholders sufficiently understand the business proposition?
• Can lenders identify and assess appropriate risk premium?• Can lenders identify and assess appropriate risk premium?• Can projects be structured to be profitable to all members of the value chain?• Is capital investment (fixed / working) sufficiently understood to properly forecast
flows?• Is appropriate risk mitigation (loan guarantees grants insurance etc ) available?Is appropriate risk mitigation (loan guarantees, grants, insurance, etc.) available?
Challenges Ahead: Future Vision
Green Green JetJet--range range ParaffinsParaffins
Selective Selective Cracking/Cracking/
IsomerizationIsomerization
Natural Natural Oils and Oils and
FatsFatsDeoxygenationDeoxygenation
Renewable Jet FuelJet Fuel
Solid Solid BiomassBiomass
Catalytic Catalytic Stabilization/Stabilization/PyrolysisPyrolysis
/ Other/ OtherJet Range Jet Range
Cyclic Cyclic BiomassBiomass DeoxygenationDeoxygenation/ Other/ Other yyHydrocarbonsHydrocarbons
100% Renewable Jet Fuel‐‐ from ‐‐f
100% of Available Plant Resources
Summary Drop-in Aviation Biofuels are here, ready today
– Will make up increasing share of energy pool– Essential to overlay sustainability criteria (GHG, water)– ASTM certification expected late 2010
Feedstock availability is an important enabler– Bridging feedstocks – build infrastructure and acceptance– Second generation feedstocks (cellulosic waste and algal oils)
are on the horizonDi f d k i i i i bl i l– Diverse feedstock initiatives enable regional,sustainable solutions
Most hurdles met but some remain: Most hurdles met, but some remain:– Broadly available, cost competitive feeds– Mitigation for financial risk