National Academies Press: OpenBook

Guidelines for Integrating Alternative Jet Fuel into the Airport Setting (2012)

Chapter: Section 4 - Frequently Asked Questions

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Suggested Citation:"Section 4 - Frequently Asked Questions." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Integrating Alternative Jet Fuel into the Airport Setting. Washington, DC: The National Academies Press. doi: 10.17226/14634.
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Suggested Citation:"Section 4 - Frequently Asked Questions." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Integrating Alternative Jet Fuel into the Airport Setting. Washington, DC: The National Academies Press. doi: 10.17226/14634.
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Suggested Citation:"Section 4 - Frequently Asked Questions." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Integrating Alternative Jet Fuel into the Airport Setting. Washington, DC: The National Academies Press. doi: 10.17226/14634.
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Suggested Citation:"Section 4 - Frequently Asked Questions." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Integrating Alternative Jet Fuel into the Airport Setting. Washington, DC: The National Academies Press. doi: 10.17226/14634.
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Page 47

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44 4.1 What Are Some of the Potential Community Concerns About Alternative Jet Fuel? Q: What is the “food-versus-fuel” debate and how does it relate to alternative jet fuel? A: The food-versus-fuel debate arises from questions related to the use of agricultural food com- modities for the production of alternative fuels. The debate stems from a spike in animal feed costs and food prices in 2008 and the rapid development and expansion of the corn ethanol industry. Currently, 30% of the domestic corn crop is used for ethanol production. Some peo- ple fear that the use of corn as a feedstock for alternative fuel production will lead to higher food prices and perhaps even compromise food supplies. Others argue that the rapid increase in food prices in 2008 was the result of high energy costs, not corn ethanol production. The issue has become politically charged. There is little consensus of the role of alternative fuel production on food production and prices. In order to avoid the controversy surrounding the food-versus-fuel debate, CAAFI and other stakeholders in the U.S. airline industry support the use of feedstocks that do not compro- mise food availability. Therefore, these entities are interested in feedstocks that are not used for human food production and that, according to some, would not have an impact on food prices or security. Examples of these feedstocks include agriculture residues (e.g., wheat straw, corn stover), dedicated energy crops (switchgrass), woody biomass, MSW, alternative oilseed feedstocks (e.g., algae, Jatropha), and nonfood oilseeds (e.g., mustard seed, Camelina). Q: What does the concept of the energy-water-food nexus mean and why is it important to alternative jet fuel? A: The energy-water-food nexus is a prominent issue among senior business, finance, policy, military, and NGO leaders and refers to the links between energy, water, and food. Because these issues are so closely intertwined, credible analysis of one part of the nexus requires eval- uating implications on the other parts. For example, evaluation of crops for energy requires consideration of concerns around food versus fuel and also agriculture’s impact on increas- ingly scarce water resources, including in marginal land such as in arid environments that may not be fit for other types of agriculture. In addition, the evaluation of natural gas requires consideration of extraction techniques on water quality. Q: What does “land use” mean and why is it important to the future of alternative jet fuel? A: Land use is an important component of the energy-water-food nexus. The term “land use” in this context refers to unresolved concerns about whether increasing demand for agricul- tural products in one part of the world, for food or energy crops, drives conversion of forests into agricultural land in other parts of the world such as in Brazil, Indonesia, and Africa. This S E C T I O N 4 Frequently Asked Questions

Frequently Asked Questions 45 issue is of importance for several reasons. First, deforestation is one of the world’s largest sources of carbon emissions and has many other social, environmental, and economic impacts. In addition, overturning topsoil for planting, especially the first time once the land is defor- ested, also releases significant carbon. Land-use implications are difficult to prove, disprove, or quantify. Despite this uncertainty, correctly gauging the impact of alternative jet fuels on land use will be critical to their long-term acceptance. Q: How may the production of alternative jet fuel affect water resources? A: Water use is a topic that frequently comes up during the discussion of any kind of alternative fuels, including alternative jet fuel. Depending on the specific way in which feedstocks are recovered and processed, water consumption for the production of alternative jet fuels may be comparable to or larger than that required for conventional jet fuel production. The water impact of alternative jet fuels should be evaluated by considering the feedstocks and conver- sion technologies separately. There are two components pertaining to feedstocks. In terms of water consumption, traditional feedstock crops, such as soybeans, require large amounts of freshwater. In contrast, new bio-derived crops, such as switchgrass, do not need irrigation, and algae can grow in brackish water or seawater. In terms of water pollution, fossil feedstocks and traditional feedstock crops contribute runoff from fertilizers and pesticides. Regarding conversion technologies, the need for cooling drives the water impact. The impact varies widely, from extensive to minimal, with the type of cooling and conversion technol- ogy. Fischer-Tropsch requires substantial cooling and is generally more water intensive than hydroprocessing per unit of energy produced. It should be noted that the United States has extensive laws and regulations governing water, as indicated in Section 3.5.1. Compliance with these laws and regulations should be considered sufficient to meet any concerns about impacts to water resources. Q: Are there sustainability criteria for alternative jet fuels? A: Production of alternative jet fuels may affect the environment in several ways, as noted pre- viously. In the United States, there are no mandatory sustainability criteria for alternative fuels. The United States has a full suite of detailed environmental laws and regulations and a legal system to enforce compliance with those laws and regulations—demonstration of com- pliance with the law should be considered sufficient to establish sustainability according to existing laws and regulations. There are efforts to develop sustainability standards applicable to development of alternative fuels in general (not only alternative jet fuel). One example is the Roundtable on Sustainable Biofuels (http://rsb.epfl.ch/). These standards aim to include a number of factors, including food security, land and water rights, and fair labor laws. The development of these standards has been difficult because of the complexities and sensitivities around the main considerations that need to be considered. Details for the application of these standards are also still being discussed. 4.2 What Are Some Potential Concerns Regarding Production of Alternative Jet Fuel? Q: Who can I turn to for help in finding out more about particular production methods or feedstocks? A: Contact CAAFI through their website (www.caafi.org) or the ATA at info@airlines.org. These organizations are knowledgeable in the application of feedstocks and processes for alternative jet fuels. Renewable fuel trade associations (e.g., Advance Biofuels Association, Low Carbon

46 Guidelines for Integrating Alternative Jet Fuel into the Airport Setting Fuel Association) can introduce airports to their members. Biofuels Digest and other trade publications are also excellent sources of this information. Fuel suppliers are increasingly present at major air shows and can be contacted at those venues. Q: What is the biggest challenge in finding the best option for producing alternative jet fuel in my region? A: The main challenge for alternative jet fuel production is finding the appropriate feedstock. For processing plants using biomass feedstocks, local availability of feedstocks is likely the most important factor. For processing plants using fossil fuels, such as coal or natural gas, easy access to existing transportation infrastructure is the main concern. Q: We have identified a possible production technology and have plenty of local feedstock; how can we find a company to produce the fuel? A: Contact CAAFI or ATA. The CAAFI website (www.caafi.org) contains links to many compa- nies that are among their stakeholders. ATA can help identify a fuel expert from one of the airlines that serves your airport. Other sources are the Advanced Biofuels Association, BIO, and the Low Carbon Fuel Association. In addition, several trade publications (e.g., Biofuels Digest) contain lists of qualified producers. Q: Can more than one feedstock be used in a HEFA facility? A: Yes, in fact most producers will not want to rely on a single feedstock. Multiple plant oils can grow in the capture radius of a HEFA facility. Q: Can the percentage of alternative jet fuel and other products from an alternative fuel processing facility be altered during the life of the facility? A: Yes. Alternative jet fuel requires more hydroprocessing capacity than diesel. Once a facility is built for alternative jet fuel, it can always produce more alternative (green) diesel. Typically the maximum amount of alternative jet production is 60% Q: How much more will alternative jet fuels cost compared to conventional jet fuel? How will the cost differential change with time? A: According to most pricing scenarios, alternative jet fuels produced from new energy feed- stocks and bought only in small quantities will cost more than conventional jet fuel. These initial costs are mitigated by both Congressional subsidies ($1 per gallon in recent years) and the USDA Biomass Crop Assistance Program. Considering the history of food crops, in which the yield per acre has improved over time, it is reasonable to expect that the yield per acre of bio-feedstocks will also increase, resulting in a reduction in their price. Q: Are there public funding sources that can support feasibility studies for a biofuel facility at or near an airport? A: Yes. USDA Rural Development has a series of programs to fund these types of studies. State agriculture departments are a source of programs as well. Contact CAAFI for more information. Q: What constitutes a “rural” alternative jet fuel project that can be supported by USDA? A: In new rules published in February 2011, the definition of “rural” is greatly expanded. For example, a project constructed in a more-densely populated location using feedstocks from historically rural locations can be eligible. Airports, their clients, and stakeholders should con- sult with local and national USDA rural development authorities to establish how these new rules are applied in the local area. Q: Are there limitations on the sources of foreign funding that can be supported by the USDA loan guarantee program?

A: In new rules issued by USDA in February 2011, foreign sources of investment in U.S.-based project developments are now eligible for support through certain USDA programs, including loan guarantees to develop alternative jet fuel projects. While this policy has been executed, regulations on specific USDA programs may be required to capture its intent. Airports and their clients should consult with CAAFI or local or national USDA Rural Development Authorities to establish which programs are eligible. Once this is known, consultation with U.S. Department of Commerce programs such as Invest in America (http://www. investamerica.gov/) may be useful. 4.3 What Are Some of the Potential Concerns Around the Storage, Handling, and Use of Alternative Jet Fuel? Q: Do airlines support the use of alternative jet fuel? A: Yes, the U.S. airlines’ interest in alternative jet fuel is being coordinated by the ATA. The ATA supports alternative jet fuels as long as they are safe, environmentally friendly, reliable, and economically feasible. Airlines are committed to supporting alternative jet fuel facilities by signing long-term purchase agreements, but their willingness to pay a premium over the cost of conventional fuel will depend on the amount and duration of the premium. Q: Does alternative jet fuel need any special airport-related infrastructure? A: No, alternative jet fuel will not be qualified if it cannot be handled by existing airport fueling equipment. Q: Will alternative jet fuels require duplicate storage or distribution systems at my airport? A: No, by definition, drop-in fuels do not require duplicate storage or distribution. However, if the fuel is delivered through infrastructure not currently in use, then hookups will be neces- sary. For example, if an airport currently receives conventional jet fuel through a pipeline from a refinery, and starts to receive alternative jet fuel by railroad, then a hookup between the railroad car and the pipeline will be required. Q: Is alternative jet fuel really safe to use in all aircraft, including older models? A: Yes, alternative jet fuel will be thoroughly tested and will not receive certification unless it is safe in all existing gas turbine engines. Q: Is alternative jet fuel safe to mix with conventional jet fuel in our existing tanks? A: Yes, alternative jet fuel will be thoroughly tested and will not receive qualification approval from ASTM unless it is safe to mix with conventional jet fuel. Q: How can I know jet fuel produced by a particular process has been qualified as safe? A: Alternative jet fuels that are safe are listed under annexes to the alternative fuels specification ASTM D7566. CAAFI can be consulted if there are questions in this regard. Q: We always test jet fuel before we accept delivery and add it to our fuel tanks. Can we use the same testing methods on regular Jet A and alternative jet fuels? A: Yes, the same testing procedures will be used for regular Jet A and alternative jet fuel per current plans. Q: Does alternative jet fuel have more quality control problems than regular fuel? A: There is no current evidence to indicate that alternative jet fuel have more quality control problems than conventional jet fuel. One concern, however, will be the proliferation of many new fuel providers. This issue is being studied by the FAA and has been highlighted by CAAFI. Frequently Asked Questions 47

Next: Section 5 - Supporting Materials and Worksheets »
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TRB’s Airport Cooperative Research Program (ACRP) Report 60: Guidelines for Integrating Alternative Jet Fuel into the Airport Setting identifies the types and characteristics of alternative jet fuels; summarizes potential benefits; addresses legal, financial, environmental, and logistical considerations and opportunities; and aids in evaluating the feasibility of alternative jet fuel production facilities.

The report also summarizes issues and opportunities associated with locating on- or off-airport alternative jet fuel production facilities and their fuel storage and distribution requirements.

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