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33 The alternative fuel distribution options are defined in terms of three main elements: ⢠Type of alternative fuel ⢠Quantity of alternative fuel ⢠Required storage and distribution infrastructure for handling the alternative fuel Start by understanding the existing energy mix at the airports, i.e., the types and amounts of energy by user type. This knowledge is used to project future energy use by fuel and user type. These projections can include both fuels currently in use at the airport and other fuels that the airport may want. Finally, use these estimates of projected use of the different types of fuels to estimate the storage and distribution requirements. 4.1 Step A1: Identification of Energy Mix at Airports The first substep is to understand current energy use at the airport. A matrix similar to that in Table 1 is provided to guide the analysis. This matrix is found on the âMatrixCurrentâ worksheet in the energy mix spreadsheet. The categories on the left indicate the major areas where energy is used at airports: aircraft, vehicles, and buildings. The subcategories of energy users may vary depending on local conditions. The matrix differentiates between passengers and airport employees for some groundside modes, such as private vehicles, scheduled buses/vans, and courtesy vans. The distinction is driven by the availability of data (see Appendix B on the accompanying CD-ROM for more details). This difference can be significant at airports with separate parking facilities for employ- ees and passengers. At airports where parking and other transportation facilities are used jointly by employees and passengers, this distinction is not as important. Airports that have their own systems for tracking energy demand for items such as airport vehicles and buildings can use that information in the appropriate rows in Table 1. When an airport lacks internal data, outside sources of data may be available (e.g., from third-party opera- tors) or the row can be left blank. The matrix is not representative of the conditions at all airports because there is much variability from one facility to another. Depending on the scope of the analysis and the availability of data, the user can opt to use all or just some of the rows in the energy matrix. The energy matrix is intended to include the largest users of energy at the airport to facilitate an understanding of the major energy options whether or not the airport controls the energy use. The evaluation framework limits energy sources to those shown in Table 1. The âCustomâ headings are placeholders for other fuels that are of interest to the airport because of local conditions. S e c t i o n 4 Evaluation Framework Step A: How Can Distribution Options Be Defined?
To t a l M i x C o n v e n t i o n a l j e t ( 0 0 0 g a l ) A l t e r n a t i v e j e t ( 0 0 0 g a l ) L P G ( 0 0 0 g a l ) E l e c t r i c i t y ( 0 0 0 k W h ) A V G A S ( 0 0 0 g a l ) B i o d i e s e l B 2 0 ( 0 0 0 g a l ) C N G ( 0 0 0 g a l ) C u s t o m 2 ( 0 0 0 g a l ) C u s t o m 3 ( 0 0 0 g a l ) C u s t o m 1 ( 0 0 0 g a l ) Aircra ft G a s o l i n e ( 0 0 0 g a l ) G r e e n d i e s e l ( 0 0 0 g a l ) Future energy demand E 8 5 ( 0 0 0 g a l ) D i e s e l ( 0 0 0 g a l ) * Passenger jet aircraft * Cargo jet aircraft Military jet aircraft GA jet aircraft GA piston aircraft Vehicl es Airside * Passenger GSE Cargo GSE Military GSE Airport Vehicles Groun dside Private Vehicle * Passenger Employee * Rental Cars * Taxis * On-Demand (Limos) * Passenger Employee * Passenger Employee Passenger Employee Water Shuttle Water Freight Rail Freight Truck Freight Rail Buildin gs / Ot her Off-airport Courtesy Vans Scheduled Bus/Van Passenger Light-Duty (Fleet) Airport Buildings Military Buildings Other Buildings Systems Concessions Military Other Custom Table 1. Current energy mix at airports.
evaluation Framework Step A 35 4.2 Step A2: Energy Demand Forecast When the current energy matrix is completed, the next step is to forecast energy demand. This matrix includes the same energy use categories as the current energy mix illustrated in Table 1 and presents a forecast for a particular year of interest defined by the user (see Table 2). In addi- tion, the future energy mix matrix allows the user to input growth in aviation activity (passenger, cargo, military, and GA) in the top left corner. As in the case of the current energy mix, there are two ways to provide the information for the future energy matrix shown in Table 2. Some airports may already have a means of forecast- ing demand for different fuels and can input their own data directly. For those that do not, a spreadsheet-based model has been developed to provide rough estimates of potential fuel use for the following users (shown with an asterisk in Tables 1 and 2): ⢠Passenger and cargo aircraft ⢠Passenger GSE ⢠Light-duty passenger vehicles: private passenger cars, rental cars, taxis, and on-demand (limousines) ⢠Scheduled passenger vans and courtesy passenger shuttles This forecasting model is included in the âMatrixFutureâ worksheet in the energy mix spreadsheet. For more details regarding the forecasting methodology, please see Appendix B. This step is organized to facilitate fueling options based on the nature of the relationship of the airport to the key stakeholder. For example, an airport may want to provide specific fueling options for its own vehicles and buildings, which will only involve a few rows in the matrix. The airport may also consider partnering with passenger airlines to provide alternative jet fuel and green diesel for aircraft, airline GSE, and airport vehicles, which will also involve a few rows in the matrix. Another option could be partnering with transit vehicles (buses and vans) to adopt CNG. For each scenario, the user completes a separate matrix. Again, not all rows of the matrix need to be filled to proceed to the next step. The user is free to set the scope of the analysis in terms of which energy users and energy sources to include. 4.3 Step A3: Storage and Distribution Infrastructure The final part of Step A is to determine the storage and distribution requirements for the fuels identified in Steps A1 and A2, as explained below. The âInfrastructureâ worksheet of the energy mix spreadsheet can be used to facilitate this process. 4.3.1 Storage Infrastructure Storage is a significant consideration. The use of existing storage infrastructure has many benefits, including the avoidance of building new infrastructure and experience with opera- tion and maintenance; however, it may not be possible to use existing storage. New storage infrastructure may be required for a number of reasons, including insufficient available stor- age capacity in the existing infrastructure, incompatibility of alternative fuels with the existing infrastructure (especially for non-drop-in fuels), and location with respect to the distribution infrastructure. The key issues in site selection for each alternative fuel can be captured in a table as shown in Table 3.
vO e irr ed aP ss aC gr o M tili ra y AG T o t a l M i x C o n v e n t i o n a l j e t ( 0 0 0 g a l ) A l t e r n a t i v e j e t ( 0 0 0 g a l ) L P G ( 0 0 0 g a l ) E l e c t r i c i t y ( 0 0 0 k W h ) A V G A S ( 0 0 0 g a l ) B i o d i e s e l B 2 0 ( 0 0 0 g a l ) C N G ( 0 0 0 g a l ) C u s t o m 2 ( 0 0 0 g a l ) C u s t o m 3 ( 0 0 0 g a l ) C u s t o m 1 ( 0 0 0 g a l ) Aircr fa t G a s o l i n e ( 0 0 0 g a l ) G r e e n d i e s e l ( 0 0 0 g a l ) uF ut er ne re yg ed am dn E 8 5 ( 0 0 0 g a l ) D i e s e l ( 0 0 0 g a l ) rG wo ht rf mo 102 1 ot 102 5 * aP ss ne reg ej t ia cr ar tf * ograC ej t ia cr ar tf M ili at yr ej t ia cr far t AG ej t ia cr ar tf AG ip ts no ia cr ar tf Ve ih c l se iA sr di e * aP ess egn r SG E aC gr o SG E iM il at yr SG E iA pr ro eV t ih lc se Gr sdnuo i ed rP vi ta e V ihe lc e * aP ss gne re mE lp yo ee * eR tn la sraC * aT ix s * nO D- me a dn iL( om )s * aP ss gne re mE lp yo ee * aP ss gne re mE lp yo ee aP ss gne re mE lp yo ee aW et r S tuh lt e aW et r rF ie hg t aR li rF ie hg t rT cu k rF ie hg t iaR l B iu l id n sg / Ot eh r O a-ff ri rop t oC ru et ys aV sn cS h ude el d uB /s aV n aP ess egn r iL hg -t uD yt F( l tee ) iA r rop uB t dli ni sg iliM at yr uB dli ni sg tO eh r uB li id gn s yS ts me s C cno se is no s M ili at yr tO eh r uC ts mo Table 2. Future energy mix at airports.
evaluation Framework Step A 37 Aircra ft LP G (0 00 g al ) E le ct ri ci ty (0 00 k W h) C us to m 1 (0 00 g al ) C us to m 2 (0 00 g al ) C us to m 3 (0 00 g al ) G as ol in e (0 00 g al ) E 85 (0 00 g al ) D ie se l (0 00 g al ) G re en d ie se l ( 00 0 ga l) B io di es el B 20 (0 00 g al ) C N G (0 00 g al ) Storage requirements (total maximum capacity) Je t F ue l (C on v + A lt) (0 00 g al ) A V G A S (0 00 g al ) Current Future % Chg Vehic les Current Future % Chg Current Future % Chg Current Future % Chg Current Future % Chg Build ings Current Future % Chg Table 3. Storage requirements for distribution option. Je t F ue l ( C on v + A lt) (g al /h r) A V G A S (g al /h r) G as ol in e (g al /h r) E 85 (g al /h r) D ie se l ( ga l/h r) G re en d ie se l ( ga l/h r) B io di es el B 20 (g al /h r) C N G (g al /h r) LP G (g al /h r) E le ct ri ci ty (k W h/ hr ) C us to m 1 (0 00 g al /h r) C us to m 2 (0 00 g al /h r) C us to m 3 (0 00 g al /h r) Distribution requirements (total maximum throughput) Aircra ft Current Future % Chg Vehic les Current Future % Chg Current Future % Chg Current Future % Chg Current Future % Chg Build ings Current Future % Chg Table 4. Distribution requirements for distribution option. 4.3.2 Distribution of Alternative Fuels The next consideration is how the alternative fuels will be made available to final users. Simi- lar to storage, using the existing infrastructure has many benefits when feasible. New distribu- tion points may be required if the current infrastructure is not able to handle the anticipated volumes. In addition, the location of the distribution points may require new infrastructure depending on existing user access. These variables can be captured in a table as shown in Table 4.
