more sustainable alternative jet fuel such as bio-jet in the long-term. According to a report from Utrecht University in the Netherlands, the use of bio-jet reduces net life-cycle carbon emissions as it enables reusing and recycling carbon that is already in the biosphere to create the fuel. Figure 1 compares life-GHG emissions in jet fuel for fossil fuel and bio-jet fuel produced using various conversion technology pathways. As shown, most pathways yield greenhouse gas emissions reductions exceeding 60 per cent compared to fossil jet fuel. However, some fail to reach a 50 per cent reduction threshold due to high greenhouse gas emissions associated with feedstock cultivation (e.g. fertilizer) or hydrogen consumption. As shown, on a well-to-wheel basis the bio-jet can significantly reduce GHG emissions compared to conventional jet fuel (if emissions from land use change can be avoided) and achieving such a target requires increase in bio-jet production and consumption by the aviation sector. BIO-JET FUEL IN CANADA With the support from companies such as Boeing, Bombardier, Air Canada, West Jet and NORAM and from the funding agencies Green Aviation Research and Development Network, NSERC, International Energy Agency (IEA) and BiofuelNet, The Forest Products Biotechnology/Bioenergy group at University of British Columbia have been assessing the potential of producing bio-jet fuel from forest residues. According to IEA Bioenergy – Task 39, the group is co-ordinating the efforts to determine whether a bio-jet production facility could be commercialized in British Columbia using local forest residues. Utilizing vast biomass resource as well as the existing energy and crude oil infrastructure in Alberta, can provide the opportunity to cost-effectively decarbonize the aviation sector via producing and blending a more energy dense biofuel in conventional jet fuel. BENEFITS, BARRIERS AND CHALLENGES Although bio-Jet has been produced on a limited scale, the transportation fuel industry is very competitive, making it very difficult for producers of bio-jet to be economically competitive with fossil fuel, particularly due to low oil prices. Besides the capital cost of building large-scale production facilities, the difficulty of establishing new supply chains, the projected operating costs associated with proven feedstock and the technical difficulties with conversion processes are all posing challenges to market access. In addition, the oil industry has been conservative in its engagement and support of alternative jet fuel development. As fossil-derived jet fuel is likely to be much cheaper to produce for quite some time into the future, effective policies will be required for all aspects of bio-jet fuel development, from encouraging production of feedstocks through to the production and use of the bio-jet fuel itself. In the short term, most commercial bio-jet fuels will likely come from oleo chemical feedstocks, such as tallow, used cooking and palm oils. However, in the mid-to-long term, cellulosic feedstocks will likely supersede these lipids/fats as the main source of bio-jet fuel because they are not in direct competition with food, are in large supply, and will likely be less expensive. Commercialization of bio-jet offers potential societal benefits by expanding energy sources, reducing GHG and other emissions that impact air quality and economic development. Many of these benefits are the result of agricultural opportunities that are not accessible to food crops. For significant reduction in GHG emissions from flights, second generation feedstock should be utilized, i.e. oils from nonfood crops or waste products — such as animal fat, used cooking oil, forestry and agricultural waste, and household trash. Having a variety of feedstocks makes it easier to produce renewable jet fuel around the world because refineries can use the feedstock most available in their region. The majority of the bio-jet could be distributed, i.e. located close to feedstock supplies, to keep costs and emissions minimum. According to a presentation by MIT at the 2016 IEA Bioenergy workshop, the need for annual growth in alternative jet fuel production out to 2050 is estimated to be on the order of 5-15 Mt/yr (100-300 kbpd) in global biofuel production capacity to achieve between 10 to 20 per cent emission reduction by 2050. This would require an estimated $6-$50 billion capital investment per year. The main economic challenges are feedstock availability and price, lack of multi-stakeholder collaboration, techno-economic factors, accelerated technology There’s a saying that gets tossed around a lot here: “It just runs.” Our hammermills and pellet mills aren’t the prettiest. But they’re rock solid. And they run—year after year after year. But “It just runs” isn’t just about our products. It’s about our company, which literally spans centuries. And it’s about our ongoing relationships with our customers—how we’ll always be there for you. Give us a call, and find out just how CPM can run for you. GLOBAL BIOMASS GROUP Your Partner in Productivity CPM Biomass Group 1-800-428-0846 • www.cpm.net CPM/Europe BV +31 75 65 12 611 • www.cpmeurope.nl Client: CPM Biomass Canadian BIOMASS Publication: Canadian Biomass Order: 828 Line: 3 27
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