Sustainable Aviation Fuel (SAF) is a key component in the global pursuit of a greener aviation sector. It is a “drop-in” fuel that can be used in today’s aircraft engines and refuelling infrastructure with only minor modifications. SAF is the only viable solution for decarbonising long-haul flights by 2050 – both hydrogen and battery-electric powered planes are coming, but they are potentially decades away. Aviation’s year-on-year emissions have been growing significantly faster than those of other transport sectors, UK aviation specifically contributes 8% of collective UK emissions. The sector needs to decarbonise to ensure we retain the economic and social benefits of flying.
SAF can be produced from a wide range of renewable sources, such as biomass, household or municipal solid waste, used cooking oil, algae, or animal fats. It provides an alternative fuel solution to reduce the sector’s carbon footprint while decreasing dependence on finite fossil fuels that currently power the majority of commercial flights.
Lighthouse Green Fuels (LGF), located in Teesside, UK, is set to become Europe’s largest advanced SAF facility. LGF is being developed by Alfanar Group, a privately-owned conglomerate specialising in manufacturing, engineering, construction, and integrated project development. LGF will process biogenic waste and residue feedstocks into advanced 2nd generation SAF.
Over 1 million tonnes of biogenic feedstock, such as waste wood, forest residues and other biomass wastes, will be processed each year generating over 130,000 tonnes of 2nd generation SAF (equivalent to over 175 million litres) and over 20,000 tonnes of green naphtha (equivalent to over 30 million litres). SAF produced by the plant will account for over 10% of the UK Government’s 2030 SAF target of ~1.2 million tonnes.
Dr. Simon Owens, Technical and Engineering Director of Alfanar Projects, has outlined LGF's Sustainable Aviation Fuel production process and provided further technology insights below.
Dr. Simon Owens, Technical & Engineering Director, Alfanar
LGF will utilise the Gasification + Fischer Tropsch (FT) route to convert waste- or residue-based feedstocks into 2nd generation SAF – designated Fischer Tropsch synthetic paraffinic kerosene (FT-SPK). FT-SPK is one of the ASTM-certified production pathways alongside SAF derived from hydroprocessed esters and fatty acids (HEFA), alcohol-to-jet (ATJ) and several others (ref. ASTM D7566 Annexures). Currently, FT-SPK must be blended with conventional fossil-derived kerosene in accordance with the ASTM standards, however, 100% SAF usage in aircraft engines is envisaged in the near future after further testing by aircraft engine manufacturers and ASTM.
Producing 2nd generation SAF from solid feedstocks involves a complex process involving several established technologies but assembled in an innovative way. Prior to conversion in the LGF plant, feedstocks are pre-processed to remove major contaminants such as metals or inert material. The first step in the LGF SAF production process is gasification. Here, the solid feedstock is converted into a synthesis gas (“syngas”) via a thermochemical process in the presence of oxygen and/or steam. The produced syngas is made up of predominantly carbon monoxide (CO), hydrogen (H2) and carbon dioxide (CO2) with smaller quantities of methane and contaminant species. Following gasification, the crude syngas is cleaned in a series of conventional wet scrubbing technologies to remove major contaminant species and unwanted particulate matter.
The syngas is then further cleaned in the syngas clean-up section of the LGF plant. Here, adsorbent, and catalytic process steps remove the residual minor contaminant species. Acid gas components, such as CO2 and sulphur species, are also removed by the acid gas removal unit (AGRU). CO2 removed from the syngas is purified to >99% purity, which meets meeting the requirements for injection into the local carbon capture and storage (CCS) network in Teesside – Net Zero Teesside. LGF plans to sequester CO2, subject to availability and access to the network. Another key part of this section of the plant is the water-gas shift (WGS) reactor. In the WGS the ratio of H2 to CO is adjusted to approximately 2:1. This ratio is required by downstream synthesis process steps.
After the syngas clean-up section, the ultra-clean syngas is directed to the FT reactor to be converted into liquid hydrocarbon waxes (also known as synthetic crude or “syncrude”). CO and H2 are reacted over a cobalt-based catalyst at elevated temperature (150 – 300 °C) and pressure (>30 bar) to produce long-chain paraffinic hydrocarbon molecules (waxes). Alongside the waxes the FT unit also produces a “tailgas” made up of light hydrocarbons and methane. These valuable process gases can be recycled to other parts of the process to improve overall efficiency or generate power.
Waxes from the FT reactor are refined in the product upgrading unit, which contains similar process unit operations to a conventional refinery. The upgrading unit features a hydrocracker unit to “crack” the waxes into shorter chain hydrocarbons falling into the middle distillates range (C10 – C20 carbon chain length). Distillation is used to separate the SAF (FT-SPK) and naphtha products.. Final products are tested before being sent to a neighbouring tank farm for storage and export.
Carbon capture is an important factor in producing SAF in the UK. The UK SAF Mandate (developed and administered by Department for Transport) is carbon-scaling - meaning the lower the carbon intensity of the SAF the higher number of SAF credits will be awarded. Carbon capture technology coupled with access to permanent storage (such as the Net Zero Teesside infrastructure) will enable LGF to significantly reduce the carbon intensity (measured in gCO2e/MJ) of the SAF generated by the plant. As explained in earlier paragraphs, the LGF plant must remove CO2 from the syngas are part of the core process to produce a syngas suitable for conversion into liquid fuels. The plant is therefore inherently “carbon capture enabled” - unlike other emitters who are “bolting on” carbon capture technologies to abate their emissions. If CO2 storage capacity is provided to the LGF plant, hundreds of thousands of tonnes of biogenic CO2 can be locked away. In this scenario, LGF’s SAF has a negative emission profile, i.e. the SAF production process removes more CO2 from the atmosphere than it generates, thereby significantly accelerating the decarbonisation of the national aviation sector. Our greenhouse gas (GHG) assessments are developed by an independent third-party consultant and ultimately verified by Department for Transport (DfT) in order for the project to receive SAF credits.
LGF not only marks a milestone in SAF production on a commercial scale nationally, it offers significant socio-economic benefits to the Teesside region by acting as a catalyst for economic growth. With a substantial £1.5 billion investment, the project aims to establish an economic hub in Teesside related to renewable fuels. During the construction phase alone, it is expected to generate over £470 million Gross Value Added (GVA) for the UK, providing a boost to the national economy. Additionally, it will create over 1,600 jobs across in the region, fostering employment opportunities and supporting local communities.
Establishing a domestic SAF market will improve national energy security and avoid dependence on imported alternative fuels. Domestically produced SAF will help maintain lower ticket prices compared to relying on imported SAF. It will also reduce the economic cost to UK PLC associated with import fees.
The opportunity for the UK to become a global leader in SAF production is substantial. With the third-largest aviation network globally, contributing £22 billion annually to the economy, and significant CO2 storage potential, the UK is well-positioned for leadership in sustainable aviation. LGF's Teesside facility serves as a crucial stepping stone, laying the foundation for the UK to secure a prominent position in the evolving market. The project's ambition extends beyond this facility, as Teesside is to become the hub for Alfanar's new global transport decarbonisation division. By the time LGF starts commercial operation, Alfanar plans to have at least two more SAF plants under development, with an ambitious target of over 5% market share of European advanced SAF production by 2040.
As the aviation industry seeks to reduce its carbon footprint, Sustainable Aviation Fuel (SAF) has become a crucial part of the conversation as the most viable option to decarbonise flights for the next decade and beyond. SAF can significantly cut emissions compared to traditional jet fuel, but there are several ways to produce it. Each production pathway offers its own set of advantages and challenges. Here's a look at four of the main pathways and what they might mean for the future of aviation.
HEFA (Hydroprocessed Esters and Fatty Acids)
HEFA is the most established method for producing SAF today. It uses feedstocks like waste oils, animal fats, and vegetable oils to produce a fuel that can be used in existing aircraft engines without modification.
Why It’s Important: HEFA is popular because it can be scaled relatively quickly due to the maturity of the production technology and the ability to re-purpose existing refinery infrastructure. This means that HEFA facilities can be developed and constructed with significantly less CAPEX compared to advanced 2nd generation routes to SAF.
The cost of production is cheaper than other pathways, such as Gasification + Fischer Tropsch or AtJ. This makes it a strong candidate for meeting immediate demand.
Challenges: The main challenge with HEFA is the limited availability of feedstocks. As more industries compete for these resources, the cost could rise, and supply may become a bottleneck. There are also HEFA caps being implemented on the policy and regulatory side which will limit the scalability.
Gasification + Fischer-Tropsch
This pathway involves turning solid materials like biomass or municipal waste into gas, which is then converted into liquid wax through the Fischer-Tropsch process. Waxes are then upgraded in conventional refinery hydroprocessing steps to produce SAF and by-product naphtha. SAF produced in this way is called Fischer Tropsch synthetic paraffinic kerosene (FT-SPK). It’s a more complex method than HEFA but has the potential to produce large amounts of SAF.
Why It’s Important: Gasification + Fischer-Tropsch can use a wide range of feedstocks, including materials that would otherwise go to waste. This makes it a promising option for large-scale SAF production, especially in areas with abundant biomass or waste resources.
Challenges: The technology is complex and expensive to scale. Building and operating these plants requires significant investment which can be challenging in a nascent market. Policy and regulatory support is essential to enable this pathway to scale at pace.
Alcohol-to-Jet
Alcohol-to-Jet (AtJ) converts alcohols, like ethanol, into jet fuel. This method can be particularly appealing in regions with established alcohol production industries.
Why It’s Important: AtJ can leverage existing ethanol production infrastructure, which means it could be easier and cheaper to implement in some geographies. It also offers flexibility in terms of the types of feedstocks that can be used.
Challenges: The technology is still in the early stages, and there are technical hurdles to overcome, such as improving the efficiency of the conversion process to make it commercially viable.
Power-to-Liquid (eSAF)
Power-to-Liquid, also known as eSAF, is a cutting-edge approach that involves creating fuel from renewable electricity, hydrogen, and captured CO2. This pathway is seen as a long-term solution for truly sustainable fuel.
Why It’s Important: eSAF has the potential to produce jet fuel with a very low carbon footprint. Since it doesn’t rely on biological feedstocks, it avoids many of the sustainability issues associated with other methods.
Challenges: eSAF is still in its infancy. The technology is expensive, and the infrastructure needed to produce it on a large scale isn’t fully developed yet. It will take several years before eSAF can be produced in significant quantities.
The future of scaling SAF lies in utilising a mix of these pathways, especially in the early stages of the energy transition. HEFA is currently leading the way, but as technology and infrastructure develop, other methods like Gasification + Fischer-Tropsch, Alcohol-to-Jet, and Power-to-Liquid will play increasingly important roles. Each pathway has its own strengths and challenges, and the best approach may vary depending on regional resources and technological advancements. As the industry continues to innovate and countries seek to reach their Net Zero targets, SAF will become a critical component in reducing aviation’s environmental impact.
In the ever-evolving realm of aviation, sustainability has taken centre stage, prompting a revolutionary shift in the way we approach fuel. At Alfanar Projects we proudly champion this movement towards a greener future, leading the way through transparency and innovative solutions. Let's dive into the pivotal differences between Sustainable Aviation Fuel (SAF) and traditional fossil fuels, exploring their production, composition, and environmental impact.
As aviation fuel undergoes a paradigm shift, understanding the essence of this change begins with production processes. Conventional jet fuels have long been the backbone of the industry, derived from finite fossil resources. However, #SAF offers a departure from this reliance, embracing abundant renewable feedstocks like municipal solid waste, waste oils or forestry residues. This shift not only diversifies our fuel sources but also aligns with the aviation sector's commitment to reducing its environmental footprint.
The composition of aviation fuel plays a crucial role in shaping its impact on the environment. By prioritising sustainable feedstocks and leveraging advanced refining processes, SAF stands out with a cleaner composition and delivers a greener alternative without compromising performance. This nuanced understanding of composition is key for businesses seeking to make sustainable choices in their fuel procurement.
Moving beyond composition, the environmental impact of aviation fuels extends to factors such as particulate matter emissions and overall air quality. SAF excels in this arena, significantly lowering greenhouse gas emissions throughout its lifecycle. The production and use of SAF not only contribute to reduced carbon footprints but also enhance overall air quality, making it a responsible choice for businesses committed to minimising their environmental impact. Replacing fossil fuels with SAF (without the use of carbon capture technologies enhancing this figure even further) offers up to 80% emissions savings compared to the use of conventional jet fuel. This is achieved by reusing carbon that has already been present in the feedstock's lifecycle, instead of generating additional CO2 into the atmosphere.
We stand as pioneers in the production of advanced sustainable fuel at commercial scale, contributing 10% to the UK’s overall Jet Zero strategy 2030 target. Lighthouse Green Fuels is set to become Europe’s largest advanced #waste-to-SAF facility, saving over 750,000 tonnes of #CO2 emissions annually once commercial operation starts. Our commitment to transparency ensures that our clients have access to comprehensive information about the origin, composition, and environmental performance of the aviation fuels we provide. By embracing innovative solutions, we empower businesses to make informed decisions that align with their sustainability goals.
In conclusion, the aviation industry is at a crossroads, and the choice between traditional fossil fuels and SAF is pivotal. With a deep understanding of the nuanced differences in production processes, composition, and environmental impact, businesses can confidently navigate this transition. Join us in charting the course towards an aviation industry that embraces the principles of environmental responsibility and technology innovation – and, as a result, creates a sky that is undeniably greener and more sustainable.
11.01.2024 In a recent update on Sustainable Aviation Fuel (SAF), the International Air Transport Association (IATA) shared encouraging data, revealing that SAF production volumes soared to over 600 million litres in the past year, a remarkable doubling from the figures of 2022. Despite this significant progress, SAF still accounted for merely 3% of all renewable fuels produced in 2023, with a staggering 97% directed to other transport sectors.
Lighthouse Green Fuels will play a pivotal role in the ongoing decarbonisation efforts within the aviation sector, producing 165 million litres of SAF annually once the commercial operation commences in 2028, Additionally, Alfanar aims to develop two more SAF plants within the next 5 years, further contributing to the industry's sustainability goals.
However, the aviation industry faces a critical juncture in its mission to achieve net-zero carbon emissions by 2050. To be on the trajectory for success, renewable fuel production needs to surge to 25% to 30% by 2030, a substantial leap from the current 3%. By the end of this year, the target is to reach 6%, tripling the production figures from 2022. While this is a commendable advancement, it still only addresses a mere 0.53% of the global aviation demand.
One of the key hurdles in the widespread adoption of SAF is the persistent challenge of cost and the lack of policy and price support for SAF producers and airlines. Despite the rapid growth in aviation emissions, surpassing those of rail, road, or shipping on a year-on-year basis, the sector remains in need of substantial backing to make sustainable practices economically viable.
Interestingly, it has been estimated that a significant 85% of SAF facilities planned for construction over the next five years will rely on Hydroprocessed Esters and Fatty Acids (HEFA) production technology. HEFA predominantly utilises inedible animal fats (tallow), used cooking oil, and industrial grease as feedstock. While HEFA is a valuable contributor, there is a pressing need to diversify SAF production through other certified pathways to prevent potential challenges arising from low feedstock supply.
One promising alternative is Fischer-Tropsch (FT) technology, a pathway we employ. Unlike HEFA, FT allows for a broader range of feedstocks, opening the door to increased flexibility and sustainability in SAF production. By embracing diverse feedstocks, the aviation industry can fortify its commitment to decarbonisation and move closer to achieving the ambitious targets set for 2030 and beyond.
In conclusion, while the recent surge in SAF production is a positive sign for the aviation industry's commitment to sustainability, the road to net-zero emissions by 2050 remains challenging. Tackling issues of cost, policy support, and diversification of production pathways are pivotal steps in ensuring that the aviation sector meets its environmental obligations. By harnessing the potential of Fischer-Tropsch technology and exploring other certified pathways, the aviation industry can chart a course toward a more sustainable and environmentally responsible future.
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