In June of this year, a Gulfstream G450 aircraft powered by biofuels took off from New Jersey, USA. After 7 hours, it successfully completed its first transatlantic trial. The aircraft used a blend of fuel containing Indigo biofuel. Beginning next month, Royal Dutch Airlines will formally use biofuels as a power source on 200 flights to Amsterdam from and to Paris. The biofuels used in the flights will be processed from waste oil. In May last year, the Chinese Academy of Sciences and the Boeing Company of the United States signed a memorandum, planning to jointly invest in the establishment of a joint research laboratory for sustainable aviation biofuels.
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In fact, as the proportion of fuel costs to airline operating costs continues to increase, and the pressure on carbon emissions from various airlines continues to increase, airlines around the world are rapidly exploring alternative biofuels. Of course, participants also include oil companies and aircraft manufacturers.
Drain oil has a new role For Royal Dutch Airlines, the use of waste oil as an aviation alternative fuel is a satisfying attempt. This attempt began with careful observation.
It is understood that in the Netherlands, restaurants and food stores have relatively standardized recycling systems. The remaining waste oil (commonly known as waste oil) will be collected for recycling, added as animal feed, or decomposed to make biofuels. The remaining cooking oil in the family meal kitchen is generally dumped into the trash or flushed into the toilet, and has never been recycled.
This situation was seen by Royal Dutch Airlines. They believe that these waste oils should also be a good aviation alternative fuel. As a result, SkyNRG, a subsidiary of Royal Dutch Airlines, is required to use these waste oils to produce new types of aviation fuel.
How to convert waste oil into flying fuel? The company uses hydrogenated renewable fuel technology.
This technology is to deoxidize the waste oil and then go through a series of organic chemical processes. The key step is hydrocracking. Under continuous hydrogen pressure, the intermolecular carbon bonds are destroyed, resulting in smaller hydrocarbons. The product is unsaturated hydrocarbons, which is already very close to the fuel. And then isomerization, that is, the composition of the chemical composition of its own changes, so that it truly becomes a renewable flying fuel.
KLM Royal Dutch Airlines believes that because there is no need to re-produce crops, this will reduce carbon emissions from the production process; in addition, waste oils are currently sourced locally, which also saves transportation costs. Therefore, compared with traditional fossil fuels, waste oil raw materials can be reduced by 60% to 80%, and may increase to 90% in the future. According to the company’s statement, the airline can use waste oil fuel without making any changes to the aircraft engine. In addition, compared to ordinary fuels, the efficiency of this new type of fuel converted from waste oil is 1% to 2%, which means that aircraft using this fuel can fly 1% to 2% more. distance.
Of course, the Royal Dutch Airlines, which thought of using jet fuel to process aviation fuel, did not take the brain to get ideas, but spent many years exploring and practicing biofuels. According to the company's president, Camille Earl Lins, in fact, as early as 2009, a KLM Boeing 747 aircraft had already tried 50% biofuels in the engine, demonstrating the use of biofuels to fly technically. It works. Until this year, hydrogenation of renewable fuels passed the certification of the International Standards Organization, allowing it to be used in commercial flights.
Global pegging of alternative fuels is not only Royal Dutch Airlines. Many foreign airlines and aircraft manufacturers have already taken a solid step in bio-fuel alternatives. Biofuels are also beginning to fly around the world.
The world’s two largest aircraft manufacturers, Airbus and Boeing, have already actively invested in the search for alternative biofuels.
On January 7, 2009, a Continental Boeing 737 passenger plane successfully completed the first commercial aircraft biofuel test flight in North America. It is understood that this is the first time in the world that commercial aircraft biofuels have been used for seaweed extracts. The biofuels used by Continental Airlines mainly extract raw materials from seaweed. Compared with traditional fuels and liquefied natural gas, they generate much less greenhouse gas emissions and do not have a negative impact on food crops or water resources. They also help Reduce the logging of forests. In addition, biofuels can also be blended with traditional kerosene fuels (Class A aviation fuels), reducing dependence on fossil fuels.
In July of this year, Airbus and Lufthansa Airlines launched the world's first regular commercial passenger fuel using biofuels. It is understood that the biofuel used by Airbus is a mixture of hydrotreated vegetable oils and non-edible animal fats and traditional aviation fuels in a 1:1 ratio. On July 13, the World Fuel Standard Organization formally approved the use of this biofuel. The biofuel route is operated by Airbus A321 aircraft equipped with an IAE engine and travels 4 times a day between Hamburg and Frankfurt. During the six-month trial period, the passenger aircraft is expected to reduce carbon dioxide emissions by 1,500 tons.
On July 21, an Airbus, an airline of the Mexican low-cost carrier Interjet, used aviation biofuels for the first time to complete a commercial flight in Mexico. It is reported that the Airbus A320 aircraft has a range of approximately 800 kilometers. Of the fuel used in this flight, 73% is traditional fossil fuel, and the remaining 27% is a biofuel mixture. The main ingredient is extracted from Jatropha oil produced in Chiapas, Mexico.
Honeywell, another major manufacturer of aircraft power systems, recently announced that its green aviation fuel has successfully provided the impetus for the first use of biofuels to fly across the Atlantic. The aircraft used a mixture of Honeywell's green aviation fuel and petroleum aviation fuel to power a Rolls-Royce engine on the plane and fly from North America to Europe. It is understood that this is the first jet business machine that uses biofuels.
It is understood that Honeywell's biofuel used in this flight comes from indigo, a special energy crop that can be recycled with wheat, so there is no food chain competition and it can grow on marginal lands. The raw materials of all biofuels for this flight were grown and harvested by the United States Sustainable Fuel Company, an Indigo technology manufacturer headquartered in the United States.
Based on the results of the test flight, Honeywell estimates that using the Honeywell green aviation fuel for the same aircraft can reduce the net CO2 emissions by approximately 5.5 tons compared to fossil fuels. Earlier, Honeywell has produced more than 700,000 gallons of green aviation fuel for in-flight testing using non-food renewable raw materials such as indigo, jatropha, and seaweed. Each of the 16 biofuel test flights to date has demonstrated that Honeywell Green Aviation Fuel meets all flight objectives without any modifications to the aircraft or engine.
China's flights are about to be trialed In the exploration of aviation alternative biofuels, China has finally started operations since last year. In May 2010, Boeing and the Institute of Bioenergy and Bioprocess Research of the Chinese Academy of Sciences in Qingdao announced that it will establish a biofuel research laboratory dedicated to the development of microalgae aviation biofuel technology and aviation biofuel pilot system to provide high quality aviation biofuel products. To promote the technology development and industrial demonstration of sustainable aviation biofuels. On September 2nd of the same year, a joint research laboratory for sustainable aviation biofuels jointly invested by the Green Energy Institute of the Chinese Academy of Sciences and the Boeing Company was unveiled in Qingdao.
According to the unified arrangements of the National Energy Administration, on May 26, 2010, PetroChina and Air China, Boeing, and Honeywell Universal Oil Products Co., Ltd. signed the "Memorandum of Understanding on China's Sustainable Aviation Biofuels Verification Test Flight". The first demonstration of aviation biofuels flight demonstration was conducted in Beijing, China in 2011.
Not long ago, the Petrochemical Research Institute under CNPC completed the research and production of the first batch of aviation biofuel, Jatropha oil. The first batch of 15 tons of aviation biofuels has been officially delivered to CAO, waiting for the use of Air China in the second half of this year. This batch of biofuels was tested.
It is understood that Air China will provide a Boeing 747 aircraft equipped with a Pratt & Whitney engine to carry out a biofuel verification flight. Raw Jatropha used to refine biofuels comes from CNPC's raw material base. In the second half of this year, Air China will implement the first aviation biofuels verification flight in China, accumulating aviation aviation fuel experience through flight verification, and according to test flight assessment results, formulate farther transoceanic flight plans with Boeing. It is also understood that CNPC will also build an aviation biofuel production base in Sichuan in the future.
“In fact, China also has great opportunities in finding alternative fuels.†Paul Steele, director of the aviation environment of the International Air Transport Association, said that for example, gas can be extracted from coal. In fact, some power plants and steel plants in China are already Did it.
Facing cost and environmental pressure According to the forecast report issued by the International Air Transport Association, the second-generation biofuels will begin commercial use in 2012. In 2040, the proportion will reach 50% of the total fuel, get rid of the only dependence on oil, and is expected to achieve the goal of 50% reduction in 2050. However, there are many problems that need to be solved in the process of developing biological alternative fuels.
The first is the cost issue. Although the research and development of aviation biofuels is in full swing, it has no advantage over existing fuels in terms of development costs and processing scale. For example, the fuel used by Dutch Royal Dutch Airlines to convert waste oil is now more than three times the price of ordinary fossil fuels, because it relies on the current new conversion technology and the processing costs are still high. This is also the biggest obstacle to the rapid expansion of the bio-fuel alternative industry, especially when the economy is in a sluggish state and the oil price is running low.
Followed by the source problem. Since the outbreak of the global financial crisis in the second half of 2008, the economic momentum and profitability of the global biofuel industry have rapidly weakened under the multiple pressures of a sharp drop in crude oil prices, weak demand in the fuel market, and excess production capacity of biofuels. The turmoil in the development of the biofuel market and industry. For example, in the United States, corn ethanol production companies once had a lot of idle capacity, some companies filed for bankruptcy, and some cellulosic ethanol plant construction plans were delayed.
Again, it is an environmental issue. Some environmental protection agencies point out that if the treatment is not good, biofuels may emit more carbon dioxide than fossil fuels from production to consumption. In addition to carbon dioxide emissions, there are ecological issues. For example, palm oil converted biofuels have been technically proven to be viable, but palm oil production has caused severe damage to forests and human habitats in places such as Malaysia and Indonesia. The World Resources Institute has also pointed out that the assessment of the potential of 1.3 billion tons of biomass resources completed by the United States in 2005 was based on the results of declining land quality and unsustainable greenhouse gas emissions. In another example, Virgin Atlantic used 5% of biofuels (mainly made of palm fruit oil and coconut oil) on its flight routes from London to Amsterdam, but it took 150,000 coconuts to fly.
To solve the above problems, countries began to formulate and implement sustainable standards and certification systems for biofuels.
For example, in the EU, the relevant provisions of the sustainable standard even became the precondition for the final adoption of the “Renewable Energy Directive†at the end of 2008. The EU has also put forward specific quantitative indicators that require the development of bio-energy can not occupy and destroy more than 1 hectare, the coverage rate exceeds 30%, and the tree height exceeds 5 meters.
In 2009, Brazil also clearly put forward the "Brazilian sugarcane agro-ecological zoning" legislation to increase the sustainability of the sugarcane ethanol industry by orderly and systematically expanding the sugarcane plantation industry.
In addition, the Indian government has also divided fine and abandoned land for Jatropha cultivation.
Currently, a large number of international oil and biofuel companies such as BP, Chevron, ExxonMobil, Shell, Total, and Honeywell Global Oil have also actively participated in the research and development of sustainable standards for biological liquid fuels. In order to take the initiative in the future biofuel market.