In the quest to decarbonize the aviation industry, researchers have been exploring various pathways to produce sustainable aviation fuel (SAF). A recent study published in the journal *Carbon Capture and Storage Science and Technology* sheds light on the greenhouse gas (GHG) emissions intensity of producing synthetic aviation fuel via indirect CO2 electrolysis. The research, led by Haoming Ma from the University of Calgary and the University of Wyoming, offers valuable insights into the most efficient processes and the conditions under which they can outperform conventional fossil-based and bio-ethanol pathways.
The study estimates the well-to-pump (WtP) and well-to-wake (WtW) GHG emissions intensity of aviation fuel production through four CO2-indirect pathways, where intermediate products are required. The aim was to determine whether a one- or two-step electrochemical conversion results in lower GHG intensity aviation fuel and under what conditions these pathways can achieve lower GHG emissions than conventional crude oil-based and biomass-based jet fuels.
One of the key findings is that processes using ethylene as an intermediate tend to have a lower GHG emissions intensity, although there isn’t a significant difference between one- and two-step pathways. “We found that the choice of intermediate product plays a crucial role in determining the GHG emissions intensity,” said Haoming Ma, lead author of the study. “However, the difference between one- and two-step processes is not as pronounced as we initially thought.”
The research also highlights the importance of location and strategic choices in minimizing GHG emissions. All pathways could achieve a lower GHG emissions intensity than fossil and biomass-based routes if the location is carefully selected to minimize the GHG emissions intensity of electricity supply and if the CO2 source is strategically chosen. This underscores the significance of background system parameters, such as the carbon intensity of electricity and CO2 supply, in determining the overall GHG emissions intensity.
“While these pathways have the potential to approach zero GHG emissions, emissions from fuel manufacturing will be challenging to eliminate entirely,” Ma noted. “However, the sensitivity of GHG emissions intensity to background factors suggests that technical innovation alone may not be sufficient to achieve significant reductions.”
The findings of this study have significant implications for the energy sector, particularly for companies investing in sustainable aviation fuel production. The research suggests that background factors, such as the carbon intensity of electricity and CO2 supply, play a greater role in determining GHG emissions intensity than technical parameters. This could influence investment decisions and strategic planning in the energy sector, as companies may need to focus more on optimizing background system parameters rather than solely on technological advancements.
Moreover, the study’s emphasis on the importance of location and strategic choices in minimizing GHG emissions could lead to the development of more sustainable and efficient fuel production facilities. This could not only reduce the environmental impact of the aviation industry but also create new opportunities for businesses in the energy sector.
In conclusion, the research led by Haoming Ma offers valuable insights into the most efficient processes for producing synthetic aviation fuel and the conditions under which they can outperform conventional pathways. The findings highlight the importance of background system parameters and the potential challenges in achieving zero GHG emissions. As the energy sector continues to evolve, this research could shape future developments in sustainable aviation fuel production and contribute to the broader goal of decarbonizing the aviation industry.