{"id":581,"date":"2023-05-31T12:14:02","date_gmt":"2023-05-31T11:14:02","guid":{"rendered":"https:\/\/blogs.imperial.ac.uk\/molecular-science-engineering\/?p=581"},"modified":"2023-05-31T12:14:32","modified_gmt":"2023-05-31T11:14:32","slug":"in-plane-sight","status":"publish","type":"post","link":"https:\/\/blogs.imperial.ac.uk\/molecular-science-engineering\/2023\/05\/31\/in-plane-sight\/","title":{"rendered":"In plane sight"},"content":{"rendered":"<p>New podcast alert!<\/p>\n<p>This month I talked to two of the authors of the latest <a href=\"https:\/\/www.imperial.ac.uk\/molecular-science-engineering\/publications-and-outputs\/briefing-papers\/low-carbon-fuels-for-aviation\/\">IMSE briefing paper about low carbon fuels for aviation<\/a>. This was launched on 1 March 2023. I spoke to <a href=\"https:\/\/www.imperial.ac.uk\/people\/a.fantuzzi\">Andrea Fantuzzi<\/a> and <a href=\"https:\/\/www.imperial.ac.uk\/people\/n.moustafa18\">Nadine Moustafa<\/a> about their experience writing the paper.<\/p>\n<p><!--more--><\/p>\n<p><iframe loading=\"lazy\" title=\"Low Carbon Fuels for Aviation\" width=\"640\" height=\"360\" src=\"https:\/\/www.youtube.com\/embed\/NwrwLm_UpxU?feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" referrerpolicy=\"strict-origin-when-cross-origin\" allowfullscreen><\/iframe><\/p>\n<h2>The challenge of low carbon fuels for aviation<\/h2>\n<p>The aviation industry is responsible for\u00a02.1% of global CO<sub>2<\/sub>\u00a0emissions. This represents 12% of CO<sub>2<\/sub> emissions from\u00a0all\u00a0transport sources. One decarbonisation solution is to use an alternative \u201csustainable\u201d fuel, such as hydrogen, biofuels or power-to-liquid (PTL or \u201csynthetic\u201d) fuels. The CO<sub>2<\/sub> emissions from burning hydrogen are zero. In contrast the CO<sub>2<\/sub> emissions from burning biofuels and PTL fuels are calculated to be net zero, because the carbon in these fuels has come from the atmosphere.<\/p>\n<p>So why aren\u2019t we already flying in planes using these fuels? Currently, the UK does not produce very much of any of these fuel types and doesn\u2019t use them for powering planes. This is because:<\/p>\n<ul>\n<li>Kerosene is much cheaper.<\/li>\n<li>Aircraft engines have to be adapted to operate on biofuels and PTL fuels.\u00a0Both the engine and the body of the aircraft have to be completely redesigned to work with hydrogen. As you might imagine, the safety testing requirements are stringent.<\/li>\n<li>There isn\u2019t enough spare electricity to produce hydrogen and PTL fuels in useful quantities.<\/li>\n<li>There isn\u2019t enough spare plant material to produce biofuels in useful quantities.<\/li>\n<\/ul>\n<p>And more worryingly, there are still questions about whether using these fuels really would reduce CO<sub>2<\/sub> emissions overall. Though they may produce zero or net zero CO<sub>2<\/sub> emissions when they are combusted, what about when they are produced, stored and distributed?<\/p>\n<h2>Key questions in the briefing paper<\/h2>\n<p>The paper looked at the three fuel types mentioned above and asked three questions:<\/p>\n<p><strong>What are the total CO<sub>2<\/sub> emissions for a fuel type, including the whole production process? <\/strong>This uses a tool called life cycle analysis. It turns out that CO<sub>2<\/sub> emissions can vary widely for hydrogen and biofuels, depending on the raw material and the technology used. Some modes of production produce less CO<sub>2<\/sub> than kerosene, which is good. Some do not \u2013 so these are not worth investing in.<\/p>\n<p><strong>What resources are required to make each fuel type on the right scale to meet current UK fuel demand? <\/strong>Do we actually have the raw materials and infrastructure to produce them at this scale? The short answer, right now, is no, and we\u2019re not even close. Long term, it\u2019s harder to say.<\/p>\n<p>Biofuel raw materials will not ever be enough to replace very much of UK fuel demand. But we currently have the technology to make fuel with these, so <a href=\"https:\/\/www.gov.uk\/government\/consultations\/mandating-the-use-of-sustainable-aviation-fuels-in-the-uk\">the government is keen<\/a>. We don\u2019t have the infrastructure to make hydrogen and PTL fuels at scale. Both would require a big increase in renewable electricity generation in the UK. We would also need to build CO<sub>2<\/sub> capture facilities for PTL fuels, as there are currently no commercial CO<sub>2<\/sub> capture plants in the UK. And additionally, no large scale PTL production plants for aviation fuel exist anywhere in the world at the moment\u2013 so all this technology needs to be developed and tested, which takes time.<\/p>\n<p><strong>If we want to scale up fuel production, what policies does the government need to put in place in order to achieve this? <\/strong>The most important thing here is for the government to set a high standard. Development should focus only on fuels that really are greener and really are scalable, to meet full demand. Exactly how we might do this is different for each fuel type, because it depends on the molecular and thermodynamic reality of each fuel. The molecule dictates the challenge\u2026<\/p>\n<h2>Writing the paper<\/h2>\n<p>IMSE organised an online workshop to start the process of developing the paper in 2021. Then a core writing team, each of whom are specialists in a particular fuel type, or in the policy arena, met every few weeks to write the paper. This was a super multidisciplinary process! As Nadine says in the podcast, we all needed to not be afraid to ask questions, and as Andrea says, we all needed to be aware of where we might be using the same word to mean two different things\u2026<\/p>\n<figure id=\"attachment_586\" aria-describedby=\"caption-attachment-586\" style=\"width: 300px\" class=\"wp-caption aligncenter\"><img loading=\"lazy\" decoding=\"async\" width=\"300\" height=\"200\" class=\"wp-image-586 size-medium\" src=\"https:\/\/blogs.imperial.ac.uk\/molecular-science-engineering\/files\/2023\/05\/2023-low-carbon-briefing-paper-team-300x200.jpg\" alt=\"\" \/><figcaption id=\"caption-attachment-586\" class=\"wp-caption-text\">The briefing paper writing team at the launch.<\/figcaption><\/figure>\n<p><a href=\"https:\/\/www.imperial.ac.uk\/molecular-science-engineering\/publications-and-outputs\/briefing-papers\/low-carbon-fuels-for-aviation\/\">Read the paper here<\/a><\/p>\n<p><a href=\"https:\/\/blogs.imperial.ac.uk\/molecular-science-engineering\/2023\/04\/04\/low-carbon-fuels-for-aviation\/\">Read about the launch here<\/a><\/p>\n<p>So when do you think you\u2019ll be getting on a plane powered by something other than kerosene? Have you changed your flying habits to reduce your carbon footprint?<\/p>\n","protected":false},"excerpt":{"rendered":"<p>New podcast alert! This month I talked to two of the authors of the latest IMSE briefing paper about low carbon fuels for aviation. This was launched on 1 March 2023. I spoke to Andrea Fantuzzi and Nadine Moustafa about their experience writing the paper.<\/p>\n","protected":false},"author":1647,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[48173],"tags":[],"class_list":["post-581","post","type-post","status-publish","format-standard","hentry","category-uncategorised"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.4 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>In plane sight - Institute for Molecular Science and Engineering<\/title>\n<meta name=\"description\" content=\"Meet the authors of the IMSE briefing paper about low carbon fuels for aviation. 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