Showing posts with label bioavtur. Show all posts
Showing posts with label bioavtur. Show all posts

Wednesday, March 4, 2026

Blue Economy & Bioeconomy – Seaweed, Coconut and Nyamplung

With the second longest coastline in the world, located on the equator so it has a tropical climate and the largest coconut producer in the world, maintaining and continuing to develop coconuts is very important and strategic for Indonesia, especially since Indonesia has long been famous as the land of waving coconut trees. The productive life of coconut trees is also very long, namely 60 years, so they can be passed down across generations. The nyamplung tree, which is easy to grow and is often found in coastal areas, should also be developed, as well as the potential for seaweed. With the development of the times to carry out decarbonization in various sectors of life, especially the use of renewable energy, coconut, nyamplung and seaweed can be an effective solution.

Coconut oil, like palm kernel oil (PKO), has a high lauric acid content, so it is very suitable for the production of Sustainable Aviation Fuel (SAF). Currently, Indonesia is planning to increase SAF production from palm oil, namely palm kernel oil, to 3% this year (2026). This policy was accelerated to support the aviation sector's decarbonization targets. Palm kernel oil production is around 5 million tons/year with the main uses currently being very diverse, including the food industry (margarine, chocolate, cakes), cosmetics (soap, shampoo, lipstick), oleochemicals (fatty acids, glycerol), to renewable energy (SAF) - still in the early stages, as well as non-food products such as lubricants. while the potential for coconut oil is 2.9 million tons with the main uses being cooking (cooking oil), processed food industry (biscuits, margarine, ice cream), cosmetics (soap, shampoo, moisturizer), health (consumed directly as Virgin Coconut Oil (VCO)) and pharmaceuticals (ointment base), skin/hair care and oleochemicals. Why coconut oil and palm kernel oil are very suitable for SAF production, read more details here.

In addition to the potential raw material for SAF from coconut, the international civil aviation organization (ICAO) has included non-standard coconut in the ICAO positive list - ICAO document - CORSIA Default Life Cycle Emissions Values for CORSIA Eligible Fuels, 6th Edition on October 28 20024. Non-standard coconut includes very small old coconuts, already sprouted, starting to rot or become moldy and those that are broken. Based on data from a number of research studies, the number of non-standard coconuts in Indonesia is estimated to reach 30% of Indonesia's coconut production.

Regarding coconuts, the government should limit or prohibit exports of round coconuts. This will not only hinder the domestic coconut processing industry but also more specifically the development of SAF. Apart from that, efforts to replant coconut plantations must also be carried out. The area of ​​coconut plantations that must be replanted currently reaches hundreds of thousands of hectares, such as in Riau alone with a coconut plantation area of ​​426,579 hectares (11.4% of the plantation area in the province, read more details here). 72 thousand hectares of coconuts need to be replanted, while the replanting speed is very low so coconut productivity continues to decline. Meanwhile, nyamplung trees and seaweed require socialization and real action so that they can meet production targets and expectations.

Meanwhile, nyamplung oil can be used for biodiesel / FAME production. From the government's plan to increase the biodiesel mixture from B-40 to B-50, this means requiring almost 60 million tons/year of vegetable oil, especially palm oil. Meanwhile, currently crude palm oil or CPO production is around 50 million tons/year and increasing 20% ​​or to 60 million tons/year is certainly not easy. Moreover, currently the expansion of palm oil plantations (extensification) is in the sharp public spotlight with widespread public attention. A number of natural disasters, especially the Sumatran floods, which have claimed the lives of thousands of people, with the extensification of palm oil plantations as the suspect, have made it increasingly difficult to increase palm oil production through expanding this land. And indeed land expansion (extensification) must always be in the corridor of sustainability, so that palm oil can be a blessing and not a disaster.

Nyamplung trees with productivity almost the same as palm oil trees are very interesting to develop for biodiesel production or more practically adding 10 million tons / year to reach the B-50 proportion. Along Indonesia's very long coastline, there are locations for coconut and nyamplung plantations. Apart from that, seaweed from its waste is also a potential raw material for renewable energy, both ethanol, biodiesel and SAF.

Meanwhile, from the seaweed sector, apart from the production of agar, carrageenan and alginate which are widely used for food products, biofuel can be produced from seaweed waste. Seaweed industry waste can reach 65-75% of the fresh raw materials processed. This very large amount is often wasted without further use which can increase added value. Because solid seaweed waste contains a high percentage of cellulose and only a small amount of lignin, this waste has the potential to be processed into bioethanol and sustainable aviation fuel (SAF). 

The process route, namely ATJ or alcohol to jet fuel, can be used to produce sustainable aviation fuel (SAF). Meanwhile, seaweed waste is usually disposed of in landfills, which can cause unpleasant odor problems. Specifications for industrial waste from the E. cottonii species are 3.66% water content; ash 36.84%; protein 1.78%; carbohydrates 11.36%; 0% cellulose; hemicellulose 12.86%; lignin 0%. Meanwhile, industrial waste specifications from the species Gracilaria sp. and Gelidium sp.: cellulose 26.92%; hemicellulose 16.11%; lignin 15.38%; ash 16.72%; water content 12.94%; NaCl 3.77%. 

After their productive life is over or ends, the coconut trees and nyamplung trees are cut down. Coconut tree trunks and nyamplung trees are very suitable for building wood used for housing. This will add economic value and is a necessity that will continue to be needed. In fact, efforts to improve the quality of wood can also be done by engineering the wood material, such as with CLT (cross laminated timber) and so on.

And like palm oil, both coconut and nyamplung also produce shells. Just as palm kernel shells can be used for fuel, so coconut shells and nyamplung shells as well. Even palm kernel shells or known as PKS (palm kernel shell) are the main competitors of wood pellets in the global biomass fuel market. However, because the quality of coconut shells is better or more suitable for the production of charcoal briquettes and activated carbon, coconut shells are generally carbonized or made into charcoal. Charcoal is an intermediate product or raw material for charcoal briquettes and activated carbon. Read more details about the production of activated carbon from coconut shells here. Meanwhile, because nyamplung shells are not widely produced, their use is still limited, but if the quantities are large, such as the production of palm kernel shells, then it could be like palm kernel shells, or perhaps also like the use of coconut shells.

Apart from that, both the production and extraction of coconut oil and nyamplung oil will produce cake. Coconut cake and palm oil cake can be used as animal feed, but nyamplung cake requires additional processing so that it is non-toxic and safe for animal feed. The development of a blue economy on the Indonesian sea coast should be an important concern as an environmentally friendly economic solution that suits the conditions and potential of Indonesian society and is in line with the global community's concerns about decarbonization as mitigation for climate change and global warming. Apart from also supporting food and feed security. 

Thursday, December 5, 2024

Palm Kernel Oil (PKO) and Coconut Oil (CCO) for Bio-Avtur (SAF)

Bio-avtur or SAF (Sustainable Aviation Fuel) will be the only decarbonization scenario in the aviation sector for the next few decades. The three leading production processes for SAF production are HEFA, FT and ATJ. And of the three processes, the HEFA process is the most efficient and most competitive at present, predicted to survive until 2030. The raw materials or feedstock for the HEFA process are mainly vegetable oil, used cooking oil, animal fat and so on. The HEFA process has also been approved by ASTM for use as aviation fuel (bio-jet fuel) based on ASTM D7566-14. In 2011 the latest version of the standard was published that allows up to 50% of HEFA aviation fuel products to be added to conventional jet fuel or petroleum-based fuel (avtur). ASTM itself, as an entity, does not have the authority or drive the development or qualification process of a new SAF technology, but only creates a framework, process, and repository that is the basis for the industry to create test methods, specifications, classifications, guidelines, and practices for their own needs.

Bio-avtur or SAF must have characteristics similar to conventional jet fuel so that it can be used anywhere in the world. Jet A fuel is primarily used in the US and jet A1 fuel is used in the rest of the world. The fuels are interchangeable. The main difference between the two types is that Jet A1 has a lower freeze point (-47oC, vs. -40oC) and usually has a static quenching additive (SDA) added to help reduce static buildup in the fuel during flight. Jet A1 is the fuel of choice for intercontinental flights. Given the volatility of jet fuel, the preferred components are hydrocarbons in the C10 to C15 paraffin range. Furthermore, to meet the freeze point specification (-47oC), these paraffins must be highly branched to achieve such a low freeze point. This means that bio-avtur or SAF must have carbon atom bonds or C bonds in the C10-C15 range, and in this range palm kernel oil (PKO) and coconut oil (CCO) are most suitable due to their high lauric acid composition which consists of 12 C atoms.

HVO / HEFA - SPK (Hydro-processed Esters and Fatty Acids-Synthesized paraffinic kerosene) is a renewable paraffin with combustion properties similar to other renewable paraffins such as Fischer-Tropsch fluids, produced by biomass gasification and chemical synthesis. HVO / HEFA can be produced in dedicated facilities producing 100% HVO, or it can be co-processed with fossil fuels in petroleum oil refineries. In co-processing, a bio-based feedstock of typically 5-10% is blended with the fossil feedstock. The HVO / HEFA process in addition to renewable diesel (which is different from biodiesel – FAME) can also be modified to produce bio-avtur / SAF for jet fuel applications. AltAir Fuels supplies HVO / HEFA based SAF and produces approximately 13 million liters per year.

HEFA is produced by hydrogenation and hydrocracking of vegetable oils and animal fats using hydrogen and catalysts at high temperature and pressure. In this hydrotreating process, oxygen is released from the feedstock consisting of triglycerides and / or fatty acids. This will produce straight chain hydrocarbons (paraffins) with various properties and molecular sizes depending on the characteristics of the raw materials and the operating conditions of the process being carried out. With the high lauric content in palm kernel oil (PKO) and coconut oil (CCO), the yield will be high because the oil content is in the bio-avtur range, namely C10 - C15. This is different if you use vegetable oil with a longer carbon chain, such as CPO, calophyllum inophyllum oil or canola oil. If you use vegetable oil with a long chain, the yield will be small and an extra cracking process is needed to increase the yield of bioavtur or SAF.

This conversion usually goes through two stages, namely hydrotreatment followed by hydrocracking/isomerization. This hydrotreatment process is usually carried out at a temperature of 300 -390 C and for triglyceride treatment, propane is usually produced as a by-product. The more hydrogen is added, the less propane is produced. The final product of the straight-chain hydrocarbon can be adjusted according to the type of fuel, for example for bio-avtur or bio jet fuel or SAF, namely by isomerization and the cracking process. The hydrogen used in HEFA production currently mostly comes from fossil sources or blue hydrogen. The catalyst for this can be a simple refinery hydro-processing catalyst. This catalyst can be adjusted to isomerize the paraffin chain to lower the melting point of the product. If necessary, a second isomerization stage is used to carry out this task in order to achieve the required jet fuel cold flow properties, namely Jet A or Jet A-1.

Currently, Pertamina (Indonesia's state-owned oil company) has succeeded in producing bio-avtur or SAF from palm kernel oil or PKO processing, namely refined bleached deodorized palm kernel oil (RBDPKO) called bioavtur J2.4 or containing vegetable oil ingredients in the form of RBDPKO 2.4%. The production of this bioavtur is carried out through the Hydrotreated Esters and Fatty Acids (HEFA) co-processing method and has a capacity of 9,000 barrels per day. The J.24 bioavtur has successfully undergone commercial flight tests on a Boeing 737-800 NG aircraft owned by PT Garuda Indonesia (Persero) Tbk. (GIAA) on October 4, 2023. And for the future, apart from the quantity aspect, namely the portion of vegetable oil (PKO) is larger, even the use of other vegetable oils such as coconut oil (CCO), CPO oil, calophyllum inophyllum oil and so on, it is also hoped that the quality of bioavtur will also improve. In addition, there are also plans from other institutions, namely the production of biovatur or SAF from coconut oil in collaboration with Japan.

In the aviation fuel industry, ASTM serves as the international standard for jet fuel quality, and plays a critical role in ensuring the safety, quality, and reliability of Sustainable Aviation Fuels (SAF). ASTM establishes requirements for criteria such as composition, volatility, fluidity, combustion, corrosion, thermal stability, contaminants, and additives, among others, to ensure that fuels are compatible when blended. ASTM International (American Society for Testing and Materials) is an international organization that develops technical standards for a wide range of materials, products, processes, systems, and services. Jet fuels must meet stringent quality specifications to be eligible for use in the aviation industry.

There are several ASTM standards related to this jet fuel, namely first, ASTM D1655: This is a conventional jet fuel specification that establishes requirements for Jet A and Jet A-1 produced from petroleum. This specification has been used globally by the aviation industry since 1959 to ensure the availability of safe and consistent jet fuel for all aircraft. Second, ASTM D4054: This ASTM standard practice defines the scope of fuel, rig, and engine property testing that should be considered when evaluating new synthetic jet fuels. This practice also describes the overall evaluation process and the important role of engine and aircraft manufacturers in ensuring a good jet fuel safety record is maintained with these new fuels. Third, ASTM D7566 Pathway: As per ASTM D4054, the pathway includes definitions of synthetic jet fuel blending components as defined by: permitted feedstocks; conversion processes and their attributes; and the final characteristics of the pure components. All of this is detailed in both the body of D7655 and its Appendices. The pathway will also define blending requirements.

In order for a new SAF production line to be included in D7566, it must undergo extensive testing to determine the maximum blend ratio with conventional jet fuel and demonstrate that the blend is suitable for its intended purpose. This procedure is outlined in ASTM D4054, ‘Standard Practice for Evaluation of New Aviation Turbine Fuels and Fuel Additives’.

Each batch of jet fuel needs to be certified before it can be used. While conventional jet fuel is certified as D1655 fuel (or a derivative), pure SAF is certified to the stringent specification requirements set out in Appendix D7566 which relates to the SAF production line. D7566 certified SAF is blended with conventional jet fuel to the maximum allowable blend ratio. The blended SAF is then certified to the D7566 blend requirements, and thus automatically receives D1655 certification, making it fully Jet A/A-1 compliant (‘drop-in fuel’) and ready for use in existing jet fuel infrastructure and equipment. In short, ASTM is vital to the aviation fuel industry as it is the basis for international standards for the quality of jet fuels, and SAF in particular.

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