Handbook for Analyzing the Costs and Benefits of Alternative Aviation Turbine Engine Fuels at Airports (2011) / Chapter Skim
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From page 13... ...
As discussed below, the change in fuel burn for diesel engines that use alternative jet fuels varies based on the specific engine and testing cycle, whereas the fuel burn changes in aircraft depend on the fuel-specific energy. 3.1.1 Changes in Jet Fuel Use in Jet Engines Aircraft engine combustion of either SPK or ULSJ should also result in a change in fuel use because energy content is the driver of fuel consumption.
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Thus, the SOx emissions from a fuel with a different fuel sulfur content would simply be the ratio of the alternative fuel's sulfur content to 680 ppm. ULS jet fuel is intentionally processed to an ultralow sulfur level.
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For this study, it is assumed that ULSJ has the same aromatic content as conventional jet fuel and that it will have the same emissions of PMNV per unit of fuel consumed. For SPK fuels, F-T emission measurements have been used to provide an approximation to the PMNV reductions that may be experienced with the use of an SPK fuel blend with conventional jet fuel.
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Therefore, the emissions of CO were scaled only with fuel use for both ULSJ and SPK fuels, as was done for NOx emissions. 3.3 Diesel GSE Emissions Affecting Air Quality The emissions from diesel GSE were scaled based on experimental measurements with surrogate fuels that have similar fuel properties to those being considered.
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3.3.2 Sulfur Dioxide For calculations in the NONROAD model, which EDMS uses to estimate diesel engine GSE emissions, the sulfur dioxide emission factor is a function of the sulfur content of the fuel, the unburned hydrocarbon emissions, and the quantity of fuel burned. As such, this model was used for both ULSJ and SPK fuels to estimate sulfur dioxide emissions with assumed fuel sulfur content of 15 ppm (0.15 weight percent)
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The study of Yost, Montalvo, and Frame (1996) was also examined, but the sulfur content of the diesel fuel that was used as a baseline (9500 ppm fuel sulfur content)
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19 Figure 5. Life-cycle GHG emissions from a variety of potential alternative fuel pathways that could result in SPK, ULS, or conventional fuels [from Stratton et al.
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to cropland, while indirect land-use change emissions occur because food crops are diverted to biofuel production and this results in non-cropland elsewhere being diverted to create food crops -- the latter is subject to much debate within the scientific community because of the complexity of the problem. The magnitude of the emissions depends on the type of land being converted to cropland, and in certain cases (e.g., conversion of rainforest or peatland)
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