The IATA's Green Vision: Algae Biodiesel

Recently I posted an item about how the International Air Transport Association is backing the use of second and third generation biofuels to lower jet emissions -- and they have set their target on algae. Unfortunately, algae biodiesel is decades and billions of dollars away.

While some fuel savings can be achieved by streamlining operations and reducing weight, the IATA is looking to reach emission gains and create feel-good PR for international aviation. The IATA's Green Vision, or its plan to green the industry, would like to see "zero emission" jets by 2050, but has a short-term goal of 10 percent biofuel use by 2013.

The IATA's desire for biofuels isn't coming completely out of left field. Airlines like Virgin Atlantic, Air New Zealand and Lufthansa are trying out biofuel mixes with engine builders, mostly from the usual farm-raised crops like corn. But algae as a power source is mostly limited to government labs, where NASA is partnering with Boeing to study algae biodiesel.

Algae is an attractive fuel source because of its abundance and its high production of fatty oils, more so than most plants. It reproduces fast, can grow in cloudy sewage or plastic bagsand absorbs carbon dioxide. The proto-plants are harvested from water by machines or evaporation, then mashed mechanically or chemically stripped to get their precious algal oil, which is then mixed with ethanol to create biodiesel. And while it all sounds promising, even the most optimistic scientists give it a decade before it's commercially viable.

Biodiesel Magazine's recent issue reports companies like Chevron and Shell are working with algae start-ups, but most of the activity seems to be based on government research rather than sales. And while some backers, like Bill Gates' Cascade Investment, have given millions to companies like San Diego's Sapphire Energy, it's unknown how soon they will be able to get a return on those dollars.

"We want to be realistic about expectations," said Joe Jobe, chief executive officer of the National Biodiesel Board. "We don't want people to be discouraged that we don't have 10 billion gallons of algal oil available two years from now."

Farmer Gary Wood, owner of Desert Sweet Biofuels in Gila Bend, Ariz., said his facility would need to create 5,000 gallons of diesel fuel per acre a year to break even. The problem is that right now, farmers would be considered lucky to generate a few gallons of algal oil per acre, still too low to benefit the farmers or consumers.

So far, critics are dubious about the plan and believe the IATA should concentrate on other ways to cut fuel consumption.

"The biggest problem with biofuels is cost as well as yet unproven performance," said Richard Aboulafia, senior vice-president at consultants Teal Group Corp. in Virginia. "The real progress in fuel economy and environmental performance is going to come from advances in engine and airframe technology."

Photo courtesy of Sapphire Energy