BIOJET ABU DHABI:

FLIGHT PATH TO SUSTAINABILITY

THE ROADMAP

1
 This report is a product of collaboration between Etihad Airways, The Boeing
“The industry’s license to grow
Company and the Masdar Institute of Science and Technology – founding can only be granted if we find
partners in BIOjet Abu Dhabi: Flight Path to Sustainability. It is supported also by and implement ways to lower the
Takreer, the refining arm of the Abu Dhabi National Oil Company, and TOTAL, carbon footprint of commercial
aviation. The industry has set
the international oil and gas company, together with a broad range of stakeholders ambitious emissions reduction
in government and civil society. BIOjet Abu Dhabi is an initiative to develop a goals and needs to work
comprehensive roadmap for a full Abu Dhabi aviation biofuel supply chain. collaboratively towards achieving
them. We believe that alternative
sustainable fuel is a fundamental
part of the solution and we are
committed to resourcing initiatives
to enable such fuels.”
James Hogan, President and
Chief Executive Officer,
Etihad Airways
2 3
“BIOjet Abu Dhabi represents a key
opportunity for the UAE to create
the ecosystem needed to innovate
in ways that support long-term
sustainable growth for commercial
aviation here and around the
world. Boeing is honored to work
with our customer Etihad Airways
and other BIOjet partners to make
environmental progress for our
industry.”
Jeffrey Johnson,
President Boeing Middle East
“To develop a biofuel supply chain
is complementary to our future
plans to meet the rapid growing
demand for jet fuel at both local
and regional level, and is in line with
ADNOC sustainability policy. Takreer
will extend, under ADNOC guidance
and through its Takreer Research
Centre, all possible support and
assistance to the ‘BIOjet Abu Dhabi’
initiative.”
Jasem Ali Al-Sayegh,
Chief Executive Officer,
Takreer
“Total is committed to better
energy. As a long-term partner
of Abu Dhabi and responsible
oil and gas producer, Total is
pleased to assist the Emirate in
the diversification of its energy
mix by developing innovative
collaborations around new
energy projects, in biomass as
well as in the solar sector. With
our partners, we are today joining
our effort in the BIOjet Abu Dhabi
Initiative to foster the development
of efficient, reliable and sustainable
aviation biofuel solutions.”
Bernard Clément,
Senior Vice President of
New Energies, Total
“The research that Masdar Institute
of Science and Technology is
carrying out in collaboration with
our industry partners is proving to
be a groundbreaking platform for
the development of sustainable
alternative aviation fuels. In order
to commercialise the technologies
that are being advanced, efforts
such as BIOjet Abu Dhabi are
essential, as stakeholders are
identified and involved for the
establishment of an industry that
helps in the diversification of the
economy of the UAE and finds
important synergies across a
number of industrial platforms.”
Dr. Fred Moavenzadeh, President,
Masdar Institute of Science
and Technology
 LIST OF STAKEHOLDER
ORGANISATIONS CONTENTS
Abu Dhabi National Oil Company Distribution
06 ABU DHABI – A STORY OF GROWTH
Department of Economic Development 08 SUSTAINABILITY – A FOUNDATION FOR GROWTH

Center for Waste Management (Tadweer) 10 ESSENTIAL INDUSTRY COLLABORATION

12 THE EMERGENCE OF SUSTAINABLE AVIATION FUELS

Department of Transport
13 AVIATION BIOFUEL – PATHWAYS
Environment Agency Abu Dhabi
15 AVIATION BIOFUEL POTENTIAL FOR IMPROVED
Etihad Airways PERFORMANCE AND QUALITY

Emirates Wildlife Society in association with WWF 16 CREATING THE ABU DHABI BIO FUEL CHAIN

General Civil Aviation Authority
Masdar – Special Projects Unit
Masdar Institute of Science and Technology
Ministry of Environment and Water
19 FEEDSTOCK SUPPLIES
• Cellulosics and Oils from Saltwater Tolerant Plants
• Municipal and Agricultural Waste
• Local Forest Management
26 REFINING
28 LOCATION AND AUTHORISATION

Ministry of Foreign Affairs 29 DISTRIBUTION

30 POLICY FRAMEWORK FOR SUPPLY CHAIN INVESTMENT

Regulation & Supervision Bureau
32 THE ROADMAP ACTION PLAN
Roundtable on Sustainable Biomaterials
34 CONCLUSIONS
Takreer

Total

The Boeing Company

Urban Planning Council

4 5
 ABU DHABI -
THE STORY OF GROWTH
The Arabian Peninsula and Gulf have always been vital
global connection points. The region’s maritime traders
and camel routes linked east and west.
Today, with the emergence of strong economies across
the globe, the region is recasting its traditional role for
the aviation age.
Abu Dhabi is positioned at the center of this emerging
world, within eight flying hours of two-thirds of the
world’s population. The region’s aviation industry is
Continued aviation industry growth is vital
to meet the demands of a growing nation
and build the economic diversity of
Abu Dhabi and the United Arab Emirates.
6 7
growing at an extraordinary pace to meet soaring
demand for travel.
Air travel in the Middle East is forecast to grow at an
annual compound rate of 4.9 per cent, with the UAE
higher at an estimated 5.6 per cent . 1
Abu Dhabi International Airport annual passenger
numbers were 20 million in 2014, compared to 16.5
million in 2013 and are projected to reach 30 million
2 2 The Abu Dhabi Economic Vision 2030, The Government of Abu Dhabi, p.85
by 2030.
Two sectors focus on air travel and freight – aerospace,
aviation and defense; and transportation, trade and logistics.
Most other targeted sectors rely on reliable air connections
Actual 2014 growth was 29 per cent from the previous year,
with a total of 14.8 million passengers. In 2014 Etihad Airways
and its partners contributed 13.8 per cent of Abu Dhabi’s
including tourism, education, media, healthcare and financial non-oil gross domestic product – US$18 billion and supported
Etihad Airways had 110 aircraft by the end of 2014, 11
services. 11.3 per cent of Abu Dhabi jobs – 193,960 - with firm orders for
years after it started commercial operations. It has
almost 200 Airbus and Boeing aircraft, options for another
firm orders for almost 200 more to accommodate
Etihad Airways has a central role in diversifying Abu Dhabi’s 14 and purchase rights for 52. Continued aviation industry
both growth and replacement of older fleet.
economy. In the Abu Dhabi Economic Vision 2030 published in growth is vital to meet the demands of a growing nation
2008, the airline estimated passenger growth would average and build the economic diversity of Abu Dhabi and the
Aviation is one of Abu Dhabi’s highest economic
4.7 per cent annually over the coming 25 years.4 United Arab Emirates.
diversification priorities. It is critical to growth sectors
targeted by The Abu Dhabi Economic Vision 2030, the
sustainable economic development framework initiated
1 International Air Transport Association, Press Release No. 57, October 16, 2014
in 2006 under the guidance of His Highness Sheikh
Khalifa bin Zayed Al Nayhan, President of the United
3
The Abu Dhabi Economic Vision 2030
Arab Emirates (UAE) and Ruler of Abu Dhabi. 3
4
The Abu Dhabi Economic Vision 2030
 SUSTAINABILITY -
A FOUNDATION FOR GROWTH
Aviation emits two per cent of global carbon
dioxide emissions. Though a relatively small
share, it is also one of the most rapidly growing,
projected to reach three per cent by 2050.1 To
avert that scenario, aviation has set some of
the most ambitious carbon reduction goals of
any industry. The International Air Transport
Association, the global airline trade association
with 240 members serving the bulk of world air
travel demand,2 has agreed to the following
industry climate change goals:
Improve fuel efficiency by 1.5 per cent annually
until 2020;
Achieve carbon neutral growth by 2020; and,
Cut net carbon emissions 50 per cent from As the national airline of the UAE, Etihad Airways has
2005 levels by 2050. taken a lead in sustainable aviation fuel development
Efficiency measures can go far to meet aviation
through its founding participation in the Sustainable
commitments, but ultimately low-carbon fuels will Bioenergy Research Consortium in partnership with
be required to achieve the long-term goals. Masdar Institute of Science and Technology, The Boeing
Company, Honeywell UOP, Takreer, Safran and GE.

MASDAR INSTITUTE OF SCIENCE AND TECHNOLOGY

Masdar Institute is the research arm of Masdar, a Mubadala Development company. Mubadala
created Masdar to forward Abu Dhabi’s leadership in clean, renewable energy. Masdar has
made clean energy investments in Abu Dhabi and globally, including solar and wind energy.
RES ONGOING FLEET RENEWAL / TECHNICAL The company describes itself as, “Abu Dhabi’s multi-faceted renewable energy company with a
E ASU
M
ION mission to invest, incubate and establish a commercially viable new-energy industry in Abu Dhabi
EDUCT
TR OPERATIONAL & AIRSPACE/ and around the world. Masdar also plays an important role in extending Abu Dhabi’s energy
WIT
HO
U
NAVIGATION IMPROVEMENTS Environmental leadership beyond hydrocarbons, thereby supporting economic diversification and human capital
CO2 EMISSIONS

H
WT
ON
S GRO sustainability is central development. The company serves as a link between today’s fossil-fuel economy and the energy
SSI economy of the future.” 3
EM
I
LOW CARBON FUELS to the growth of aviation.
OFFSET / MARKET BASED MEASURE Aviation players are making
2020 BASELINE
significant global commitments
to sustainable fuels and operations 1

2
International Civil Aviation Authority, ICAO Environmental Report 2010, p. 38; U.S. Government Accountability Office, Aviation and Climate Change, 2009, p. 11

http://www.iata.org/about/pages/index.aspx
2006 2050 in order to enable future growth. 3
http://www.mubadala.com/en/who-we-are/businessunit/masdar

8 9
 ESSENTIAL INDUSTRY
COLLABORATION
SUSTAINABLE AVIATION FUEL USERS GROUP
Etihad Airways is one of over 28 airline members
of the Sustainable Aviation Fuel Users Group
(SAFUG), together representing 32 per cent of
world commercial aviation fuel demand. SAFUG
supports global efforts to develop aviation fuel
made with low-carbon feedstocks.
The aviation leaders joined in SAFUG have
committed to key sustainability criteria for
aviation biofuel, including the following:
Jet fuel plant sources should be developed in
a manner which is non-competitive with food
and where biodiversity impacts are minimized;
in addition, the cultivation of those plant
sources should not jeopardize drinking water
supplies.
www.safug.org
10
ROUNDTABLE ON SUSTAINABLE BIOMATERIALS – PRINCIPLES
The Roundtable on Sustainable Biomaterials (RSB) is emerging as the premier body for setting global
sustainability standards for biofuels and related bioproducts.
SAFUG supports the development of global sustainability standards and has a position at the RSB table.
SAFUG has adopted RSB’s comprehensive sustainability principles.
The RSB’s comprehensive sustainability framework PRINCIPLE 6: Biofuel operations shall ensure the
contains 12 principles: human right to adequate food and improve food
PRINCIPLE 1: Biofuel operations shall follow all security in food insecure regions.
applicable laws and regulations. PRINCIPLE 7: Biofuel operations shall avoid
PRINCIPLE 2: Sustainable biofuel operations shall negative impacts on biodiversity, ecosystems, and
Total lifecycle greenhouse gas emissions from
be planned, implemented, and continuously other conservation values.
plant growth, harvesting, processing, and end-
improved through an open, transparent, and PRINCIPLE 9: Biofuel operations shall maintain or
use should be significantly reduced compared
consultative impact statement and management enhance the quality and quantity of surface and
to those associated with fuels from fossil
process and an economic viability analysis. ground water resources, and respect prior formal
sources.
PRINCIPLE 3: Biofuels shall contribute to climate or customary water rights.
In developing economies, development
change mitigation by significantly reducing PRINCIPLE 10: Air pollution from biofuel operations
projects should include provisions for outcomes
lifecycle greenhouse gas emissions as compared shall be minimised along the supply chain.
that improve socioeconomic conditions for
to fossil fuels. PRINCIPLE 11: The use of technologies in biofuel
small-scale farmers who rely on agriculture to
PRINCIPLE 4: Biofuel operations shall not violate operations shall seek to maximise production
feed them and their families, and that do not
human rights or labour rights, and shall promote efficiency and social and environmental
require the involuntary displacement of local
decent work and the well-being of workers. performance, and minimise the risk of damages to
populations.
PRINCIPLE 5: In regions of poverty, biofuel the environment and people.
High conservation value areas and
operations shall contribute to the social and PRINCIPLE 12: Biofuel operations shall respect land
native ecosystems should not be cleared
economic development of local, rural and rights and land use rights.
and converted for jet fuel plant source
indigenous people and communities.
development.
www.rsb.org
11
 The aviation industry’s desire to reduce its environmental impact has
led to the development of bio-derived fuels (biofuels) for aviation. In
addition to the environmental benefits of biofuel for aviation there’s
a potential for many socioeconomic benefits as well as an expansion
of feedstocks to produce fuel for commercial aviation. Significant
progress has been made in developing these alternatives to the
conventional jet fuel currently produced from fossil fuel.

THE EMERGENCE OF
SUSTAINABLE AVIATION FUELS
PERFORMANCE REQUIREMENTS
A ‘drop-in’ fuel is defined as fuel that meets all the
requirements of conventional jet fuel and requires no changes
in the aircraft fuel system, fuel storage or distribution systems.
There are many processing routes that produce a biofuel
powered by aviation biofuel with no modification to aircraft,
engine or flying techniques.
By the end of 2014 three biofuels were approved for commercial
aviation Three new routes to produce biofuel are being
investigated to determine if they can be used for aviation. The
and airframe manufacturers, regulatory authorities, fuel
producers, airlines, fuel handling companies, and many
experts in the field of aviation fuels.
The majority of the work being done to approve new fuels for
aviation is being done by the ASTM Aviation Fuel Committee

AVIATION
blending component that can be mixed with conventional rapid growth and acceptance in developing feedstocks and and the UK MoD Aviation Fuels Committee that Supports the
jet fuel to produce a drop-in fuel for aviation. The fuel that processes to make aviation fuel from sustainable sources is UK Ministry Defense Standard for aviation fuel (Def Stan 91-91).

eventually enters the aircraft, whether it’s a 100 per cent biofuel
or a lower percentage, must meet all the performance and
properties of conventional jet fuel.
In 2008 history was made with the first commercial jet aircraft
flight on a fuel mix that contained 50 per cent of a fuel that
was produced from a non-petroleum source (the blending
component came from bio-oils). After the initial test flight
there were many more flights as well as an extensive testing
program that demonstrated that the fuel blend was truly ‘drop-
in’ . The fuel is now approved to be used in commercial aviation
and there have now been over 1,500 commercial flights
12
unprecedented and it demonstrates the industry’s commitment
1
to both the environment and to a sustainable future.
AVIATION FUEL APPROVAL
Aviation fuel is governed by the most rigorous standards of
any transportation sector fuel for reasons of safety, economics
and the environment. Aviation biofuel must meet these
stringent technical standards with some of the requirements
being more stringent than those of petroleum jet fuel.
The approval process for new fuels for aviation is a very
detailed process and requires deep engagement by engine
Both the ASTM and the UK MoD Aviation Fuels Committees
are responsible for international jet fuel specification and
they work closely together on fuel approval pathways. The
jet fuel specifications developed by these organisations are
used worldwide both as the requirements set by the engine
and airframe manufacturers (OEMs) and also for commercial
trading of aviation fuel. The OEMs as well as many industry
experts are heavily involved in the development and
maintenance of these specifications, which must meet the
requirements of the OEMs and be approved by the appropriate
regulatory authorities before the fuel can be used in the
engine or airframe.
1 http://www.safug.org/biofuel-use/
BIOFUEL PATHWAYS
Multiple technology pathways are available to produce aviation
biofuel from four major feedstock categories:
CELLULOSICS – Cellulosics are derived from crops grown
entirely or in part for energy. Cellulosic feedstocks are woody
material that constitutes most plant matter. Plant matter
has three components, cellulose and hemicellulose from
which sugars can be derived, and lignin which binds cellulose
and hemicellulose together. Some technology pathways
biologically convert sugars into fuels and chemicals with the
presence of microorganisms. Other technologies transform
plant matter into fuels and chemicals by unique chemical
processes.
OILS AND FATS – Oils are produced from oilseed-bearing plants
and can also be supplied through waste streams including
used cooking oils. Fats are a waste product from the rendering
of animals.
MUNCIPAL AND AGRICULTURAL WASTES – These are organic
wastes generated domestically, commercially and by industry
and agriculture including such items as garden and landscape
waste, food scraps and farm field residues. Much of the waste
stream is cellulosic in nature.
INDUSTRIAL GASES – Carbon monoxide emerging from
industrial processes such as steel milling is processed by
microorganisms into fuels via chemical precursors.
13
 TO DATE THREE AVIATION BIOFUEL
PATHWAYS HAVE BEEN APPROVED:
FISCHER-TROPSCH SYNTHETIC PARAFFINIC
KEROSENE
FEEDSTOCK: Cellulosics; municipal and agricultural wastes.
(This mechanism can also be used for conversion of natural
gas and solid fossil fuels, but these feedstocks do not meet the
criteria for low-carbon performance.)
PROCESS: Feedstocks are placed under high temperatures and
pressure in a contained chamber. This transforms feedstocks
into synthesis gas, which is composed of carbon monoxide and
hydrogen molecules. Synthesis gas is then processed with
heat and catalysts to produce olefins or hydrocarbons that can
be converted into fuel.
APPROVAL STATUS: Approved for use for up to 50 per cent
when mixed with conventional jet fuel.
HYDROPROCESSED ESTERS AND FATTY
ACIDS (HEFA)
FEEDSTOCK: Fatty acid esters and free fatty acids (e.g. bio-oils
and fats)
PROCESS: Feedstocks are fed into a reactor and the oxygen
is catalytically removed. Further hydroprocessing and
fractionation produces jet range hydrocarbon molecules.
The process can also produce diesel fuel as well as light
(naptha) hydrocarbons.
APPROVAL STATUS: Approved for use for up to 50 per cent
when mixed with conventional jet fuel.
14
SYNTHESIZED ISO-PARAFINS (SIP)
FEEDSTOCK: Plant sugars
PROCESS: Pretreatment breaks down feedstocks to access
plant sugars. Sugars are fermented by microorganisms into
a terpene that is subsequently hydrotreated into SIP. More
commonly known as farnesane, SIP is a liquid hydrocarbon that
can be used as a portion of jet fuel as well as diesel fuel.
APPROVAL STATUS: Approved for use for up to 10 per cent when
mixed with conventional jet fuel.
SEVERAL OTHER PATHWAYS ARE CURRENTLY
IN THE APPROVAL PROCESS:
GREEN DIESEL (HIGH FREEZE POINT HEFA)
FEEDSTOCK: Fatty acid esters and free fatty acids (e.g. bio-oils
and fats)
PROCESS: The process to produce HEFA also produces a diesel
fraction. The approval of the higher freeze point HEFA fraction
would lower the cost of the fuel. However the blend percentage
will likely be lower than 50% percent.
APPROVAL STATUS: In progress
ALCOHOL-TO-JET
FEEDSTOCK: Sugar and industrial gases.
PROCESS: For cellulosics and municipal and agricultural
wastes, pretreatment breaks down plant matter to access
plant sugars. Microorganisms have been engineered to
process sugars or waste gas (carbon monoxide) to alcohols
(ethanol, n-butanol, iso-butanol). Oxygen and other molecules
are removed to make olefins. The olefins are then oligomerized
and hydroprocessed to make jet and diesel range molecules.
APPROVAL STATUS: Varying processes are being vetted by the
OEMs. Approval for some of the processes is expected in 2015.
HYDROTREATED DEPOLYMERIZED
CELLULOSIC JET
FEEDSTOCK: Cellulosics; municipal and agricultural wastes.
PROCESS: Feedstocks are subjected to high temperatures
and pressure in an oxygen-starved environment, a process
known as pyrolysis, transforming it into synthesis gas, biochar
AVIATION BIOFUEL-
– a solid char product, and bio-oil. The bio-oil is upgraded
to liquid hydrocarbons including jet fuel and diesel fuel using
POTENTIAL FOR IMPROVED
hydroprocessing technology. Biochar can be used as a soil
conditioner with carbon storage capability.
PERFORMANCE AND QUALITY
APPROVAL STATUS: A hydrotreated depolymerized cellulosic jet
fuel is being reviewed by the OEMs for approval.
IN ADDITION ANOTHER POTENTIAL
Building aviation biofuel supply chains is not just about long-term The currently approved biofuels for aviation have very stringent available in Abu Dhabi. Such differences may result in a more
PATHWAY IS EMERGING:
sustainability and meeting industry goals – aviation biofuel is requirements for contaminants which are much more stringent costly refining process to produce jet fuel. In some regions of the
demonstrating significant promise to improve performance and than for conventional jet fuel. For example, the sulphur content world there is a risk that refiners opt out of jet fuel production
HYDROTHERMAL LIQUEFACTION
fuel quality. of approved biofuels is 15 parts per million whereas the allowable because of more costly unconventional processing and the airline
sulphur content of conventional jet fuel is 3000 parts per million. In industry’s small share in overall demand.
FEEDSTOCK: Cellulosics; municipal and agricultural wastes; oils
The specifications of aviation biofuels approved to date are addition to the low level of sulphur in fuel, the currently approved
and fats.
more stringent than those for petroleum fuels, leading to biofuels have a very low aromatic content. Aromatic molecules in Abu Dhabi refineries produce substantial jet fuel supplies from its
PROCESS: Wet organic matter streams through a chamber
fuel performance that is at least equal, if not surpassing, the jet fuel not only lower the energy content in fuel but also increase high-quality petroleum resources, and quality and availability of
and is subjected to high temperatures and pressure in a flow
performance of petroleum jet fuel in certain properties. Many particulate emissions. jet fuel are not currently concerns in Abu Dhabi.
process yielding bio-oil that is upgraded to liquid hydrocarbons
of the biofuels that have been approved or are in the process  
including jet fuel and diesel fuel using hydroprocessing
of being approved have a higher net heat of combustion than In some regions the cost of fossil jet fuels is of increasing
technology.
conventional petroleum jet fuel. Higher energy fuels reduce the concern to airlines. Unconventional oils such as shale oil may
APPROVAL STATUS: Yet to be initiated.
overall fuel needs of a flight. have properties that differ from regular petroleum such as that
15
 CREATING THE
ABU DHABI BIO FUEL CHAIN
A viable aviation biofuel industry requires developing supply chains that replicate
and parallel the stages of the current petroleum jet fuel chain as far as possible.

PETROLEUM JET FUEL AVIATION BIOFUEL CHALLENGES/OPPORTUNITIES

FEEDSTOCK SUPPLIES
Flight
Distribution at airports
Crude oil pumped from fields. Biofeedstocks cultivated agriculturally or derived Supplying sufficient quantities of sustainably
off- and on-shore. Delivered to from municipal, agricultural or other waste streams. produced feedstocks.
oil refineries by pipelines. Harvested, collected, and possibly densified for ease of Collection and delivery costs
delivery. Transported to the biorefinery by truck or rail.

REFINING Refineries process oil into a
range of fuels including jet fuel,
diesel and gasoline, as well as
high-value chemicals.
Refining
Biorefineries process biofeedstocks into a range of Developing and positioning biorefineries at current
products including aviation biofuel, green diesel, green oil refineries or in separate locations that allow
gasoline, high-value chemicals and animal feed. economical delivery.

DISTRIBUTION – Jet fuel shipped by pipeline Aviation biofuel could be delivered directly to the oil Developing the infrastructure to transport and blend
REFINERY TO FUEL through distribution facilities to refinery, distribution facilities or airport fuel terminals fuels.
TERMINAL tanks at airport fuel terminal. for blending with petroleum jet. Blended fuel is then Phasing growth from blending small to large
tested and certified for use. quantities.
Building assurance in fuel quality.

Transport Processing
Feedstock growth No modification needed to existing systems beyond
DISTRIBUTION – Fuel is pipelined to airport Blended fuel can be delivered to aircraft via either
blending stage.
FUEL TERMINAL TO hydrants to pump into aircraft. hydrant system or by trucks to individual aircraft.
AIRPORT

16 17

Abu Dhabi has the potential to supply domestic feedstocks from
salt-tolerant halophyte plants that can be irrigated with seawater,
inland planted forest areas, and municipal and agricultural wastes.
Three elements need to be considered for a viable SUSTAINABILITY – Feedstocks must maintain high
and sustainable feedstock source: pricing, capacity sustainability credentials. Any feedstock must be
and sustainability. produced in line with recognised sustainability
criteria set out in the SAFUG and RSB sustainability
PRICING – The greatest challenge facing the principles to which Etihad Airways is committed, and
creation of viable aviation biofuel supply chains gain acceptance from global stakeholders. Thus it is
is developing adequate supplies of feedstock at vital that Abu Dhabi aviation fuel feedstocks do not
competitive prices. The price of the feedstocks have harmful impacts on food and water security,
used to make fuel is a significant cost in the do not endanger biodiversity and ecosystem health,
production of the fuel so competition for the provide significant reductions in overall greenhouse
feedstocks to support other markets (e.g. food, gas emissions and generate socio-economic
chemicals) should be limited. Opportunities benefits.
should be explored to maximise the ancillary
benefits of feedstock production and processing Abu Dhabi has a limited but real capacity to
to lower the overall cost of the fuel. An example provide biofeedstocks for drop-in fuels. Supplies of
of an ancillary benefit in the production of fuel freshwater and arable lands are constrained, so
is feedstock used to make fuel which is a side Abu Dhabi’s current agricultural sector would not
or waste byproduct of producing high-valued be a sustainable source of dedicated energy crops
chemicals or a food source. unless sustainable alternative water sources such
as recycled water from effluent could be utilised.
CAPACITY – Feedstock sources must have However, residues from agricultural operations
the capability and capacity to scale to ensure could supply feedstocks, as could municipal wastes.
commercial viability. The use of innovative agricultural techniques using
18
FEEDSTOCK
SUPPLIES
seawater irrigation and desert lands not currently
considered arable to grow salt-tolerant halophyte
plants could produce substantial feedstock supplies.
Converting inland planted forests to commercial
species capable of producing fuel feedstocks could
help address management challenges. Algaes
and macroalgaes could also be considered here
although meeting strict sustainability principles and
ensuring commercial viability may be a challenge.
Fats from animal tallows are used in some regions to
produce fuel and energy. The slaughter industry in
Abu Dhabi is not currently large enough to generate
sufficient tallow supplies. However, as the industry
grows it could in future produce viable quantities
of feedstock. Used cooking oil could supply limited
amounts of biodiesel for ground transportation in
the UAE, and could potentially supplement other
supplies of oil and fats in hydroprocessing facilities.
A sustainable means to collect these feedstocks
from a broader region could make animal tallows
and used cooking oil a more significant feedstock
option in the future.
19
 CELLULOSICS AND OILS FROM SALTWATER TOLERANT PLANTS -
THE INTEGRATED SEAWATER ENERGY AND AGRICULTURE SYSTEM (ISEAS)
Pump seawater from the Aquaculture for fish and shrimp
ocean to ponds, where fish
and/or shrimp will be grown
Biomass from the
halophytes is used to Water that drains from the
produce bioenergy, including halophyte fields would then
biofuels. be fed into a mangrove
wetland
The Sustainable Bioenergy Research Consortium (SBRC), Three integrated production systems that make up ISEAS
led by the Masdar Institute with funding partners including leverage each other’s co-products for sustainable operations:
Etihad Airways, The Boeing Company, UOP Honeywell, Safran Aquaculture ponds isolated from coastal waters in which
and GE is pioneering the Integrated Seawater Energy and shrimp and/or finfish are grown, partly fed by meal from
Agriculture System (ISEAS). ISEAS is an effort to develop a novel halophytes.
form of agriculture, producing food and energy products on Fields of halophytes, saltwater-tolerant plants, irrigated
traditionally non-arable desert land irrigated with seawater. by nutrient-rich discharge water from aquaculture ponds,
With the capacity to use seawater that comprises 97 per producing oil and cellulosic fuel feedstocks, animal feed
cent of the world’s water supply, ISEAS has potentially high and high-value chemicals – transforming an aquaculture
sustainability credentials in a water-constrained region. pollution problem into a fuel, chemical and fertilizer resource.
20
Wastewater from the aquaculture operation,
which is enriched in nutrients, is used to irrigate
salt-tolerant biomass (haiophytes)
Biomass from the mangroes
can be converted into
bioenergy
Planted mangroves that eliminate nearly all remaining
nutrients before water is discharged into coastal waters,
while also increasing habitat opportunities for birds and
other species, creating ecotourism opportunities and locking
carbon into roots and soils in the long term. Mangroves
can potentially provide cellulosics for fuel feedstocks if
compatible with maintaining soil quality, water treatment
and habitat functions.
OPPORTUNITIES
CAPACITY – ISEAS employs the only land and water sources
abundant in Abu Dhabi; traditionally non-arable desert
irrigated with seawater. Small scale planting of Salicornia, a
halophytic plant, has indicated that annual mean cellulosic
yields of 13.9-24.6 tonnes/hectare and oil yields from 0.35-
1.0 tonnes/hectare are achievable. This could be increased
with an enhanced plant breeding program. This compares
favourably with soybeans and sunflowers grown with
freshwater on conventional croplands.1 Applied globally, ISEAS
could potentially add an additional 130 million hectares to
current global croplands. 2 DEVELOPING KNOWLEDGE – ISEAS requires substantial
CO-PRODUCTS – Halophytes can supplement aquaculture
feed rations and potentially generate highly valuable
chemicals, pharmaceuticals and nutraceuticals. These
co-products could ensure the commercial feasibility of ISEAS.
CARBON EMISSIONS – A study by the Masdar Institute
concluded that ISEAS feedstocks could offer “a high potential
for a 50 per cent or greater reduction of greenhouse gas
3
emissions relative to the fossil fuel baseline.”
CARBON STORAGE - Halophyte fields will build soil carbon
through root growth. Planted mangroves can also add
significant carbon storage capability in vegetation and
soils. Abu Dhabi natural mangroves store an average 123
megagrams/hectare (Mg/ha) while planted mangroves in the
4 inland from the coast will be preferred. The major limitation
3-15-year age range store 106 Mg/ha on average.
ECOSYSTEM PROTECTION – Mangroves provide increased
habitat for birds and other species, and ecotourism
opportunities. A hectare of mangrove provides ecosystem
protection worth US$13,353/yr. including US$8,966 for storm
protection, US$3,679 for erosion control and US$708 for
5 of use have created many traditional claims and clarity on land
fisheries maintenance.
SUPPORTING AQUACULTURE - Recognising increasing food
demands, Abu Dhabi aims to develop a major aquaculture
industry. Aquaculture water discharge without treatment
and directly into natural water bodies can cause coastal
eutrophication and algae blooms, with effluent high in both
nitrogen and phosphorus from fish waste and uneaten feed.
ISEAS captures nutrient value by using effluent to irrigate
halophytes and mangroves, potentially removing almost all
nutrients before discharge.
CHALLENGES
development of agronomic practices including halophyte crop
commercialisation, seawater irrigation and the integration
of aquaculture, halophyte crops and mangroves. Pilot and
demonstration efforts conducted by Masdar Institute will add
to the knowledge already gained by Institute researchers
including the avoidance of soil hypersalinisation and the
effectiveness of mangroves in cleansing nutrients.
At commercial-scale, the monitoring of the migration of
irrigation water and nutrients into groundwater, and the
impacts on coastal ecosystems and endemic species including
dugongs and migratory birds, will be essential.
LAND USE – A preliminary estimate is the optimal commercial-
scale farm size is around 20,000 hectares, entailing significant
land use change. Given coastal land constraints, locations
to developing away from the coast is elevation, as this is the
major factor determining pumping energy demands, though
distance also affects demands.
A major challenge will be assembling land parcels of sufficient
size in Abu Dhabi as many areas are already zoned. Centuries
tenure will be required.
Commercial-scale development will entail significant coastal
land use changes that require attention to preserving Abu
Dhabi’s natural heritage. An evaluation by the Abu Dhabi
Global Environmental Data Initiative rates coastal plains,
sand dunes and sheets as endangered. Coastal sabkha lands
stretching along 300 kilometres of coast, the world’s greatest
span of coastal salt flats, are rated vulnerable. Intertidal
mangroves and salt marshes are rated endangered, but ISEAS
development in these latter areas is unlikely.6
The Environment Agency Abu Dhabi (EAD) must determine that
projects will not have unacceptable impacts on air, water, land
and biodiversity in coordination with Urban Planning Council,
which works with the EAD on coastal land use planning.
Municipal bodies are responsible for the issue of necessary
permits.
1
Brian Warshay, Sustainability and Risk Assessment of Integrated Seawater Agriculture
Systems for the Production of Biofuels, Masdar Institute of Science and Technology, 2011, p.45
2
Edward P. Glenn, J. Jed Brown and James W. O’Leary, Irrigating Crops with Seawater,
Scientific American, August 1998, p.76-81
3
Warshay, p.180
4
Abu Dhabi Blue Carbon Demonstration Project Baseline Assessment Report: Coastal
Ecosystem Carbon Stocks, Abu Dhabi Global Environmental Data Initiative & Environment
Abu Dhabi p.89
5
Abu Dhabi Blue Carbon Demonstration Project Baseline Assessment Report: Ecosystem
Services Assessment Report, Abu Dhabi Global Environmental Data Initiative & Environment
Abu Dhabi p.53-4
6
Systematic Conservation Planning Assessments and Spatial Prioritizations, Abu Dhabi
Global Environmental Data Initiative, Environment Abu Dhabi, Project No. MU000945, Report
No. MU000945_F11_01_01, May 22nd 2013, p.59-60
21

MUNICIPAL AND AGRICULTURAL WASTE
Municipal and agricultural waste is highly sustainable
feedstocks that does not entail additional land and water
use or put pressure on food security and biodiversity.
Making sustainable aviation biofuel requires organic waste.
Agricultural waste includes residues from date palms and other
22
ABU DHABI WASTE STREAMS WITH JET FUEL CONVERSION POTENTIAL
IN TONNES, SOURCE: STATISTICS CENTER
crops as well as animal waste. Sludge, also known as biosolids,
is the solid portion that remains after sewage treatment. 2009 2011
Municipal waste includes landscaping waste and food scraps.
Since municipal waste contains non-organic materials, sorting
AGRICULTURE 754,571 816,069
of organics will be required.
MUNICIPAL 1,022,286 1,105,602
SLUDGE 124,827 135,000
OPPORTUNITIES
With a rapidly growing economy and population, Abu Dhabi
faces pressing waste management challenges that could be
transformed into sustainable fuel opportunities. The waste
streams grew by 27 per cent from 2009 to 2013. 1
Abu Dhabi has set ambitious goals to divert waste from landfills
in a strategy developed by the Center of Waste Management,
EAD and the Department of Municipal Affairs. It calls for 85 per
cent diversion of recyclable or reusable materials by 2030 and
identifies waste-to-energy as the only means to achieve that
goal. The strategy aims to channel 95 per cent of green and
organic waste to energy and resource recovery. 2 gasification and Fisher-Tropsch technology. The plant is
Waste-to-fuel plants are in development or operation around
the world:
Abengoa’s plant in Salamanca, Spain can process 25,000
tonnes of municipal waste annually using microorganisms
to produce up to 1.5 million litres of ethanol fuel. Its Hugoton,
Kansas, USA plant, a 95 million litre/year facility, processes
agricultural waste using microorganisms.3
2012 2013
898,258 999,239
1,272,668 1,528,093
59,261 93,474
Enerkem ‘s five million litre/year plant at Westbury, Quebec,
Canada processes used wooden electricity poles with
heat and catalysts to produce methanol and ethanol. The
company is developing 38 million litre/year waste-to-fuel
plants in Edmonton, Alberta, Canada; Pontotoc, Mississippi,
USA, and Varennes, Québec, Canada. 4
Solena Fuels has joined with British Airways in Green
Sky London to produce 60 million litres/year of jet fuel
and diesel by processing 500,000 tonnes of municipal
and commercial wastes with high temperature plasma
planned for operation in 2017. 5
Cathay Pacific has invested in Fulcrum BioEnergy, the
first airline to do so. Fulcrum has agreed to supply 1,420
million litres of aviation biofuel over 10 years to the
airline. Fulcrum gasifies municipal wastes with high
temperatures and processes gases with Fisher-Tropsch
technology. 6
CHALLENGES
The major challenge facing the use of waste as aviation
biofuel feedstock is the sorting of useable organic waste. A
significant portion of municipal waste delivered to transfer
stations and landfills is mixed with sand, construction waste
and other non-organic material.
Currently the primary alternative use for organic waste is
composting. Abu Dhabi operates composting plants at Al
Mafraq, Al Khatem, Al Ain and Liwa. Composting grew from
170,667 tonnes in 2009 to 458,491 tonnes in 2013. 7
The relative contribution to sustainability by composting,
recycling, incineration and fuel manufacture must be
evaluated in terms of carbon balance and other criteria
including air pollutants released. The Centre of Waste
Management is currently developing a waste management
master plan which will consider a wide range of technologies
and treatments using a life cycle approach to ensure the
sustainable management of waste.
To rely on waste streams as a feedstock for alternative fuels
will require the long term certainty of an acceptable supply.
1
Waste Statistics 2013, Statistics Centre
2
Udayan Banerjee, Waste Management Approach in the Emirates of Abu Dhabi (Focus
Waste to Energy), Center of Waste Management
3
Abengoa begins operating the first demonstration plant using waste-to-biofuels (W2B)
technology, April 1, 2013
4
www.enerkem.com
5
http://www.solenafuels.com/index.php/projects/greensky-london
6
Cathay Pacific, Cathay Pacific invests in sustainable biojet fuel developer, Aug. 7, 2014
7
Waste Statistics 2013, Statistics Centre
23
 LOCAL FOREST MANAGEMENT
The late Sheikh Zayed bin Sultan al Nayhan bequeathed a rich
green legacy to Abu Dhabi, creating a forested landscape upon
formerly desert lands. Providing wildlife habitat and green
spaces for Abu Dhabi’s people were the Sheikh’s goals. Today
the Environment Agency Abu Dhabi (EAD) manages 409 forests
spanning 220,000 hectares and containing 18 million trees
and a richness of biological diversity including approximately
42,000 antelope and ungulates.
The EAD is seeking to build on this legacy by managing the
forests for greater irrigation water efficiency and exploring the
addition of tree species that might provide commercial value.
Commercial products could include cellulosics and oils as
aviation biofuel feedstocks.
OPPORTUNITIES
There is a strong desire to reduce the pressure on Abu Dhabi’s
limited groundwater resources through irrigation of forested
24
areas. In 2009 forestry took 347 million cubic metres of water,
16 per cent of Abu Dhabi water use, a significant reduction from
2003 usage of 607 million cubic metres for 22 per cent of water
1
use. The EAD is taking a number of steps toward greater
irrigation water and energy efficiency on forests. Among them,
the use of recycled from municipal sewage treatment plants
2
enabled a 10 per cent reduction in groundwater use in 2013.
Much potential remains – the amount of treated effluent
grew from 158 million cubic metres in 2005 to 265 million cubic
metres in 2012. In that year 48 per cent was discharged into the
3
Gulf or deserts.
Other steps EAD is taking to reduce forest water use
include:
Elimination of invasive species
Deployment of irrigation technologies that reduce operations on wildlife species will also demand close attention.
water demands
Employment of solar energy in water pumping.
A different forest mix that includes species demanding less
water would contribute to EAD’s efforts. Inclusion of species
that generate valuable products such as fuel feedstocks would
create an additional revenue stream that could support the
long-term sustainability of these legacy forests.
CHALLENGES
The EAD has a number of tree species under consideration.
Selection of appropriate species requires studies for both
environmental impacts and economic viability. Replacement of
current forest species with other species will require buy-in from
key environmental stakeholders. Current forests are made up
of 87 per cent species native to Abu Dhabi. Some commercially
viable species are non-native, and therefore must be evaluated
for their impacts on forests. The effects of commercial
1 Environment Agency Abu Dhabi, Sustainable Growth: Achieving the Vision, Sept. 23, 2014
  2 Environment Abu Dhabi 2013 Annual Report, p. 48
3 Environment Agency Abu Dhabi, Sustainable Growth: Achieving the Vision, Sept. 23, 2014
25

Takreer, the refining arm of Abu Dhabi
National Oil Company and exclusive
supplier of liquid fuels to Abu Dhabi,
will play a vital role in biorefinery
development.
26
REFINING
TAKREER’S ROLE IN JET FUEL REFINING
Abu Dhabi today has a fully developed jet fuel supply chain
based on its own petroleum resources and infrastructure.
Takreer produces jet fuel at its two refineries in Ruwais and
Abu Dhabi. Abu Dhabi’s petroleum reserves, among the world’s
best for quality, lend themselves to processing jet fuel.
Takreer, a BIOjet Abu Dhabi partner, fully supports the
development of aviation biofuel. The Etihad Airways
demonstration flight in January 2014 was powered with
Farnesane made from plant material that underwent the final
distillation to jet fuel standard at the Takreer Research Centre.
Takreer is developing its own aviation biofuel expertise, and
is a natural UAE partner for foreign investors that can assist
in bringing advanced biofuels to the commercial stage in Abu
Dhabi. The Takreer Research Centre is fully committed to the
provision of research and development support for potential
alternative feedstock. This essential role will ensure that future
biorefineries in Abu Dhabi are optimised for the feedstock
available.
EMERGENCE OF ADVANCED BIOREFINERIES
Global production of aviation biofuel will reach nearly one
billion litres annually by 2017 if all announced facilities go on
line.1 Production of aviation biofuel and precursor fuels is
already taking place in various parts of the world:
HYDROPROCESSING - United Airlines and AltAir have
concluded a deal to supply 57 million litres of aviation biofuel
produced at a converted Los Angeles-area hydroprocessing
unit and delivered to the United Airlines hub at Los Angeles
2
International Airport. Feedstocks will be agricultural wastes
and non-edible oils.
Global hydroprocessing plants making green diesel are coming
on line. These include Neste that is operating a one-billion-
litre/year green diesel plant in Singapore 3 and Diamond
Green Diesel that has completed the largest plant in the USA,
with a 538 million litre/year capacity 4. Sufficient green diesel
capacity exists now to supply up to 2.2 million litres to aviation,
for one percent of global commercial jet fuel demand 5.
SYNTHESIZED ISO-PARAFINS (SIP) (FARNESANE) In 2013 GOL
Airlines concluded a deal to use farnesane fuel produced by
Amyris in Brazil using its proprietary microorganism-based
process. Amyris operates 50 million litres/year capacity SIP
plant in Brazil using sugar feedstocks. Both the fermentation
1 Boeing 2014 Environment Report, http://www.boeing.com/aboutus/environment/
Lux Research, Emerging Feedstocks and Fuels Spark Biofuel Capacity Expansion through
2017, Dec. 2013
2 Biofuels Digest, Oct. 10, 2013, http://www.biofuelsdigest.com/bdigest/2013/10/10/worlds-
https://www.united.com/web/en-US/content/company/globalcitizenship/environment/
alternative-fuels.aspx
3 Michael Hurtzer, POET-DSM says Iowa cellulosic ethanol plant running by June,
Neste Oil, Neste Oil’s Singapore refinery – The world’s largest and most advanced.
4 Nov. 30, 2012, http://www.ethanolproducer.com/articles/9337/dupont-breaks-ground-at-
Jim Lane, Largest green diesel plant completed in US, Diamond Green Diesel: can it make
money?, Biofuels Digest, July 1, 2013, http://www.biofuelsdigest.com/bdigest/2013/07/01/
largest-green-diesel-plant-completed-in-us-diamond-green-diesel-can-it-make-money/
and hydroprocessing steps have been successfully transferred
to contract manufacturer operators on three continents. The
first commercial flight using SIP took place on July 31, 2014 on
a route from Orlando, Florida, USA to Sao Paulo, Brazil. More
recently, Lufthansa flew from Frankfurt to Berlin in September
2014. Air France commenced a weekly flight from Toulouse to
Paris using SIP in October, 2014.
ALCOHOL-TO-JET - Biorefineries capable of producing alcohol
as precursors to aviation biofuel are operating around the
world. To date almost all fuel alcohol produced is ethanol
derived from the fermentation of corn starch and sugar cane.
New processes employing microorganisms can now generate
alcohols from cellulosics, municipal and agricultural waste,
and industrial gases. These processes can produce ethanol
and butanol that are the basis of alcohol-to-jet pathway:
Lux Research projects that 1,454 billion litres of cellulosic
6
biorefinery capacity will come on line by 2017 . the latter’s patented high temperature plasma gasification
Lanzatech has joined with Virgin Atlantic and HSBC to launch
an alcohol-to-jet pathway based on fermentation of steel
mill carbon monoxide. An announcement in October 2014
noted that HSBC support will allow Lanzatech to mount
demonstration production of sufficient scale to fuel a
test flight in 2015. That is a step toward ASTM
7
certification of the fuel .
5 9
environment_report_14/sb_4_2_1_green_diesel.html
6 10
Lux Research
7
Lanzatech, Virgin Atlantic Announces HSBC to Join Unique Partnership in Development of
Low Carbon Fuel, Oct., 24, 2014
8
Ethanol Producer Magazine. DuPont breaks ground at 30 MMgy cellulosic ethanol facility,
30-mmgy-cellulosic-ethanol-facility
AMONG THE LARGEST NEW CELLULOSIC ETHANOL FACILITIES ARE:
Dupont, Nevada, Iowa, USA – 113 million litres/year 8
Abengoa, Hugoton, Kansas, USA – 95 million litres/year9
Beta Renewables, Crescentino, Italy – 75 million litres/year10
Poet-DSM, Emmetsburg, Iowa, USA – 45 million litres/year.11
BUTANOL PRODUCTION IS ALSO EMERGING -
Gevo has converted a corn ethanol plant in Luverne,
Minnesota, USA to produce butanol with microorganisms.
Ultimate capacity will be 68 million litres annually.12
Butamax Advanced Biofuels is working to retrofit Highwater
Ethanol’s corn ethanol plant in Lamberton, Minnesota for
butanol production.
Cobalt has demonstrated production of over 100,000 litres of
butanol using its microorganism pathway.
FISCHER-TROPSCH – British Airways is working with Solena on
technology to convert municipal waste into synthetic gas.
The gas is converted into liquid hydrocarbons using a Fischer-
Tropsch conversion process. The facility is due for completion
in 2017 and will annually produce 120,000 tonnes of clean
burning liquid fuels including 50,000 tonnes of jet fuel.
http://www.abengoabioenergy.com/web/en/2g_hugoton_project/general_
information/
Jim Lane, World’s largest cellulosic biofuels plant opens: Beta Renewables, in pictures,
largest-cellulosic-biofuels-plant-opens-beta-renewables-in-pictures/
11
Reuters, Feb 18, 2014 http://www.reuters.com/article/2014/02/18/ethanol-poetdsm-
idUSL2N0LN1PO20140218
12
http://www.gevo.com/about/our-business/production-sites/
27
 LOCATION AND
AUTHORISATION
SITE LOCATION
Biorefineries must be located to provide economical
transportation and delivery from feedstock production areas.
Abu Dhabi’s three potential aviation biofuel feedstock sources
represent different transportation and delivery challenges.
built in Abu Dhabi. Oils can be shipped to overseas biorefineries
in initial years.
MUNICIPAL AND AGRICULTURAL WASTES – Abu Dhabi waste
streams are already collected and delivered to central points
where biorefineries could be co-located. The Abu Dhabi
The Urban Planning Council (UPC) works with a range of
government stakeholders to coordinate comprehensive
development plans across Abu Dhabi’s three municipalities.
Plans include provision of infrastructure to serve economic
development including utilities, transportation and community
facilities. An important goal is the distribution of economic

CELLULOSICS – The major challenges in transporting and
delivering cellulosics are large volume and low density. This
is illustrated by Abengoa’s Hugoton plant where an annual
production of 95 million litres requires the delivery of 1,100
1
tons of dry cellulosic matter each operating day. Such large
volumes require that cellulosic biorefineries be situated close
to feedstock sources to minimise costs and transport fuel use.
When trucking is required a rule-of-thumb is that sources be
no more than 50-80 kilometres from the biorefinery. Siting
ISEAS farms and biorefineries along the emerging Etihad Rail
network could considerably lengthen economical transport
ranges. Another option to increase the feasible delivery radius
is densification of materials. Among technologies being
developed are compaction baling, mobile units to process
cellulosics into pellets and mobile pyrolysis units that can
reduce cellulosics to bio-oils near the harvest site.
OILS – It is expected that commercial-scale ISEAS farms
producing oilseed crops will have crushers that can extract oils.
Because oils can be economically transported long distances it
is possible to begin ISEAS oil production before a biorefinery is
municipality sends waste to a transfer/sorting facility at Al
Mafraq, and then on to the landfill at Al Dhafra 70 kilometres
from the capital. Al Ain has its own sorting station and sanitary
landfill. The Western Region sends wastes to seven landfills.
SITE AUTHORISATION
Several Abu Dhabi institutions will be involved in developing
and permitting biorefineries.
The Abu Dhabi Department of Economic Development
(DED) has a lead role in overseeing the realisation of the
2030 economic vision and economic diversification goals
by orchestrating work among various agencies and private
sector players to meet those goals. The development of a
sustainable aviation fuels industry meets critical Abu Dhabi
goals across many of the sectors targeted in the vision – in
particular, goals for aviation, transport and biotechnology.
The DED has access to economic development tools that
can provide incentives for biorefinery development and can
coordinate with public and private stakeholders to further
development.
development opportunities across the three municipalities.
UPC has a role in helping map biorefinery sites that mesh with
comprehensive development plans, and ensuring that the
necessary infrastructure is provided.
The Environment Agency Abu Dhabi works with the Higher
Corporation for Specialized Economic Zones (ZonesCorp) to
issue environmental permits required for all industrial facilities
in Abu Dhabi. The goal is to minimise environmental impacts
on resources including air, water, land and biodiversity.
Construction and operating permits are required. To gain
permits a biorefinery will likely require an Environmental
Impact Assessment and Environmental Management Plan.
Municipalities of Abu Dhabi City, Al Ain and Al Gharbia issue
construction permits. These will be required for biorefinery
development.
1
http://www.abengoabioenergy.com/web/en/2g_hugoton_project/general_information/
DISTRIBUTION
The aviation biofuel mix in jet fuel supplies will
grow in a phased manner from small batches to
blending in the entire jet fuel stream.
Currently jet fuel is taken from Takreer refineries by ADNOC
Distribution, the national oil company subsidiary which runs
the domestic pipeline system. Fuel is piped from the refineries
to the company’s fuel storage terminal in Mussafah and then
on to Abu Dhabi International Airport. ADNOC Distribution also
operates the airport fuel tank and hydrant distribution system.
Daily deliveries to the airport are 5.7 million litres, providing
over two billion litres annually. The pipeline from the Ruwais
refinery to the Mussafah terminal carries multiple products. In
future, and to serve the airport’s expansion, a dedicated jet fuel
pipeline from Ruwais to Mussafah, and a new airport fuel depot,
is now under construction. The current fuel storage terminal
capacity is 47 million litres. Eighty million litres of storage will be
added by the end of 2016 when the Midfield Terminal is slated
for completion.
The organisations involved in fuel supply will require a
phased introduction of aviation biofuel to gain experience
and confidence in the supply chain. It is anticipated that the
earliest blending will take place in small batches in dedicated
tanks at distribution facilities and terminals and delivered by
truck to select airlines. ADNOC Distribution has a 20,000-litre
tank available for blending at its airport fuel terminal, but
will require modifications to receive trucked shipments of
aviation biofuel. As production grows, aviation biofuel can be
blended into the entire fuel stream. Blending facilities could be
installed at refineries, fuel distribution centres or the airport.
The co-location of biorefinery facilities at petroleum refineries
would facilitate the blending process. As the blended fuel is
certified as equivalent to conventional jet fuel, no modifications
to pipelines or the airport hydrant system will be required.
Blending biofuel into the entire fuel stream will require
acceptance by all airlines serving the airport, entailing an
education process on fuel quality and reliability.

28 29

POLICY FRAMEWORK FOR
SUPPLY CHAIN INVESTMENT
The development of a full Abu Dhabi aviation biofuel
supply chain will require significant financial investment
that in turn will require public policy support.
30
As the aviation biofuel industry is still relatively new, a
substantial cost gap will remain between petroleum fuels
and their advanced biofuel substitutes until a viable scale
of operations is reached. As with most infant industries, the
aviation biofuel industry will require public policy support to
level the playing field. Policy support will enable the industry
to reach market competitiveness by building economies of
scale and ascending the learning curve. This is the pattern
of industry development from aerospace to computers, and
is reflected in Abu Dhabi’s economic diversification efforts
through Mubadala.
Globally, governments have implemented a number of policy
tools to support biofuel industry development, and several of
these are potentially relevant for Abu Dhabi:
Fuel excise tax exemptions or reductions.
Direct payments and market premiums to fuel producers
based on amounts produced.
Reducing feedstock costs by direct payments to producers or
other forms of support.
Low-cost loans or grants for the development of fuel chain
infrastructure including biorefineries.
Research and development funding.
The recent development of advanced biofuel biorefineries UPM Biofuels plant in Strasbourg, France gained €170 million
illustrates the role of policy. from the European Commission to develop one of the world’s
4
Abengoa’s Hugoton plant represents an investment of first biorefineries producing biodiesel from solid wood.
over US$450 million. The project was financed by an equity The European Commission invested €52 million, matched
commitment from Abengoa and a US$76 million grant from with €28 million from partners, in a 2010-13 biorefinery and
1 5
the U.S. Department of Energy. bioproducts research and development effort.
Sapphire Energy has gained public grant and loan support for
a US$135 million New Mexico biorefinery to process oils from The Organisation for Economic Cooperation and Development
algae, an aviation biofuel pathway. The U.S Department of maintains an extensive “Fertiliser and biofuels support policies
Agriculture provided US$54.5 million for an 80 per cent loan database” covering Europe, Asia, North America, South
6
guarantee. The Department of Energy provided a US$50 America, Africa and Asia.
2
million grant.
AltAir’s Los Angeles aviation biofuel plant will gain a market Development of biorefineries in Abu Dhabi will require similar
premium known as a Renewable Identification Number (RIN) support. In terms of feedstock development, ISEAS pilot and
assigned to each gallon of advanced and cellulosic fuels. demonstration efforts taking place through Masdar Institute
Over the course of 2012 and 2013, advanced and cellulosic represent public research and development support. Data
RINs added value US$ 0.41 and US$ 0.85 respectively gained through these efforts as well as a techno-economic
3
per gallon. study will inform what level of public support may be needed
Solena’s plant supplying aviation biofuel to British Air will for early-stage commercialisation of ISEAS.
draw municipal waste from London. This represents public
support in the form of a low-cost feedstock.
1
Abengoa Bioenergy, Abengoa Bioenergy Hybrid of Kansas, LLC (ABHK)
2
Agriculture and Aviation: Partners in Prosperity, U.S. Department of Agriculture in conjunction with Airlines for America and the Boeing Company, January 2012, p.36
3
Argus, Argus White Paper: Argus RINs prices
4
UPM Biofuels, EU awards NER300 technology grant for UPM’s biorefinery project in France, Dec. 18, 2012
5
European Commission, Commission steps up biomass use – Nearly € 80 million for biorefinery research March 4, 2010
6
http://www.oecd.org/tad/agricultural-policies/support-policies-fertilisers-biofuels.htm
31
 BIOjet Abu Dhabi: Flight Path to Sustainability makes the following
action recommendations recognising that a broader range of
THE ROADMAP interested parties will also be engaged in this process.

ACTION PLAN
Following preliminary dialogue with a selection of UAE and
global stakeholders, this action plan proposes the next
steps towards a commercially viable domestic alternative
aviation biofuel industry.

FOR FEEDSTOCK SUPPLY DEVELOPMENT industry growth – Environment Agency Abu Dhabi, Ministry to speed up the process of certification, provide advice from Determine feasibility of replacing current Abu Dhabi inland to support development including transportation – Takreer, FOR OVERALL SUPPLY CHAIN DEVELOPMENT
of Environment and Water, Masdar Institute, aquaculture relevant experience of the certification bodies and reduce forest species with potential commercial species including Urban Planning Council, Environment Agency Abu Dhabi, Build knowledge on how the biofuel industry development
Continue to develop the knowledge needed to operate
companies costs - Masdar Institute with Sustainable Bioenergy Research environmental impacts, water requirements and techno- municipalities, Abu Dhabi Department of Transport is supported by public policy in nations and regions of the
ISEAS farms through pilot and demonstration scales, thereby
Build understanding of how ISEAS commercial scale-up can Consortium partners. economic viability – Environment Agency Abu Dhabi, Masdar Build knowledge on prospective environmental issues and world, the USA and Europe in particular, in order to develop
building business case data needed for commercial launch
contribute to 2030 economic diversification goals. Identify Determine availability of municipal and agricultural waste Institute with Sustainable Bioenergy Research Consortium authorisation requirements – Takreer, Environment Agency a comprehensive package of biofuels support policies
– Masdar Institute with Sustainable Bioenergy Research
stakeholder networks and economic development tools streams reliably available for fuel production – Environment partners Abu Dhabi, Urban Planning Council, municipalities appropriate for Abu Dhabi and the UAE – Department of
Consortium partners
Establish a seed propagation farm at the first demonstration to foster ISEAS commercial development – Department of Agency Abu Dhabi, Center for Waste Management, Masdar Economic Development, Masdar Institute with Sustainable
scale site to develop new halophyte varieties – Masdar Economic Development, Masdar Institute with Sustainable Institute FOR BIOREFINERY DEVELOPMENT FOR DISTRIBUTION DEVELOPMENT Bioenergy Research Consortium partners, Takreer
Bioenergy Research Consortium partners Build policy and management frameworks that include Continue to research prospective aviation biofuel feedstocks Build knowledge on aviation biofuel quality, testing Explore how partnerships with foreign companies can foster
Institute with Sustainable Bioenergy Research Consortium
Build understanding of potential environmental impacts and long-term waste supply commitments – Center for Waste and technologies to build familiarity and experience – requirements, and procedures and infrastructure for blending development of ISEAS commercial farms and biorefineries
partners
benefits of ISEAS commercial-scale development. Identify Management Takreer Research Centre, Masdar Institute, Etihad Airways with petroleum jet fuel – Takreer, ADNOC Distribution – Department of Economic Development, Masdar Institute
Map lands potentially available for development of
regulatory and monitoring requirements – Environment Evaluate the comparative benefits of composting, recycling, Build understanding on how biorefinery development Develop a phased plan to blend aviation biofuels into jet fuel with Sustainable Bioenergy Research Consortium partners,
commercial-scale ISEAS farms – Environment Agency
Agency Abu Dhabi, Urban Planning Council, Emirates Wildlife incineration and fuel manufacture as well as optimal can contribute to 2030 economic diversification goals. supplies from early stages to blending in the entire jet fuel Takreer
Abu Dhabi, Urban Planning Council, Masdar Institute,
Society-WWF, Masdar Institute, municipalities combinations of these processes in terms of criteria Identify economic development incentives and stakeholder stream – Takreer, ADNOC Distribution
municipalities
Engage with the Roundtable on Sustainable Biomaterials including carbon balance and air pollution reduction partnerships to foster biorefinery development – Educate airlines that serve Abu Dhabi International Airport
Develop a dialogue on how the development of ISEAS
at an early stage to assure that all relevant standards are – Environment Agency Abu Dhabi, Center for Waste Department of Economic Development, Takreer on performance and quality characteristics of aviation
farms could contribute to Abu Dhabi goals for aquaculture
considered in the ISEAS pre-commercialsation phase in order Management, Masdar Institute Map prospective biorefinery sites and infrastructure needed biofuels – Takreer, ADNOC Distribution, Etihad Airways

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 CONCLUSIONS
The BIOjet Abu Dhabi: Flight Path to Sustainability stakeholder
process has generated the following major conclusions:
Environmental sustainability is central to the growth of
aviation. Aviation players are making significant global
commitments to sustainable fuels and operations in order to
enable future growth.
Continued aviation industry growth is vital to meet the
demands of a growing nation and build the economic
diversity of Abu Dhabi and the United Arab Emirates.
Airlines require drop-in biofuel, meaning that it performs like
regular jet fuel, because it is not economically practical to
modify aircraft or fuel delivery systems. Significant progress
has been made in developing these drop-in fuels.
A viable aviation biofuel industry requires developing supply
chains that replicate and parallel the stages of the current
petroleum jet fuel chain as far as possible.
Abu Dhabi has potential sources to supply domestic
feedstocks from salt-tolerant halophyte plants that can
be irrigated with seawater, inland planted forest areas and
municipal and agricultural wastes.
Takreer, the refining arm of Abu Dhabi National Oil Company
and exclusive supplier of fuels to Abu Dhabi, will play a vital
role in biorefinery development.
The aviation biofuel mix in current jet fuel supplies can grow
in a phased manner from small batches to blending in the
entire fuel stream.
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Development of a full Abu Dhabi aviation biofuel supply
chains will require significant financial investment that in
turn will require public policy support.
With the insights and assistance of our stakeholders BIOjet
Abu Dhabi: Flight Path to Sustainability has roadmapped
the path to a viable Abu Dhabi aviation biofuel supply chain.
Abu Dhabi has the potential to generate feedstocks sufficient
to drive a substantial aviation biofuel industry. Biorefinery
technologies to process these feedstocks are emerging around
the world, and could be located in Abu Dhabi. Abu Dhabi has
made significant commitments to the growth of renewable
energy. Building on these commitments to create a full
aviation biofuel supply chain is the next logical step.
The partners and stakeholders engaged in the BIOjet
Abu Dhabi process are the leaders to carry forward
development of Abu Dhabi’s aviation biofuel industry. The
partners of BIOjet Abu Dhabi: Flight Path to Sustainability invite
continued collaborative dialogue with stakeholders to turn
the vision of a viable domestic aviation biofuel industry into a
success that bolsters Abu Dhabi’s future growth and economic
diversification.
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