By the end of 2015, British Airways plans to power all flights departing from London City Airport using a new type of biofuel. This fuel is not made from traditional crops but from organic waste—such as food scraps, garden trimmings, and other urban refuse. The process begins at the “London Green Sky†biofuel plant, currently under construction in East London. Each year, it will process around 500,000 tons of municipal waste, extracting its organic content to produce 60,000 tons of jet fuel.
This kind of second-generation biofuel technology uses non-food biomass like agricultural residues, sawdust, and even waste materials that would otherwise be discarded. Unlike first-generation plants that rely on corn or sugarcane, these facilities avoid the ethical dilemma of using food for fuel. However, the challenge lies in the volume and consistency of the feedstock. As Nathanael Greene from New York’s Department of Environmental Protection notes, collecting enough biomass to sustain a refinery is no small task.
The key innovation behind the London Green Sky project is the use of advanced catalytic technology and compact design. These features allow the plant to operate efficiently without relying on government subsidies, making it more economically viable. Proponents believe this could be a game-changer, especially with growing interest in sustainable energy solutions. Companies in Finland, Mississippi, and Alaska are already exploring similar technologies, showing that the concept is gaining traction.
One of the main challenges in biofuel production is what’s known as the “mixed wallâ€â€”the maximum percentage of ethanol that can be blended with gasoline before causing damage to engines or fuel systems. First-generation plants often struggle with this issue, leading to idle refineries in places like the U.S. To overcome this, many researchers have turned to thermochemical processes like gasification.
At the London Green Sky plant, waste is processed through a high-temperature gasifier developed by Solena Fuels. This system uses ionized plasma to heat the waste to over 3,500°C, breaking it down into syngas—a mixture of carbon monoxide and hydrogen. This syngas is then fed into a Fischer-Tropsch reactor built by Velocys, where it undergoes a chemical reaction to form long-chain hydrocarbons, which can be refined into jet fuel.
Another innovative system is the BioMax gasifier from Community Power Company, designed to be modular and adaptable. It can handle various types of biomass and generate electricity or heat, making it ideal for remote areas where energy costs are high. The company, now part of Afognak in Alaska, aims to bring this technology to regions where fuel is expensive and hard to access.
While gasification is a proven method, some researchers are exploring alternatives like pyrolysis, where biomass is heated in an oxygen-free environment to produce liquid fuels. Although still less mature than gasification, pyrolysis has potential for improvement. Companies like UOP and Ensyn are testing commercial applications, aiming to convert wood waste into valuable fuel products.
Despite the promise, economic viability remains a concern. However, partners like British Airways, Velocys, and Solena remain optimistic. They see the project as a step toward meeting carbon reduction targets while securing a stable supply of jet fuel. As Neville Hargreaves from Velocys puts it, the future of liquid fuel may still be strong, especially in aviation, where batteries cannot yet match the energy density of traditional fuels.
Changzhou Yingda New Material Co., Ltd , https://www.yingdaspc.com