Algae Jet Fuel Affirmative

Algae Jet Fuel Aff
DDI 2008 <SS>

Bailey
Algae Jet Fuel Aff

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Inherency- Air Force Dependent on Petroleum................................................................................................15
Inherency- Air Force Dependent on Petroleum................................................................................................16
Inherency- No Market for Synthetics.................................................................................................................17
Air Power Adv.- Fuel Costs Hurt to Pilot Training...........................................................................................18
Air Power Adv.- Fuel Costs Kill Equipment......................................................................................................21
Air Power Adv.- Oil Dependency Hurts Air Readiness....................................................................................22
Air Power Adv.- Oil Dependency Hurts Readiness...........................................................................................23
Air Power Adv.- Key to Deterrence....................................................................................................................24
Air Power Adv.- Terrorism..................................................................................................................................25
Air Power Adv.- Hegemony.................................................................................................................................26
Air Power Adv.- Korea........................................................................................................................................27
Airlines Adv.- Airlines Crashing Now................................................................................................................28
Airlines Adv.- Biofuels Solution..........................................................................................................................29
Airlines Adv.- Biofuels Solve...............................................................................................................................30
Airlines Adv.- Airlines Key to Econ....................................................................................................................31
CO2 Emissions Add-On 2AC/Coal CP DA........................................................................................................32
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CO2 Emissions Add-On 2AC..............................................................................................................................33

CO2 Emissions Add-On 2AC..............................................................................................................................34
CO2 Emissions Add-On: Aircraft Emit Dangerous Form of CO2..................................................................35
Jatropha Add-On 2AC........................................................................................................................................36
Jatropha Add-On 2AC........................................................................................................................................37
Fertilizer Add-On 2AC........................................................................................................................................38
Fertilizer Add-On 2AC........................................................................................................................................39
Solvency- Plan Attracts Synthetic Fuel Developers .........................................................................................40
Solvency- Plan Attracts Synthetic Fuel Developers..........................................................................................41
Solvency- Synthetic Algae/Biofuel Blends Solve................................................................................................44
AT: FT Coal-to-Liquid Counterplan .................................................................................................................51
AT: FT Coal-to-Liquid Counterplan..................................................................................................................52
AT: FT Coal-to-Liquid Counterplan..................................................................................................................53
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Contention One Inherency
The Air Force is dependent on pure petroleum based jet fuel- it’s looking at alternatives, but there
haven’t been perfect solutions
Air Force News Today, 4-25-08, Global Security.org,
http://www.globalsecurity.org/military/library/news/2008/04/mil-080425-afpn05.htm
Secretary of the Air Force Michael W. Wynne championed Air Force alternative energy initiatives at the Third Aviation and
Environment conference on Apr. 22. Speaking on a panel on carbon emissions with senior leaders in the aviation industry, Secretary Wynne
described the problems faced by the Air Force in regard to aviation fuel. "Today the petroleum market is
controlled by a small handful of producers. This leads to higher costs and less price stability," he said. Part of
the Air Force's response, he said, has been to diversify its supplier base for energy needs. This includes seeking
out alternative sources of aviation fuel and encouraging new suppliers to enter the market. "Our goal is not to
become a producer of synthetic fuels. It is to provide a stable market for fuel that will entice industry to develop
the means to produce it for us," Secretary Wynne said. He highlighted that the B-52 Stratofortress long-range bomber was certified to fly
on a synthetic fuel blend as of August 2007. He also noted that certification to fly the B-1 Lancer and C-17 Globemaster III on synthetic fuel blends
is currently underway. The Air Force has not yet found a single perfect solution. "The search for new fuel sources
must be treated holistically," he said. "We must find the right mix of fuels that provides us with greater energy
independence and meets our need to lower our carbon footprint."
Algae biofuel investment has been limited- companies as a result have been hoarding tech
Hodge 08
Nick Hodge, “The Only Biofuel that Can Take on Oil”, Green Chip Stocks, Angel Publishing LLC, 7/1/08,
http://www.greenchipstocks.com/articles/investing-algae-biofuel/253
There have been limited investment opportunities so far in the algae biofuel arena despite all its promise and
potential. So far, it's been sort of a throw it at the wall and see what sticks kind of strategy.
This is so because of the fair amount of companies pursuing the technology, each keeping their methods and
processes under lock and key.
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Contention Two Air Power
The USAF is the largest consumer of energy in the DOD- oil prices are pushing the budget to the limit
and are forcing cutbacks that threaten Air Power, even during peacetime.
Schanz 07
Marc V. Schanz, Associate Editor, Air Force Magazine Online, June 2007, https://www.airforcememorial.org/magazine/June2007/0607fuel.ASP
The Air Force is the largest single consumer of energy in the Department of Defense. That would still be the
case even if the United States were not engaged in a Global War on Terrorism, but it is, and the demands of that
worldwide conflict have pushed fuel use to new heights. Last year, the Air Force’s total energy bill came to $6.7 billion, the bulk
of it related to air operations. When USAF’s budgets began to sag under the weight of rising oil prices , worried Air Force leaders
began closely examining the service’s energy costs and planning for reforms. The fuel problem became undeniable nearly two
years ago. USAF already was burning lots and lots of fuel as a result of the war. Then, in September 2005, USAF
deployed many aircraft to the Gulf Coast to assist in evacuation, search and rescue, recovery, and other operations in the wake
of Hurricane Katrina. The effort was enormous and costly. It also highlighted the vulnerability of the nation’s domestic
energy supply, according to Michael A. Aimone, Air Force assistant deputy chief of staff for logistics, installations, and mission support. The
Department of Defense, as the government’s largest fuel user, accounts for 93 percent of overall federal energy costs. Yet even with such a huge fuel
bill, the Pentagon accounts for about two percent of the nation’s entire energy use. In the fight to control costs, the Air Force has
moved heavily into renewable energy usage. The Air Force led the federal government in the amount of renewable energy purchased
last year and the year before. In fact, USAF is the fourth largest purchaser of renewable energy in the nation. Aimone noted that one of the largest
photovoltaic farms in the world is being built at Nellis AFB, Nev. This sun-powered system will generate up to 18 megawatts of power. Luke AFB,
Ariz., March ARB, Calif., and several smaller installations also have buildings with photovoltaic systems. All recognize, however, that the
Air Force has to do something to cut back on its use of petroleum. “Reducing DOD Fossil-Fuel Dependence,” a September
2006 report prepared for the Office of the Secretary of Defense, says that energy costs comprise about three percent of the military’s annual spending.
That, however, is the average for all DOD activities: The share for mobility and combat aircraft is significantly higher. Even in peacetime, the Air
Force’s mobility fleet is flying every day, moving people and supplies across the globe, racking up 42 percent of
the service’s energy costs. Officials at Air Mobility Command, Scott AFB, Ill., report that the mobility fleet used about $1.3 billion worth of
jet fuel in Fiscal 2005 and $1.8 billion for 2006. Expenditures in the first quarter of Fiscal 2007—$530 million—put AMC on pace to surpass the $2
billion mark. Just behind AMC’s use is that of Air Combat Command, the service’s main operator of combat aircraft. ACC’s fighter fleet each year
accounts for about 22 percent of the Air Force’s energy bill. ACC’s long-range bomber operations account for another six percent of the total. Indeed,
a whopping 80 percent of the Air Force’s fuel costs are attributable to aviation operations—training, exercises,
and deployments. Traditionally, this area has been off-limits to budget cutters. Aimone said, “For most of my 37-year
career in the Air Force, when we approached the subject of energy conservation, it was around facilities operations and vehicle operations.” In short,
no one wanted to touch flying. First Lt. Katherine R. Kebisek, a public affairs officer at AMC, noted that fluctuations in fuel prices
make it difficult to reliably predict costs. Each day, she said, AMC missions consume about 2.5 million gallons of JP-8. Planning for
With oil prices lingering at high levels,
surge contingencies such as a Katrina-like situation must be done above the command level.
though, the Air Force has slowly begun moving to manage operational consumption, too. Usage of JP-8 fuel,
particularly in training operations, is under scrutiny.
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Fuel costs are forcing drastic reductions in flight training, directly crashing air readiness. Alternative
training like simulators fails to have the same effect- only in-flight training works
Schanz 07
Marc V. Schanz, Associate Editor, Air Force Magazine Online, June 2007, https://www.airforcememorial.org/magazine/June2007/0607fuel.ASP
In September 2005, the Air Force was paying around $1.74 per gallon for JP-8, said Sheila Flemings, an ACC
flying hour cost program analyst. The total amount of fuel consumed by ACC in Fiscal 2005 was some 501
million gallons, Flemings said, coming out at over $747 million in JP-8 aviation fuel costs. Since then, fuel
costs have risen by roughly one-third, even as the overall budgets have grown tighter. The result is reduced
funding for flying hours to train aircrews. Flying commands have set minimum requirements for aircrew
training, according to John Cilento, an ACC flying hour program analyst. “It is an issue,” said Gen. Ronald E.
Keys, ACC commander. “It’s always an issue.” Col. Eric Best, chief of ACC flight operations, told Norfolk’s
Virginian-Pilot that pilots are encouraged to land when a training mission is completed, even if it ends early,
rather than continue flying until allotted time expires. In addition, said Best, operators are being encouraged to
make more frequent use of simulators, though everyone realizes the systems can replicate only part of the flight
experience. Indeed, the Air Force Flying Hour Program budget is slated to be reduced by around 10 percent
each year from Fiscal 2008 until 2013. One big reason is high fuel cost. The result, ACC officials say, is less
training and lower combat readiness.
Oil price fluctuations are especially dangerous for the USAF- a drastic change forces trade offs in
established budgets for force modernization, and Pentagon forecasts are wildly inaccurate
Spinetta 06
Lawerence Spinetta, “Fuel hedging: lessons from the airlines”, Air Force Journal of Logistics, Fall 2006,
http://findarticles.com/p/articles/mi_m0IBO/is_3_30/ai_n27099563
The Air Force is not concerned with profitability, but it is concerned with managing shocks to its budget from
price volatility. Fluctuations in the price of oil adversely affect the Air Force's ability to ensure the necessary
funds are available to finance force modernization and fund operations. The timeline of the federal government
budget cycle requires the Office of the Under Secretary of Defense (the Comptroller) to estimate and establish a
stabilized price for fuel and other fuel-related commodities 18 months in advance of budget execution. Figure 1
diagrams the Defense Department's budget process as related to fuel. Not surprisingly, prices set by the
Comptroller often prove wildly inaccurate. For example, last year the Pentagon's forecast was so inaccurate that
it had to set a revised oil price that was 50 percent higher than the original price. (16) The problem is that the
Services' budgets use inaccurate forecasts and make budgeting decisions based on prices that are not
representative of actual costs (see Figure 2).
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Further, the total dependency of the Air Force on foreign petroleum creates a dangerous vulnerability
that threatens air power projection
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Danigole 07
Mark S. Danigole, Lieutenant Colonel of the USAF, “Biofuels: An Alternative to U.S. Air Force Petroleum Fuel
Dependency”, Air University, 12/07, http://stinet.dtic.mil/cgi-
bin/GetTRDoc?AD=ADA474843&Location=U2&doc=GetTRDoc.pdf
The Air Force mission is truly powered by petroleum. The Air Force mission is, “to deliver sovereign options
for the defense of the United States of America and its global interests...to fly and fight in air, space, and
cyberspace.”13 In order for the Air Force to provide global power projection in the form of global strike and
rapid global mobility capabilities, the Air Force relies on unrestricted access to worldwide oil supplies.14 In
order to provide “sovereign options” in defense of U.S. interests, the USAF must insure uninterrupted access to
global petroleum reserves. To understand the vulnerability posed by U.S. reliance on foreign- procured
petroleum, one must first understand who possesses petroleum reserves, how long these reserves will last based
given anticipated worldwide consumption rates, and must understand that those nations who control large
energy reserves have a tremendous ability to leverage these reserves and affect U.S. economic security. The
United States is the top petroleum consumer in the world. The U.S. consumes 24 percent of all oil produced
worldwide and imports over 10 million BPD in order to keep up with current demand.15 With 53 percent of
daily oil needs imported, the U.S. economy is dependent on other nations to meet daily needs. Table 1
summarizes the top suppliers of U.S. crude oil. Of note, OPEC member nations fill 25 percent of U.S. oil
demand.16 An examination of where crude oil reserves reside indicates that U.S. dependency on foreign oil
imports will continue and will in fact grow as U.S. demand increases. Although the U.S. is the third largest oil
producer, it is estimated that if the U.S. had to depend solely on its own 21.4 billion barrels of proven reserves,
the U.S. would exhaust indigenous reserves in 4 to 5 years.17 Figure 2 shows who controls the 1.278 trillion
barrels of proven oil reserves. U.S. petroleum dependency is an economic Achilles’ heel, as well as the
cornerstone of U.S. military force projection. The fact is the U.S. does not have enough indigenous petroleum
reserves to keep up with U.S. demand and must rely on a stable flow of imported oil in order to
keep pace with growing U.S. requirements.
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Strong air power is uniquely key to U.S. air deterrence capability- airplanes move quickly and have
supreme power over other forces
Kak 01
Kapil Kak, Former Deputy Director of IDSA, “A Century of Air Power: Lessons and Pointers”, Strategic
Analysis: A Monthly Journal of the IDSA, 03/01. Ciao-Net
While joint combat power can provide deterrence through denial, in the punishment quotient there are major
variations. In the 'denial' mode, land power is overwhelmingly superior, but it has very limited capacity to deter
through punishment except by destruction of the adversary's land forces which is a risky proposition in a
situation of nuclear overhang. Disengagement and escalation control is also beset with problems. On the other
hand, naval power can provide substantive capabilities for deterrence both for denial and punishment but its
capabilities are confined to the maritime environment that may be precluded by a conflict on our
Northern/Eastern land borders. In contrast, combat air power inherently possesses attributes, which invest it
with capabilities for deterrence through denial as also punishment. Aircraft can fly across national boundaries
and geographical barriers to hit targets deep inside enemy territory. Highly calibrated escalation as well as
disengagement control is feasible with air power and in a limited war this is a great asset to a defence planner.
But this potent option for war prevention does not come cheap just as there is a distinct global trend towards
prioritisation for air and naval power. China is the foremost example. The necessity, therefore, to arrest the
decade-long trend of vastly reduced funding for modernisation of combat power thus becomes pressing. High
technology weapon system assets, airborne warning and control systems (AWACS), in-flight refuellers,
advanced sensor technologies (space and airborne platform based) for reconnaissance, surveillance and target
acquisition (RSTA), C4I2 systems, precision guided munitions (PGMs) and long range strike capabilities would
need to be inducted by us without further delay. This capability-enhancement would improve effectiveness of
India's air power and enable it to serve as the primary instrument for conventional deterrence as well as for
finely calibrated punitive strikes. This is particularly important because coercive and deterrent diplomacy are
likely to assume greater importance in the coming decades. Command of the air or air superiority, the raison
d'être of the counter air campaign has often not only generated inter- service controversy but as a key doctrinal
component remained little appreciated. The overall strategy is to seize the initiative, carry the war into enemy
territory, neutralise air power, and establish control of the air to provide freedom of action for our surface
forces. Such an air offensive is aimed not only to further land, maritime and other operations, but also for the
very successful pursuit of overall war aims and defence strategy.
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Air deterrence is critical to prevent WMD conflicts in the Middle East and hotspots in Asia- it’s speed and
diversity are key
Khalilzad and Lesser 98
[Zalmay and Ian, Senior Researchers at RAND, “Sources of Conflict in the 21st Century”,
http://www.rand.org/pubs/monograph_reports/MR897/MR897.chap3.pdf}
The first key implication derived from the analysis of trends in Asia suggests that American air and space power
will continue to remain critical for conventional and unconventional deterrence in Asia. This argument is
justified by the fact that several sub regions of the continent still harbor the potential for full-scale conventional
war. This potential is most conspicuous on the Korean peninsula and, to a lesser degree, in South Asia, the
Persian Gulf, and the South China Sea. In some of these areas, such as Korea and the Persian Gulf, the United
States has clear treaty obligations and, therefore, has preplanned the use of air power should contingencies arise.
U.S. Air Force assets could also be called upon for operations in some of these other areas. In almost all these
cases, U.S. air power would be at the forefront of an American politico-military response because (a) of the vast
distances on the Asian continent; (b) the diverse range of operational platforms available to the U.S. Air Force, a
capability unmatched by any other country or service; (c) the possible unavailability of naval assets in close
proximity, particularly in the context of surprise contingencies; and (d) the heavy payload that can be carried by
U.S. Air Force platforms. These platforms can exploit speed, reach, and high operating tempos to sustain
continual operations until the political objectives are secured. The entire range of warfighting capability—
fighters, bombers, electronic warfare (EW), suppression of enemy air defense (SEAD), combat support
platforms such as AWACS and J-STARS, and tankers—are relevant in the Asia-Pacific region, because many of
the regional contingencies will involve armed operations against large, fairly modern, conventional forces, most
of which are built around large land armies, as is the case in Korea, China-Taiwan, India-Pakistan, and the
Persian Gulf. In addition to conventional combat, the demands of unconventional deterrence will increasingly
confront the U.S. Air Force in Asia. The Korean peninsula, China, and the Indian subcontinent are already
arenas of WMD proliferation. While emergent nuclear capabilities continue to receive the most public
attention, chemical and biological warfare threats will progressively become future problems. The delivery
systems in the region are increasing in range and diversity. China already targets the continental United States
with ballistic missiles. North Korea can threaten northeast Asia with existing Scud-class theater ballistic
missiles. India will acquire the capability to produce ICBM-class delivery vehicles, and both China and India
will acquire long-range cruise missiles during the time frames examined in this report. The second key
implication derived from the analysis of trends in Asia suggests that air and space power will function as a vital
rapid reaction force in a breaking crisis. Current guidance tasks the Air Force to prepare for two major regional
conflicts that could break out in the Persian Gulf and on the Korean peninsula. In other areas of Asia, however,
such as the Indian subcontinent, the South China Sea, Southeast Asia, and Myanmar, the United States has no
treaty obligations requiring it to commit the use of its military forces. But as past experience has shown,
American policymakers have regularly displayed the disconcerting habit of discovering strategic interests in
parts of the world previously neglected after conflicts have already broken out.
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And, Asia and the Middle East are the areas of maximum probability for escalating nuclear war
Dibb 01
Paul, Professor at Australian National University, “Strategic Trends: Asia at a Crossroads, Naval War College,
Winter 01, http://findarticles.com/p/articles/mi_m0JIW/is_1_54/ai_75762211
The areas of maximum danger and instability in the world today are in Asia, followed by the Middle East and
parts of the former Soviet Union. The strategic situation in Asia is more uncertain and potentially threatening
than anywhere in Europe. Unlike in Europe, it is possible to envisage war in Asia involving the major powers:
remnants of Cold War ideological confrontation still exist across the Taiwan Straits and on the Korean
Peninsula; India and Pakistan have nuclear weapons and ballistic missiles, and these two countries are more
confrontational than at any time since the early 1970s; in Southeast Asia, Indonesia--which is the world's fourth-
largest country--faces a highly uncertain future that could lead to its breakup. The Asia-Pacific region spends
more on defense (about $150 billion a year) than any other part of the world except the United States and Nato
Europe. China and Japan are amongst the top four or five global military spenders. Asia also has more nuclear
powers than any other region of the world. Asia's security is at a crossroads: the region could go in the direction
of peace and cooperation, or it could slide into confrontation and military conflict. There are positive
tendencies, including the resurgence of economic growth and the spread of democracy, which would encourage
an optimistic view. But there are a number of negative tendencies that must be of serious concern. There are
deep-seated historical, territorial, ideological, and religious differences in Asia. Also, the region has no history
of successful multilateral security cooperation or arms control. Such multilateral institutions as the Association
of Southeast Asian Nations and the ASEAN Regional Forum have shown themselves to be ineffective when
confronted with major crises.
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Contention Three Airlines
High jet fuel prices are forcing airlines to cut routes and raise fares- they’re on the brink of total collapse
Gates 08
Dominic Gates, Seattle Times Aerospace Reporter, “At Farnborough Air Show, gloom amid the glamour”,
Seattle Times Online, 7/13/08,
http://seattletimes.nwsource.com/html/businesstechnology/2008048649_farnborough13.html
But the glamour of the big show won't dispel a sense of crisis in the aviation industry worldwide. We won't see
the blockbuster tally of orders of previous air shows. The skyrocketing cost of oil has the entire industry's
attention. The price of jet fuel has precisely doubled in a year, obliterating all hope of profits at most air carriers.
Airlines are desperately cutting routes, raising fares, parking older planes in the desert and deferring new
airplanes on order. A few smaller airlines have gone out of business, but aviation analysts warn that many
more are on the brink. "Right now, we are ready to crash," said Adam Pilarski, aviation-business guru with
consulting firm Avitas. Yet another challenge to profitability will be in the spotlight: The increasing pressure on
airlines, especially from Europe, to drastically cut carbon emissions.
As fuel costs rise, synthetic fuels will become the solution to airline fuel costs, making the industry
profitable again, though development needs to take place
Marsh 08
Sarah Marsh, “Airline crisis boosts biofuel drive”, USA Today Online, 7/17/08,
http://www.usatoday.com/travel/flights/2008-07-17-airlines-biofuel_N.htm?csp=34
FARNBOROUGH, England — Algae and nuts are among the alternative sources of fuel being considered by an
increasingly skittish aviation industry as an alternative to petroleum, whose price rises threaten airlines with
bankruptcy. With oil prices possibly poised to break through the $150 a barrel barrier, biofuels based on sources
of energy like these no longer seem far-fetched — but they will take years to develop and no-one will be flying
in a farm-fueled jet any time soon. Discussion about potential alternatives to help airlines cope with high fuel
prices and meet environmental requirements buzzed round the chalets at the Farnborough air show this week, as
aerospace firms vied to show off their green credentials. Environmentalists, however, said it was empty talk.
"At $70 a barrel, people were saying 'it is never going to happen'. At $150 a barrel, it starts to look interesting,"
said Ric Parker, Rolls-Royce's research and technology head. The British engine maker said this week it was
starting a scientific test program with British Airways to investigate alternative aviation fuels. "There is some
realization that the industry needs to be proactive and if they aren't then we'll be forced by governments to be
proactive," said Paul Adams, senior vice president of engineering at U.S. rival Pratt & Whitney. European
Union lawmakers recently approved a deal to include aviation, which they say generates 3% of carbon dioxide
emissions, from 2012 in the EU's Emission Trading Scheme. The airline industry has criticized the move as a
costly burden. "(For) the people who figure out how to make (alternative fuels) work, it will be a very profitable
thing for them in the long term," Adams said.
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Airlines are critical to the health of the U.S. economy

Mitchell and Cordle 08
[Kevin Mitchell and Vaughn Cordle, “Oil Prices and the Looming Aviation Industry Catastrophe: A Hole In The
Transport Grid”, Businesa Travel Coalition and Airline Forecasts, LLC. 7/13/08
http://businesstravelcoalition.com/campaigns/consolidation/airline_crisis_report.pdf
With airlines gravely threatened, so is our economic well-being in the United States. Airlines are the primary
source for inter-city transportation and are critical to national and local economic development, the flow of
human capital, the movement of just-in-time parts for manufacturing and the transport of perishable food and
other goods our economy depends upon.
Collapse of the U.S. economy causes extinction

Witzche 02
[Rolf A. F. Witzsche Economic and Political Researcher and Analyst “Why is the World-Financial and Economic System Crashing? Jan 2002 http://www.rolf-
witzsche.com/peace/crash/index.html] MP
The currently outstanding debts have become literally unpayable. An economy that has been so severely depleted of its economic strength that it is collapsing at an ever
greater rate, that can't even sustain itself, will never produce the surplus wealth required to satisfy the debt claims. Even huge corporations that once were deemed as
solid as the rock of Gibraltar are collapsing under unplayable debt loads in times of a general economic collapse . And the debt load is huge. Evidently, a
shift in thinking needs to be achieved, and will be achieved at some point, inevitably. It will be recognized that instead of stealing from one another, society must
recommit itself to the general welfare principle. Instead of tearing one another down with deprivations, society must go back to the proven principle of supporting one
another by creating the infrastructures and industries on which its welfare depends, if not its physical existence. For this rescue operation, a global financial
reorganization is required that puts the presently bankrupt system through an orderly shutdown process to protect what is still functioning, to protect employment,
pensions, food and energy production and other essential elements, before the system disintegrates completely. By the same process society must create a new system
that protects its welfare from the predatory processes that are presently destroying its economic existence. The requisite policy proposals have been put on the table a
long time ago, and they will be enacted inevitably since society does wish to survive. The question is how deep a collapse society is willing to tolerate before it acts to
rescue itself? Another question is: At what stage will we reach the point of no return? The possibly must not be ignored that a
New Dark Age collapse
unfolds, if society doesn't act, in which a large portion of humanity dies as in previous times in history. If
society does decide to act, to rescue itself, a huge task awaits it to rebuild its economies. At the present moment it will take
app. 25 years of in intensive effort to build itself out of the depression that has already begun, and to get back to the level of prosperity that existed in the mid sixties
before the collapse process began. This rebuilding task is so huge that it must be pursued as a global effort in which the best capabilities and resources, and the greatest
development needs are brought together. The requisite policy proposals have also been put on the table a long time ago, and they too will be enacted inevitably since
society does wish to survive. The
bottom line is, that we face the potentially brightest future we ever imagined with
virtually infinite resources at our hands, or a new dark age that no person living today will see the end of it. We
are at the cross roads at this stage. At this critical junctures we face the potential also for huge wars as the
masters of the present system aim to draw attention away from the impending systemic collapse, as if this
would solve anything. Nevertheless, the potential for these huge wars is very real, and so is the potential for
these wars to become nuclear wars. The irony is, that the USA is insanely pushing for a world engulfing war
that it lacks the economic resources to win (estimated at a cost of two to 3 billion dollars a day) in times of the
country's worst economic crisis. The U.S. military has the residual resources to start such a war and to cause
huge damage, and set the world on fire with it, after which anarchy will likely reign by which global economic
development becomes an unfullfillable dream for a long time to come.
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Plan
The United States federal government should offer incentives to fuel developers to develop algal biofuel
compatible with current aircraft and provide synthetic jet fuel consisting of a blend of traditional jet fuel
and algal biofuel to the United States Air Force. We’ll clarify.
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Contention Four Solvency
Government investment and contracts to synthetic fuel get the market off the ground fast enough for
military standards
MacPherson 07
James MacPherson, Associated Press Writer, “Air Force likes synthetic fuel from coal - but can it be made?”,
The Bismarck Tribune, http://www.bismarcktribune.com/articles/2007/10/07/news/state/140507.txt
The Air Force wants to power half its in-country flights with a synthetic fuel made from domestic coal by 2016. It has yet to
figure out how to get that fuel . No commercial plants exist in this country to make it - and industry officials say the
government has not offered enough incentives to build a plant. The idea also faces environmental questions.
"The bottom line is if the government doesn't choose to support the creation of this industry financially,
then the government won't have enough domestically produced fuel in the time frame they've set," said John
Ward, a vice president with Headwaters Energy Services, a division of Headwaters Inc., of South Jordan, Utah, which has been considering a North Dakota plant to
convert coal to jet fuel. "The industry will still develop, but not fast enough for the military to meet its goals," Ward said. The
Fischer-Tropsch fuel eyed by the Air Force is named after the two German scientists who developed the process in 1923 of converting natural gas or coal into liquid
fuel. Germany used the process to convert coal to fuel during World War II. Coal-to-fuel plants exist in Malaysia and some are being built in the Middle East.
Air Force officials said they were impressed with recent tests of
Apartheid-era South Africa, faced with embargoes, also built them.
the synthetic fuel when it was blended with an equal amount of traditional jet fuel. The fuel blend was tested over the past year
in a B-52 bomber at Edwards Air Force Base in the Mojave Desert in warm weather, and at North Dakota's Minot Air Force Base in colder weather.
And, government incentives for the development of algal biofuel will spur its viability and private
investment will follow
Carlsen 06
Clifford Carlsen, CNET News Writer, “Want alternative energy? Try pond scum”, 12/27/06. Published at Grease Works,
http://www.greaseworks.org/modules.php?op=modload&name=News&file=article&sid=308&mode=thread&order=0&thold=0 Originally Published at CNET News,
Originally Published at CNET News http://news.cnet.com/Want-alternative-energy-Try-pond-scum/2100-11386_3-6145197.html
Briggs estimates that the U.S. would require roughly 141 billion gallons of biodiesel to replace the 60 billion gallons of petroleum diesel and 120 billion gallons of
gasoline now used in U.S. vehicles. The savings from not having to shift vehicles and fueling infrastructure to an entirely
new type of fuel would easily favor biodiesel, which can comprise 20 percent of a mixture with petroleum
diesel with no modifications to current diesel-powered vehicles whatsoever, and 100 percent with minor modifications, he says.
Briggs also says that diesel engines are well suited for hybrid vehicles operating on both liquid fuel and electricity. Briggs spent much of the past five
years trying to obtain funding to design bioreactors to grow algae with either electrical power plant waste gas or animal waste. But
while investors recognize the compelling science behind such technology, he says, they believe it remains several
years away from commercial viability. As a result, Briggs has since turned his attention to landing research
grants to advance the technology and to improving algae-based processing and refining. Still, he is confident
that a combination of rising oil costs and government environmental and energy incentives will improve the viability
of algae as a fuel source, noting that corn and soybean production depends largely on such federal subsidies. "With incentives, it doesn't
need to be as profitable as other sources to begin with--we have to set the bar lower," Briggs says. "The capital costs
are much higher than some other things, but the ongoing processing costs could be much lower when you don't
have to drive a tractor over a field, or water a crop or rotate crops."
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1AC
The best ingredient to blend with JP-8 is biofuel- even though initial synthetic tests were conducted with
coal-to-liquid, biofuel is able to provide the same results and energy output, while being the most
environmentally friendly and is compatible with current air tech
James Wallace, Reporter, “Aerospace Notebook: Boeing sees a future with biofuel”, Seattle Post-Intelligencer,
8/28/07, http://seattlepi.nwsource.com/business/329382_air29.html
Last year, the Air Force began testing a 50-50 blend of synthetic fuel and conventional JP8 jet fuel on a B-52.
The tests went so well that the Air Force intends to certify its entire airplane fleet to run on a synthetic-fuel
blend by 2011. But that synthetic fuel was produced from natural gas using what's known as the Fischer-
Tropsch process, which was invented by German scientists during World War II because of a fuel shortage. The
process was later modernized in South Africa during the embargo, when fuel was in short supply. Turning coal
or natural gas into a synthetic fuel for jetliners, however, will not address the issue of global warming. Finding a
suitable biofuel could. The answer likely will be a blend of biofuel with more conventional fuel. "What we
are aiming for is a fuel blend that will be so close to a conventional fuel that to the operator (of the airplane), it
will make no difference," Glover said. "It means that if you go to the pump and get a biofuel blend one day and
the next day you get a more traditional petroleum-blend from another pump, you don't know the difference in
terms of how the plane flies or engine maintenance," Glover said. The industry term for this is a "drop in"
replacement fuel. "It's the key to why we are so enamored with this (biofuel)," Glover said. "It can be used on
all planes that are in service today. It does not require modified engines, or new airplane designs. As soon as the
fuel is available and commercialized, the uptick can be right away."
Finally, using algae as the biofuel ensures a dependable, clean, and long-term solution to fuel dependency
and provides security to fuel production
Danigole 07
Algae jet fuel production offers advantages not presented by F-T jet fuel. First, algae oil production can take
place anywhere onshore or offshore and only requires sunlight, water and a carbon dioxide supply. Therefore,
production can be dispersed and located so as to increase security of fuel production facilities as well as
minimize product transportation requirements. Second, algae oil refinement takes advantage of existing
refinery capacity and does not require the construction of multi-billion dollar F-T facilities in order to produce
jet fuel. Therefore, costs associated with expanding production will be less than the F-T option. Finally, algae
produced fuel is an environmental zero-sum venture. Since the algae take carbon dioxide already present in the
atmosphere to produce its oil, it does not add additional carbon dioxide when burned. It only releases what was
already present. Algae-produced jet fuel should be the long-term objective of the USAF alternative fuels
program. In order to succeed, the USAF must continue to partner with NREL and industry to develop algae-
based jet fuel production requirements. By fostering this partnership, the USAF can reduce its dependency on
foreign procured oil, and do so with a renewable, environmentally friendly jet fuel alternative.
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Inherency- Air Force Dependent on Petroleum

The Air Force is paying a substantial amount for its jet fuel- increasing tours and combat requirements
will only exacerbate the problem
Russell Wicke, Technical Sergeant of Air Combat Command Public Affairs, “Rising fuel costs tighten Air Force
belt”, Air Force Link, 9/8/06, http://www.af.mil/news/story.asp?id=123026679
The growing cost of crude oil combined with increasing fuel demands of the war on terrorism are forcing Air
Combat Command officials to brace for a budget crisis while looking for future fuel alternatives. The Air Force
paid approximately $4.2 billion for petroleum in fiscal 2005 -- almost $1.4 billion more than fiscal 2004,
according to the 28th edition of the Defense Energy Support Center Fact Book. The price of fuel has gone up
even more since 2005. BP was the Defense Department's No. 1 fuel provider that year based upon the lowest
price, said Robert Wine, a BP spokesman. Mr. Wine attributed the rising cost of fuel to worldwide supply and
demand, uncertainty in the petroleum market, and political tension. Only 12 months ago the Air Force was
paying approximately $1.74 per gallon for JP-8 (aviation fuel), said Sheila Flemings, ACC flying-hour cost
program analyst. Today's price reflects a 31 percent increase to $2.53 per gallon. The budget crisis of fiscal
2005 unfolded when the Air Force was paying the cheaper $1.74 per gallon. ACC faced a shortfall then of $825
million in must-pay funds. That very year, Ms. Flemings said ACC consumed more than 501 million gallons of
fuel alone. That comes out to more than $747 million spent on JP-8. Now, with a 31-percent increase in fuel
cost since that time and a budget that continues to shrink, the Air Force and ACC are required to make
significant changes just to operate.
The Air Force is spending a lot of money on jet fuel, even with efficiency standards and fund savings
plans
Gayle S. Putrich and Vago Muradian, “Rising Oil Prices Change USAF Ops”, Defense News, 7/14/08,
http://www.defensenews.com/story.php?i=3629654&c=FEA&s=CVS
When the U.S. Air Force leadership met last month, the top agenda item was how to reduce the service's energy
consumption, an effort that will change how the world's leading consumer of fossil fuels flies, trains and even
fights. The service spent $7.1 billion on energy in 2006, with $5.8 billion, or 82 percent, going to aviation fuel.
With the price of a gallon of jet fuel well above $4, each 1 percent increase in fuel prices costs the service about
$23 million a year. Newer aircraft would be more fuel-efficient, but today's Air Force is running its planes for
much longer than anticipated. "Guys, we're on an oil platform that's on fire in the middle of a hurricane," one
four-star general told his counterparts at the conference table at Scott Air Force Base, Ill. So the Air Force must
change, spend less time flying, and do its job smarter. "At the end of the day, we're about getting the mission
done," Gen. T. Michael "Buzz" Moseley, then-Air Force chief of staff, said during the conference. "But jet fuel
is $162 a barrel and going up, so we've got to be smarter about how we do it."
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Inherency- Air Force Dependent on Petroleum

The Air Force’s current fuel supplies from petroleum are costing it billions of dollars, weakening it’s
overall health
Andrea Shalal-Esa, Reporter for Reuters, “Every $10 oil rise ups Air Force costs $610 million”, Reuters,
5/22/08, http://www.reuters.com/article/newsOne/idUSN2252728920080523?sp=true
The U.S. Air Force operates the "world's largest airline" and every $10-per-barrel increase in crude oil boosts its
annual operating costs by $610 million, Air Force Secretary Michael Wynne said on Thursday. The Air Force's
bill for aviation fuel was about $6 billion in fiscal 2007, Wynne told a defense industry group. He declined to
predict what the total would be for 2008. U.S. crude oil futures soared to a record above $135 a barrel on
Wednesday, more than double the price of one year ago. "We are very concerned about the instability in oil
prices because it wreaks havoc on how we manage our flying-hour program across the Air Force, just as it is
wreaking havoc on the pricing statistics for an airline," Wynne said. The jump in fuel prices has hammered the
U.S. commercial airline industry, forcing seven small carriers to file for bankruptcy or to close their doors in the
past five months. The Air Force spent just over $6 billion on fuel costs in fiscal 2006, more than double its costs
in fiscal 2001, before the start of the war in Afghanistan.
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Inherency- No Market for Synthetics

Synthetic fuel markets won’t develop on their own- there’s a lack of interest in the private market now
Katherine McIntire Peters, “Air Force to perform first supersonic flight using synthetic fuel blend”,
Government Executive, National Journal Group, 3/18/08,
http://www.govexec.com/dailyfed/0308/031808kp1.htm
The Air Force considers the alternative fuel program central to future operations. More than half of the Defense
Department petroleum consumption, which itself accounts for 90 percent of the fuel used by the entire federal
government, is burned up as jet fuel. The Defense Department estimates that every $10 increase in the price of a
barrel of oil results in operating cost increases of $1.3 billion. By supplementing regular jet fuel with synthetic
fuel, military leaders hope to drive down costs and reduce the service's dependence on foreign suppliers. The B-
1 bomber test is significant because it will be the first demonstration of a supersonic flight using synthetic fuel.
The four-engine test will take about four hours and will examine how the fuel reacts in the afterburners, said
Kevin Billings, Air Force deputy assistant secretary for energy, environment, safety and occupational health.
Last December, the Air Force completed the first transcontinental flight with a C-17 transport aircraft using the
same fuel blend following successful tests in 2006 with the B-52 bomber aircraft. The Air Force hopes to have
the entire fleet certified for the fuel blend by 2011. "By 2016, we're looking to buy half of our aviation fuel
[used in the continental United States] as a 50/50 blend," Billings said. "That would be 400 million gallons of
fuel."It's difficult to speculate what kind of savings that would generate for the Air Force. While the aviation
industry is conducting similar tests on commercial aircraft, there is not yet a viable consumer market for
synthetic fuels.
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Air Power Adv.- Fuel Costs Hurt to Pilot Training

The cost of fuel is forcing drastic cuts in pilot training in efforts to conserve fuel- the result is a systemic
loss of air readiness, 10% of the training budget every year
Lawerence Spinetta, Lt. Colonel of the USAF, “Fuel hedging: lessons from the airlines”, Air Force Journal of
Logistics, Fall 2006, http://findarticles.com/p/articles/mi_m0IBO/is_3_30/ai_n27099563
Eleventh-hour budget cuts, resulting from Program Budget Directive (PBD) 723, allowed the Air Force to
escape much of the financial burden from unfunded FY06 fuel costs, but the other Services were not as lucky.
The Pentagon's comptroller allocated $1.1B in new Air Force funding, mostly to cover fuel costs, but slashed
$4B in nonfuel programs from the Army, Navy, and Marine Corps budgets. Although PBD 723 was favorable
from an Air Force perspective, it was far from ideal. It delayed the Airborne Laser Program and cut $100M
from the Joint Strike Fighter engine account. The Air Force suffered less than the other Services in the budget
fight to determine offsets for higher fuel costs, but it was not a budget victory. (8) The Air Force receives no
added value for paying more at the pump. Moreover, the Air Force did not escape from the fire. In other words,
the Air Force continues to suffer ill effects from the rising cost of jet fuel. Currently, the Air Force pays $2.53
per gallon of jet fuel--a 31 percent increase from the previous year. (9) The Air Force's FY07 budget programs
fuel costs vastly below current market prices. To put this in perspective, consider the fact that the FY05 crisis
unfolded when the Air Force was paying a relatively cheap $1.74 per gallon. The Air Force will likely face
another budget crisis in FY07 due to high fuel costs. Recently, the rising cost of fuel forced one major
command--Air Combat Command (ACC)--"to make significant changes just to operate." (10) To pay for
unanticipated fuel costs, ACC had to reduce its flying-hour program. (11) The flying-hour program is based on
the minimum requirements to train aircrew, so any reductions translate into a loss of combat capability and
readiness. Budget analysts predict the entire Air Force flying-hour budget will need to be reduced by 10 percent
each year from FY08 to FY13.
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The shrinking budget of the Air Force due to high fuel prices has forced cuts in both flight training hours
and reductions in maintenance, leading to falling Air Readiness. Simulators are too far off and expensive
to be effective
Russell Wicke, Technical Sergeant of Air Combat Command Public Affairs, “Rising fuel costs tighten Air Force
belt”, Air Force Link, 9/8/06, http://www.af.mil/news/story.asp?id=123026679
"The shrinking budget has caused the Air Force to reduce the funding available for flying hours used to train
ACC aircrews," said John Cilento, ACC flying-hour program analyst. "ACC programs are based on the
minimum requirements to train our aircrews, so any reduction is a loss of an already maxed-out training
capability." Furthermore, Mr. Cilento said the Air Force Flying Hour Program budget will be reduced by 10
percent each year from fiscal 2008 to 2013. This equates to an annual reduction of $280-million worth in flying
for ACC. "The biggest drain on our (funding) support is the (war on terrorism) is either not fully funded, or
funded very late in the fiscal year," Ms. Flemings said. The continual flying-hour cuts not only hurt training,
but also lower the combat readiness of the aircrews. Other significant impacts from the higher fuel costs
include a reduction of operation and maintenance and quality of life for Airmen. Although aviation fuel is
funded through a separate process, ground fuel is used for operations and maintenance and quality of life
programs. So far, there are at least two options being considered to mitigate the fuel and budget crises in ACC.
Unfortunately, both are fairly long-term. Mr. Cilento suggested one answer to the problem could be in high-
fidelity simulators. HF simulators provide virtual, high-tech, realistic -- and in some cases, better -- training than
actual sorties, he said. ACC is in the beginning stages of this initiative. Though they would be much cheaper in
the long term (because of less maintenance and fuel cost), the upfront cost for HF simulators is high.
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High costs of fuel creates the potential for dangerous fluctuations in price, creating substantial trade offs
to pay for unaccounted fuel costs- this results in training reductions and cut weapons programs,
decreasing air power
Finally, fluctuating fuel prices create volatility in the Air Force Budget increasing operating costs and requiring
additional congressional appropriations or forcing diversion of money from training and weapon system
procurement programs. The military consumes 1.9 percent of the 20 million barrels of oil consumed each day
in the U.S.26 Although this may not sound impressive, the DoD is the largest single energy consumer in the
United States.27 Military consumption equates to 300,000 BPD of which 73.5 percent is consumed by aircraft,
costing the AF over $ 10 million per day.28 Paying more for fuel adversely affects the AF mission. According
to then Major General Stephen R. Lorenz, former Deputy Assistant Secretary for Budget, the 2006 Air Force
flying hour budget was increased by $800 million to cover increased fuel costs.29 In order to cover increased
fuel costs, the Air Force was forced to “slow operations [and] throttle back.”30 In his article, “Fuel Hedging:
Lessons from the Airlines,” Lieutenant Colonel Lawrence Spinetta describes how FY06 fuel costs negatively
impacted the DoD budget: Eleventh-hour budget cuts, resulting from Program Budget Directive (PBD) 723,
allowed the Air Force to escape much of the financial burden from unfunded FY06 fuel costs, but the other
Services were not as lucky. The Pentagon’s comptroller allocated $1.1B in new Air Force funding, mostly to
cover fuel costs, but slashed $4B in non-fuel programs from the Army, Navy, and Marine Corps budgets.
Although PBD 723 was favorable from an Air Force perspective, it was far from ideal. It delayed the Airborne
Laser Program and cut $100M from the Joint Strike Fighter engine account.31 Not only do unanticipated fuel
costs divert money from programmed weapon system procurement, but Air Force readiness is also impacted. In
2005 the Air Force paid approximately $4.2 billion for petroleum—almost $1.4 billion more than in fiscal year
2004. Mr. Wine, a British Petroleum (BP) spokesman, attributed the rising cost of fuel to worldwide supply and
demand, uncertainty in the petroleum market, and political tension.32 With a 31 percent increase in fuel costs,
the Air Force and Air Combat Command (ACC) were required to make significant budget changes just to cover
operating expenses. Mr. John Cilento, ACC Flying-hour Program Analyst, stated, “The shrinking budget has
caused the Air Force to reduce the funding available for flying hours used to train ACC aircrews...ACC
programs are based on the minimum requirements to train our aircrews, so any reduction is a loss of an already
maxed-out training capability.”33 Continual flying hour cuts not only hurt training, but also lower the combat
readiness of the aircrews. When an increase in the price of oil of $10/barrel increases USAF fuel costs by $600
million over the course of a single year, it is imperative the USAF explore alternatives that allow oil price
stabilization.34
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Air Power Adv.- Fuel Costs Kill Equipment

Oil price fluctuations are especially dangerous for the USAF- a drastic change forces trade offs in
established budgets for force modernization, and Pentagon forecasts are wildly inaccurate
The Air Force is not concerned with profitability, but it is concerned with managing shocks to its budget from
price volatility. Fluctuations in the price of oil adversely affect the Air Force's ability to ensure the necessary
funds are available to finance force modernization and fund operations. The timeline of the federal government
budget cycle requires the Office of the Under Secretary of Defense (the Comptroller) to estimate and establish a
stabilized price for fuel and other fuel-related commodities 18 months in advance of budget execution. Figure 1
diagrams the Defense Department's budget process as related to fuel. Not surprisingly, prices set by the
Comptroller often prove wildly inaccurate. For example, last year the Pentagon's forecast was so inaccurate that
it had to set a revised oil price that was 50 percent higher than the original price. (16) The problem is that the
Services' budgets use inaccurate forecasts and make budgeting decisions based on prices that are not
representative of actual costs (see Figure 2).
Cost-cutting efforts by the Air Force to purchase new equipment are going to waste do to fuel price
spikes- vital equipment key to readiness has been jeopardized
Julian E. Barnes, “Military in big battle for fuel efficiency”, Tulsa World, 7/15/08,
http://www.tulsaworld.com/business/article.aspx?articleID=20080715_49_E4_hTheAi454716
For its part, the Air Force is attempting to reduce taxi and idling times of planes. It is working to reduce the
weight of aircraft, lower the amount of excess fuel some aircraft carry and make flight paths more efficient. And
on its bases, the service is beginning to replace pickup trucks with souped-up golf carts. William C. Anderson,
the assistant secretary who oversees energy issues for the Air Force, said commanders are trying to encourage a
culture change, so that fuel efficiency is given a higher priority. "We are getting our teams to think about saving
energy while still doing the mission," he said. The fuel cost spike has been particularly difficult for the Air
Force. In recent years, the Air Force — the largest user of fuel in the federal government — had intended to pay
for new planes by reducing the number of airmen. But the increase in fuel prices ate up all of that savings.
Soon, other services might face the same squeeze and suffer the cancellation or delay of vital equipment
programs as a result of fuel price increases. Each branch must present a draft of its next budget to the secretary
of defense by early August. And the comptroller's office has warned the services that they must accommodate
fuel price increases in their budget. Top military officials are mum on what could be in line for cuts. For now,
the Pentagon is predicting fuel prices will decline 4.8 percent next year. But the Pentagon has not been
especially accurate with its projections. The Defense Department originally estimated oil this year would cost
$91 a barrel. But military services are paying nearly $171 a barrel. Much of the price hike this year was covered
by Congress in the recently enacted emergency war funding measure. Because of its heavy use of jet fuel, the
Air Force has taken perhaps the most aggressive steps toward conservation efforts and alternatives to petroleum
fuel.
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Air Power Adv.- Oil Dependency Hurts Air Readiness

The Air Force is completely dependent on foreign oil for its jet fuel- that creates a dangerous
vulnerability and assumes uninterrupted and cheap access to fuel
The Air Force mission is truly powered by petroleum. The Air Force mission is, “to deliver sovereign options
for the defense of the United States of America and its global interests...to fly and fight in air, space, and
cyberspace.”13 In order for the Air Force to provide global power projection in the form of global strike and
rapid global mobility capabilities, the Air Force relies on unrestricted access to worldwide oil supplies.14 In
order to provide “sovereign options” in defense of U.S. interests, the USAF must insure uninterrupted access to
global petroleum reserves. To understand the vulnerability posed by U.S. reliance on foreign- procured
petroleum, one must first understand who possesses petroleum reserves, how long these reserves will last based
given anticipated worldwide consumption rates, and must understand that those nations who control large
energy reserves have a tremendous ability to leverage these reserves and affect U.S. economic security. The
United States is the top petroleum consumer in the world. The U.S. consumes 24 percent of all oil produced
worldwide and imports over 10 million BPD in order to keep up with current demand.15 With 53 percent of
daily oil needs imported, the U.S. economy is dependent on other nations to meet daily needs. Table 1
summarizes the top suppliers of U.S. crude oil. Of note, OPEC member nations fill 25 percent of U.S. oil
demand.16 An examination of where crude oil reserves reside indicates that U.S. dependency on foreign oil
imports will continue and will in fact grow as U.S. demand increases. Although the U.S. is the third largest oil
producer, it is estimated that if the U.S. had to depend solely on its own 21.4 billion barrels of proven reserves,
the U.S. would exhaust indigenous reserves in 4 to 5 years.17 Figure 2 shows who controls the 1.278 trillion
barrels of proven oil reserves. U.S. petroleum dependency is an economic Achilles’ heel, as well as the
cornerstone of U.S. military force projection. The fact is the U.S. does not have enough indigenous petroleum
reserves to keep up with U.S. demand and must rely on a stable flow of imported oil in order to
keep pace with growing U.S. requirements.
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Air Power Adv.- Oil Dependency Hurts Readiness

Dependency on foreign petroleum cripples Air Power by reducing chances of mission accomplishment
and forcing unproductive trade offs
In light of America’s dependency on imported oil, President Bush, in his January 31, 2006, State of the Union
Address established a new vision for U.S. energy self-sufficiency, “Keeping America competitive requires
affordable energy. And here we have a serious problem: America is addicted to oil, which is often imported
from unstable parts of the world. The best way to break this addiction is through technology.”10 The President
proposed to increase Department of Energy (DOE) funding to accelerate research into petroleum alternatives
such as nuclear energy, solar, wind, fuel-cells, hybrids and biofuel alternatives in order to move our nation
beyond its petroleum dependency.11 The USAF’s interest in curbing petroleum-based fuel dependency is three-
fold. First, just as dependency on foreign fuel threatens America’s economic security, it also threatens USAF
mission accomplishment. Second, by reducing petroleum-based fuel needs the AF supports the Presidents
vision of reducing America’s oil addiction. Finally, rising fuel costs consume a large portion of the Air Force
budget with increased costs adding no value to mission accomplishment. In fact, petroleum price volatility
forces the movement of USAF funds in order to cover unbudgeted fuel costs.12 These three concerns drive
current USAF alternative fuel research and provide a compelling argument for continued efforts.
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Air Power Adv.- Key to Deterrence

Air Power has an amazing deterrence effect due to its capabilities of quick mission accomplishment and
minimal casualties
Martin Anderburg, Captain of the 2nd Division of F-10 Skane Wing in the Swedish Air Force, “Air Power”
Baltic Link 2000, 8-4-00, http://www.mil.se/pfp/baltlink/exairp.html
Among military instruments is air power. Air power is inherently flexible and today's multi-role aircraft may be
used for a variety of tasks. Indeed, a swing-role capability facilitates a change of role during a sortie. Air power
is also responsive in nature, which derives from its characteristics of versatility, speed, range and ubiquity. In
international operations this means that air power can be deployed rapidly from its home base and undertake
operations almost immediately. This characteristic also facilitates fast withdrawal from an area if it is decided at
the political level that the military operation no longer promotes the national/international objectives. This
possibility is also very valuable as a mean to avoid escalation. Air power assets may be based at long distance
from the area of conflict because of their great reach. The capability of every unit is such that only a limited
number is required to present a significant military force. These characteristics put together implies a reduction
in the number of own combatants at risk and in lower operational costs. Precise navigation equipment and
precision weapons result in minimum collateral damage, including enemy civilians and armed forces. Such
considerations are of increasing concern to democratic governments in military operations. Furthermore, air
power does not give the belligerents the possibility to take international military forces hostage. In
psychological terms, air power has what is usually referred to as a secondary effect through deterrence. Air
power is, because of its characteristics, very good at projecting military power fast. It might thus be a valuable
resource for deterring belligerents from continued fighting.
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Air Power Adv.- Terrorism

Air power is necessary to effective counter-terrorism
RAND, Project Air Force Annual Report, 2003, http://www.rand.org/pubs/annual_reports/2005/AR7089.pdf
The war on terrorism is more likely to be a long-term effort in which the use of force, at least by U.S. military
personnel, is only sporadic and successful military operations will resemble counterinsurgency operations. The
primary role of U.S. military forces will often be indirect and supportive. U.S. forces will be called upon to
train, equip, advise, and assist host-country forces in rooting out terrorist groups; forge strong relationships with
host-country personnel; show great discretion in their conduct of operations; and maintain a low pro- file in the
host country. They will be able to react swiftly and effectively when promising targets arise. The Air Force,
then, should expect sustained heavy demand to provide important capabilities, assets, and skill sets to support
counterterrorism operations abroad. Chief contributions will include surveillance platforms, operators, and
analysts; language-qualified personnel to help train and advise host-country forces and to analyze human
intelligence; security police and other force-protection assets; base operating support personnel and equipment
to provide communications, housing, and transportation; heliborne insertion and extraction capabilities; and
humanitarian relief assets. In some cases, U.S. airpower may be called upon to strike terrorists in base camps,
hideouts, vehicles, and other locations.
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Air Power Adv.- Hegemony

Air power is necessary power projection and credibility for U.S. leadership
Richard Hazdra, USAF Major, “Air Mobility: The Key to United States National Security Strategy”, Fairchild
Paper, August 01, http://aupress.au.af.mil/fairchild_papers/Hazdra/Hazdra.pdf
In shaping the international environment, the United States must possess a credible military force where
military activities include overseas presence and peacetime engagement and the will to use military force.2
According to the NDP, overseas presence is the key to a stable international environment.3 Peacetime
engagement includes rotational deployments that help sustain regional stability by deterring aggression and
exercises with foreign nations that solidify relations with those nations.4Deployments and exercises both
require air mobility in the form of both airlift and air refueling in order to transport the necessary troops and
equipment. Peacetime engagement also includes other programs such as the Nunn–Lugar Cooperative Threat
Reduction Program where the United States assists members of the Commonwealth of Independent States in
dismantling and storing WMD.5Here, air mobility is the lead component by transporting nuclear weapons to the
United States from compliant nations. Airlift also plays a crucial role in responding to threats and crises by
enhancing our war-fighting capability.6 The United States may move some forces nearer to a theater in crisis
and rapidly deploy other forces into that theater. Depending on the crisis, forces from the Army, Navy, Air
Force, Marines, or any combination of military personnel and equipment could comprise the force structure
required. Consequently, the United States must airlift these forces along with the needed logistics support. In
addition, the focused logistics concept of Joint Vision 2010requires the transportation of supplies and materials
to support these forces within hours or days rather than weeks, a mission solely suited to air mobility. In
responding to crises, forces may deploy in support of smaller-scale contingencies which include humanitarian
assistance, peace operations, enforcing NFZs, evacuating US citizens, reinforcing key allies, limited strikes, and
interventions.7 Today, US forces find themselves globally engaged in responding to these contingencies more
frequently and maintain longer-term commitments to support these contingencies. In these situations, many
deployments occur in the absence of forward basing.8 The loss of forward basing has reduced AMC’s
worldwide infrastructure from 39 locations in 1992 to 12 in 1999.9Thus, the United States must again use air
mobility to deploy forces overseas in a minimum amount of time for an operation to be successful.
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Air Power Adv.- Korea

Air Power is vital for continued stability in the Korea peninsula
Dr. Bruce E. Bechtol Jr., “The Future of U.S. Airpower on the Korean Peninsula”, Air & Space Power Journal,
Fall 2005, http://www.airpower.maxwell.af.mil/airchronicles/apj/apj05/fal05/bechtol.html
Transformation has come to the Korean Peninsula. The Global Posture Review has prompted a major reduction in the number of
ground forces in Korea, and plans call for a withdrawal of 12,500 American troops from Korea (mostly ground forces) by the end of
2008. In addition, Headquarters Command for United States Forces Korea/Combined Forces Command is scheduled to move most of
its infrastructure and personnel south, to Camp Humphries (near the city of Pyongtaek) during the same time period.25 The primary
American ground forces in Korea, the 2d Infantry Division, should transform into a next-generation combat unit during the summer of
2005, becoming a “unit of employment X” two years ahead of schedule.26 Furthermore, numerous command and funding issues in the
ROK-US alliance will remain in flux during completion of the ongoing moves, but a discussion of those matters lies beyond the scope
of this article. One must then consider the question of how all of this affects the role of airpower on the Korean Peninsula. The answer
is obvious. The ROK-US alliance will now rely more than ever on the unique capabilities of US airpower to deter the North Korean
threat. In fact, with all of the effort under way to reorganize US Army forces on the peninsula and move ground-combat units,
headquarters facilities, and personnel south, the disposition of US Air Force units has remained relatively unchanged. Gen Leon
LaPorte, commander of US Forces Korea, recently stated that the mission of our forces in Korea remains clear (despite taking on a
regional role): to defend South Korea against an attack from the North. He also discussed US plans to improve combat capabilities by
spending $11 billion over the next three years and to establish five or six Stryker brigades focused on the Pacific region that could
deploy to Korea quickly.27 But US forces—especially airpower—remain the best way of enhancing security on the Korean Peninsula.
Indeed, in 2003 former Georgetown University professor (and current senior member of the National Security Council) Victor Cha
observed that the most reasonable arrangement for the alliance would entail an increased emphasis on US naval and airpower presence
with a reduction in ground forces. We are now seeing this happen.28 The threat from North Korea has evolved but remains no less
ominous either to US interests or to those of Washington’s important allies South Korea and Japan. Because the threat and geopolitical
situation in Asia have changed and, perhaps just as important, because the US military is now transforming, traditional paradigms
regarding how we face threats throughout the world no longer apply in many cases—such as Korea. Although a large, forward-
deployed ground presence on the Korean Peninsula may no -longer be necessary, providing military support to the ROK-US alliance
remains as important as ever. In fact, the deterrence provided by a strong airpower presence continues to have an effect on our
enemies, as evidenced by a manual published by the North Korean People’s Army in 2004, which warns that the United States will
target North Korea’s military leadership during a time of war.29 The types of US forces that support freedom in South Korea have
changed, but Washington’s commitment to the security of that country has not. For the foreseeable future, airpower will continue to
play a major (and now a more prominent) role on the Korean Peninsula.
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Airlines Adv.- Airlines Crashing Now

The cost of jet fuel has nearly bankrupted the entire airline industry- airlines are only keeping afloat by
hedging fuel
The Air Force is not alone in its concern over the adverse effects of the rising price of jet fuel. For every $1.00
increase in fuel, the airlines collectively pay $425M in additional operating costs. (12) Consequently, most
major airlines have developed a risk management strategy and hedge some portion of their jet fuel needs. In
fact, the propensity to hedge tends to be positively related to profitability and inversely related to the risk of
default. In other words, the more profitable, less financially-troubled airlines tend to aggressively hedge jet fuel
prices, whereas the less profitable, more financially-troubled airlines either do limited hedging or none
whatsoever. (13) For example, Southwest Airlines, the only major US airline to remain profitable since the
September 11, 2001 terrorist attacks, holds the largest hedging position among carriers, with 86 percent of its jet
fuel needs for 2006 capped at $28 per barrel. (14) This saves Southwest more than $150M per quarter. (15)
High jet fuel prices are forcing airlines to cut routes and raise fares- they’re on the brink of total collapse
Dominic Gates, Seattle Times Aerospace Reporter, “At Farnborough Air Show, gloom amid the glamour”,
Seattle Times Online, 7/13/08,
http://seattletimes.nwsource.com/html/businesstechnology/2008048649_farnborough13.html
But the glamour of the big show won't dispel a sense of crisis in the aviation industry worldwide. We won't see
the blockbuster tally of orders of previous air shows. The skyrocketing cost of oil has the entire industry's
attention. The price of jet fuel has precisely doubled in a year, obliterating all hope of profits at most air carriers.
Airlines are desperately cutting routes, raising fares, parking older planes in the desert and deferring new
airplanes on order. A few smaller airlines have gone out of business, but aviation analysts warn that many
more are on the brink. "Right now, we are ready to crash," said Adam Pilarski, aviation-business guru with
consulting firm Avitas. Yet another challenge to profitability will be in the spotlight: The increasing pressure on
airlines, especially from Europe, to drastically cut carbon emissions.
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Airlines Adv.- Biofuels Solution

The suitable fuel alternative the aviation industry is looking at would be one that meets current energy
requirements, burns clean, and can eventually be used on its own- all solved by algae biofuel blends
David Armstrong, columnist for Aviation.com, “Alternative Jet Fuels: The Reality Coming Closer”,
Aviation.com, Imaginov Inc., 4/1/08, http://www.aviation.com/technology/080401-alternative-jet-fuels.html
The aviation industry has dreamed of using alternative fuels since the energy crisis of the 1970s made
petroleum-derived jet fuel pricier and dicier, but alternatives have never come close to taking off. Now, driven
by the sky-high price of oil, political instability in oil-producing countries and accelerating concern about global
warming, an unusual combination of airlines, aircraft manufacturers, engine-makers and aviation industry
groups is moving on multiple fronts to make the widespread, practical use of alternative fuels an everyday
reality. But many obstacles remain to be overcome before that can happen, experts say. New fuels must be high
in energy, safe to use and work well in sub-zero temperatures at high altitudes. They also must be cost-efficient
to make and buy, be suitable for production in huge quantities and in ways that are environmentally sustainable,
and they must burn clean. It would also help a lot if the fuel of the future could be introduced in aircraft right
now — blended with conventional kerosene jet fuel at first, and used as the sole source of power later on.
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Airlines Adv.- Biofuels Solve

Virgin Atlantic’s recent test flight of biofuels disproved skeptics- now the next step is to use algae biofuels
Chris Kjelgaard, Senior Editor, “Virgin Ups Environmental Ante for Airlines”, 03/03/08, Aviation.com,
Imaginov Inc, http://www.aviation.com/technology/080303-virgin-atlantic-environmental-initiatives.html
Announcing these initiatives in New York, Sir Richard Branson, founder and chairman of the Virgin Group and
president of Virgin Atlantic, issued a stark warning about the consequences of ignoring environmental
sustainability and not finding alternatives to oil as fuels. "Five or six years from now, there is likely to be a
demand for more fuel than there is fuel available," said Branson. The price of oil could well go to "$150 to
$200" per barrel, and "the effect on the global economy could be devastating" if business -- and particularly the
airline industry -- isn't in a position to use alternative fuels such as biofuels, he said. Admitting his concern that
"my great-grandchildren might not have a planet" if global business doesn't embrace sustainability, Branson
proclaimed Virgin Atlantic's intention to be the airline-industry leader in the use of biofuels. Last week's
successful flight of a partly biofuel-powered 747 from London to Amsterdam "was actually a major
breakthrough," said Branson. Two years ago, airline industry experts said "biofuel would freeze at 15,000 feet"
and that airlines wouldn't be able to use it in commercial jets. Virgin Atlantic quickly proved them wrong, he
said. "The initial results back from the engines (on the 747 used for the biofuel flight) are very good," said
Branson. "The next step" is to produce biofuels that can "truly" replace jet fuel in commercial aircraft. Using
algae to do so is the best solution, because it produces "no effect on the food chain."
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Airlines Adv.- Airlines Key to Econ

Collapse of the airline industry destroys the U.S. economy
May, President and CEO of the Air Transport Association of America, Inc., “Financial Stability of Airlines”,
Federal Document Clearing House Congressional Testimony, 2005
Unfortunately, excessive taxes on the airline industry are crippling a vital segment of our economy. The U.S.
airline industry plays a major role in driving the commerce of the United States and the growth of our national
economy. An economically crippled airline industry is a drag on the national economy and ultimately will
prevent it from realizing its full potential. Robust air transportation is critical to sustaining our recovery and
catalyzing the next round of growth essential to our nation’s competitiveness. As airline job losses continue to
mount, and service to small and mid-size communities is cut, it is not simply the airlines and their employees
who are suffering; it is the broader economy that feels the results. Air transportation grows both the national and
local economies- its absence reverses that effect
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CO2 Emissions Add-On 2AC/Coal CP DA

Aircraft are a major contributor to rising CO2 levels- even though they’re small compared to other
vehicles, they’re released higher in the atmosphere and have a greater impact
David Biello, “Technology and Innovation, Wild Green Yonder: Flying the Environmentally Friendly Skies on
Alternative Fuels”, Scientific American, 1/14/08, http://www.sciam.com/article.cfm?id=flying-environmentally-
friendly-skies-on-alternative-fuels&page=6
The amount of emissions from aircraft compared with other vehicles is relatively small—roughly 3 percent of
total worldwide greenhouse gas emissions from fossil fuel burning, according to the U.N. Intergovernmental
Panel on Climate Change (IPCC)—nonetheless it has a major impact on the climate. By releasing carbon
dioxide higher in the atmosphere, airplanes allow the molecule more time to trap heat, also contributing via
contrails and other chemically active gases, the IPCC notes. Some airlines have been effective in reducing
greenhouse gas emissions. "At Northwest, our greenhouse gas emissions have gone down 25 percent since 2000
and about 5 percent less than 1990," says Ken Hylander, Northwest's senior vice president of safety and
engineering. "If Northwest was a country, we would be Kyoto [Protocol on reducing greenhouse gas emissions]
compliant." But emissions from the aviation industry as a whole continue to climb. According to the EPA, from
1990 to 2005 greenhouse emissions from military aircraft slid by 50 percent but those from commercial carriers
rose by 16 percent, largely due to growth in the number of carriers. Efficiency alone—even in the form of
aircraft with improved engines and designs such as the Boeing 787, expected to deliver a 20 percent
improvement in fuel efficiency over existing big airplanes—is not the answer. "A low-CO2 fuel will help us to
address that remaining portion of the pie," says David Daggett, technology leader for energy and emissions at
Boeing. "That's why we're interested in biofuels specifically."
Synthetic fuel made from coal causes twice the carbon emissions and wrecks hell on the environment
Prachi Patel-Predd, writer and reporter, “U.S. Military in Hunt for Bio-based Jet Fuel”, IEEE Spectrum,
August 2007, http://www.spectrum.ieee.org/aug07/5492
But the DOD is also looking at less benign jet fuel alternatives, such as synthetic liquid fuels, or synfuel, made
from coal. The U.S. military’s largest jet fuel consumer, the Air Force, has already tested B-52s on a JP-8 and
synfuel blend. It plans to have all its aircraft ready for synthetic fuels by 2010. Not surprisingly, the NRDC’s
Greene says that coal-based liquid fuels are an environmental disaster. They lead to twice the carbon dioxide
emissions of burning coal: when you combine the carbon dioxide from production plants that convert coal to
liquid fuels and from vehicles that burn the fuel. The defense department’s eventual choice for bio–JP-8
technology could thus have even bigger repercussions for the environment if it prevents a shift to coal-based
fuels.
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CO2 Emissions Add-On 2AC

Rising CO2 emissions kill ocean and marine ecosystems
Nicholas Stern 2007 Former Head Economist for the World Bank, I.G. Patel Chair at the London School of
Economics and Political Science, “The Economics of Climate Change: The Stern Review”, The report of a team
commissioned by the British Government to study the economics of climate change led by Siobhan Peters,
Head of G8 and International Climate Change Policy Unit, Cambridge University Press, p. 72)
Ocean acidification, a direct result of rising carbon dioxide levels, will have major effects on marine
ecosystems, with possible adverse consequences on fish stocks. For fisheries, information on the likely impacts of climate change is
very limited – a major gap in knowledge considering that about one billion people worldwide (one-sixth of the world’s population)
rely on fish as their primary source of animal protein. While higher ocean temperatures may increase growth rates of some fish,
reduced nutrient supplies due to warming may limit growth. Ocean acidification is likely to be particularly damaging. The oceans
have become more acidic in the past 200 years, because of chemical changes caused by increasing amounts of
carbon dioxide dissolving in seawater.44 If global emissions continue to rise on current trends, ocean acidity is
likely to increase further, with pH declining by an additional 0.15 units if carbon dioxide levels double (to 560
ppm) relative to pre-industrial and an additional 0.3 units if carbon dioxide levels treble (to 840 ppm).45 Changes on this scale
have not been experienced for hundreds of thousands of years and are occurring at an extremely rapid rate.
Increasing ocean acidity makes it harder for many ocean creatures to form shells and skeletons from calcium
carbonate. These chemical changes have the potential to disrupt marine ecosystems irreversibly - at the very
least halting the growth of corals, which provide important nursery grounds for commercial fish, and damaging
molluscs and certain types of plankton at the base of the food chain. Plankton and marine snails are critical to
sustaining species such as salmon, mackerel and baleen whales, and such changes are expected to have serious
but as-yet-unquantified wider impacts.
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Ocean biodiversity key to solve extinction
Craig, Associate Prof Law, Indiana U School Law, 2003 McGeorge Law Review, 34 McGeorge L. Rev. 155
Lexis)
Biodiversity and ecosystem function arguments for conserving marine ecosystems also exist, just as they do for terrestrial ecosystems,
but these arguments have thus far rarely been raised in political debates. For example, besides significant tourism values - the most
economically valuable ecosystem service coral reefs provide, worldwide - coral reefs protect against storms and dampen other
environmental fluctuations, services worth more than ten times the reefs' value for food production. n856 Waste treatment is another
significant, non-extractive ecosystem function that intact coral reef ecosystems provide. n857 More generally, "ocean ecosystems play
a major role in the global geochemical cycling of all the elements that represent the basic building blocks of living organisms, carbon,
nitrogen, oxygen, phosphorus, and sulfur, as well as other less abundant but necessary elements." n858 In a very real and direct sense,
therefore, human degradation of marine ecosystems impairs the planet's ability to support life. Maintaining biodiversity is often
critical to maintaining the functions of marine ecosystems. Current evidence shows that, in general, an ecosystem's ability to keep
functioning in the face of disturbance is strongly dependent on its biodiversity, "indicating that more diverse ecosystems are more
stable." n859 Coral reef ecosystems are particularly dependent on their biodiversity. [*265] Most ecologists agree that the
complexity of interactions and degree of interrelatedness among component species is higher on coral reefs than in any other marine
environment. This implies that the ecosystem functioning that produces the most highly valued components is also complex and that
many otherwise insignificant species have strong effects on sustaining the rest of the reef system. n860 Thus, maintaining and
restoring the biodiversity of marine ecosystems is critical to maintaining and restoring the ecosystem services that they provide. Non-
use biodiversity values for marine ecosystems have been calculated in the wake of marine disasters, like the Exxon Valdez oil spill in
Alaska. n861 Similar calculations could derive preservation values for marine wilderness. However, economic value, or economic
value equivalents, should not be "the sole or even primary justification for conservation of ocean ecosystems. Ethical arguments also
have considerable force and merit." n862 At the forefront of such arguments should be a recognition of how little we know about the
sea - and about the actual effect of human activities on marine ecosystems. The United States has traditionally failed to protect marine
ecosystems because it was difficult to detect anthropogenic harm to the oceans, but we now know that such harm is occurring - even
though we are not completely sure about causation or about how to fix every problem. Ecosystems like the NWHI coral reef
ecosystem should inspire lawmakers and policymakers to admit that most of the time we really do not know what we are doing to the
sea and hence should be preserving marine wilderness whenever we can - especially when the United States has within its territory
relatively pristine marine ecosystems that may be unique in the world. We may not know much about the sea, but we do know this
much: if we kill the ocean we kill ourselves, and we will take most of the biosphere with us.
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CO2 Emissions Add-On: Aircraft Emit Dangerous Form of CO2

Aircraft CO2 emissions are uniquely dangerous- because emissions occur at high altitude, aircraft mess
with the environment in different ways than traditional emissions
International Civil Aviation Organization, No Date Available, (Agency of the U.N.) “Aircraft Engine
Emissions”, http://www.icao.int/icao/en/env/aee.htm
Aircraft engines produce emissions that are similar to other emissions resulting from fossil fuel combustion.
However, aircraft emissions are unusual in that a significant proportion is emitted at altitude. These emissions
give rise to important environmental concerns regarding their global impact and their effect on local air quality
at ground level. A comprehensive assessment concerning aviation's contribution to global atmospheric problems
is contained in the Special Report on Aviation and the Global Atmosphere, which was prepared at ICAO's
request by the Intergovernmental Panel on Climate Change (IPCC) in collaboration with the Scientific
Assessment Panel to the Montreal Protocol on Substances that Deplete the Ozone Layer and was published in
1999. This told us inter alia: that aircraft emit gases and particles which alter the atmospheric concentration of
greenhouse gases, trigger the formation of condensation trails and may increase cirrus cloudiness, all of which
contribute to climate change; and that aircraft are estimated to contribute about 3.5 per cent of the total radiative
forcing (a measure of change in climate) by all human activities and that this percentage, which excludes the
effects of possible changes in cirrus clouds, was projected to grow.
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Jatropha Add-On 2AC

Airlines are the use of Jatropha seed oil as an alternative to ethanol and traditional fuel now—plan
causes the use of algae instead
Peter Pae, writer for the LA Times, “Jatropha plant’s oil studied as biofuel for jets”, Los Angeles Times, 6/5/08,
http://articles.latimes.com/2008/jun/05/business/fi-newfuel5
If all goes well this summer, an Air New Zealand 747 jumbo jet will take off from Auckland this fall with one of
its four engines powered by fuel refined from the seed of a fast-growing weed. The three-hour test flight could mark one of the
more promising – and more unusual – steps by the financially strapped airline industry to find cheaper and more environmentally friendly alternatives to fossil fuel.
“We’re confident that the test will go well,” said David Morgan, the carrier’s general manager for airline operations, before leading visitors to a farm here where the
weeds are being researched. If the flight is successful “it’ll be a real milestone not only for Air New Zealand but for aviation.” The
secret: oil from
poisonous seeds of the jatropha tree, which grows in warm climates around the world. For the past year, a team
of scientists here have been perfecting a process for turning the oil into jet fuel. On Wednesday, the airline
announced plans to use these alternative biofuels for 10% of its needs by 2013. The test flight is particularly
noteworthy because it will come at a time when ethanol and other biofuels have come under increasing scrutiny
because of their side effects. Production of ethanol has been blamed for corn shortages that have contributed to higher food prices. Others have been
blamed for deforestation and contributing to global warming. The test will also come as escalating fuel prices are prompting airlines to raise air fares and jam more
people into fewer, more fuel-efficient planes. With jet fuel prices up 70% from a year ago, U.S. carriers could see losses of more than $7 billion this year, airline
analysts estimate.
Jatropha plans are invasive species that destroy food supplies

Elisabeth Rosenthal, New York Times, “New Trend in Biofuels Has New Risks” May 21, 2008.
http://www.nytimes.com/2008/05/21/science/earth/21biofuels.html?_r=2&ref=environment&oref=slogin&oref=
slogin
“With biofuels we need to do proper assessments and take appropriate measures so they don’t get out of the
gate, so to speak,” he said. That assessment, he added, must take a broad geographical perspective since
invasive species don’t respect borders. The Global Invasive Species Program estimates that the damage
from invasive species costs the world more than $1.4 trillion annually — five percent of the global
economy. Jatropha, the darling of the second-generation biofuels community, is now being cultivated
widely in East Africa in brand new biofuel plantations. But jatropha has been recently banned by two
Australian states as an invasive species. If jatropha, which is poisonous, overgrows farmland or
pastures, it could be disastrous for the local food supply in Africa, experts said.
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Jatropha Add-On 2AC

Small increases in food prices kill billions
Paul Jr. Power, Staff Writer for the Tampa Tribune, “Grain shortage growing problem,” The Tampa Tribune,
1/20/96,
There are more people in this world than ever, but less grain to feed them. That's kindled fears of a world food
crisis, a problem Florida may help prevent. Poor weather, drought, political unrest and economic shifts have
decreased planting, pushing world grain reserves to record lows. Meanwhile, the world's population grew by
100 million, to 5.75 billion in 1995 - a record increase. Now, miners in West Central Florida are digging out
phosphate more quickly, so it can be used to make fertilizer. Analysts are warning about the increasing
possibility of flood or drought in the world's food-producing regions. That can push food prices much higher,
both here and abroad, and even cause famine in the poorest countries. U.S. food prices may rise more than 4
percent this year, ahead of the rate of inflation. "Conditions today indicate that there is at least some
vulnerability in the food supply," said Sara Schwartz, an agricultural economist with the U.S. Department of
Agriculture. Corn and soybean production plunged last year in the United States, she said. Wet weather slowed
grain planting in the United States and Canada. Elsewhere, drought and civil conflict in sub-Saharan Africa cut
production to 20 percent below normal. The European Union has less than one quarter of the grain reserves it
held in 1993. The amount of corn expected to be available in the United States by summer - when corn is
harvested - was trimmed by crop forecasters this week to 507 million bushels, the lowest in 20 years. On a
global scale, food supplies - measured by stockpiles of grain - are not abundant. In 1995, world production
failed to meet demand for the third consecutive year, said Per Pinstrup-Andersen, director of the International
Food Policy Research Institute in Washington, D.C. As a result, grain stockpiles fell from an average of 17
percent of annual consumption in 1994-1995 to 13 percent at the end of the 1995-1996 season, he said. That's
troubling, Pinstrup-Andersen noted, since 13 percent is well below the 17 percent the United Nations considers
essential to provide a margin of safety in world food security. During the food crisis of the early 1970s, world
grain stocks were at 15 percent. "Even if they are merely blips, higher international prices can hurt poor
countries that import a significant portion of their food," he said. "Rising prices can also quickly put food out of
reach of the 1.1 billion people in the developing world who live on a dollar a day or less."
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Fertilizer Add-On 2AC

Crunch on fertilizer supplies now and on the brink
Keith Bradsher and Andrew Martin, “Shortages Threaten Farmers’ Key Tool: Fertilizer”, New York Times,
4/30/08, http://www.nytimes.com/2008/04/30/business/worldbusiness/30fertilizer.html
Then the widespread use of inexpensive chemical fertilizer, coupled with market reforms, helped power an
agricultural explosion here that had already occurred in other parts of the world. Yields of rice and corn rose,
and diets grew richer. Now those gains are threatened in many countries by spot shortages and soaring prices
for fertilizer, the most essential ingredient of modern agriculture. Some kinds of fertilizer have nearly tripled in
price in the last year, keeping farmers from buying all they need. That is one of many factors contributing to a
rise in food prices that, according to the United Nations’ World Food Program, threatens to push tens of millions
of poor people into malnutrition. Protests over high food prices have erupted across the developing world, and
the stability of governments from Senegal to the Philippines is threatened. In the United States, farmers in Iowa
eager to replenish nutrients in the soil have increased the age-old practice of spreading hog manure on fields. In
India, the cost of subsidizing fertilizer for farmers has soared, leading to political dispute. And in Africa, plans
to stave off hunger by increasing crop yields are suddenly in jeopardy. The squeeze on the supply of fertilizer
has been building for roughly five years. Rising demand for food and biofuels prompted farmers everywhere to
plant more crops. As demand grew, the fertilizer mines and factories of the world proved unable to keep up.
Algae produces oxygen as well as fertilizer when it’s made into a biofuel- without consuming food
supplies
Stefani Newman. How things work. HowStuffWorks, a wholly owned subsidiary of Discovery
Communications, is the award-winning source of credible, unbiased, and easy-to-understand explanations of
how the world actually works. Founded by North Carolina State University Professor Marshall Brain in 1998,
the site is now an online resource for millions of people of all ages. “How Algae Biodiesel Works.” 2008.
http://science.howstuffworks.com/algae-biodiesel.htm
During the biodiesel production process, algae consume carbon dioxide. In other words, through
photosynthesis, algae pull carbon dioxide from the air, replacing it with oxygen. For this reason, algae
biodiesel manufacturers are building biodiesel plants close to energy manufacturing plants that produce lots
of carbon dioxide. Recycling carbon dioxide reduces pollution. How about some leftovers? Pressing algae
creates a few more useful byproducts -- fertilizer and feedstock -- without depleting other food sources. The
most exciting part of algae biodiesel is the numbers game. Biodiesel makers claim they'll be able to produce
more than 100,000 gallons of algae oil per acre per year depending on: The type of algae being used The
way the algae is grown The method of oil extraction Algae production has the potential to outperform other
potential biodiesel products such as palm or corn. For example, a 100-acre algae biodiesel plant could
potentially produce 10 million gallons of biodiesel in a single year. Experts estimate it will take 140 billion
gallons of algae biodiesel to replace petroleum-based products each year. To reach this goal, algae biodiesel
companies will only need about 95 million acres of land to build biodiesel plants, compared to billions of
acres for other biodiesel products. Since algae can be grown anywhere indoors, it's a promising element in
the race to produce a new fuel.
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Fertilizer Add-On 2AC

Fertilizer uniquely key to crops
Keith Bradsher and Andrew Martin, “Shortages Threaten Farmers’ Key Tool: Fertilizer”, New York Times,
4/30/08, http://www.nytimes.com/2008/04/30/business/worldbusiness/30fertilizer.html
This month, a United Nations panel called for changes in agricultural practices to make them less damaging.
The panel recommended techniques that offer some of the same benefits as chemical fertilizer, like increased
crop rotation with legumes that naturally add some nitrogen to the soil. But others say those approaches, while
helpful, will be not be enough to meet the world’s rapidly rising demand for food and biofuel. “This is a basic
problem, to feed 6.6 billion people,” said Norman Borlaug, an American scientist who was awarded a Nobel
Peace Prize in 1970 for his role in spreading intensive agricultural practices to poor countries. “Without
chemical fertilizer, forget it. The game is over.”
3 Billion are at risk for food scarcity

Brown 05 Founder and President Earth Policy Institute Brown 2/7 "Falling Water Tables 'could hit food
supply'" http://www.peopleandplanet.net/doc.php?id=2424&section=3 2/7/05
Many Americans see terrorism as the principal threat to security, but for much of humanity, the effect of water
shortages and rising temperatures on food security are far more important issues. For the 3 billion people who
live on 2 dollars a day or less and who spend up to 70 per cent of their income on food, even a modest rise in
food prices can quickly become life-threatening . For them, it is the next meal that is the overriding concern.
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Solvency- Plan Attracts Synthetic Fuel Developers

Consultations with other countries on synthetic fuels have taken place, and research on efficiency is
already occurring. The only obstacle left to complete synthetic fuel adoption is to find a provider ready to
make the investment, and natural market forces will fail.
Marc V. Schanz, Associate Editor, Air Force Magazine Online, June 2007,
https://www.airforcememorial.org/magazine/June2007/0607fuel.ASP
Carlson said USAF has established within its lab an enhanced program to closely examine synthetic fuels—
specifically fuels made from coal, natural gas, corn, and other bio-products. Early work on such projects was
“basic science,” he said. Now, the challenge is to get the science to work in the real world. Trading off JP-8 for
synthetic fuels can be tricky. Air Force researchers have been contacting countries experienced in the use of
synthetic fuels. Some of these have extensive knowledge about its effects on engines, seals, and pumps. Sega
noted that Air Force Research Laboratory scientists are working to get greater efficiency out of aircraft engines,
as well as conducting research to increase efficiencies on the airframe itself. Simply put, the Air Force wants to
insulate itself against the growing instability of global energy prices, noted senior leaders who spoke at a fuel
symposium in January. “Just as the Department of Defense played a critical role in forging the information
revolution in past decades, we must play a similar vital role in fueling the energy revolution in coming
decades,” said Maj. Gen. Charles E. Stenner Jr., assistant deputy chief of staff for plans and programs, on the
Air Staff. Air Force leaders are cautious about making predictions about their ability to spark broad-scale
change. “If we were to get all of our airplanes flying on synthetic fuel,” Carlson observed, “we still wouldn’t
generate a market that anybody would want to buy into. Nobody would want to [take on] the multibillion-dollar
investment just to sell gas to the US Air Force.”
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Synthetic fuels are aiming for the Air Force to be their main customer, but without long-term contracts as
incentives financing is impossible
James MacPherson, Associated Press Writer, “Air Force likes synthetic fuel from coal - but can it be made?”,
The Bismarck Tribune, 10/07/07 http://www.bismarcktribune.com/articles/2007/10/07/news/state/140507.txt
Ward said coal-to-fuel plants are planned in some 20 states, and the majority of them hope the Pentagon will
become a major customer. But without price guarantees and long-term contracts by Congress, financing
for the projects will be difficult, if not impossible, he said. Ward said marketing studies done for his project
found stronger markets for gasoline, which is produced using a different process than that of diesel or jet fuel.
The synthetic fuel is competitive with petroleum-base fuel as long as the global price of oil remains above $45 a
barrel, Ward said.
Synthetic fuel will only take off with government investment and long-term contracts offered by the Air
Force
Yochi J. Dreazen, “U.S. Military Launches Alternative-Fuel Push”, The Wall Street Journal, 5/21/08,
http://online.wsj.com/public/article/SB121134017363909773.html
Synthetic-fuel prices also need to fall: Formerly stratospheric, they're still about 50% above the soaring prices
for petroleum. That should happen if companies can begin operating commercial-scale refineries, says David
Berg, a policy analyst who studied the nascent synthetic-fuel market for the Energy Department in December.
He estimated that commercial-scale synthetic-fuel refineries would be able to sell artificial fuel for
approximately $55 a barrel, less than half the current cost of conventional crude oil. But many in the field say
they're unwilling to invest the necessary billions until they can sign long-term contracts with the government.
Right now, the Air Force legally can sign deals only for five years. It has asked the White House's Office of
Management and Budget to seek congressional approval for the rule change, but the Bush administration has
yet to act on the request, Mr. Anderson says. "These plants are not likely to get built without government help"
such as guaranteed long-term contracts, says Mr. Berg, who recently retired.
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Synthetic fuels will not develop without more incentives- standards make it impossible for producers to
make fuel and there is congressional gridlock
Breanne Wagner, “Market for Synthetic Aviation”, National Defense Magazine, 03/08,
http://www.nationaldefensemagazine.org/issues/2008/May/Market.htm
Until those life cycle standards are developed, the Air Force simply can’t buy the fuel, Bollinger says. He
believes the requirement is hampering market development because it deters companies from building facilities.
The uncertainty associated with the new rule is viewed as a risk in the market, Bollinger says. Companies need
financing to build plants, but they can’t get money until the standard is defined. The EPA estimated that it would
take at least a year to write new standards. Tom Sayles, Rentech vice president of government affairs and
communications, says that besides the life cycle requirement, the industry has bigger financial concerns. “Long-
term contracts are needed to get this [industry] off the ground.” Today, the military purchases fuel on an annual
basis, Sayles says, while electricity is bought in 10-year contracts. Additionally, Ramsbottom believes the
industry won’t move forward in a timely manner without strong government support. The Air Force wants to
develop synthetic jet fuel as soon as possible, but is restricted by Congress. Lawmakers are showing greater
interest in alternative energy, but many caution against moving too quickly.
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The synthetic fuel industry only gets off the ground and becomes sustainable if the USFG incentivizes and
funds it- the USAF wants to, but lacks the authorization to do so
Robert Wall, “Fueling an Industry”, Aviation Week, 4/24/08,
http://www.aviationweek.com/aw/blogs/defense/index.jsp?plckController=Blog&plckScript=blogScript&plckElementId=blogDest&pl
ckBlogPage=BlogViewPost&plckPostId=Blog%3A27ec4a53-dcc8-42d0-bd3a-01329aef79a7Post%3A8ada700e-6652-4ada-b882-
62d175de60ce
Synthetic fuel trials of recent months have convinced the U.S. Air Force it wants to give the industry a financial
boost to assure its rapid development. Service secretary Michael Wynne says the trials have shown not only that
the use of synthetic fuels is effective at sub- and supersonic speeds and represents a big step toward greater
energy independence, but that there are also maintenance benefits. The synthetic fuel burns more cleanly,
reducing coking in the powerplants. Wynne believes the use of these fuels can save maintenance actions.
However, he acknowledges that is an idea that still needs to be sold through the ranks and that there are some
long-serving maintenance personnel not ready to give up on their established procedures and maintenance
intervals. But there’s still one big hurdle to meeting the service’s goal of flying half its fleet on synthetic fuel by
2016: a lack of refining capacity. That’s why the Air Force is looking for funding for long-term synthetic fuel
purchases. Wynne believes that such funding assurance should help entice financiers to provide the backing to
build the requisite commercial synthetic fuel refining capacity.
Offering contracts to industries will galvanize the synthetic fuel market- past measures have been
proposed, but offsets would have occurred. The plan offers new funding, circumventing the problem
William Matthews, Staff Writer, “Coal states see boon in Air Force alt-fuel push”, AirForceTimes, 6/17/07,
http://www.airforcetimes.com/news/2007/06/airforce_coalfuel_070616/
The Air Force burns 2.6 billion gallons of jet fuel a year, said Paul Bollinger, special assistant to the service’s
assistant secretary for installations, environment and logistics. Ensuring that it has a reliable fuel supply is a key
Air Force concern, he said. The Air Force hopes to spend $38 million on synthetic fuel research and testing in
2008, but only $1 million was requested in the 2008. The remainder is an “unfunded priority,” Bollinger said.
So the $10 million in Davis’ amendment is significant. If the Air Force becomes a reliable synthetic fuel
consumer, that could justify investment in coal-to-liquid plants, which could, in turn, “accelerate development
of the technology and production capacity needed for large-scale commercial deployment of this type of
alternative fuel,” Davis’ amendment says. To push the Air Force further in that direction, Davis proposed a
separate amendment permitting the service to sign purchasing contracts lasting as long as 25 years for buying
coal-based fuel. However, Davis withdrew that amendment after being told that House budgeting rules would
count its cost as “mandatory spending” that would have to be offset by cutting an equal amount of money
elsewhere in the budget. “We did not have an offset to offer,” a Davis aide said.
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Solvency- Synthetic Algae/Biofuel Blends Solve

Simply using FT fuel fails because fossil fuel supplies are inadequate- producing SynFuel with biomass
solves such constraints
Michael A. Aimone, Assistant Deputy Chief of Staff/Logistics, Installations and Mission Support for the United
States Air Force “Air Force Energy Strategy for the 21st Century” Department of the Air Force Presentation to
the Committee on Finance of the United States Senate 2/27/07,
http://www.senate.gov/~finance/hearings/testimony/2007test/022707matest.pdf
The jet has returned to the Air Force Flight Test Center, Edwards AFB, California, and the jet is being
thoroughly inspected. We expect a full test report in the summer. Preliminary inspections have confirmed that
there are no deleterious effects of using a Synthetic blend jet fuel in military aircraft. It is our plan, if the
detailed analysis of the test results and physical inspections prove out, to certify the entire inventory of B-52s
for unrestricted flight operations using a SynFuel blend by the end of the year. It should be pointed out that we
chose a domestic source of SynFuel for our first military aviation demonstration, and this SynFuel was
manufactured from natural gas. We recognize that Gas-to-Liquids do not assure the Air Force a dependable
supply of jet fuel, since domestic natural gas production is insufficient to meet the Nation’s. needs. The
production of SynFuel from coal, oil shale and biomass sources would solve this constraint; however, there are
considerable technical, environmental, and economic issues that remain to be worked out. We are partnering
with the Department of Energy and the Defense Logistics Agency, as well as the Task Force on Strategic
Unconventional Fuels mandated by Section 369 of the 2005 Energy Policy Act to explore what can be done in
these areas.
Algae is the only suitable biomass to be blended- all other biomass either fails to meet the BTU
requirement or is incapable of handling temperature extremes
By comparing the properties of ethanol, biobutanol, terrestrial produced biodiesel and algae produced oil, it is
evident that ethanol and biobutanol will not meet USAF fuel requirements primarily due to low energy density
characteristics. Terrestrial produced biodiesel meets jet fuel energy density requirements, but exhibits poor cold
weather characteristics that are incompatible with high altitude flight. Additionally, terrestrial produced
biodiesel production capacity is limited due to feedstock availability. Of the four fuels examined, only algae
produced oil, refined into jet fuel, offers a long-term environmentally friendly and permanent solution to USAF
foreign fuel dependency. Algae jet fuel offers the Air Force a secure energy source and has the potential to
stabilize future fuel costs. With fuel currently costing the Air Force $3.7 billion annually and foreign oil prices
uncontrollably driving this cost even higher, biofuels have the potential to offer a domestically controlled
alternative that will add predictability to operating costs.
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Synthetic biofuels allow for a clean burning fuel that reduces oil dependency while also allowing for
greater fuel maneuverability
Flying takes its toll on the atmosphere. The United States burned 25 billion gallons (95 billion liters) of jet fuel
in 2004, according to the U.S. Energy Information Administration. That translates to about 240 million metric
tons of carbon dioxide emitted by military and commercial aircraft. If the military switched its jets to carbon-
neutral biofuels, that would reduce carbon dioxide emissions more than 27 million metric tons. Carbon
reduction is not the U.S. military’s real goal. Instead the defense department’s main motivation in pursuing
biofuels is to reduce its dependence on foreign oil. In particular, the Pentagon wants to make it easier to supply
troops in foreign battle zones and distant military outposts—right now, the military has to ship fuel to Iraq and
to its bases in Hawaii. “One of the things we’re looking at is being able to make smaller scale production
facilities that might be able to travel with some of the troops,” says Douglas Kirkpatrick, biofuels program
manager at the Defense Advanced Research Projects Agency (DARPA). Bringing down cost is another key
incentive. In 2006, the DOD consumed more than 13 billion liters of JP-8 (jet propellant) fuel, at a hard-to-
swallow cost of over US $6 billion.
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Algae biofuels are the only viable option and can power airplanes- they have the suitable energy density
and can handle temperature extremes
Chris Kjelgaard, Senior Editor, “Biofuels Become Aviation’s Big Focus”, Published by Aviation.com, found on
Yahoo News. 6/26/08, http://news.yahoo.com/s/aviation/20080626/tr_aviation/biofuelsbecomeaviationsbigfocus
Key to the entire aviation biofuel issue is just what type of biomass is most suitable for fuel production. Several
vital issues must be taken into account. First is the density and energy content of the fuel: It must take up a
sufficiently small space that it can be carried in an aircraft and, similarly, a given volume of the fuel must
produce enough energy so that an aircraft can carry enough in its tanks to complete its flight. Second is the
"carbon lifecycle" of the biofuel: that is, the net amount of CO2 produced during production and burning of the
fuel, less the amount the biomass feedstock for the fuel absorbs while growing. Third is the amount of sulfur
and other particulates produced. Fourth is the hugely sensitive political issue of making sure the land and
biomass used to make biofuel does not reduce the amount of food available to humanity and the Earth's fauna.
These considerations immediately rule out "first-generation biofuels" such as ethanol produced from corn and
soybeans. Not only does ethanol not contain enough energy per unit volume to be suitable as an aviation fuel,
but growing enough corn or soybeans to power all the world's airliners would require an area just about the size
of the United States, according to Boeing. Nor does ethanol have suitable boiling and freezing points for
aviation use. Experts believe "second-generation biofuels" derived from the wood and nuts of plants such as
Jatropha curcas (Barbados Nut) and babassu, which grow strongly in arid areas unsuitable as arable land and
which (in jatropha's case) are poisonous anyway, represent a good interim solution. These Latin American
plants, as well as other flora such as switchgrass and salt-water-tolerant plants known as halocytes (among them
marsh grasses found in parts of the Middle East), could be grown for fuel production in non-arable areas suited
to their particular growth requirements. Different parts of the world would grow different biofuel-producing
plants, depending on their local climatic and soil conditions. However, there is a problem: Although their oils
offer much higher energy content and much better boiling/freezing-temperature characteristics than ethanol,
these plants wouldn't yield enough oil per hectare to be able to serve the aviation industry's fuel requirements
unless, again, very large areas were given over to their cultivation. There is broad consensus throughout the
industry that, longer-term, algae represent the optimum solution to aviation's fuel needs. A number of basic
problems need to be solved, such as ensuring enough light gets to every part of an algae tank to enable all the
cells to grow properly; and drying algae cells sufficiently to enable the oil they contain to be extracted and
cracked into jet fuel. But Boeing and Airbus are confident these problems can be solved - and the benefits that
algae offers as a "third-generation biofuel" are immense. Algae can produce an oil yield 15 times that of second-
generation biofuel plants: The world's entire airliner fleet could be powered from a cultivated area just the size
of West Virginia, or Belgium, says Boeing.
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Algae biofuels are viable options- they could be produced for less than $3 a gallon. If the Air Force were
to take the initiative, it would spillover to the airlines
Graham Warwick, “DARPA says BioFuels development ahead of schedule”, Flightglobal, Reed Business Inc.
06/03/08, http://www.flightglobal.com/articles/2008/03/06/222011/darpa-says-biofuels-development-ahead-of-
schedule.html
Industry is closely watching the DARPA project, which is viewed as the effort most likely to produce viable
next-generation bio-jet fuels. Results so far indicate the production price goal of less than $3/USgal can be met,
Kirkpatrick says. One of the programme goals is to develop processes able to use diverse feedstocks that do not
compete with food production. The initial contracts are looking at crop and non-crop oils like soy and camelina,
but DARPA is close to awarding contracts to develop processes using cellulosic feedstock as well as algae.
"Cellulosic will take another two-and-a-half to three years," while the challenge with algae will be reducing the
feedstock cost, says Kirkpatrick. While they are identical to JP-8, the cost of qualifying biofuels from different
sources is another concern. "Every time we change the feed we need 250,000-500,000 gallons to qualify it," he
says. Qualification and commercial production of the biofuels is beyond the scope of the DARPA programme,
says Kirkpatrick, who is looking to the US Air Force to take the initiative.
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Algae biofuel competes with oil in all aspects- it has a growth rate measured in hours allowing for high oil
yield, has a tremendous capability to reduce emissions, and can grow nearly anywhere
Nick Hodge, “The Only Biofuel that Can Take on Oil”, Green Chip Stocks, Angel Publishing LLC, 7/1/08,
http://www.greenchipstocks.com/articles/investing-algae-biofuel/253
Significant production of algae biofuels could solve a great deal of those problems. That's because algae, or
micro algae, has a much higher productivity potential than crop-based biofuels. Here's a chart showing various
feedstock and their potential oil yield per acre. (note: g/m2/day is the harvest rate of the algae and % TAG is the
percentage of triglycerides:
Crop Oil Yield Gallons/Acre

Corn 18
Cotton 35
Soybean 48
Mustard Seed 61
Sunflower 102
Rapeseed/Canola 127
Jatropha 202
Oil palm 635
Algae (10 g/m2/day at 15% TAG) 1,200
Algae (50 g/m2/day at 50% TAG) 10,000
These high yields can be attributed to algae's high growth rate, which is often monitored in hours instead of
days, and has inputs of only land, sunlight, water, carbon dioxide (potential for carbon credits) and nutrients.
And while deriving fuel oil from algae has been cost prohibitive in the past, oil on its way to $150 per barrel or
higher certainly makes it an attractive alternative. Plus, the algae growth cycle can actually be used as a carbon
sequestration mechanism because carbon dioxide is the primary input required by algae to grow. In fact, if the
U.S. were to derive all its diesel from algae (60 bgy), the growth of that algae could displace 56% of U.S. power
plant emissions. Growing algae is also very water efficient. Producing enough to make 60 bgy of biodiesel
could require as little as 16 trillion gallons of water. To put that in perspective, we use 4,000 trillion gallons of
water per year to grow corn in the U.S.
The best part is, algae can grow in brackish, saline and wastewater, and further reducing the amount of
freshwater needed to grow it. And the nutrients in wastewater actually feed the algae, making it possible to
cultivate at any one of the 5,100 waste-water treatment facilities nationwide.
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Algae can be grown to produce the necessary additive to current jet fuel that would completely replicate
traditional jet fuel
Danigole 07
Just like terrestrial plants, algae can be grown to produce oil. The National Renewable Energy Laboratory has
extensive experience cultivating and manipulating micro algae to produce lipids or oils.80 According to the
NREL, “The recipe for getting microalgae to produce lipids sounds like a daydream for using underutilized
resources: put them in salty water unfit for other use, expose them to the sun in areas unsuitable for growing
crops, feed them power plant or other exhaust gas that threatens the world climate, and deny them certain vital
nutrients.”81 Microalgae naturally store oil when denied nutrients used for growth and energy. “By
manipulating nutrients and other growth conditions and by selecting and genetically engineering algae strains to
increase oil production, NREL researchers were able to attain remarkably high lipid production levels.”82 An
advantage of producing oil with algae is that unlike terrestrial- based plants, algae do not require precipitation or
good soil, all they require is carbon dioxide, sunlight and saline water in which to grow. Figure 9 illustrates the
two-step process by which algae can be used to produce hydrocarbon jet fuel. NREL is proposing to work with
U.S. petroleum refiners and the USAF to: 1) genetically engineer strains that can achieve the required lipid
yields to meet DoD’s needs, and 2) develop the downstream processing technology for converting the lipids to
energy dense hydrocarbon jet fuel in a conventional petroleum refinery. It is also possible to refine the lipids to
diesel and gasoline for use in other military or civilian vehicles.83 These refined finished products would
contain near-zero oxygen, and would have a chemical composition more like a petroleum product than a
biomass-derived product. While it is technically possible to carry out the second step (lipid refining) with plant-
based lipids, e.g. soybean oil or rapeseed oil, the quantity of oil feedstocks required to meet DoD’s need exceeds
the available supply of these plant-based oils. Algae oil offers a solution since they can produce oil under
conditions that are unsuitable for traditional agriculture. Although areas like the desert Southwest or seashore
are unsuitable for typical crop growth, by making use of man-made cultivation ponds, algae can flourish in
these otherwise sparse environments.85
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Algae biofuels would mirror commercial and military jet fuel- it could also be grown next to power plants
to significantly reduce emissions
Danigole 07
In order to produce high yields of oil, algae require a huge supply of carbon dioxide. One potential solution is
placing algae pools next to coal burning power plants. According to Isaac Berzin, founder of Greenfuel, “just
one 1,000 megawatt power plant using this system could produce more than 40 million gallons of biodiesel and
50 million gallons of ethanol a year. That would require a 2,000-acre “farm” of algae-filled tubes near the
power plant. There are nearly 1,000 power plants nationwide with enough space nearby for a few hundred to a
few thousand acres to grow algae and make a good profit.”89 In addition to thriving under conditions unsuitable
for other crops, and thereby preserving arable land for food production, the properties of algae produced oil are
superior to oil produced by terrestrial means. According to NREL, using hydroprocessing technologies already
used by oil refineries to remove impurities, “algae oils could be made into a kerosene-like fuel very similar to
petroleum-derived... commercial and military jet fuels.”90
Algae-based biofuel offers a promising solution- it can be made into a kerosene like fuel and be
substituted for traditional jet fuel
National Renewable Energy Laboratory “Jet Fuel from Microalgal Lipids”, July 2006
Probably our most pressing energy need is to develop domestic, renewable substitutes for imported
transportation fuel. Ethanol made from starch or sugar such as corn grain already displaces about 2% of
gasoline and making it from cellulosic biomass will allow much greater displacement. Biodiesel made from oil
crops such as soybeans can displace some of our diesel use. Unfortunately, neither of these biofuels can help
supply jet fuel, for which energy density and low-temperature fuel properties are critical. Ethanol is not dense
enough having only about half the energy per volume of jet fuel. Biodiesel has about 80% the energy density of
kerosene, but can solidify at the low temperatures of high altitude flight. In addition, the quantity of biodiesel
that could be produced from oilseed crops is quite limited. The solution may come from a combination of
hydroprocessing—a technology already used by petroleum refineries—and microscopic algae. The National
Renewable Energy Laboratory (NREL) has extensive experience cultivating and manipulating microalgae to
produce lipids or oils. NREL’s past research was done with a view toward using the microalgal oil to make
biodiesel by the same process as from macroscopic plant oils. But with various hydroprocessing technologies
used by refineries to catalytically remove impurities or reduce molecular weight, the algal oils could be made
into a kerosene-like fuel very similar to petroleum-derived commercial and military jet fuels or into a fuel
designed for multi-purpose military use.
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AT: FT Coal-to-Liquid Counterplan

Counterplan solves none of the Aff-
a.) The CP’s narrow-minded view of fails to recognize that emissions are also a national security
concern and should be given even wieght
b.) Coal-based fuels do not have a future reliable market and have limited benefit, and
c.) Algae biofuels ultimately insure resource security and have zero net emissions
Tom Z. Collina and Patrick H. O’Neil, “Airplane biofuels even greener now that they’re becoming cheaper”,
Tacoma News Tribune, 4/13/08, http://www.thenewstribune.com/467/v-printerfriendly/story/333879.html
Admirable as the Air Force’s determination to reduce oil use may be, there’s another serious game in town –
global warming. From this perspective, coal fuels are a real loser, producing nearly twice the amount of
greenhouse gasses as petroleum. If these gases are captured and stored, as the Air Force plans to do, then coal
fuels are similar to petroleum in terms of climate pollution. In fact, Congress passed a law last year that requires the capture of
carbon dioxide from coal fuels, because it bars the federal government from buying fuels that produce more climate pollution than petroleum. U.S.
Rep. Henry Waxman, D-Ca., who sponsored the measure, says the Air Force would “like to have (coal-to-liquids) because of
security concerns – a reliable source of power. They’re not thinking beyond that one issue,” Waxman said.
Climate change “is also a national security concern.” Indeed, a respected group of retired military officers
recently reviewed the national security implications of climate change and concluded, “Projected climate
change poses a serious threat to America’s national security.” And U.S. Sen. John Warner, R-Va., ranking member of the Armed
Services Committee and co-sponsor of leading climate legislation in Congress, has said: “In my 28 years in the Senate, I have focused above all on
issues of national security, and I see the problem of global climate change as fitting squarely within that focus.” For coal-based fuels to be
viable – both from a national security and commercial standpoint – the climate pollution must be captured. Yet
according to the Pentagon’s own Defense Science Board, the technologies needed for capturing carbon “have
only been demonstrated at limited scale, and their costs are highly uncertain.” This Pentagon panel concluded
that “these large expenditures could be used for more productive contributions to (the Pentagon’s) most pressing
energy challenges, rather than demonstrating (coal) fuel technologies that do not appear to have a viable market
future or contribute to reducing battle space fuel demand.” Commercial airlines, by contrast, are eager to show passengers that
they’re concerned about global warming by developing climate-friendly fuels. And for good reason: Jet fuel accounts for 12 percent of U.S. global
warming pollution from transportation, and this is expected to grow 50 percent faster than surface travel by 2030. As a result, the industry is pursuing
an option that can address both security and climate concerns: biofuels made from plants. Boeing, Virgin Atlantic and Continental are leading the
charge. In February, Virgin flew an unmodified Boeing 747 from London to Amsterdam on biofuel made from babassu nuts and coconut oils (the
biofuel was provided by Seattle-based Imperium Renewables). Continental plans a similar effort next year. Richard Branson, Virgin’s president, said:
“This pioneering flight will enable those of us who are serious about reducing our carbon emissions to go on developing the fuels of the future.”
Biofuels have significant advantages over coal. They can be produced both domestically and, potentially, at the
point of military engagement, thus reducing oil demand overall and the need for long fuel convoys that are
vulnerable to attack. And biofuels can be produced in ways that create no net increase in carbon emissions. To
be sure, biofuels have their challenges to overcome. Primary among them is finding enough land on which to
grow source crops without displacing food crops or encouraging deforestation. Babassu nuts in Brazil are one
option. (Coconuts, however, cost too much to provide high-volume fuel.) A more promising feedstock is algae,
which could produce over 100 times more biofuel than a crop of soybeans. Using algae, some 85 billion gallons
of biofuel could be produced on land the size of Maryland, and could meet 100 percent of the fuel needs of the
current jet fleet worldwide.
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FT fuels are only adequate in the short term- for permanent solvency, the Air Force must adopt fuels with
biofuel blends
Danigole 07
In a series of tests, first in engines mounted on blocks, then with B-52’s in flight, the Air Force proved its
aircraft can burn a 50-50 blend of synthetic and JP-8 fuel. 36 The fuel, known as syntroleum, is synthetic
kerosene produced from natural gas through the Fischer-Tropsch (F-T) process.37 With its initial success, the
USAF is laying a strong foundation for energy independence. But, the use of non-renewable fossil fuels to
provide jet fuel should be seen as the beginning of this initiative, and not the end state. Biological fuel
alternatives, combined with the current USAF F-T initiative, offer a potential long-term renewable solution to
Air Force fuel vulnerabilities. Biologically produced aviation fuel has the potential to reduce, and even
eliminate, the need for foreign oil, supports the energy vision articulated by President Bush and Air Force
leaders, and offers a long-term solution to energy price volatility by allowing Air Force fuel needs to be filled
through domestic production. This paper now turns its focus on the ability of specific biotechnologies to
develop fuels that meet USAF aviation fuel specifications.
Synthetic fuel made from coal causes twice the carbon emissions and wrecks hell on the environment
But the DOD is also looking at less benign jet fuel alternatives, such as synthetic liquid fuels, or synfuel, made
from coal. The U.S. military’s largest jet fuel consumer, the Air Force, has already tested B-52s on a JP-8 and
synfuel blend. It plans to have all its aircraft ready for synthetic fuels by 2010. Not surprisingly, the NRDC’s
Greene says that coal-based liquid fuels are an environmental disaster. They lead to twice the carbon dioxide
emissions of burning coal: when you combine the carbon dioxide from production plants that convert coal to
liquid fuels and from vehicles that burn the fuel. The defense department’s eventual choice for bio–JP-8
technology could thus have even bigger repercussions for the environment if it prevents a shift to coal-based
fuels.
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Fischer-Tropsch coal fuels are net worse for aircraft- they put more stress on engine parts and decrease
part performance
Kristine E. Blackwell, National Defense Fellow, Foreign Affairs, Defense, and Trade Division, “The
Department of Defense: Reducing Its Reliance on Fossil-Based Aviation Fuel – Issues for Congress”,
Congressional Research Service, 6/15/07, http://ftp.fas.org/sgp/crs/natsec/RL34062.pdf
Although F-T fuel burns cleaner in aircraft engines, the fuel’s lack of sulphur presents two problems for the
engines. One is that it reduces the fuel’s ability to provide lubrication causing stress on the engine’s moving
parts. The other problem is that less sulphur results in fewer aromatic hydrocarbons, which, in traditional
petroleum-based fuels, have the desirous effect of causing engine seals to swell and prevent leakage.38
53

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Algae Jet Fuel Aff

CO2 Emissions Add-On 2AC..............................................................................................................................33

Airlines are critical to the health of the U.S. economy

Collapse of the U.S. economy causes extinction

Inherency- Air Force Dependent on Petroleum

Inherency- Air Force Dependent on Petroleum

Inherency- No Market for Synthetics

Air Power Adv.- Fuel Costs Hurt to Pilot Training

Air Power Adv.- Fuel Costs Hurt to Pilot Training

Air Power Adv.- Fuel Costs Hurt to Pilot Training

Air Power Adv.- Fuel Costs Kill Equipment

Air Power Adv.- Oil Dependency Hurts Air Readiness

Air Power Adv.- Oil Dependency Hurts Readiness

Air Power Adv.- Key to Deterrence

Air Power Adv.- Terrorism

Air Power Adv.- Hegemony

Air Power Adv.- Korea

Airlines Adv.- Airlines Crashing Now

Airlines Adv.- Biofuels Solution

Airlines Adv.- Biofuels Solve

Airlines Adv.- Airlines Key to Econ

CO2 Emissions Add-On 2AC/Coal CP DA

CO2 Emissions Add-On 2AC

CO2 Emissions Add-On 2AC

CO2 Emissions Add-On: Aircraft Emit Dangerous Form of CO2

Jatropha Add-On 2AC

Jatropha plans are invasive species that destroy food supplies

Jatropha Add-On 2AC

Fertilizer Add-On 2AC

Fertilizer Add-On 2AC

3 Billion are at risk for food scarcity

Solvency- Plan Attracts Synthetic Fuel Developers

Solvency- Plan Attracts Synthetic Fuel Developers

Solvency- Plan Attracts Synthetic Fuel Developers

Solvency- Plan Attracts Synthetic Fuel Developers

Solvency- Synthetic Algae/Biofuel Blends Solve

Solvency- Synthetic Algae/Biofuel Blends Solve

Solvency- Synthetic Algae/Biofuel Blends Solve

Solvency- Synthetic Algae/Biofuel Blends Solve

Solvency- Synthetic Algae/Biofuel Blends Solve

Crop Oil Yield Gallons/Acre

Solvency- Synthetic Algae/Biofuel Blends Solve

Solvency- Synthetic Algae/Biofuel Blends Solve

AT: FT Coal-to-Liquid Counterplan

AT: FT Coal-to-Liquid Counterplan

AT: FT Coal-to-Liquid Counterplan

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