Use Of Biofuels Research Articles

Carbon Footprint and GHG Reduction Potential of Bioethanol Production in the Philippines

Abstract As the Philippine bioethanol industry concluded its first decade, it is in due time to assess whether the objectives of the Biofuels Act of 2006 (Republic Act No. 9367) are being met. Specifically, the law aims to reduce the country’s dependence on oil importation, mitigate toxic and greenhouse gases (GHGs), and promote the use of biofuels from indigenous resources to boost the country’s rural economy, by mandating biofuels blending to fossil-based fuels for transport use. This study examined the contribution of seven bioethanol production systems to the country’s climate change mitigation efforts by assessing the environmental impacts, particularly the carbon footprint and GHG emission reduction potential of each bioethanol distillery through life cycle assessment (LCA). Results of the environmental impact assessment revealed that the weighted average carbon footprint of the seven bioethanol production systems is at 1,415.66 gCO2e L−1, which ranges from 287 to 1,726 gCO2e L−1, translating to an average GHG reduction potential of 47.54% or an average avoided GHG of 268,091.15 tons CO2e yr−1 for CY 2019-2020. With the environmental hotspots identified, recommendations were made to improve the distilleries’ carbon footprints, and a sensitivity analysis was conducted to quantify the benefits from the recommended strategies. By applying all strategies, the average GHG reduction potential of the seven bioethanol production systems can get as high as 85.63%, which can be translated to an average avoided GHG of 482,933.91 tons CO2e yr−1.

Методика оценки экологического эффекта от применения биотоплив

Purpose: the fight for ecology in the transport sector is ensured by improving the design of vehicles and engines, the working processes of internal combustion engines, as well as the use of alternative fuels. To determine the rational use of biofuels in vehicles, it is necessary to assess the environmental effect that will be achieved when using them. Methods: the existing methods of estimating exhaust gas emissions from motor vehicles are considered. Based on them, improvements have been made, which include the introduction of additional coefficients that take into account changes in the environmental load depending on the percentage of biofuels mixed with traditional hydrocarbon fuels. Results: the calculation of the environmental effect from the use of biofuels was carried out using the example of adding biodiesel to petroleum diesel fuel, for which, based on statistical data from the US Environmental Protection Agency and data, WE established dependences of changes in annual emissions of harmful substances and carbon dioxide for a heavy-duty cargo vehicle. In addition to the calculation, the article presents graphs of emissions of harmful substances, taking into account their relative aggressiveness and the amount of carbon dioxide released during the combustion of biodiesel mixtures. Practical significance: The proposed method for calculating the environmental effect makes it possible to estimate the volume of emissions of harmful substances and carbon dioxide depending on the concentration of biofuels mixed with traditional fuels. Such an approach can provide an overall picture of the effect of using biodiesel, and at the same time, the coefficients used need to be clarified.

Decarbonization in Shipping—The Hopes and Doubts on the Way to Hydrogen Use

This article presents the initial processes of changing ship fuels aimed at reducing emissions of carbon dioxide and other greenhouse gases. A significant reduction in GHG emissions is only possible by using carbon-free fuels. The process of reducing CO2 emissions was forced by legal regulations introduced in recent years by the International Maritime Organization and the Parliament of the European Union. The year 2050 was set as the target year for achieving the intended goals, but intermediate goals should be achieved already in 2030 and 2040. This article attempts to analyze the ongoing changes in the fuel market in maritime transport on the way to achieving the threshold of climate neutrality with this form of transport. A number of hopes related to this were indicated but also so were obstacles that may slow down this process. In 2023, there was an increased interest among shipowners in adapting ship engines to burn more ecological ship fuels. However, it is far from our expectations. Meeting the gradually increasing emission limits through imposed regulations was possible in the years 2020–2023 by using dual-fuel engines in which gaseous fuels, mainly LNG and LPG, were used for long periods of operation. The next step is the use of biofuels or synthetic fuels, which, however, will not meet the requirements after 2030. Interest is moving towards the use of ammonia and, ultimately, after 2040, hydrogen. The aim of this article is to analyze the ongoing processes and assess the directions of changes that justify the sense of the actions taken.

Sustainability and circularity assessment of the potential of a biofuel produced from black liquor as a substitute for conventional fuels

The European Bioeconomy Strategy aims to accelerate the deployment of a sustainable European bioeconomy to maximize its contribution to the 2030 Agenda and its Sustainable Development Goals (SDGs), as well as to the Paris Agreement on climate change. In this context, transport is considered as a key sector, with aviation and shipping playing an important role due to the need to meet its huge demand. In order to reduce potential emissions from the transport sector, the use of biofuels could be considered as a solution. However, with the aim of using biofuels to replace conventional fuels, it is important to assess their cost-effectiveness and feasibility, and in this aspect the valorization of waste streams for their production could help to meet this challenge. This is the framework of this research report, which is based on the use of black liquor (BL) from pulp and paper production to produce biofuel through a hydrothermal liquefaction (HTL) unit. Three technological designs and production capacities were considered: full extraction of the oil phase and its upgrading by catalytic hydrothermal deoxygenation (Scenario 1, S1), partial extraction of the oil phase (Scenario 2, S2) and full extraction but without upgrading (Scenario 3, S3). Low (100 t/d), medium (300 t/d) and high (600 t/d) production capacities were regarded.From the modelling data, a life cycle perspective was adopted, taking into account both the environmental analysis (LCA) and the life cycle costs (LCC), as well as the circular potential using different performance, resource-flow circularity and economic indicators. In addition, a composite indicator, CILCA-LCC-CA, has been proposed to obtain a single score taking into account the three assessments: environmental, cost and circularity. The results obtained show that S3, with a production of 300 t/d, has the lowest environmental impact and the highest profitability corresponds to a capacity of 600 t/d. In terms of circularity, S3 also shows the best performance, mainly due to its higher resource productivity and lower energy intensity. These results are in line with those obtained for the composite indicator, and also show that higher production capacities and a simple but efficient process technology, such as S3, is the alternative with the highest potential for both sustainability and circularity.

What are the costs of rigidity? A general equilibrium study of the fuel market in Argentina

The policy that is most widely applied to the biofuel market in the world is the mandatory blend. This policy aims to induce the use of biofuels by setting a minimum level of biofuel per unit of blended fuel. This paper studies the costs and benefits of such a policy. To do so, a Recursive Computable General Equilibrium model (CGE), calibrated with a new own-developed energy-oriented Social Accounting Matrix of Argentina for 2018, has been developed. Such a model is extended by explicitly embedding a constrained fuel blending model into the CGE setup. This research addresses the following questions: What are the costs and benefits of a mandatory blend compared to a full flexibility scenario? Is it better to induce the use of biofuels through a tax on fossil fuels or a blending constraint? What is the impact of international price shocks when considering different blending regimes? This paper finds that the mandatory policy has a negative impact on the economic activity, poverty, income distribution, and energy affordability, but a positive one on emissions. When analysing the convenience of a special tax on fossil fuels instead of a mandatory regime, this paper finds that the cost and benefits of each policy are distributed differently over time. The special tax on fossil fuels performs better in the short run while the mandatory blend does so in the long run. Finally, this paper finds that flexibility in the fuel market improves the country's performance when there are shocks on international prices.

Ensuring Operational Performance and Environmental Sustainability of Marine Diesel Engines through the Use of Biodiesel Fuel

This article considers the issues of ensuring operational performance and environmental sustainability of marine diesel engines by using biodiesel fuel. This research was conducted on 5S60ME-C8 MAN-B&W Diesel Group and 6DL-16 Daihatsu Diesel marine diesel engines, which are operated using RMG380 petroleum fuel and B10 and B30 biodiesel fuels. The efficiency of biofuel usage was assessed based on environmental (reduced nitrogen oxide concentration in exhaust gases) and economic (increased specific effective fuel consumption) criteria. It was found that the use of B10 and B30 biofuels provides a reduction in nitrogen oxide concentration in exhaust gases by 14.71–25.13% but at the same time increases specific effective fuel consumption by 1.55–6.01%. Optimum fuel injection advance angles were determined that ensure the best thermal energy, economic and environmental performance of diesel engines. The optimum angle of biofuel supply advance is determined experimentally and should correspond to the limits recommended by the diesel engine operating instructions. It has been proven experimentally that the use of biofuel increases the environmental sustainability of marine diesel engines by 13.75–29.42%. It increases the diesel engines environmental safety in case of emergency situations as well as accidental and short-term emissions of exhaust gases with an increased content of nitrogen oxides into the atmosphere phenomena that are possible in starting modes of diesel engine operation as well as in modes of sudden load changes. It is the increase in the environmental friendliness of marine diesel engines in the case of using biofuel that is the most positive criterion and contributes to the intensity of biofuel use in power plants of sea vessels.

Advancing disaster management through biofuel integration: A comprehensive review

Scientific evidence has demonstrated that biofuels have the ability to reduce environmental contamination, hence addressing the underlying causes of potential disasters. Renewable fuels produced from biological resources provide flexible solutions for several aspects of crisis management, such as supplying energy for emergency generators, fuelling transportation fleets, and offering heating and cooking options. Empirical evidence supports the notion that biofuels effectively reduce carbon and sulphur emissions. Notably, certain biofuels, such as algal biodiesel, have the capacity to mitigate 0.6% of carbon dioxide output. Cities, such as Delhi, that are contaminated by the consumption of fossil fuels have a scarcity of breathing oxygen during the winter and elevated ambient temperatures during the summer. These pioneers cause inundation and tempests in vulnerable regions. The lessons acquired from various locations highlight the importance of cooperation, enhancing capabilities, and providing governmental support in order to replicate and expand successful models. To optimize the advantages of biofuels in crisis management, it is crucial to prioritize research and development projects, involve stakeholders, and raise awareness. The role of national and international policy is vital in providing incentives for the production and use of biofuels, while technical advancements are key in shaping the future of sustainability and efficiency. Communities may utilize the ideas of sustainability and resilience to leverage the transformational potential of biofuels in order to construct societies that are safer, more environmentally friendly, and better equipped to withstand challenges.

Investigation of the effect of biofuel addition to jet fuel on engine performance and emissions in model jet engine

The use of biofuel reinforced fossil fuels is increasing day by day, thanks to such as reducing the carcinogenic effects of fossil fuels and reducing the global warming effect. The unmanned aerial vehicle breakthrough made in our country, especially in the defense industry, will ensure that the use of smaller unmanned aerial vehicles becomes more widespread in the future, allowing us to reach more effective and economical solutions. In this study, biofuel was obtained from safflower oil, and the effect of adding various amounts of biofuel to kerosene in a model jet engine on engine performance, and emissions was examined. The closest results to kerosene in fuel consumption, thrust force and the use of biofuel to reinforce fossil fuels is increasing day by day. This is due to its ability to reduce the carcinogenic effects of fossil fuels and also to reduce the global warming effect. In Türkiye, especially in the defense industry, there has been a significant breakthrough in unmanned aerial vehicle technology. This breakthrough will ensure that the use of smaller unmanned aerial vehicles becomes more widespread in the future, allowing us to reach more effective and economical solutions. In this study, biofuel was produced from safflower oil. Researchers examined the effect of adding different amounts of biofuel into kerosene fuel in a model jet engine. Engine performance and emissions were analyzed in the study. When the specific fuel consumption of kerosene fuel is compared to the average of all cycles of other fuels, it is 5.6 % more than B10 fuel, 12.4 % more than B20 fuel and 15 % more than B30 fuel. 8.3 % less thrust force was obtained. The highest turbine inlet temperature values were obtained with Kerosene fuel. Similar results were obtained in terms of emissions, but the best results were obtained with Kerosene fuel. When the averages of the entire experiment with biodiesel blend fuels were compared, it was stated that it constituted an acceptable alternative fuel.

Методологічні основи визначення і контролю витрат біопалив у процесі руху автомобіля

The paper proposes a methodological approach to determine and control fuel consumption (biofuels) of a car that has known design parameters and moves in known conditions at known modes. It is noted that at this stage it is more attractive to use mixed fuels based on gasoline or diesel fuel with the addition of various impurities of biological origin. For gasoline-based fuels, impurities can be methyl or ethyl alcohol, for diesel fuel – vegetable oils, as well as their methyl and ethyl esters of these oils. A structural and logical scheme has been developed, which explains the main provisions of the proposed determining method and controlling the biofuels consumption. In the structural and logical scheme, the following groups of parameters that take place during the car movement are highlighted: parameters of the conditions, the driving mode design. The mutual influence of parameters among themselves and between groups, the influence of the biological component concentration on its consumption, which must be taken into account to determine and control the consumption of biofuels during the movement of the car, was analyzed. It is shown that when switching to the use of biofuel, there is a change in the indicator coefficient of the internal combustion engine, which also affects the change in consumption.It has been proven that in the process of using biofuel, important factors affecting its consumption are density, lower heat of combustion, and the theoretically required amount of air for kg of biofuel combustion, which depends on the volumetric a specific biological component concentration in it. It has been proven that in the biofuel use process, important factors affecting its consumption are density, lower heat of combustion and the theoretically necessary amount of air for combustion in 1 kg of biofuel, which depends on the volumetric a specific biological component concentration. Taking into account the relative indicators of the «main» fuel (lower combustion heat, density and theoretically necessary air amount for the combustion of 1 kg impurities), it was established that the smallest increase in fuel consumption by the car engine during operation occurs when rapeseed oil is added to diesel fuel.

Use of biofuel with turpentine oil additive in a compression ignition engine: a green initiative to fulfill sustainable development goals

Use of biofuel with turpentine oil additive in a compression ignition engine: a green initiative to fulfill sustainable development goals

Estimated attribution of the RFS program on soybean biodiesel in the U.S. using the bioenergy scenario model

Biofuels are supported by various governmental policies in the U.S. and globally as an alternative transportation fuel for environmental, geopolitical, and economic reasons. Much debate surrounds the effectiveness of these policies as well as the overall net environmental effect of increased biofuels use. In the U.S., recent studies have shown that the Renewable Fuels Standard (RFS) Program, overall, may not have been the leading driver of the ethanol industry from 2005 to 2020, contrary to common perception. Similar scrutiny has not been applied to biodiesel. This study uses the Bioenergy Scenario Model, a well-vetted system dynamics model, to retrospectively apportion historical biodiesel production between the RFS Program and other potentially influential drivers, such as the economics of biodiesel vs. diesel, the Biodiesel Tax Credit (BTC), California's Low Carbon Fuel Standard, and other factors. From 2002 to 2020 about 36% of biodiesel production can be attributed to the RFS Program, 35% to the BTC, and the rest to other factors. Thus, the overall effect of the RFS Program appears much larger on biodiesel than on corn ethanol. The finding that the same policy may have very disparate effects on different biofuels helps inform the design of future policies on biofuels.

Use of threaded cylindrical pin tools to reduce macroscopic defects in dissimilar welded joints of AA7075-T6 and AZ31B alloys by the FSW process

The continued increase in greenhouse gas emissions has had dire consequences for the global climate. In order to reduce such emissions, several efforts have been made by researchers in the transport sector, such as the development of electric motorization, the development of hybrid engines, the use of biofuels and the use of light alloys. The use of light alloys such as aluminum and magnesium in vehicles can reduce the emission per kilogram of vehicles drastically, however, it is still necessary to develop effective and more agile methods of the dissimilar joints of these materials. Some authors have studied the friction stir welding of AZ31B magnesium alloys and AA7075-T6 aluminum alloys in order to determine better process parameters to enable this bond, however, few articles have been published in order to evaluate the influence of tool geometry on such properties. In this sense, this article aims to evaluate the influence of friction welding tool pin geometry as smooth cylindrical pin, threaded cylindrical pin, conical and hexagonal pin configurations in the formation of the mixed zone of welds manufactured by the FSW process. For this purpose, AZ31B and AA7075-T6 alloys were welded by FSW with welding speed of 75 mm/min, tool rotation speed of 565 rpm, offset of 0.5mm and inclination of the tool geometry in relation to the plates to be welded of 3º, the joints were evaluated for their macro and microstructures and Vickers hardness with a load of 100 gf. It was possible to observe that the joints welded with the threaded cylindrical pin tool presented stir zones free of macroscopic defects, similar hardness values for the four tools studied and the presence of a thin layer of intermetallics between TMAZ and SZ on the AZ31B side.

Biofuel Concentration in Low-Speed Pre-Ignition in Gasoline Engines

Low-Speed Pre-Ignition (LSPI) is a destructive combustion event associated primarily with new, ultra-efficient, downsized gasoline engines, which provide efficiency benefits in general operation. Biofuels, specifically bio-gasoline, are an alternative fuel that attempts to reduce the harmful emissions output by modern Internal Combustion Engines (ICEs). This study attempts to understand the effect of biofuel use on LSPI, through the use of a numerical simulation tool developed in Ricardo Wave. Development of the tool includes the integration of RFlame, an extension capable of modeling autoignition within a 1D domain. Use of the tool highlights the impact of five ethanol blends, E10, E20, E30, E50 and E85, with clear impacts on both the severity and frequency of LSPI events correlated with chemical properties, such as the enthalpy of vaporization (HoV) and octane number. E30 is highlighted as the critical blend for LSPI severity, with both increased severity and intensity seen with a 30% concentration, and a greater sensitivity to effects such as the start of ignition (SOI). Higher-concentration biofuels, such as E50 and E85 bio-gasoline, show much more favorable behaviors, such as a vast reduction in end-gas knock events, but are limited in their use due to their deployment being both cost-prohibitive and potentially damaging in current hardware. Future work on this topic will surround the further development of the simulation tool to integrate 3D solving elements, understand the role of fluid interactions in LSPI, and study optimal fuel characteristics for future use in ICEs.

Do current energy policies in Germany promote the use of biomass in areas where it is particularly beneficial to the system? Analysing short- and long-term energy scenarios

BackgroundPolicymakers are tasked with both driving the rapid expansion of renewable energy technologies and, additionally channelling the limited national potential of biomass into areas where it can provide the greatest benefit to the energy system. But do current policy instruments promote the use of biomass in these areas? As biomass is limited, its use must be sustainable without leading to further biodiversity loss or depleting forest or soil resources. In this study, short-term energy scenarios are generated using the BenOpt model, which take into account both current and alternative policy instruments under limited biomass utilisation. The results are compared with long-term, cost-optimal energy scenarios for the use of biomass.ResultsThe analysis reveals that the instrument of a GHG quota does not promote the use of biofuels in hard-to-electrify areas of the transport sector, where they should be cost-optimally allocated according to long-term energy scenarios. Biofuels are promoted for use in passenger road transport and not in the shipping or aviation sector. In contrast, alternative policy scenarios indicate that the sole instrument of a high CO2 price is more conducive to direct electrification and could displace more fossil fuels by 2030 than the GHG quota alone. This instrument also promotes the optimal use of biogas plants in the power sector in accordance with long-term cost-optimal developments.ConclusionsThe instrument of a GHG quota might lead to counterproductive developments in passenger road transport, but it also helps to ramp up the biofuel capacities required in shipping and aviation in the long term. However, it does not provide the necessary incentives for the ramp-up of battery electric vehicles, which would be the cost optimal solution in passenger road transport according to the long-term scenarios. Even though alternative policy scenarios show that the sole instrument of a high CO2-price is more conducive to direct electrification, a high CO2 price alone is not enough (e.g. in the heat sector) to promote the efficient use of biomass instead of simply covering the base load demand.

Ethanologenic fermentation by Parageobacillus thermoglucosidasius with continuous hot microbubble gas-stripping

The increased use of biofuels in place of fossil fuels is one strategy to support the transition to net-zero carbon emissions, particularly in transport applications. However, expansion of the use of 1st generation crops as feedstocks is unsustainable due to the conflict with food use. The use of the lignocellulosic fractions from plants and/or co-products from food production including food wastes could satisfy the demand for biofuels without affecting the use of land and the availability of food, but organisms which can readily ferment all the carbohydrates present in these feedstocks often suffer from more severe bioethanol inhibition effects than yeast. This paper demonstrates the potential of hot gas microbubbles to strip ethanol from a thermophilic fermentation process using Parageobacillus thermoglucosidasius TM333, thereby reducing product inhibition and allowing production to continue beyond the nominal toxic ethanol concentrations of ≤ 2% v/v. Using an experimental rig in which cells were grown in fed-batch cultures on sugars derived from waste bread, and the broth continuously cycled through a purpose-built microbubble stripping unit, it was shown that non/low-inhibitory dissolved ethanol concentrations could be maintained throughout, despite reaching productivities equivalent to 4.7% v/v dissolved ethanol. Ethanol recovered in the condensate was at a concentration appropriate for dewatering to be cost effective and not prohibitively energy intensive. This suggests that hot microbubble stripping could be a valuable technology for the continuous production of bioethanol from fermentation processes which suffer from product inhibition before reaching economically viable titres, which is typical of most thermophilic ethanologenic bacteria.

Technological Processes in the Production of Sustainable Aviation Fuels

Abstract Air transport expansion in recent decades has been continuous. The main aviation fuels used so far are mainly petroleum products, the annual consumption of which (2017) amounts to approximately 300 Mt. The gases emitted by the aviation industry (carbon dioxide CO2, nitrogen oxides, sulfur dioxide) exert a powerful pressure on the environment. The development of the aviation industry will also provoke a growing demand for fuels, and the fuels used will deepen the environmental, social and economic effects. This necessitates the implementation of the concept of sustainability of aviation transport and the replacement of conventional with sustainable aviation fuels (SAF). In the coming years, the production of aviation biofuels will increase as part of the use of renewable energy and the development of the circular economy-bioeconomy. This report briefly presents the current status of developed and deployed bioreactive fuels in aviation; certified technologies; the potential raw materials that can be used and an assessment of the economic and environmental characteristics of biokerosenes. The report also indicates global initiatives and policies to promote the use of biofuels, as well as the commitments made by the airlines.

ЭНЕРГЕТИЧЕСКИЙ ПЕРЕХОД И ЭНЕРГОСБЕРЕЖЕНИЕ НА НОВОМ ЭТАПЕ РАЗВИТИЯ

The problem of increasing energy efficiency in the Russian Federation is considered. The USSR energy system was unique in size and efficiency; due to large interconnected energy facilities and the development of district heating, it made it possible to efficiently consume fuel, which resulted in annual savings of 40-60 million tons of standard fuel and 10-15 GW of capacity. After a period of decline in the 90s of the last century, over the past 15 years the country's energy consumption has increased by a third, and structural changes have occurred in the main energy-intensive sectors of the Russian economy. It is noted that industry accounts for about 45% of the Russian energy balance, which is many times more than thermal power engineering (21%). The country's reserves for energy saving and energy efficiency can be divided into two groups. System reserves, consisting of an increase in the capacity and load of “carbon-free” sources - hydroelectric power stations and nuclear power plants, active use of losses and heat from technological processes, optimization of heat supply schemes, account for more than two-thirds of the potential for increasing energy efficiency. The second group consists of the use of renewable energy sources, waste, and biofuels. The country’s energy strategy should not consist in the quick payback of energy-saving projects, but in working on the systemic, multiplier effects of industrial development and infrastructure projects, the growth of large and small cities, and the development of hard-to-reach areas.

CUTTING-EDGE BIOFUEL TECHNOLOGIES FOR ENVIRONMENTAL MANAGEMENT AND SUSTAINABILITY

Researchers focus on finding Renewable Energy Sources (RES) and green energy for a sustainable future owing to ecological sustainability standards, growing power demands, depletion of traditional energy resources, and ecological damage caused by global warming and climate change. Bioenergy is a very viable option as it may be used for various energy needs via appropriate conversion methods. This analysis focuses on the promise and problems of producing biofuels using different feedstocks and advancements in process technology. The use of biofuels, such as biodiesel, ethanol, bio-oil, syngas, Fischer-Tropsch Hydrogen, and methane (CH4), generated from agricultural crop left-overs, micro- and macroalgae, and other biological waste via thermo-bio-chemical procedures, has been determined to be an environmentally beneficial option for energy production. Developing and implementing biofuels in industry and transportation significantly reduces reliance on petroleum and coal. The literature study indicated that biofuels derived from crops and microalgae have the potential to be the most effective and appealing method. The area of biofuels has made significant advancements via genetic engineering, which has opened up new possibilities for large-scale production for commercial use. However, the process of producing biofuels on a big scale remains difficult. Therefore, it is crucial to address this issue by converting biomass into biofuels using innovative technology to meet present and future energy demands.

CUTTING-EDGE BIOFUEL TECHNOLOGIES FOR ENVIRONMENTAL MANAGEMENT AND SUSTAINABILITY

Researchers focus on finding Renewable Energy Sources (RES) and green energy for a sustainable future owing to ecological sustainability standards, growing power demands, depletion of traditional energy resources, and ecological damage caused by global warming and climate change. Bioenergy is a very viable option as it may be used for various energy needs via appropriate conversion methods. This analysis focuses on the promise and problems of producing biofuels using different feedstocks and advancements in process technology. The use of biofuels, such as biodiesel, ethanol, bio-oil, syngas, Fischer-Tropsch Hydrogen, and methane (CH4), generated from agricultural crop left-overs, micro- and macroalgae, and other biological waste via thermo-bio-chemical procedures, has been determined to be an environmentally beneficial option for energy production. Developing and implementing biofuels in industry and transportation significantly reduces reliance on petroleum and coal. The literature study indicated that biofuels derived from crops and microalgae have the potential to be the most effective and appealing method. The area of biofuels has made significant advancements via genetic engineering, which has opened up new possibilities for large-scale production for commercial use. However, the process of producing biofuels on a big scale remains difficult. Therefore, it is crucial to address this issue by converting biomass into biofuels using innovative technology to meet present and future energy demands.

Cost-effective reductions in greenhouse gas emissions: Reducing fuel consumption or replacing fossil fuels with biofuels

Greenhouse gas emissions from the transport sector can be reduced by decreasing fuel use by different means, and by blending biofuels into fossil fuels. A cost-effective combination of these measures is determined by spatially specific characteristics such as fuel demand, feedstock production costs, and greenhouse gas emissions from the feedstock production. We developed a spatially explicit model to explore the role of reduced transport fuel use and increased use of domestically produced biofuel, respectively, in a cost-effective policy for greenhouse gas abatement. The model is applied to domestic lignocellulosic biofuel from agricultural land, gasoline, and diesel for road transport in Sweden. The results show that the use of biofuel is particularly cost-effective under low and modestly stringent abatement targets. For more stringent targets, decreased fuel end use dominates the abatement portfolio. Replacing the emissions target by a biofuel production target increases the marginal cost of reducing emissions by up to 250%. With the current vehicle fleet, technical constraints on blend-in possibilities limit the role of biofuels at higher target levels.