Search Results (564)

Shipping is a high-energy-intensive sector and a major source of climate-relevant and harmful air pollutant emissions. In response to growing environmental concerns, the sector has been subject to increasingly stringent regulations, promoting the uptake of alternative fuels and emission control technologies. Accurate and diverse emission factors (EFs) are critical for quantifying shipping’s contribution to current emission inventories and projecting future developments under different policy scenarios. This study advances the development of load-dependent EFs for ships by incorporating alternative fuels, biofuels and emission control technologies. The methodology combines statistical analysis of data from an extensive literature review with newly acquired on-board emission measurements, including two-stroke propulsion engines and four-stroke auxiliary units. To ensure broad applicability, the updated EFs are expressed as functions of engine load and are categorized by engine and fuel type, covering conventional marine fuels, liquified natural gas, methanol, ammonia and biofuels. The results provide improved resolution of shipping emissions and insights into the role of emission control technologies, supporting robust, up-to-date emission models and inventories. This work contributes to the development of effective strategies for sustainable maritime transport and supports both policymakers and industry stakeholders in their decarbonization efforts. Full article

The maritime transport sector’s reliance on fossil-based fuels remains a major contributor to global greenhouse gas emissions, underscoring the urgent need for sustainable alternatives such as marine biofuels. Thermochemical pyrolysis of biomass and plastic waste represents a promising route for producing renewable and recycled marine fuel feedstocks. This review provides an integrated analysis of the full production and upgrading chain, encompassing pyrolysis of lignocellulosic biomass and polymer-derived resources, catalytic upgrading, and qualitative evaluation of product distribution and yield trends. Particular emphasis is placed on montmorillonite-based catalysts as naturally abundant, low-cost, and environmentally benign alternatives to conventional zeolites. The review systematically examines the influence of key montmorillonite modification strategies, including acid activation, pillaring, and ion-exchanged, on acidity, textural properties, and catalytic performance in catalytic cracking and hydrodeoxygenation processes. The analysis shows that catalyst modification strongly governs the yield, selectivity, and reproducibility of biofuels. By adopting this integrated perspective, the review extends beyond existing works focused on isolated upgrading steps or zeolitic catalysts. Key research gaps are identified, particularly regarding long-term catalyst stability, deep deoxygenation of real bio-oils, and compliance with marine fuel standards. Full article

Ammonia is considered as a promising hydrogen carrier and a carbon-free fuel. Methods for improving ammonia combustion characteristics often involve its co-firing with more reactive fuels (natural gas, biofuels, etc.). Among the natural gas components, ethane is second most abundant. Therefore, the development of detailed chemical–kinetic mechanisms that accurately consider the interactions between ammonia and each component of natural gas is very important. Such mechanisms must be based on experimental data obtained under a wide range of conditions. In this work, NH₃/C₂H₆/O₂/Ar blends were studied in JSR (φ = 0.5–2.0, p = 1 atm, τ = 1 s, T = 800–1300 K) and in a shock tube (p = 7.3–8.6 atm, T = 1260–1590 K). Additionally, the structure of premixed flames was investigated (φ = 0.8–1.2, p = 1–5 atm). Eleven recently published detailed chemical–kinetic mechanisms were tested. The model Shrestha-2025 was updated to achieve better agreement with the entire set of experimental data. The effect of p and φ on intermediate species concentration was analyzed. Ammonia and ethane consumption pathways were also examined. Full article

Biomass gasification, as a thermochemical process, has attracted growing interest due to the increasing popularity of biofuel production based on syngas or pure hydrogen. Moreover, when integrated with CO₂ capture, this method of producing gaseous fuels can achieve negative CO₂ emissions, making it competitive with other production systems based on either fossil or renewable sources. This paper presents the results of a process and economic analysis of synthetic natural gas (SNG) production systems integrated with a commercial fluidized-bed gasification reactor based on Synthesis Energy Systems (SES) technology. The study examines the potential integration of the system with a water electrolyzer at two levels of coupling: one providing oxygen for the gasification process, and the other eliminating the need for CO₂ separation before the SNG synthesis stage. Using a single gasification unit with a raw biomass feed rate of 60 t/h, the system produces 188 t/d of SNG. Integration with a water electrolyzer increases SNG production to 259 and 621 t/d. For cases without electrolyzer integration and under the assumption of zero emissions from biomass processing, the application of CO₂ separation enables the achievement of negative CO₂ emissions. This creates an opportunity for additional revenue from the sale of CO₂ emission allowances, which can significantly reduce SNG production costs. In this analysis, the break-even CO₂ price, above which the SNG production cost becomes negative, is USD 251/t CO₂. In systems integrated with water electrolysis, the cost and carbon footprint of the electricity consumed in the electrochemical water-splitting process have a decisive impact on both the overall SNG production cost and its carbon intensity. Full article

This study compared CO₂ emissions during a WLTP (Worldwide Harmonized Light-Duty Vehicles Test Procedure) test performed on a chassis dynamometer for the same flex-fuel vehicle, fuelled sequentially with E10 gasoline and E85 fuel. Based on the test data, a CO₂ emissions map was created, describing its dependence on speed and acceleration. The use of a 3D surface enabled the visualisation of the whole dynamics of emissions as a function of engine load in the WLTP cycle, including the identification of distinct emission peaks in areas of high positive acceleration. Analysis of the emission surface enabled the identification of structural differences between the fuels. For E85, more pronounced emission increases are observed in areas of intense acceleration, a consequence of the higher fuel demand resulting from the lower calorific value of bioethanol. In steady-state and moderate-load driving, CO₂ emissions for both fuels are similar. The results confirm that the main differences between E10 and E85 are not simply a shift in emission levels per se, but stem from variations in engine load during the dynamic cycle. Although E85 emits measurable CO₂ emissions, its carbon is not of fossil origin, highlighting the importance of biofuels in the context of greenhouse gas emission reduction strategies and the pursuit of climate neutrality. The presented methodology, combining chassis dynamometer tests with analysis of the speed-acceleration emission map, provides a tool for clearly identifying emission zones and can serve as a basis for further optimisation of engine control strategies and assessing the impact of fuel composition on emissions under dynamic conditions. Full article

The growing global concern about the environmental impact of fossil fuels’ greenhouse gas emissions has spurred the introduction of innovative, sustainable alternatives. Microalgae biomass holds substantial potential as a viable source material for producing environmentally friendly biofuels. Third-generation (3G) biofuels, specifically algae-derived bioethanol, have emerged as viable alternatives to traditional biofuels. The research provides an exhaustive analysis of the contemporary understanding of manufacturing 3G biofuels from microalgae and macroalgae. Additionally, the study provides an in-depth discussion of the identified gaps within these areas. By conducting a systematic literature review, the authors describe current knowledge of 3G biofuel production. The study addresses two key categories: (i) infrastructure and industrial technology, and (ii) the processes for obtaining third-generation biofuels. One highlights the need for efficient management in all stages of bioethanol production, including cultivation, harvesting, extraction, and conversion. Furthermore, leveraging technological advancements, such as selecting superior genetic strains and developing novel conversion technologies, is essential for improving the efficiency and profitability of the manufacturing process. The successful production of 3G bioethanol from microalgae requires a comprehensive approach that addresses various challenges and incorporates sustainable practices to achieve environmental and economic goals. Full article

Decarbonization of transport is a key element of the energy transition and of achieving the Sustainable Development Goals. Integration of renewable energy into transport systems is assessed together with the potential of electric, hybrid, hydrogen, and biofuel-based propulsion to enable low emission mobility. Literature published from 2019 to 2025 is synthesized using structured searches in Scopus, Web of Science, and Elsevier and evidence is integrated through a thematic comparative approach focused on energy efficiency, life cycle greenhouse gas emissions, and technology readiness. Quantitative findings indicate that battery electric vehicles typically require about 18 to 20 kWh per 100 km, compared with about 60 to 70 kWh per 100 km in energy equivalent terms for internal combustion cars. With higher renewable shares in electricity generation, life cycle CO₂ equivalent emissions are reduced by about 60 to 70 percent under average European grid conditions and up to about 80 percent when renewables exceed 50 percent. Energy storage and smart grid management, including vehicle to grid operation, are identified as enabling measures and are associated with peak demand reductions of about 5 to 10 percent. Hydrogen and advanced biofuels remain important for heavy duty, maritime, and aviation segments where full electrification is constrained. Full article

The maritime transportation industry is under pressure to reduce the level of emissions generated annually by commercial vessels. In order to achieve this objective, regulatory bodies, both national and international, have imposed strict limitations on the industry, and thus major changes have to be made in a tight time frame. In the last decade, engineers and ship designers have been searching for alternatives to traditional fuels, but it is not easy to find a perfect balance between operational costs and economic efficiency. Many potential solutions are being studied, with some of them already proven and implemented, such as liquefied natural gas, solar and wind power, electric propulsion, and many more. One solution might be biofuels, and this study aims to assess the potential impact of their use on the energy performance and durability of a typical marine propulsion engine, namely the MAN B&W 6S70MC-C7, fitted on board many types of ships including large oil tankers, container ships and bulk carriers. The main topic is approached through a progressive structure, starting from the analysis of general characteristics of these fuels and the engine installation, comparative simulations, operational experience, and technical recommendations. The comparative assessment is focused on two traditional types of fuels and two biofuel types. The aim is to identify a viable solution that can sustain the operational efficiency of this main engine without a major impact on its maintenance cycle and without additional costs on the components. Even if these biofuels are more expensive than the traditional ones, in the long run, they could prove to be a better choice in terms of operational costs and compliance with regulation. Full article

Algal biofuels have been investigated as an alternative to fossil fuels and first-generation biofuels for transportation in the United States since the 1970s. Yet after five decades of development, scalability and implementation remain limited—largely due to persistent barriers such as low biomass productivity, modest lipid yields, and energy-intensive processing methods. These technical challenges significantly constrain the feasibility of large-scale commercialization despite substantial research and investment. To evaluate progress toward commercial viability, this study harmonized energy inputs and outputs across 508 observations on the production of algal biofuel energy return on energy investment (EROEI) in the United States. While bioethanol achieves an EROEI of (2.8) and oil (8.7), the analysis produced a mean EROEI of 1.01—essentially the break-even point—irrespective of system boundaries. Life-cycle analysis results showed that hydrothermal liquefaction in algal diesel production yielded a slightly higher mean EROEI (0.67) than transesterification (0.51), yet both showed net energy losses. Co-products were found to increase EROEI values, particularly when recycled into production processes. Collectively, these findings indicate that research and development to date has not produced a technology with net energy gains sufficient for commercial viability. For this reason, algal biofuels show little potential to alleviate the ongoing decline in the EROEI of petroleum and are not a promising renewable energy option for reducing greenhouse gas emissions from the transportation sector. They also show little promise for alleviating the land use, food vs. fuel and other controversies that have plagued first and second-generation biofuels. Full article

Biofuels represent a viable alternative to fossil fuels due to their lower greenhouse gas emissions, potential for large-scale production, and renewable nature. Orange oil, turpentine, and their hydrogenated derivatives have emerged as promising candidates for biofuel components. Efficient design and operation of internal combustion engines require knowledge of biofuel density and viscosity as functions of temperature; however, experimental data on these properties remain limited. In this work, the densities and viscosities of turpentine, orange oil, hydrogenated turpentine, and hydrogenated orange oil were measured at atmospheric pressure over the temperature range (293.15–373.15) K. The measurements were performed with uncertainties below 0.05 kg·m⁻³ for density and 0.3 mPa·s for viscosity. The experimental data were correlated as a function of temperature using a quadratic function for density and the Andrade equation for viscosity, with absolute average relative deviations of 0.01% for density and 0.5% for viscosity. For all substances, both viscosity and density decrease with increasing temperature, and they are lower than the values for biodiesel. Orange oil and turpentine exhibited higher densities but lower viscosities than their hydrogenated counterparts, which can be attributed to differences in molecular size and packing efficiency. Finally, the measured density and viscosity values are compared with the limit values specified in the European and American biodiesel standards. The analysis shows that blending these essential oils with conventional biodiesel could result in biofuel mixtures that meet both standards. Full article

Global energy demand is projected to increase by approximately 28% by 2040, thereby intensifying the urgent need for sustainable alternatives to fossil fuels. This comprehensive review examines the integration of deep eutectic solvent (DES) pretreatment with anaerobic digestion to valorize apple pomace (AP), a major lignocellulosic by-product of the apple juice industry that is often improperly disposed of, posing substantial environmental burdens. A key challenge for efficient biofuel production from AP is its high lignin content, which inhibits complete degradation during AD. DESs have emerged as promising green pretreatment agents owing to their low toxicity, biodegradability, and selective lignocellulosic solubilization capabilities. This review critically synthesizes research on: AP compositional characteristics and disposal challenges; DES pretreatment mechanisms and comparative advantages over conventional methods; AD processes for AP, including yields and constraints; and technical, economic, and environmental aspects of DES-AD integration. Critical analysis reveals that acidic DES formulations achieve 40–60% higher delignification than neutral systems but produce higher levels of inhibitory compounds, necessitating application-specific optimization. Nonetheless, significant knowledge gaps persist, including a lack of standardized protocols, limited pilot-scale validation, and insufficient techno-economic assessments. This integrated approach closely aligns with circular economy principles, offering an environmentally friendly pathway for waste valorization while reducing reliance on fossil fuels and mitigating greenhouse gas emissions. Full article

Despite widespread implementation, current waste management practices—such as landfilling and incineration—are associated with significant environmental drawbacks, including greenhouse gas emissions and resource loss. Consequently, the search for more sustainable and environmentally friendly waste valorization methods has highlighted oxidative liquefaction as a promising pathway. This study focused on two critical waste streams: personal protective equipment (PPE) and municipal solid waste (MSW). These categories were selected due to the significant increase in PPE waste generated during the recent pandemic, as well as the need to develop effective strategies to address potential future surges in such waste streams. Experiments were carried out at 200–300 °C, with waste-to-liquid ratios of 3–7% and oxidant concentrations of 30–60 wt.%. The aim was to demonstrate the potential of oxidative liquefaction as a thermochemical conversion route for resource recovery, enabling the breakdown of the organic matrix of PPE and MSW into valuable liquid products such as fine chemicals or a source of carbon in biotechnological processes. Chromatographic analyses, combined with chemometric methods, revealed how temperature, waste-to-liquid ratio, and oxidant concentration affected the yield and composition of oxygenated chemical compounds (OCCs). Using raw chromatographic data directly in optimization eliminated the need for manual gas chromatography (GC) signal processing and provided a faster approach to process evaluation. The results confirmed distinct differences in degradation behavior and OCC formation between PPE and MSW, with maximum yields of 183–212 gOCC/kg for PPE and 51–69 gOCC/kg for MSW. These findings highlight the strong influence of physicochemical waste properties on degradation and product composition. Overall, oxidative liquefaction shows significant potential as a waste-to-value strategy, supporting renewable fuels, chemical precursors, and circular economy development within the framework of biomass, biofuels, and waste valorization. Full article

In 2017, Brazil launched its National Biofuel Policy (RenovaBio) to reduce greenhouse gas emissions from the transportation matrix, aligned with the National Determined Contribution commitments under the Paris Agreement. The authors of this Technical Note formed a working group that structured the methodological framework for RenovaCalc, the computational tool used by producers to quantify the carbon intensity of biofuels certified under RenovaBio. The framework is based on the Life Cycle Assessment approach, in accordance with internationally recognized standards and bioenergy policy guidelines. For the 2025 cycle, 331 production units (75% of Brazil’s total) had their biofuels under certification obtained using RenovaCalc, which is currently available for biodiesel, ethanol, biomethane, and sustainable aviation fuel produced from numerous feedstocks. The calculator is widely adopted and possibly the most important life cycle tool in Brazil. Full article

Catalytic upgrading of bioethanol via a C–C coupling reaction is a sustainable method of producing 1-butanol, a high-performance biofuel. This reaction was studied using a flow-through microreactor system with Pd/MgO-Al₂O₃ and bimetallic Pd-Cu/MgO-Al₂O₃ mixed oxide-based catalysts in a H₂ carrier gas at a pressure of 21 bar and temperatures ranging from 200 to 350 °C. The effect of the metal promoter(s) on the hydrogen transfer reaction steps in the overall reaction was investigated. The palladium promoter significantly improved the activity and butanol selectivity across the entire temperature range. However, the yield of liquid products decreased significantly at temperatures higher than 250 °C, primarily because the decarbonylation side reaction of the acetaldehyde intermediate accelerated. The promoting effect of Pd was most beneficial below 250 °C because the decarbonylation reaction was inhibited by the reversible poisoning effect of CO on multiple Pd sites responsible for decarbonylation. Diluting the Pd phase with Cu increased liquid yields due to gradually decreasing decarbonylation activity. However, the dehydrogenation–hydrogenation activity decreased as well, as did the promoting effect on the corresponding reaction steps in the coupling reaction. Additionally, the product distribution changed dramatically, decreasing 1-butanol selectivity, because metallic Cu can catalyze the formation of ethyl acetate and ketone products. Full article

Hydrotreated vegetable oil (HVO) is a second-generation biofuel with physicochemical properties similar to conventional diesel. Composed mainly of n-paraffins, it offers favorable autoignition characteristics. Produced by hydrotreating vegetable oils or animal fats, including waste sources such as used cooking oil, HVO contributes to lower greenhouse gas emissions and waste utilization. Thanks to its similarity to diesel, it can be used directly or in blends without engine modifications. Blending reduces fossil fuel use and pollutant emissions while maintaining engine performance. This study investigates the autoignition behavior of diesel, neat HVO, and HVO–diesel blends containing 25%, 50%, and 75% HVO by volume. Experiments were conducted in a constant-volume combustion chamber at 550 °C and 650 °C to simulate engine-relevant conditions. Autoignition quality was assessed using ignition delay, combustion delay, average and maximum pressure rise rate, maximum pressure rise, apparent heat release rate, and derived cetane number. The results show that higher HVO content increases the sensitivity of ignition delay, combustion delay, and average pressure rise rate to lower chamber temperature. In addition, a linear increase in derived cetane number was observed with increasing HVO concentration, providing new insights into ignition and combustion behavior of renewable fuel blends. Full article