An algal feedstock or biomass may contain a very high oil fraction, and thus could be used for the production of advanced biofuels via different conversion processes. Its major advantage apart from its large oil fraction is the ability to convert almost all the energy from the feedstock into different varieties of useful products. In the research to displace fossil fuels, algae feedstock has emerged as a suitable candidate not only because of its renewable and sustainable features but also for its economic credibility based on the potential to match up with the global demand for transportation fuels. Cultivating this feedstock is very easy and could be developed with little or even no supervision, with the aid of wastewater not suitable for human consumption while absorbing CO2 from the atmosphere. The overall potential for algae applications generally shows that this feedstock is still an untapped resource, and it could be of huge commercial benefits to the global economy at large because algae exist in millions compared to terrestrial plants. Algae applications are evident for everyday consumption via foods products, non-foods products, fuel, and energy. Biofuels derived from algae have no impact on the environment and the food supply unlike biofuels produced from crops. However, any cultivation method employed could control the operating cost and the technicalities involved, which will also influence the production rate and strain. The scope of this paper is to review the current status of algae as a potential feedstock with diverse benefit for the resolution of the global energy demand, and environmental pollution control of GHG.

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Algae biofuel: Current status and future applications

This contribution provides a conceptual analysis and a quantitative comparative assessment of three technology chains that enable a carbon neutral chemical industry in a net-zero-CO2 world. These a...

The Role of Carbon Capture and Utilization, Carbon Capture and Storage, and Biomass to Enable a Net-Zero-CO2 Emissions Chemical Industry

State-of-the-art generation expansion planning: A review

https://www.econstor.eu/bitstream/10419/243693/1/1683639065.pdf

A review of global current scenario of biodiesel adoption and combustion in vehicular diesel engines

Sustainability of the four generations of biofuels – A review

The Well-To-Wheels (WTW) methodology is widely used for policy making in the transportation sector. In this paper updated WTW calculations are provided, relying on 2013 statistic data, for the carbon intensity (CI) of the European electricity mix; detail is provided for electricity consumed in each EU Member State (MS). An interesting aspect presented is the calculation of the GHG content of electricity traded between Countries, affecting the carbon intensity of the electricity consumed at national level. The amount and CI of imported electricity is a key aspect: a Country importing electricity from another Country with a lower CI of electricity will lower, after the trade, its electricity CI, while importing electricity from a Country with a higher CI will raise the CI of the importing Country. In average, the CI of electricity used in EU at low voltage in 2013 was 447 gCO2eq/kWh, which is the 17% less compared to 2009. Then, some examples of calculation of GHG emissions from the use of electric vehicles (EVs) compared to internal combustion engine vehicles are provided. The use of EVs instead of gasoline vehicles can save (about 60% of) GHG in all or in most of the EU MSs, depending on the estimated consumption of EVs. Compared with diesel, EVs show average GHG savings of around 50% and not savings at all in some EU MS.

Electricity carbon intensity in European Member States: Impacts on GHG emissions of electric vehicles.

This article presents the results of a scenario-based study carried out at the European Commission’s Joint Research Centre aimed at analyzing the future growth of aviation, the resulting fuel demand and the deployment of biofuels in the aviation sector in Europe. Three scenarios have been produced based on different input assumptions and leading to different underlying patterns of growth and resulting volumes of traffic. Data for aviation growth and hence fuel demand have been projected on a year by year basis up to 2030, using 2010 as the baseline. Data sources are Eurostat statistics and actual flight information from EUROCONTROL. Relevant variables such as the number of flights, the type of aircrafts, passengers or cargo tonnes and production indicators (RPKs) are used together with fuel consumption and CO2 emissions data. The target of the European Advanced Biofuels Flightpath to ensure the commercialization and consumption of 2 million tons of sustainably produced paraffinic biofuels in the aviation sector by 2020, has also been taken into account. Results regarding CO2 emission projections to 2030, reveal a steady annual increase in the order of 3%, 1% and 4% on average, for the three different scenarios, providing also a good correlation compared to the annual traffic growth rates that are indicated in the three corresponding scenarios. In absolute values, these ratios correspond to the central, the pessimistic and the optimistic scenarios respectively, corresponding to 360 million tonnes CO2 emissions in 2030, ranging from 271 to 401 million tonnes for the pessimistic and optimistic scenarios, respectively. This article also reports on the supply potential of aviation biofuels (clustered in HEFA/HVOs and biojet) based on the production capacity of facilities around the world and provides an insight on the current and future trends in aviation based on the European and national policies, innovations and state-of-the art technologies that will influence the future of sustainable fuels in aviation.

Biofuels in aviation: Fuel demand and CO2 emissions evolution in Europe toward 2030

This article presents results of a European Commission Joint Research Centre study to analyse the Greenhouse Gas (GHG) emissions and energy efficiency of various options for alternative aviation fuels. Interest in alternative aviation fuels is growing, as the sector seeks viable options to reduce increasing GHG emissions. For biofuels non-biogenic emissions arise from cultivation, harvesting and transport of the feedstock, as well as from their conversion into biofuel. It is important to consider whether any emissions reductions benefits are justified by the energy efficiency of each alternative. This article is focussed on American Society for Testing and Materials (ASTM) certifiable alternative drop-in biojet fuels [1] , i.e. non-fossil hydrocarbon fuels which have (i) the same chemical structure and (ii) can be blended with conventional jet fuels, (iii) can use the same jet fuel supply infrastructure, and (iv) do not require modification of the aircraft. The results indicate that the biofuels studied tended to exhibit lower GHG than conventional jet fuels although indirect effects or existing uses of materials were not included in this study. Some biofuels performed better at reducing GHG than others (for example biofuels from wastes and residues). A large and important effect on emissions is seen due to land type used for cultivation and whether methane capture is used for certain pathways. GHG savings results vary due to the Life Cycle Analysis (LCA) methodology chosen for dealing with emissions and co-products. Certain pathways are notably more energy intensive than others and strong GHG reduction does not always coincide with high energy efficiency. An overview of industry initiatives and critical EU legislation relating to aviation biofuels is given. The insights from this work are expected to be of use for decision-makers considering investment options in this sector.

Laura Lonza

Papers

Electricity carbon intensity in European Member States: Impacts on GHG emissions of electric vehicles.

Biofuels in aviation: Fuel demand and CO2 emissions evolution in Europe toward 2030

Considerations on GHG emissions and energy balances of promising aviation biofuel pathways

Impact of HVO blends on modern diesel passenger cars emissions during real world operation

Investigations on the distribution of air transport traffic and CO2 emissions within the European Union