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Cited by 62Advanced Aircraft Design and TechnologiesMaritime Transport Emissions and EfficiencyBioeconomy and Sustainability Development

Assessing the future prospects of emerging technologies for shipping and aviation biofuels: A critical review

Open access
Arias, Ana, Nika, Chrysanthi-Elisabeth, Vasilaki, Vasileia, Feijoo, Gumersindo, Moreira, Maria Teresa, Katsou, Evina·2024·Renewable and Sustainable Energy Reviews
DOI 10.1016/j.rser.2024.114427
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Abstract

There is an urgent need to switch from fossil to bio-based fuels in the transport sector, particularly in shipping and aviation. The growth of the world's population has resulted in a significant impact on passenger transport, with a noticeable increase in greenhouse gas emissions, depletion of fossil resources and associated risks in all three pillars of sustainability. In this context, new policies, standards and targets have been developed to reduce this environmental damage, which is mainly caused by the use of fossil fuels. Therefore, the alternative of using biofuels seems to be the most appropriate solution, to the extent that important targets have been set and specific directives have been developed for the integration of biofuels in the maritime and aviation sectors. However, to demonstrate that switching to biofuels is indeed beneficial, it is necessary to evaluate new biofuel scenarios from a life-cycle perspective, with particular emphasis on analyses that provide information beyond the present, such as prospective life-cycle assessments. To this end, the focus of this review is on the current trends in the production of biofuels for the marine and aviation sectors, taking into account the main targets set, the existing regulations and directives on the subject, and an analysis of the type of technologies used for their production. It also addresses biofuel Life Cycle Assessment (LCA) scenarios and future LCA approaches, and how these analyses should be carried out to be effective. Finally, key policies, standards and certifications are analyzed. The trends and bottlenecks discussed in this review concerning the actual and future development of the biofuels sector could be used by policy makers and stakeholders to identify efforts that favor the integration of biofuels into the value chain. Furthermore, it could be concluded that the evaluation of the guidelines foreseen in the development of competitive scenarios based on emerging technologies, as well as the adoption of policies and restrictions on the use of fuels, are key conditions to establish the roadmap for the widespread implementation of biofuels.

AI snapshot

Written from the paper’s full text.

TL;DR

This critical review assesses emerging biofuel technologies, policies, certifications, and life-cycle assessment approaches for decarbonizing shipping and aviation. It argues that prospective LCA, combined with techno-economic and social assessment, is needed to evaluate future biofuel scenarios beyond current static inventories.

Key findings

  • Shipping and aviation emitted 0.84 Gt and 0.71 Gt of CO₂ respectively in 2021, and full decarbonization is estimated to require about 240 Mton/year of biofuel oil equivalents for shipping and 220 Mton/year for aviation.
  • Policy targets include IMO reductions in carbon intensity of at least 40% by 2030 and 70% by 2050, and ReFuelEU SAF substitution targets of 2% in 2025, 5% in 2030, 20% in 2035, 32% in 2040, 38% in 2045, and 63% in 2050.
  • Global biofuel demand rose from 146.72 billion liters in 2020 to 155.43 billion liters in 2021; in Europe, 339 biofuel facilities were identified, with 80.2% commercial, 16.2% pilot/demonstration, and 3.5% under R&D.
  • HEFA-SPK biojet fuel can cost 825–2000 $/ton versus 329 $/ton for fossil jet fuel, while its GHG intensity is reported as 13.9 g CO₂ eq/MJ for waste cooking oil, 17.2 g CO₂ eq/MJ for corn oil, and 22.5 g CO₂ eq/MJ for tallow.

Methods

  • Critical review of current trends in shipping and aviation biofuel production, including regulations, directives, standards, certification schemes, technology pathways, and commercialization status.
  • Evidence drawn from policy and agency sources such as the EU, IEA, ICAO, IMO, ASTM, ISCC, plus tables of SAF producers, airlines, European biofuel facilities, and recent LCA studies.
  • For LCA literature, the authors searched SCOPUS using keywords “LCA,” “sustainability,” and “biofuels,” limited to recent years from 2010 onward and English-language articles, then critically analyzed abstracts, methods, and conclusions.

Limitations

  • The paper states that prospective LCA faces uncertainty, data availability, and comparability problems, and that scaling emerging technologies from low to higher TRL risks over- or underestimation.
  • It states that many reviewed LCA studies lack techno-economic assessment and comparison with conventional fuels, and that static inventories do not reflect future market, policy, or technological conditions.
  • Evident from the text: this is a literature- and database-based review with no primary data (“No data was used for the research described in the article”), and its quantitative synthesis is largely descriptive rather than a formal meta-analysis.

Model-written summary. Check it against the paper before relying on it.

Integrity signals

Registry

Crossref · 10.1016/j.rser.2024.114427

Cites

110 of 111 references verified0 citation errors · 0 not checkable

Statistics

Nothing to recompute.

Claims the paper makes

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  • Findingnone given
    § 2. Regulations on biofuels in the transport sector · p. 2

    Aviation and maritime transportation sectors, both at present and in estimated projections, have the higher potential impact on levels of emissions and environmental damage derived from use of fossil fuels.

    “there are two transportation sectors (aviation and maritime) that, both at present and in the estimated pro­ jections, have the higher potential impact on the levels of emissions and environmental damage derived from the use of fossil fuels”
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    § 7. Assessment of the sustainability of biofuel technologies and value chains · p. 8

    Most reviewed cases do not compare biofuels with conventional fuels.

    “neither a comparison with conventional fuels is being developed in most of the cases”
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    § 2. Regulations on biofuels in the transport sector · p. 2

    Replacing 90% of conventional aviation fuels with biofuels is expected to reduce emissions by 53% by 2050.

    “Replacing 90% of conventional aviation fuels with biofuels is expected to reduce emissions by 53% by 2050 [26,27].”
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    § 2. Regulations on biofuels in the transport sector · p. 2

    The European Commission introduced the 'Inducement Price for the Promotion of Renewable fuels' to make the use of advanced biofuels for a market supply chain possible for the shipping sector through price regulation.

    “the European Commission has introduced the ' Inducement Price for the Promotion of Renewable fuels ' [32].”
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    § 4. What is the current stage of biofuel production and commercialization? · p. 6

    Marginal areas are typically characterized by low agricultural productivity.

    “Those areas are typically characterized to be low agricultural productive”
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    • cites [65] [65] Csik ´ os N, T ´ oth G. Concepts of agricultural marginal lands and their utilisation: a review. Agric Syst 2023;204:103560. https://doi.org/10.1016/J. AGSY.2022.103560. - source

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    • cites [66] [66] Von Cossel M, Lewandowski I, Elbersen B, Staritsky I, Van Eupen M, Iqbal Y, Mantel S, Scordia D, Testa G, Cosentino SL, Maliarenko O, Eleftheriadis I, Zanetti F, Monti A, Lazdina D, Neimane S, Lamy I, Ciadamidaro L, Sanz M, Carrasco JE, Ciria P, McCallum I, Trindade LM, Van Loo EN, Elbersen W, Fernando AL, Papazoglou EG, Alexopoulou E. Marginal agricultural land lowinput systems for biomass production. Energies 2019;12:3123. https://doi.org/ 10.3390/EN12163123. 2019, Vol. 12, Page 3123. - source

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    § 4. What is the current stage of biofuel production and commercialization? · p. 6

    Most of the biofuel supply chain is ruled by fossil-based fuels (93% share); diesel and gasoline are dominant with 60% and 24% respectively; among biofuels, biodiesel stands out, followed by HVO and bioethanol, with 20% and 13% share respectively.

    “Most of the supply chain is ruled by fossil-based fuels (93% share), the use of diesel and gasoline is dominant with per­ centage 60% and 24%, respectively.”
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    § 2. Regulations on biofuels in the transport sector · p. 2

    The EU adopted the Renewable Energy Directive (REDII 2021-2030) as the core for achieving decarbonization of the transport sector, including limitation on the use of energy crops for biofuel production, encouragement of advanced biofuels, and defense of maintaining bio-based natural resources below earth limits.

    “The EU has adopted the Renewable Energy Directive (REDII 2021 -2030) as the core for achieving the decarbonization of transport sector”
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    § A B S T R A C T · p. 2

    Reducing the carbon footprint in the transport sector towards zero-carbon emissions requires the adoption of sustainable technologies and the use of renewable resources.

    “requires the adoption of sustainable technologies and the use of renewable resources [4,5].”
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    § A B S T R A C T · p. 2

    Prospective methodologies are a suitable tool to develop the assessment of the carbon impact from a broad perspective.

    “The use of prospective methodologies is considered a suitable tool to develop the assessment of the carbon impact from a broad perspective [6,7].”
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    § A B S T R A C T · p. 2

    The main targets for the transport sector are the main driving force for the development of new emerging technologies for biofuel production.

    “These targets are the main driving force for the development of new emerging technologies for biofuel production.”
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    § 2. Regulations on biofuels in the transport sector · p. 2

    ASTM D7566 has approved the use of Sustainable Aviation Fuels (SAF) in jet engines for passenger and freight transport, given their good performance and reduced environmental loads compared to traditional fossil fuels, but with some restrictions.

    “ASTM) D7566 has approved the use of Sustainable Aviation Fuels (SAF) in jet engines for passenger and freight transport”
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    § 2. Regulations on biofuels in the transport sector · p. 2

    According to ICAO, 57 airports distribute SAF worldwide, representing more than 440,000 commercial flights.

    “57 airports distribute SAF worldwide, representing more than 440 000 commercial flights.”
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    § A B S T R A C T · p. 2

    Prospective assessments require the use of expert knowledge, projected estimations and databases.

    “The use of prospective assessments require the use of expert knowledge, projected estimations and databases [10 -12].”
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    § A B S T R A C T · p. 2

    Technology must evolve from low Technology Readiness Level (TRL) values to high values to prove technological feasibility of the process on a large scale, which will provide insight into future potential, stability, risk and market penetration.

    “The technology must evolve from low Technology Readiness Level (TRL) values to high values”
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    § 2. Regulations on biofuels in the transport sector · p. 2

    Using biofuels for aircraft could achieve decarbonization of the aviation sector, but barriers include higher cost compared to fossil fuels, lack of guidelines for certification process, lack of policy framework, and lack of governmental funding for implementation.

    “Using biofuels for aircraft, decarbonization of the aviation sector could be achieved, but still certain barriers could be detected”
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    § 2. Regulations on biofuels in the transport sector · p. 3

    SEEMP introduces guidelines for ship energy efficiency, encompassing calculation methods for measuring energy efficiency, carbon intensity and correction factors, carbon-based indicators, and carbon intensity classification of ships.

    “SEEMP (Sheep Energy Efficiency Management Plan), a mechanism developed by the International Maritime Organization, in­ troduces a set of guidelines for the development of ship energy effi­ ciency”
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    • cites [36] [36] [Marine Environment Protection Commitee (MEPC). Annex 7 Resolution MEPC.333(76) (adopted on 10 June 2021) 2021 Guidelines on the method of calculation of the attained energy efficiency existing ship index (EEXI). 2021.](http://refhub.elsevier.com/S1364-0321(24)00150-3/sref36) -

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    • cites [37] [37] [Marine Environment Protection Commitee (MEPC). Annex 14 resolution MEPC. Guidelines on operational carbon intensity indicators and the calculation methods (CII guidelines, G1) 2022;352(78) (adopted on 10 June 2022) 2022.](http://refhub.elsevier.com/S1364-0321(24)00150-3/sref37) -

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    • cites [38] [38] [Marine Environment Protection Commitee (MEPC). Annex 17 resolution MEPC. Interim guidelines on correction factors and voyage adjustments for CII calculation (CII guidelines, G5) 2022;355(78) (adopted on 10 June 2022) 2022.](http://refhub.elsevier.com/S1364-0321(24)00150-3/sref38) -

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    • cites [39] [39] [Marine Environment Protection Commitee (MEPC). Annex 15 resolution MEPC. Guidelines on the reference lines for use with operational carbon intensity indicators (CII reference lines guidelines, G2) 2022;353(78) (adopted on 10 June 2022) 2022.](http://refhub.elsevier.com/S1364-0321(24)00150-3/sref39) -

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    § 2. Regulations on biofuels in the transport sector · p. 3

    The European Investment Bank developed a Green Shipping Guarantee (GSG) Program to accelerate investments in more sustainable and green technologies for shipping companies.

    “European Investment Bank has succeeded in developing a Green Shipping Guarantee (GSG) Program”
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    § 2. Regulations on biofuels in the transport sector · p. 2

    Around 24 policies have been adopted or are being developed by international organizations and purchase agreements have been signed for some 34.9 billion liters of SAF.

    “Around 24 policies have been adopted or are being developed by international organizations and purchase agreements have been signed for some 34.9 billion liters of SAF [30].”
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    § 2. Regulations on biofuels in the transport sector · p. 2

    CORSIA is a scheme that favors the integration of biofuels in aviation and promotes reduction of carbon dioxide emissions through improvement of aviation technologies and operational conditions, as well as development of national and/or regional regulatory initiatives.

    “CORSIA) is a scheme that favors the integration of biofuels in this transport sector.”
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    § 2. Regulations on biofuels in the transport sector · p. 2

    The Poseidon Principles were developed to carry out a methodology to integrate environmental risk within financial and investment decision for the shipping sector.

    “the Poseidon Prin­ ciples have also been developed, with the objective of carrying out a methodology to integrate the environmental risk within the financial and investment decision for the shipping sector [33].”
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    § 3. What are the actual perspectives on the use and commercialization of shipping and jet biofuels? · p. 3

    Aviation sector requires about 220 Mton/year of biofuel oil equivalents to fully decarbonize, while shipping sector requires about 240 Mton/year of oil equivalents.

    “aviation sector requires about 220 Mton/year of biofuel oil equivalents to fully decarbonized, while for the case of shipping sector, is a little bit higher, amounting to 240 Mton/year of oil equivalents [45].”
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    • cites [45] [45] Solakivi T, Paimander A, Ojala L. Cost competitiveness of alternative maritime fuels in the new regulatory framework. Transport Res Transport Environ 2022; 113. https://doi.org/10.1016/J.TRD.2022.103500. -

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    § 3. What are the actual perspectives on the use and commercialization of shipping and jet biofuels? · p. 4

    SAF are classified as drop-in fuels, meaning they could be used in planes without modifying the engines or infrastructures.

    “are classified as ' drop-in ' fuels, meaning that they could be used in the planes without needs of modifying the engines or infrastructures [61].”
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    • cites [61] [61] [Soone J. Sustainable aviation fuels. 2020.](http://refhub.elsevier.com/S1364-0321(24)00150-3/sref61) -

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    § 6. Technological pathways to produce biofuels · p. 8

    According to ASTM D7566 standard, the HEFA-SPK process scheme produces more than 5 billion liters of HEFA biofuel worldwide.

    “According to the ASTM D7566 standard, the process scheme known as HEFA-SPK (synthetic paraffinic kerosene) produces more than 5 billion liters of HEFA biofuel worldwide [90].”
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    • cites [90] [90] [Van Dyk S, Saddler J. Progress in commercialization of biojet/sustainable aviation fuels (SAF): technologies, potential and challenges. 2021.](http://refhub.elsevier.com/S1364-0321(24)00150-3/sref90) -

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    § 7. Assessment of the sustainability of biofuel technologies and value chains · p. 8

    One way of increasing the competitiveness of biofuels on the value chain is by the use of renewable energy, as it is one of the main costs and also constraints when talking about sustainability.

    “one way of increasing the competitiveness of biofuels on the value chain is by the use of renewable energy, as it is one of the main costs and also constraints when talking about sustainability [111,112].”
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    • cites [111] [111] Parascanu MM, Sanchez N, Sandoval-Salas F, Carreto CM, Soreanu G, SanchezSilva L. Environmental and economic analysis of bioethanol production from 25. sugarcane molasses and agave juice. Environ Sci Pollut Res 2021;28:64374 -93. https://doi.org/10.1007/S11356-021-15471-4/TABLES/12. - source

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    • cites [112] [112] Ocampo Batlle EA, Escobar Palacio JC, Silva Lora EE, Da Costa Bortoni E, Horta Nogueira LA, Carrillo Caballero GE, Vitoriano Julio AA, Escorcia YC. Energy, economic, and environmental assessment of the integrated production of palm oil biodiesel and sugarcane ethanol. J Clean Prod 2021;311. https://doi.org/ 10.1016/j.jclepro.2021.127638. - source

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    § 6. Technological pathways to produce biofuels · p. 7

    Fast pyrolysis provides higher yields for liquid biofuels and is characterized by shorter residence time and fast heating rates.

    “Fast pyrolysis provides higher yields for liquid biofuels, and is characterized by shorter residence time and fast heating rates [84].”
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    • cites [84] [84] Patel A, Agrawal B, Rawal BR. Pyrolysis of biomass for efficient extraction of biofuel. 1649 -1661, https://doi.org/10.1080/15567036.2019.1604875; 2019. -

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    § 4. What is the current stage of biofuel production and commercialization? · p. 6

    The production of biofuels using marginal areas has the potential to promote more sustainable actions and to ensure food security at a higher level.

    “the production of biofuels using marginal areas has the potential to promote more sustainable actions and to ensure food security in a higher level”
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    § 3. What are the actual perspectives on the use and commercialization of shipping and jet biofuels? · p. 3

    Marine fuels can be divided into four main categories: non-sustainable conventional fuels, LNG/LPG and non-renewable hydrogen, sustainable but underdevelopment biofuels, and renewable/advanced biofuels and e-fuels.

    “the marine fuels could be divided in four main categories: non-sustainable conventional fuels, LNG/LPG and non-renewable hydrogen, sustainable but underdevelopment bio­ fuels and renewable/advanced biofuels and e-fuels [45].”
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    • cites Solakivi et al. (2022)

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    • cites [45] [45] Solakivi T, Paimander A, Ojala L. Cost competitiveness of alternative maritime fuels in the new regulatory framework. Transport Res Transport Environ 2022; 113. https://doi.org/10.1016/J.TRD.2022.103500. -

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    § 3. What are the actual perspectives on the use and commercialization of shipping and jet biofuels? · p. 4

    Methanol, hydrogen and ammonia as maritime fuels are the most adequate from the point of view of environmental impacts, but differences on engines and on capacity of energy production should be taken into account.

    “The use of methanol, hydrogen and ammonia as maritime fuels are the most adequate form the point of view of envi­ ronmental impacts”
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    • cites Xing et al. (2021) source

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    • cites [59] [59] Xing H, Stuart C, Spence S, Chen H. Alternative fuel options for low carbon maritime transportation: pathways to 2050. J Clean Prod 2021;297. https://doi. org/10.1016/J.JCLEPRO.2021.126651. - source

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    § 3. What are the actual perspectives on the use and commercialization of shipping and jet biofuels? · p. 4

    Ideal characteristics for maritime fuels are high energy density, low emissions levels, reduced production and use costs, scalability, and compatibility with actual infrastructure.

    “high energy density (to avoid the high storage volumes), low emissions levels, reduced production and use costs (to be attractive to replace the conventional ones), scalability (to be used for both short and long transport distances) and compatibility with actual infrastructure [52].”
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    • cites Gray et al. (2021) source

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    • cites [52] [52] Gray N, McDonagh S, O ' Shea R, Smyth B, Murphy JD. Decarbonising ships, planes and trucks: an analysis of suitable low-carbon fuels for the maritime, aviation and haulage sectors. Adv. Appl. Energy. 2021;1. https://doi.org/ 10.1016/J.ADAPEN.2021.100008. - source

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    § 5. Which are the types of biofuels being assessed? · p. 6

    95% of biodiesel (first-generation biofuel) is produced from edible oil-crops as feedstock.

    “95% of biodiesel (first-generation biofuel) is produced from edible oil-crops as feedstock.”
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    • cites [72] [72] Popp J, Lakner Z, Harangi-R ´ akos M, F ´ ari M. The effect of bioenergy expansion: food, energy, and environment. Renew Sustain Energy Rev 2014;32:559 -78. https://doi.org/10.1016/J.RSER.2014.01.056. - source

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    § 4. What is the current stage of biofuel production and commercialization? · p. 6

    Bio-based fuels will be gradually introduced in aviation for outbound flights, with a 2% substitution of fossil-based fuel in 2025, increasing to 5% in 2030, 20% in 2035, 32% in 2040, 38% in 2045, and 63% in 2050.

    “considering first a 2% substitution of fossil-based fuel in 2025, and increasing the percentage by 5% (2030), 20% (2035), 32% (2040), 38% (2045) and 63% (2050) [63].”
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    • cites [63] [63] [European Commission. Proposal for a regulation of the European Parliament and of the Council on ensuring a level playing field for sustainable air transport. 2021.](http://refhub.elsevier.com/S1364-0321(24)00150-3/sref63) -

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    § 6. Technological pathways to produce biofuels · p. 8

    The main bottleneck for commercialization of HEPA-SPK biojet fuel is the selling price, which could amount to 825-2000 $/ton, compared to fossil-based jet fuel at 329 $/ton.

    “The main bottleneck for commercialization of the HEPA-SPK biojet fuel is the selling price, which could amount to 825 -2000 $/ton, in comparison to that of fossil-based jet fuel: 329 $/ton [94].”
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    • cites [94] [94] Bann SJ, Malina R, Staples MD, Suresh P, Pearlson M, Tyner WE, Hileman JI, Barrett S. The costs of production of alternative jet fuel: a harmonized stochastic assessment. Bioresour Technol 2017;227:179 -87. https://doi.org/10.1016/J. BIORTECH.2016.12.032. - source

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    § 3. What are the actual perspectives on the use and commercialization of shipping and jet biofuels? · p. 3

    The marine transportation sector could go for further alternative fuels to replace fossil-based ones compared to the aviation sector, as the engines and infrastructures of ships are more adequate to use lower-quality fuels.

    “the marine transportation sector could go for further alternative fuels to replace the fossil-based ones in comparison to aviation sector”
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    • cites [46] [46] Mukherjee A, Bruijnincx P, Junginger M. A perspective on biofuels use and CCS for GHG mitigation in the marine sector. iScience 2020;23. https://doi.org/ 10.1016/J.ISCI.2020.101758. - source

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    Premisecitation
    § 6. Technological pathways to produce biofuels · p. 8

    The advantage of using HEFA-SPK biojet fuels mainly relies on the reduction of carbon intensity in GHG emissions: 13.9 g CO2 eq./MJ when using waste cooking oil as feedstock, 17.2 g CO2 eq./MJ for corn oil and 22.5 g CO2 eq./MJ using tallow.

    “However, the advantage of using HEFA-SPK biojet fuels mainly relies on the reduction of the carbon intensity in GHG emissions: 13.9 g CO2 eq./MJ when using waste cooking oil as feedstock, 17.2 g CO2 eq./MJ for corn oil and 22.5 g CO2 eq./MJ using tallow [90].”
    Quote in the paperNot a substantial claim0 of 1 sources checked
    • cites [90] [90] [Van Dyk S, Saddler J. Progress in commercialization of biojet/sustainable aviation fuels (SAF): technologies, potential and challenges. 2021.](http://refhub.elsevier.com/S1364-0321(24)00150-3/sref90) -

      Not checked in the free run.

  • May combine two claims.

    Premisecitation
    § 5. Which are the types of biofuels being assessed? · p. 6

    Food competition, large crop areas and water consumption are the main barriers to biodiesel production from edible oil-crops.

    “Food competition, large crop areas and water consumption are the main barriers [72].”
    Quote in the paperNot a substantial claim0 of 1 sources checked
    • cites [72] [72] Popp J, Lakner Z, Harangi-R ´ akos M, F ´ ari M. The effect of bioenergy expansion: food, energy, and environment. Renew Sustain Energy Rev 2014;32:559 -78. https://doi.org/10.1016/J.RSER.2014.01.056. - source

      Not checked in the free run.

  • May combine two claims.

    Premisecitation
    § 3. What are the actual perspectives on the use and commercialization of shipping and jet biofuels? · p. 3

    For both shipping and aviation sectors, the main challenges are reduction of production costs, need for higher technological maturity, and increase in availability of infrastructure for alternative fuels use and distribution.

    “for both sectors, the main chal­ lenges to be addressed are the reduction on the production costs, the need of a higher technological mature and the increase on the avail­ ability of infrastructure to the alternative fuels use and distribution [47, 48].”
    Quote in the paperSubstantial claim0 of 2 sources checked
    • cites [47] [47] Kim H, Koo KY, Joung TH. A study on the necessity of integrated evaluation of alternative marine fuels. J. Int. Marit. Safety, Environ. Aff. Shipp. 2020;4:26 -31. https://doi.org/10.1080/25725084.2020.1779426. -

      Not checked in the free run.

    • cites [48] [48] Chu Van T, Ramirez J, Rainey T, Ristovski Z, Brown RJ. Global impacts of recent IMO regulations on marine fuel oil refining processes and ship emissions. Transport Res Transport Environ 2019;70:123 -34. https://doi.org/10.1016/J. TRD.2019.04.001. - source

      Not checked in the free run.

  • Classified as probably not a substantial claim. May combine two claims.

    Premisecitation
    § 3. What are the actual perspectives on the use and commercialization of shipping and jet biofuels? · p. 4

    Methanol could be used for all types of transport; ammonia is not yet available for deep sea routes; compressed H2 is only effective for domestic shipping.

    “While methanol could be used to all types of transport, ammonia is not yet available to be used for deep sea routes, while compressed H2 is only effective for domestic shipping.”
    Quote in the paperSubstantial claim0 of 1 sources checked
    • cites [59] [59] Xing H, Stuart C, Spence S, Chen H. Alternative fuel options for low carbon maritime transportation: pathways to 2050. J Clean Prod 2021;297. https://doi. org/10.1016/J.JCLEPRO.2021.126651. - source

      Not checked in the free run.

  • Probably not a substantial claim: may not pass S3 (load-bearing). May combine two claims.

    Premisecitation
    § 3. What are the actual perspectives on the use and commercialization of shipping and jet biofuels? · p. 4

    Ideal characteristics for jet-alternative fuels are high energy density, high specific energy, high flash point, low emissions levels, low viscosities and freezing points, high thermal stability, and good lubrication properties.

    “high energy density, high specific energy (to enhance the efficiency), high flash point (to be safe), low emissions levels, low vis­ cosities and freezing points (to ensure the fuel quality at reduced tem­ peratures), high thermal stability and good lubrication properties [52].”
    Quote in the paperNot a substantial claim0 of 2 sources checked
    • cites Gray et al. (2021) source

      Not checked in the free run.

    • cites [52] [52] Gray N, McDonagh S, O ' Shea R, Smyth B, Murphy JD. Decarbonising ships, planes and trucks: an analysis of suitable low-carbon fuels for the maritime, aviation and haulage sectors. Adv. Appl. Energy. 2021;1. https://doi.org/ 10.1016/J.ADAPEN.2021.100008. - source

      Not checked in the free run.

  • May combine two claims.

    Premisecitation
    § 4. What is the current stage of biofuel production and commercialization? · p. 6

    Bio-based fuels obtained by harvesting marginal areas could contribute to diversification of energy resources and reduction of fossil fuel depletion and environmental impacts, as they are lower massified.

    “Biobased fuels obtained by the harvesting of marginal areas could contribute to the diversification of the energy resources and to the reduction on the depletion of fossil fuels and on the impacts over the environment, as those are lower massified [67].”
    Quote in the paperNot a substantial claim0 of 1 sources checked
    • cites [67] [67] Saleem M. Possibility of utilizing agriculture biomass as a renewable and sustainable future energy source. Heliyon 2022;8:e08905. https://doi.org/ 10.1016/J.HELIYON.2022.E08905. - source

      Not checked in the free run.

  • Probably not a substantial claim: may not pass S2 (checkable), S3 (load-bearing). May combine two claims.

    Interpretationcitation
    § 6. Technological pathways to produce biofuels · p. 8

    Although bio-based technologies for biofuel production demonstrate potential feasibility in terms of production yield, it is foreseeable that in a future scenario the integration of biofuel production into conventional fuel facilities will be the most viable alternative.

    “Although bio-based technologies for biofuel production demonstrate potential feasibility in terms of production yield, it is foreseeable that in a future scenario the integration of biofuel production into conventional fuel facilities will be the most viable alternative.”
    Quote in the paperNot a substantial claim0 of 1 sources checked
    • cites Ketabchi et al. (2019)

      Not checked in the free run.

  • Probably not a substantial claim: may not pass S3 (load-bearing).

    Premisecitation
    § 7. Assessment of the sustainability of biofuel technologies and value chains · p. 8

    Production of liquid biofuels using pine sawdust by gasification technology is not as productive to be competitive with commercial prices.

    “the production of liquid biofuels using pine sawdust by gasification technology is not as productive to be competitive with the commercial prices.”
    Quote in the paperNot a substantial claim0 of 1 sources checked
    • cites [110] [110] Jasper M, Rafati N, Schimmel K, Shahbazi A, Li F, Mba-Wright M, Wang L. Carbon negative transportation fuels -a techno-economic-environmental analysis of biomass pathways for transportation. Energy Convers Manag X 2022;14:100208. https://doi.org/10.1016/J.ECMX.2022.100208. -

      Not checked in the free run.

  • Probably not a substantial claim: may not pass S3 (load-bearing). May combine two claims.

    Interpretationcitation
    § 3.1. Some advances on the use of bio-fuels · p. 5

    The rationale behind co-processing is to achieve a more sustainable fuel given the reduced sulfur content that mixing with a bio-based fuel could provide, thus also reducing carbon-related emissions.

    “The rationale behind this is the attempt to achieve a more sustainable fuel give the reduced sulfur content that a mixing with a bio-based fuel could provide, thus also reducing the carbon-related emissions [55].”
    Quote in the paperNot a substantial claim0 of 1 sources checked
    • cites [55] [55] Estevez R, Aguado-Deblas L, L ´ opez-Tenllado FJ, Luna C, Calero J, Romero AA, Bautista FM, Luna D. Biodiesel is dead: long life to advanced biofuels -a comprehensive critical review. Energies 2022;15. https://doi.org/10.3390/ EN15093173. - source

      Not checked in the free run.

  • Probably not a substantial claim: may not pass S2 (checkable), S4 (based).

    Interpretationnone given
    § 11. Conclusions · p. 12

    The development of emerging technologies to produce sustainable biofuels is a suitable alternative to reduce dependence on fossil fuels.

    “The development of emerging technologies to produce sustainable biofuels is a suitable alternative to reduce dependence on fossil fuels.”
    Quote in the paperNot a substantial claim

  • Probably not a substantial claim: may not pass S3 (load-bearing). May combine two claims.

    Premisecitation
    § 8. Assessing future scenarios with LCA methodology · p. 11

    Monetization is mainly based on economic criteria, which are quantitative but unrepresentative at the level of predictability and future feasibility.

    “and monetization is mainly based on economic criteria, which are quantitative but unrepresentative at the level of predictability and future feasibility [132].”
    Quote in the paperNot a substantial claim0 of 1 sources checked
    • cites [132] [132] Su S, Zhu C, Li X. A dynamic weighting system considering temporal variations using the DTT approach in LCA of buildings. J Clean Prod 2019;220:398 -407. https://doi.org/10.1016/J.JCLEPRO.2019.02.140. - source

      Not checked in the free run.

  • Probably not a substantial claim: may not pass S3 (load-bearing).

    Interpretationreasoning
    § 10. Challenges and prospects on the future of shipping and aviation biofuels. A global framework discussion · p. 12

    The more developed technology and current lower prices of first-generation biofuels are behind their greater market share compared to second- and third-generation biofuels.

    “The more developed tech­ nology and the current lower prices are behind these circumstances.”
    Quote in the paperNot a substantial claim
    • Rests on an assumption: Currently, first-generation biofuels are conquering the biofuels market to a greater extent than second- and third-generation biofuels.

  • Probably not a substantial claim: may not pass S2 (checkable).

    Interpretationnone given
    § 11. Conclusions · p. 12

    Prospective sustainability assessment offers the possibility of advancing the current situation of the value chain to a foreseen future scenario.

    “This methodology of­ fers the possibility of advancing the current situation of the value chain to a foreseen future scenario”
    Quote in the paperNot a substantial claim

  • Probably not a substantial claim: may not pass S2 (checkable), S4 (based).

    Interpretationnone given
    § 11. Conclusions · p. 12

    To assess the future potential of emerging biofuel technologies, it is necessary to develop a prospective sustainability assessment.

    “However, in order to assess their potential in the future, it is necessary to develop a prospective sustainability assessment.”
    Quote in the paperNot a substantial claim

  • May combine two claims.

    Premisecitation
    § 10. Challenges and prospects on the future of shipping and aviation biofuels. A global framework discussion · p. 11

    Capital costs (CAPEX) can reach 15% of the total for conventional processes and 30% for biofuel production routes.

    “while for conventional processes it can reach 15% of the total, in the case of biofuel production routes this value can reach 30% [144].”
    Quote in the paperNot a substantial claim0 of 1 sources checked
    • cites [144] [144] Guimar ˜ aes HR, Marcon Bressanin J, Lopes Motta I, Ferreira Chagas M, Klein BC, Bonomi A, Filho RM, Djun M, Watanabe B. Bottlenecks and potentials for the gasification of lignocellulosic biomasses and Fischer-Tropsch synthesis: a case study on the production of advanced liquid biofuels in Brazil. Energy Convers Manag 2021;245:114629. https://doi.org/10.1016/j.enconman.2021.114629. -

      Not checked in the free run.

  • Probably not a substantial claim: may not pass S3 (load-bearing).

    Interpretationnone given
    § 9. How should a prospective-LCA be performed? Brief recommendations · p. 11

    Scaling new emerging technologies from a low to a higher TRL implies a risk of overestimation or underestimation in the scale-up phase.

    “In addition, the usual scenario is the need to scale new emerging technologies from a low to a higher TRL, which also implies a certain risk of overestimation/underestimation in the scale-up phase.”
    Quote in the paperNot a substantial claim

  • Probably not a substantial claim: may not pass S3 (load-bearing).

    Premisecitation
    § 8. Assessing future scenarios with LCA methodology · p. 11

    The ex-ante method is the most common method for evaluating the life cycle of a product or process.

    “The most common method for evaluating the life cycle of a product or process is the ' ex-ante ' one, in which the production scenario is evaluated at an early stage of development [120,121].”
    Quote in the paperNot a substantial claim0 of 2 sources checked
    • cites [120] [120] Hesser F, Wohner B, Meints T, Stern T, Windsperger A. Integration of LCA in R & D by applying the concept of payback period: case study of a modified multilayer wood parquet. Int J Life Cycle Assess 2017;22:307 -16. https://doi.org/10.1007/ s11367-016-1173-y. - source

      Not checked in the free run.

    • cites [121] [121] Buyle M, Audenaert A, Billen P, Boonen K, Van Passel S. The future of ex-ante LCA? Lessons learned and practical recommendations. Sustain Times 2019;11. https://doi.org/10.3390/SU11195456. -

      Not checked in the free run.

  • Probably not a substantial claim: may not pass S3 (load-bearing). May combine two claims.

    Interpretationreasoning
    § 9. How should a prospective-LCA be performed? Brief recommendations · p. 11

    The main issues of prospective LCA are uncertainty, data availability and comparability.

    “These are the main issues of prospective LCA: un­ certainty, data availability and also comparability”
    Quote in the paperNot a substantial claim

  • Probably not a substantial claim: may not pass S3 (load-bearing).

    Premisecitation
    § 8. Assessing future scenarios with LCA methodology · p. 11

    Expert judgment is conditioned by moral criteria, education and personal knowledge.

    “while expert judgment is conditioned by moral criteria, education and personal knowledge”
    Quote in the paperNot a substantial claim0 of 1 sources checked
    • cites [132] [132] Su S, Zhu C, Li X. A dynamic weighting system considering temporal variations using the DTT approach in LCA of buildings. J Clean Prod 2019;220:398 -407. https://doi.org/10.1016/J.JCLEPRO.2019.02.140. - source

      Not checked in the free run.

  • Probably not a substantial claim: may not pass S3 (load-bearing). May combine two claims.

    Premisecitation
    § 8. Assessing future scenarios with LCA methodology · p. 11

    Up-to-date metadata might not be representative of technology development and/or economic, environmental and societal trends and demands.

    “Moreover, up-to-date metadata might not be representative of technology development and/or economic, environ­ mental and societal trends and demands”
    Quote in the paperNot a substantial claim0 of 2 sources checked
    • cites [130] [130] Vuarnoz D, Cozza S, Jusselme T, Magnin G, Schafer T, Couty P, Niederhauser EL. Integrating hourly life-cycle energy and carbon emissions of energy supply in buildings. Sustain Cities Soc 2018;43:305 -16. https://doi.org/10.1016/J. SCS.2018.08.026. - source

      Not checked in the free run.

    • cites [131] [131] Yuan C, Wang E, Zhai Q, Yang F. Temporal discounting in life cycle assessment: a critical review and theoretical framework. Environ Impact Assess Rev 2015;51: 23 -31. https://doi.org/10.1016/J.EIAR.2015.01.001. - source

      Not checked in the free run.

  • Probably not a substantial claim: may not pass S3 (load-bearing).

    Premisecitation
    § 8. Assessing future scenarios with LCA methodology · p. 11

    The distance-to-target (DTT) approach has the highest quantifiability, predictability and feasibility among dynamic weighting methods.

    “The DTT approach is considered to have the highest quantifiability, predictability and feasi­ bility, as it is based on emission targets and resource use management”
    Quote in the paperNot a substantial claim0 of 1 sources checked
    • cites [132] [132] Su S, Zhu C, Li X. A dynamic weighting system considering temporal variations using the DTT approach in LCA of buildings. J Clean Prod 2019;220:398 -407. https://doi.org/10.1016/J.JCLEPRO.2019.02.140. - source

      Not checked in the free run.

49 of 49

  • The paper relies on this without support.

    The viability of biofuel production depends to a large extent on market demand for biofuels.

    “The viability of biofuel production de­ pends to a large extent on market demand for biofuels.”

  • The paper relies on this without support.

    Currently, first-generation biofuels are conquering the biofuels market to a greater extent than second- and third-generation biofuels.

    “Currently, first-generation biofuels are conquering the biofuels market to a greater extent than second- and third-generation biofuels.”

  • The paper relies on this without support.

    The use of biofuels has demonstrated that it could reduce environmental loads significantly, both in the production and use stages, making the transport sector more sustainable and environmentally friendly.

    “The use of biofuels has demon­ strated that could reduce the environmental loads significantly, both in the production and use stages, making the transport sector more sustainable and environmentally friendly.”

  • The paper relies on this without support.

    Profit expectations from a biofuel production facility could be achieved over a longer timeframe compared to traditional investments.

    “Profit expectations from a biofuel pro­ duction facility could be achieved over a longer timeframe compared to traditional investments.”

  • The paper relies on this without support.

    Specific certification schemes and eco-labels for biofuels can improve the visibility of their benefits.

    “Specific certification schemes and eco-labels for biofuels, taking into account the pillars of environmental, economic and social sustainability, can improve the visibility of their benefits.”

  • The paper relies on this without support.

    Consumer confidence should improve with the certification and validation of biofuels, encouraging their use.

    “In fact, consumer confidence should improve with the certification and validation of biofuels, encouraging their use.”
6 of 6

Claims other papers make about this one

Each is checked against this paper’s own text: does it say what the citing paper says it does?

  • Current EU approaches for calculating GHG emission savings are often criticized for potentially overestimating savings, particularly due to inadequate handling of ILUC emissions for crop-based biofuels and use of default emission factors that may not accurately reflect the GHG footprint associated with feedstock geographical origin and specific supply chain logistics.

    “Current EU approaches are often criticized for potentially overestimating savings, particularly due to the inadequate handling of ILUC emissions for crop-based biofuels and the use of default emission factors that may not accurately reflect the GHG footprint associated with feedstock geographical origin and specific supply chain logistics [104,266,267].”

    From Biofuels, E-Fuels, and Waste-Derived Fuels: Advances, Challenges, and Future Directions (2025) · cites this paper as [267]

    Split into 2 atoms — 0 confirmed, 0 partially supported, 0 disputed, 0 misattributed, 2 unverifiable. Expand the claim to see per-atom verdicts.

    Experimental — accuracy not yet measured

Self-check

Percentages, sums and reported differences re-computed from the paper’s own numbers.

Each contradiction between two passages listed here was confirmed by an independent check.

  • Table 5 marks a techno-economic study as having no TEA

    Minor

    Table 5 marks reference [107] as having no techno-economic assessment (TEA = N), but the cited paper's title explicitly says it includes a techno-economic analysis of MEK.

1 of 1

Cites

Flagged first, then by citations

Research works printed but not linked: 12

  1. Groth, 2016, Aviation-induced nitrogen oxide emissions and their effect on the energy budget of the earth-atmosphere system, Proc. 7th Int. Conf. Res. Air Transp., 2016
  2. Uslu, 2020, Barriers to advanced liquid biofuels & renewable liquid fuels of non-biological origin, Deliverable D1, 1
  3. 2022, Annex 14 resolution MEPC, Guidelines on operational carbon intensity indicators and the calculation methods (CII guidelines, G1), 352
  4. 2022, Annex 17 resolution MEPC, Interim guidelines on correction factors and voyage adjustments for CII calculation (CII guidelines, G5), 355
  5. 2022, Annex 15 resolution MEPC, Guidelines on the reference lines for use with operational carbon intensity indicators (CII reference lines guidelines, G2), 353
  6. 2022, Annex 16 resolution MEPC, Guidelines on the operational carbon intensity rating of ships (CII rating guidelines, G4), 354
  7. Sonnemann, 2017, Life cycle thinking and the use of LCA in policies around the world, Life Cycle Assess, Theory Into Pract, 429
  8. Nobili, 2021, Comparative LCA of fossil fuels and biofuels use for transportation–A literature review, Atti Del XIV Convegno Della Rete
  9. Marker, 2005, vol. 4, 1910
  10. Buyle, 2019, The future of ex-ante LCA? Lessons learned and practical recommendations, Sustain Times, 11
  11. Thonemann, 2020, How to conduct prospective life cycle assessment for emerging technologies? A systematic review and methodological guidance, Sustain Times, 12, 1192, 10.3390/su12031192 · DOI
  12. Gheewala, 2013, vol. 4, 497

Cited by

Sorted by citations

Related

Authors
Arias, A., Nika, C.-E., Vasilaki, V., Feijoo, G., Moreira, M. T., & Katsou, E.
Affiliations
  • Universidade de Santiago de Compostela (ES)
  • Brunel University of London (GB)
Corresponding author
Arias, Ana
ORCID
Venue
Renewable and Sustainable Energy Reviews
Publisher
Elsevier BV
Published
2024-06
Volume
197
Pages
114427
ISSN
1364-0321 (ISSN-L)
DOI
10.1016/j.rser.2024.114427
OpenAlex
W4393971618
Semantic Scholar
8b086e27e201d9c74a22a723318b6d2bd0b2b0d9
Cited by
62
References
111
Citations by year
2026: 25 · 2025: 27 · 2024: 10
FWCI
10.96
Type
journal article
Language
en
Open access
Licence
Locations
  • Renewable and Sustainable Energy Reviews (publishedVersion, cc-by-nc-nd)
  • Brunel University Research Archive (BURA) (Brunel University London) (submittedVersion, cc-by-nc-nd)
  • Repositorio institucional da Universidade de Santiago de Compostela (University of Santiago de Compostela) (submittedVersion, cc-by-nc-nd)
  • RePEc: Research Papers in Economics (submittedVersion)
  • Hispana (submittedVersion, cc-by-nc-nd)
Funders
Horizon 2020
Topics
  • Physical Sciences › Environmental Science › Global and Planetary Change › Advanced Aircraft Design and Technologies
  • Physical Sciences › Environmental Science › Environmental Engineering › Maritime Transport Emissions and Efficiency
  • Life Sciences › Agricultural and Biological Sciences › General Agricultural and Biological Sciences › Bioeconomy and Sustainability Development
Keywords
biofuels, aviation biofuels, prospective life cycle assessment, biofuel production, biofuel certification, greenhouse gas emissions, sustainable transport, biofuel value chain

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Registry, retraction, Cites and statistics results are computed, not judged, with one exception: a printed reference that no index lists is read once by a model before it counts as a citation error. Claims are extracted by a model and kept only when their quote appears verbatim in the text; each cited source is then checked, with a model’s help, for whether it says what the claim relies on. Those verdicts can be wrong — read the claim’s quote and the cited source before relying on one.

Claims read by deepseek-v4.1-flash under definition version 3 (extract-v3) on 2026-10-10.

Classified by jev-1.13-20260917 (gold-guideline-v0.2) on 2026-10-10.

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