The aviation industry contributes to more than 2% of global human-induced CO2-emissions, and it is expected to increase to 3% by 2050 as demand for aviation grows. As the industry is still dependent on conventional jet fuel, an essential component for a carbon-neutral growth is low-carbon, sustainable aviation fuels, for example alternative drop-in fuels with biobased components. An optimization model was developed for the case of Sweden to examine the impacts of carbon price, blending mandates and penalty fee (for not reaching the blending mandate) on the production of renewable jet fuel (RJF). The model included biomass gasification-based Fischer–Tropsch (FT) jet fuel, Power-to-Liquid (PTL) jet fuel through the FT route and Hydrothermal liquefaction (HTL)-based jet fuel. Thus, this study aims at answering how combining different policies for the aviation sector can support the production of RJF in Sweden while reducing greenhouse gas (GHG) emissions. The results demonstrate the importance of implementing policy instruments to promote the production of RJF in Sweden. The blending mandate is an effective policy to both promote RJF production while reducing emissions. The current level of the penalty fee is not sufficient to support the fuel switch to RJF. A higher blending mandate and carbon price will accelerate the transition towards renewable and sustainable fuels for the aviation industry.

The potential of bio-electro-jet fuel (BEJF) production with integration into an existing biomass-based combined heat and power (CHP) facility was investigated. The BEJF is produced via Fischer–Tropsch (F–T) synthesis from biogenic CO2 and H2 obtained by water electrolysis. Techno-economic (TEA)- and life. cycle (LCA)- assessments were performed to evaluate the production cost and environmental impact of the BEJF production route. The BEJF mass fraction reached 40% of the total F–T crude produced. A reduction of 78% in heating demands was achieved through energy integration, leading to an increase in the thermal efficiency by up to 39%, based on the F–T crude. The total production cost of BEJF was in the range of EUR 1.6–2.5/liter (EUR 169–250/MWh). The GWP of the BEJF was estimated to be 19 g CO2-eq per MJ BEJF. The reduction potential in GWP in contrast to the fossil jet baseline fuel varied from 44% to more than 86%. The findings of this study underline the potential of BEJF as a resource-efficient, cost-effective, and environmentally benign alternative for the aviation sector. The outcome is expected to be applicable to different geographical locations or industrial networks when the identified influencing factors are met.

Hydrogen could play an important role in reducing the climate impact of the transport sector. This study explores the possibility of using existing biomethane infrastructure to enable the accelerated roll‐out of hydrogen as a transport fuel in a Swedish context. The concept of multifuel filling stations for hydrogen and biomethane are examined based on four cases, where the hydrogen is produced either via electrolysis or biomethane reforming, at a smaller or larger scale, and through either centralised or decentralised production. The cases are compared using established life cycle assessment (LCA) methodology to establish their respective impact from a greenhouse gas (GHG) emission mitigation potential. The LCA results show generally good GHG performance for all production paths being studied with a range from −7 g CO2 eq./MJ hydrogen for hydrogen production based on biomethane via steam reformation (SMR) compared to +19 g CO2 eq. for production based on Swedish National Grid Mix via electrolyser. The SMR is the more efficient technology in mitigating GHG emissions, especially if system expansion is applied. In addition, sensitivity analyses also show that electrolyses production based on renewable wind power will decrease the impact significantly and vice versa that a European Average Electricity Grid Mix (EU – 28) would increase the impact significantly. The findings of this study underline the potential of the gradual introduction of hydrogen as a fuel for transport without the need for large investments in a dedicated fuel‐specific distribution system. The concept could contribute to overcoming the current chicken‐and‐egg catch of achieving both scalable and profitable supply of hydrogen for transport as well as the vehicles using it as fuel.