







































Feizi et al. /Future Sustainability                                                                                                     May 2025| Volume 03 | Issue 02 | Pages 
01-07 

1 

 

 

 

Article 

Technical and environmental assessment of biofuel 

utilization in light and heavy vehicles: implications 

for carbon footprint reduction on high-traffic 

freeway 
Reza Feizi, Hossein Yousefi*, Mahmood Abdoos, Fatemeh Razi Astaraei  

School of Energy Engineering and Sustainable Resources, College of Interdisciplinary Science and Technology, University 

of Tehran, Tehran, Iran 

               A R T I C L E   I N F O 
 

Article history: 
Received 05 January 2025  
Received in revised form 
12 February 2025 
Accepted 23 February 2025 
 
Keywords:  
Carbon dioxide emissions, Road freight transport, 
Biofuels, Fuel consumption analysis, 
Environmental sustainability 
 
*Corresponding author 
Email address: 
hosseinyousefi@ut.ac.ir 
 
 
 
DOI: 10.55670/fpll.fusus.3.2.1 
 

A B S T R A C T 
 

The global imperative to reduce greenhouse gas (GHG) emissions necessitates 

urgent transitions in the transportation sector, which currently accounts for 

approximately 40% of global emissions. This study focuses on the potential of 

biofuels to serve as a sustainable alternative to fossil fuels within Iran's road 

freight transport sector, specifically along the North Tehran Freeway, a corridor 

characterized by heavy traffic and significant carbon emissions. Conducted over 

a one-year period from October 2022 to September 2023, this research 

calculates the carbon footprint of vehicles using gasoline and diesel, providing 

a detailed analysis of fuel consumption and resulting CO2 emissions. The study 

highlights the feasibility of bioethanol and biodiesel, locally available in Iran, as 

practical substitutes for fossil fuels, particularly given the limited availability of 

electric vehicles (EVs) in the region. The findings reveal that gasoline dominates 

fuel consumption on the Tehran-North corridor, accounting for 86% of the total 

fuel use, thereby underscoring the urgent need for cleaner alternatives. This 

research contributes to the understanding of Iran’s unique transportation 

challenges and offers practical solutions for reducing carbon emissions through 

biofuels. The study’s granular approach, assessing emissions on a monthly 

basis, provides nuanced insights into seasonal and behavioral factors 

influencing fuel use, laying the groundwork for effective policy development 

aimed at transitioning Iran’s transportation sector towards greater 

sustainability. 

 

1. Introduction 

The current level of unintentional greenhouse gas (GHG) 

emissions resulting from the burning of fossil fuels has 

reached a concerning point, necessitating immediate 

measures for prevention through the adoption of 

environmentally compatible climate policies. In 2015, the 

International Energy Agency developed a scenario for the 

future energy system aiming to restrict the rise in global 

average temperature to 2 degrees Celsius by 2050, later 

revised to 1.5 degrees Celsius [1]. Presently, the global 

transportation sector accounts for a quarter of total energy 

consumption and contributes around 40% of greenhouse gas 

emissions. With oil dominating the sector and fulfilling 90% 

of its fuel demand, the necessity for transitioning towards 

more sustainable energy sources is evident. Two pivotal 

transformations are crucial for decarbonizing transportation: 

the shift towards electricity, focusing on electric vehicles 

(EVs) and hydrogen fuel cell vehicles (HFCVs) for road 

transport, and the adoption of cleaner fuels like biofuels, 

hydrogen, and hydrogen-based fuels, especially in the 

aviation and maritime industries [2]. Incorporating biofuels 

into the energy mix emerges as a promising strategy to reduce 

carbon emissions and promote sustainability within the 

transportation sector. Biofuels, as renewable and easily 

Future Sustainability 

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Feizi et al. /Future Sustainability                                                                                                     May 2025| Volume 03 | Issue 02 | Pages 01-07 

2 

 

accessible alternatives, offer a feasible means to diminish 

greenhouse gas emissions and lessen reliance on non-

renewable fossil fuels. By embracing biofuels alongside other 

clean energy solutions, countries can advance towards their 

emission reduction objectives and facilitate the transition to 

a more environmentally conscious transportation 

infrastructure [3, 4]. One of the significant environmental 

challenges faced by Iran pertains to the production of 0.5 kg 

of carbon dioxide per US dollar of GDP, indicating one of the 

highest ratios of carbon dioxide production to GDP globally 

[5]. As a response, Iran pledged in the 2015 Paris Agreement 

to unconditionally reduce its greenhouse gas emissions by 

4% by 2030 [6]. Given that the predominant use of fossil fuels 

in almost all motor vehicles in Iran makes transportation a 

primary contributor to carbon dioxide emissions, the 

imperative of transitioning to cleaner energy sources in Iran's 

transportation sector is twofold. Consequently, an essential 

step involves the assessment and comparison of the carbon 

footprint associated with renewable and non-renewable fuels 

within this sector. The North Tehran Freeway, known for its 

heavy traffic flow of various vehicles, presents a significant 

real-world challenge. We are undertaking the critical task of 

addressing the serious problem of high emissions in Iran by 

analyzing the carbon footprint along this route. This research 

not only evaluates the potential of biofuels as substitutes for 

fossil fuels to reduce carbon dioxide emissions but also aims 

to provide practical solutions for enhancing transportation 

sustainability. With bioethanol and biodiesel readily available 

in Iran and limited electric vehicle options due to production 

constraints, transitioning to biofuels emerges as a more 

feasible option over shifting from internal combustion engine 

(ICE) vehicles to electric ones. This comprehensive analysis 

lays the foundation for developing effective strategies to 

significantly reduce the carbon footprint in the transportation 

sector. 

2. Literature review 

According to Pandey et al. [7], determining the 

comprehensive carbon footprint requires estimating and 

summing up the GHG emissions during the entire life cycle of 

a manufactured item. This life cycle encompasses all stages, 

from obtaining raw materials to final packaging, distribution, 

consumption, and disposition. This approach, known as 

cradle-to-grave analysis, provides a holistic view of inputs 

and outputs, including air pollutants, water usage, energy 

consumption, GHG emissions, and other relevant factors. 

Assessing the life cycle's environmental impact, costs, and 

benefits is often referred to as environmental life cycle 

assessment. To compute the carbon footprint, the GHG 

emissions released at each stage of the product's life cycle, 

referred to as GHG accounting, are estimated. Different 

methodologies exist for calculating the carbon footprint. 

Strutt et al. [8] have outlined three distinct domains to 

facilitate accurate calculations [9]. The first domain 

encompasses direct emissions, specifically those occurring at 

the calculation site. The second domain encompasses 

emissions associated with purchased energy. The third 

domain encompasses all indirect emissions, including those 

related to the transportation of goods, sold items, business 

travel, energy activities, product disposition, and other 

factors not accounted for in groups 1 and 2. Naturally, if all 

three domains are considered, the accuracy of the work will 

be higher. GHG data can be gathered by means of direct 

measurements on the spot in real time or estimated using 

emission factors and models. The selection of the most 

suitable approach depends on the purpose (mandatory, 

voluntary, or internal management), reliability, workability, 

expense, and scope. Emission factors and models are the 

favored and commonly utilized approaches [7]. To convert 

GHG data into equivalent carbon dioxide, conversion factors 

provided by the Intergovernmental Panel on Climate Change 

are employed [9]. 

Based on the study conducted by Murray et al. [10], a 

wide range of online calculators exist for carbon footprint 

calculations. Some of these calculators focus on estimating 

internal carbon footprints, while the rest estimate carbon 

footprints related to transportation, food, or related 

endeavors. Several studies have been conducted in the realm 

of calculating and comparing carbon footprints, specifically 

within the transportation sector. Girardi et al. [11] conducted 

a comparative assessment of the life cycle of an EV and a 

petrol-driven car in Italy, utilizing available data from the 

national power system regulations, electricity market laws, 

and the list of results from national reports. They focused on 

different scenarios for the years 2013 and 2030 to calculate 

both short-term and long-term impacts. The study revealed a 

reduction of over 40% in GHG emissions from EVs compared 

to ICEVs. Furthermore, Wu et al. [12] have focused on 

calculating and comparing the life cycle GHG emissions of EVs 

and petrol-driven cars. They utilized The China Automotive 

Life Cycle Database for the years 2010, 2014, and 2020. The 

results indicate that the potential for reducing emissions 

during the whole period of the life cycle can increase by 

13.4% for EVs compared to petrol-driven cars by the year 

2020. In another study, Leung et al. [13] investigated the 

impact of using biofuels in Hong Kong to reduce pollutant 

emissions in vehicles as well as carbon footprint. They 

demonstrated that the carbon dioxide emissions in the 

process of converting waste paper to ethanol can be reduced 

by 80% compared to the process of transporting waste paper 

to landfills [14]. 

Holmatov et al. [15] evaluated the environmental 

impact of transportation using vehicles fueled by renewable 

sources. This evaluation encompassed three aspects: land 

footprint, carbon footprint, and water footprint. Their 

findings showed that, compared to gasoline-powered 

vehicles, EVs exhibited a 96% reduction in emissions in a bio-

electricity scenario and a 100% reduction in a solar electricity 

scenario. Vehicles running on 20% biodiesel blend (B20) fuel 

had 12% lower emissions, while HFCVs showed 100% lower 

emissions. However, it is important to note that these vehicles 

had a significantly larger water footprint than conventional 

gasoline vehicles. The pioneering aspect of this study resides 

in the computation and scrutiny of the carbon emissions 

profile for a heavily traversed roadway in Iran on a monthly 

and yearly cadence, marking a novel endeavor in this domain. 

Furthermore, the research entails appraising the viability of 

biofuels as feasible substitutes for traditional fossil fuels with 

the aim of curbing carbon dioxide emissions. Previous studies 

on carbon emissions and biofuels have been conducted in 

different geographic and economic contexts, often focusing on 

developed countries or regions with advanced renewable 



Feizi et al. /Future Sustainability                                                                                                     May 2025| Volume 03 | Issue 02 | Pages 01-07 

3 

 

energy infrastructure. This article fills the gap by providing 

detailed, localized data on carbon emissions specific to the 

Tehran-North corridor, offering insights into a region with 

unique challenges such as heavy reliance on fossil fuels and 

limited biofuel production infrastructure. The study uniquely 

emphasizes the potential of biofuels as a sustainable 

alternative in Iran's transportation sector, where the 

adoption of EVs is limited. While biofuels have been 

extensively studied globally, their application and feasibility 

within Iran's road freight transport context have not been 

thoroughly explored. This research provides valuable data 

and analysis that could inform future policy decisions and 

industrial strategies in Iran and similar regions. Unlike many 

previous studies that provide a snapshot or annual average of 

emissions, this article offers a granular analysis of fuel 

consumption and emissions on a monthly basis. This 

temporal detail helps to identify patterns in fuel use and 

emissions that are influenced by seasonal changes, travel 

behaviors, and other factors, providing a more nuanced 

understanding of the challenges and opportunities for 

emission reduction. The study goes beyond theoretical 

assessments by applying findings to a specific, heavily 

trafficked roadway in Iran. This practical approach ensures 

that the research has immediate relevance and applicability, 

offering tangible solutions for reducing the carbon footprint 

in Iran’s transportation sector. Overall, the article contributes 

to the body of knowledge on sustainable transportation by 

addressing critical gaps in data and analysis for Iran, 

providing a pathway for practical, region-specific strategies 

to reduce greenhouse gas emissions through the adoption of 

biofuels. 

3. Methodology 

Iran's biofuel production mainly involves bioethanol and 

biodiesel, but production volumes are relatively low. The 

agricultural residues and waste that could serve as feedstock 

are often not fully utilized, primarily due to logistical issues 

and a lack of infrastructure. The adoption of biofuels in road 

freight transport in Iran is limited, reflecting broader 

challenges within the biofuel industry. The transportation 

sector in Iran heavily relies on fossil fuels, particularly diesel, 

due to the country's abundant oil resources and subsidies that 

keep fuel prices low. This reliance on fossil fuels contributes 

significantly to carbon emissions, particularly in the road 

freight transport sector, which is a major consumer of diesel. 

The potential for biofuels to serve as a more sustainable 

alternative to diesel in road freight transport is significant, 

especially considering the increasing pressure to address 

climate change and reduce dependency on fossil fuels. To 

justify the focus on reducing carbon emissions through the 

adoption of biofuels in road freight transport, it is essential to 

highlight the environmental benefits of biofuels, such as 

lower greenhouse gas emissions compared to conventional 

diesel. The development of the biofuel industry could also 

have economic benefits, including job creation in rural areas, 

reduced dependency on oil, and improved energy security. 

While Iran's biofuel industry is still underdeveloped, there is 

a significant opportunity to expand biofuel production and 

use in road freight transport to reduce carbon emissions. 

Focusing on biofuels could not only help mitigate the 

environmental impact of the transportation sector but also 

promote sustainable economic growth by leveraging the 

country's agricultural resources and reducing reliance on 

fossil fuels. This study, conducted over a one-year period in 

2023, focused on investigating carbon dioxide (CO2) 

emissions due to their significant impact on the road 

transport sector in Iran. The decision to concentrate on CO2 

was driven by its predominant role in contributing to the 

environmental challenges faced by the transportation sector. 

One of the critical reasons for this focus on CO2 is its 

considerable contribution to the overall greenhouse gas 

emissions in Iran's road transport sector, making it a key 

target for emission reduction strategies. CO2 emissions are a 

major concern globally, and in Iran, the road transport sector 

is a significant source of these emissions, which underscores 

the importance of addressing this pollutant to mitigate 

climate change and its associated impacts. Additionally, the 

study encountered challenges in accessing reliable data on 

other greenhouse gases, such as nitrogen oxides (NOx) and 

sulfur oxides (SOx), and their emission contributions across 

different types of vehicles in Iran. This limitation in data 

availability made it difficult to conduct a comprehensive 

analysis of all greenhouse gases, leading to a specific focus on 

CO2. Policymakers and researchers need to carefully weigh 

these strengths and limitations when considering biofuels as 

part of a broader strategy for sustainable energy and climate 

change mitigation. Sustainable practices, technological 

advancements, and comprehensive lifecycle assessments are 

essential to maximizing the benefits of biofuels while 

minimizing their environmental impact. In this study, the 

calculation of carbon dioxide emissions is conducted using an 

analytical approach. For this purpose, traffic data on the 

Tehran-North freeway has been extracted from the website of 

the National Road Management Center [16]. Additionally, 

Figure 1 displays the map of this route. 

 
Figure 1. North Tehran freeway map 

To determine the carbon footprint, the first step involves 

calculating the distance covered [17]. 

𝑆 = 𝑙 × 𝑛                                         (1)                                                                                                                         

Where S represents the distance covered in kilometers, l 

denotes the length of the road in kilometers, and n represents 

the number of vehicles. By utilizing the computed distance 



Feizi et al. /Future Sustainability                                                                                                     May 2025| Volume 03 | Issue 02 | Pages 01-07 

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traveled, the total fuel consumption can be determined using 

the following Equation (2) [17]: 

𝐶𝑡𝑜𝑡 = 𝑆 × 𝐶𝑒                       (2)                                                                                                                          

In Equation (2), Ctot represents the total fuel consumption in 

liters, and Ce represents the vehicle's energy consumption per 

kilometer in liters. Table 1 displays the default values for 

energy consumption for various vehicle types. These 

quantities are calculated based on an assumed average 

lifespan of 20 years for each vehicle in Iran, taking into 

account the expert opinions in the field.  

Table 1. The default energy consumption values for various vehicle 

types 

Vehicle type 
Energy consumption value 

(liter/km) 

Class 1 (Cars and pick-up 
trucks) 

0.11 

Class 2 (Mini trucks and 
minibuses) 

0.22 

Class 3 (Normal trucks less 
than 10 meters and 3 axles) 

0.38 

Class 4 (Buses) 0.45 

Class 5 (Trailers and carriers 
above 3 axles) 

0.7 

 

Then, the values obtained for the total fuel consumption are 

utilized to compute the amount of energy consumption (Ec) in 

liters with the help of Equation (3)[17]: 

𝐸𝑐 = 𝐶𝑡𝑜𝑡  × 𝐹                (3)                                                                                                                                    

The calculation of the energy consumption value is performed 

by converting the fuel consumption using the energy content 

(F). The unit of energy content is gigajoules per liter, and its 

values, which are based on the type of fuel consumed, are 

specified in Table 2 for diesel and gasoline. 

Table 2. Energy content values for gasoline and diesel 

Fuel type 
Energy content 

(GJ/L) 

Reference 

Gasoline 0.03466 [18] 

Diesel 0.03868 [18] 

 

Then, using equation (4), the emission value (Em) is calculated 

by multiplying the energy consumption value by the emission 

factor (FF). The unit of the emission factor is tons of carbon 

dioxide per terajoule [17]. 

𝐸𝑚 = 𝐸𝑐  × 𝐹𝐹                                     (4)                                                                                                               

The values of the emission factors for the fuels used are 

provided in Table 3. 

Table 3. Emission factor values for the fuels used 

4. Results and discussion 

4.1 Calculating the carbon footprint of consumed 

gasoline and diesel fuel 

In light of the limitations imposed by the COVID-19 

pandemic, calculations have been conducted for one year 

following the lifting of restrictions. Specifically, the period 

considered spans from October 2022 to September 2023. The 

initial step involved calculating the volume of gasoline and 

diesel consumed in liters for various vehicle classes. Gasoline 

was used as fuel for Class 1 vehicles, whereas diesel was used 

for other classes. Table 4 illustrates the fuel consumption for 

different vehicle classes throughout the designated one-year 

period. 

Table 4. The amount of fuel consumed by different types of vehicles 

 

It can be observed that during the one-year period under 

investigation, a total of over 118 million liters of gasoline and 

over 18.7 million liters of diesel were consumed on the 

Tehran-North corridor. This indicates that gasoline accounts 

for approximately 86% of the total fuel consumption on this 

route. Despite the fact that the energy consumption in Class 1 

vehicles is significantly lower compared to other vehicle 

classes, the total fuel consumption of Class 1 vehicles is much 

higher due to the significantly larger number of vehicles in 

this class. It is also observed that in diesel-powered vehicles, 

Class 2 vehicles, namely mini-trucks and minibuses, despite 

their lower energy consumption, have allocated the highest 

fuel consumption to themselves due to their larger numbers. 

In the second step, the monthly fuel consumption in liters has 

been calculated. Figure 2 illustrates the monthly consumption 

of gasoline and diesel separately, in millions of liters, from 

October 2022 to September 2023. It is observed that during 

the warm and moderate months of the year, there is a 

significant increase in fuel consumption, with the gasoline 

and diesel consumption in these months being almost twice 

as much as the colder months. The highest gasoline 

consumption occurs during the summer months when 

intercity travel is at their peak. During these months, over fifty 

million liters of gasoline are consumed in total. In October, a 

31% decrease in consumption compared to the previous 

month is observed, with the most significant factors being the 

start of the school year and a noticeable drop in temperature, 

leading to a significant decrease in intercity travel. This 

decrease in consumption continues with the decrease in 

temperature to the point that the lowest fuel consumption is 

also related to the coldest months of the year, namely January 

Fuel type 
Emission factor 

(tCO2/TJ) 
Reference 

Gasoline 69.3 
[19] 

Diesel 74.1 
[19] 

Vehicle type 
Fuel consumption value 

(million liters) 

Class 1 (Cars and pick-up 
trucks) 

118.07 

Class 2 (Mini trucks and 
minibuses) 

8.29 

Class 3 (Normal trucks less 
than 10 meters and 3 axles) 

4.03 

Class 4 (Buses) 2.59 

Class 5 (Trailers and carriers 
above 3 axles) 

3.83 



Feizi et al. /Future Sustainability                                                                                                     May 2025| Volume 03 | Issue 02 | Pages 01-07 

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and February when intercity travel reaches its minimum due 

to severe cold weather. 

 
Figure 2. The amount of fuel consumed 

The highest amount of diesel consumption is also 

observed in the summer season, particularly during the 

months of July and August, where approximately 2.2 million 

liters of diesel are consumed in each of these months. Unlike 

gasoline, the reason why the peak diesel consumption is not 

in August is because truck drivers tend to go on vacation and 

have less work engagement during that month. The lowest 

diesel consumption, around one million liters, occurs in the 

months of February and April. It appears that the cold 

weather in February and the partial closure of the month due 

to the New Year holiday in April contribute to this situation. 

Then, the carbon dioxide footprint has been calculated. The 

total amount of carbon dioxide released throughout the year 

is 337.3 million liters, with 84% of it, which is equivalent to 

283.6 million liters, coming from burning gasoline and the 

remaining 16%, which is 53.7 million liters, resulting from 

burning diesel. The monthly carbon dioxide emissions in 

terms of million liters are shown in Figure 3. As expected, the 

pattern of carbon dioxide emissions follows a similar trend to 

the fuel consumption pattern, and during the hot months of 

the year, with a significant increase in traffic and fuel 

consumption, the emissions also show a noticeable rise. In 

fact, the emissions resulting from burning gasoline in 

September are more than double the emissions in the months 

of January and February. The emissions resulting from 

burning diesel also follow a similar pattern, with the 

emissions in the month of September being more than double 

the emissions in the months of January and February. 

4.2 Calculating the impact of replacing fossil fuels with 

biofuels 

In this stage, the calculations were again performed 

using the conversion and emission factors specific to biofuels. 

Diesel vehicles can use biodiesel, while gasoline vehicles can 

use bioethanol. Therefore, the calculations assumed using 

these fuels instead of fossil fuels. Table 5 displays the energy 

content and emission factor of pure biofuels, including corn 

ethanol and palm biodiesel. Subsequently, the values related 

to conventional biofuels, which include E5, E10, B5, B10, and 

B20, are calculated using the data in Tables 2,3 and 5. Table 6 

presents the energy content and emission factor of these fuel 

variants. Since the use of B100, E100, and E85 requires 

modifications to the vehicle system and the addition of special 

filters, the calculations for these fuels were ignored. 

 
Figure 3. Monthly CO2 emissions 

 

Table 5. Values of energy content and emission factor of pure 

biodiesel and bio gasoline 

 

Table 6. Values of energy content and emission factors of 

conventional biofuels 

 

The emission levels from various combinations of 

biofuels have been initially calculated. Figure 4 displays the 

monthly emissions of gasoline, E5, and E10. It is evident that 

although the consumption patterns are similar, the emission 

levels decrease as the concentration of bioethanol in the blend 

increases.  

Figure 5 compares the emissions of these three fuels over 

the course of one year. The reduction in carbon dioxide 

emissions when using E5 is over 11.9 million liters, indicating 

a decrease of 4.19%. Additionally, the reduction in carbon 

dioxide emissions when using E10 is over 23.8 million liters, 

indicating a decrease of 8.39%. In the next step, the carbon 

dioxide emissions from biodiesel blends of 5%, 10%, and 20% 

have been calculated.  

Fuel 
type 

Energy 
content 
(GJ/L) 

Emission 
factor 

(tCO2/TJ) 

Reference 

B100 0.03393 33.19 
[20] 

E100 0.021 18.53 
[21] 

Fuel type 
Energy content 

(GJ/L) 
Emission factor 

(tCO2/TJ) 

B5 0.03844 72.05 

B10 0.03821 70.01 

B20 0.03773 65.92 

E5 0.03398 66.76 

E10 0.03329 64.22 



Feizi et al. /Future Sustainability                                                                                                     May 2025| Volume 03 | Issue 02 | Pages 01-07 

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Figure 6 displays the monthly emissions of diesel fuel, 

B5, B10, and B20. It can be observed that the consumption 

patterns are similar, but as the concentration of biodiesel in 

the blend increases, the emission levels decrease. 

In Figure 7, the emissions of these three fuels have also 

been compared over the course of one year. The reduction in 

CO2 emissions when using a 5% biodiesel blend is 

approximately 1.63 million liters, indicating a decrease of 

3.04%. Additionally, the reduction in carbon dioxide 

emissions when using a 10% biodiesel blend is over 3.26 

million liters, indicating a decline of 6.08%. The capacity for 

emission reduction with a 20% biodiesel blend is over 6.5 

million liters, representing a reduction of 12.15%.  

Through the calculations conducted on the replacement 

of gasoline and diesel with biofuels, it has been determined 

that we can achieve a minimum reduction of 13.5 million 

liters, equivalent to 4.01%, and a maximum reduction of 30.3 

million liters, equivalent to 8.98%, in carbon dioxide 

footprint. The minimum scenario corresponds to the 

substitution of E5 and B5, while the maximum scenario 

involves the substitution of E10 and B20. 

 

 

Figure 4. The monthly emissions of gasoline, E5, and E10 

 

 
Figure 5. Comparing the carbon footprint of gasoline, E5, and E10 

over a year 

 

 

 

 

 

 
Figure 6. The monthly emissions of diesel, B5, B10, and B20 

 

 

Figure 7. Comparing the carbon footprint of diesel, B5, B10 and B20 

over a year 

5. Conclusions 

The analysis of fuel consumption and CO2 emissions 

along the Tehran-North axis over a one-year duration has 

yielded significant findings. Notably, gasoline constitutes the 

major share, accounting for approximately 86% of the total 

fuel consumed on this route. While individual passenger 

vehicles exhibit lower energy consumption, their sheer 

volume renders them influential contributors to overall fuel 

consumption. Furthermore, the study reveals a distinct 

seasonal pattern, indicating substantially higher fuel 

consumption during warmer months, particularly at the peak 

of intercity travel, compared to colder months. 

Correspondingly, CO2 emissions align with the fuel 

consumption patterns, with an excess of 337 million liters of 

CO2 produced on this axis, of which 84% is attributed to 

gasoline combustion. To assess the potential impacts of 

biofuels, computational modeling was employed to simulate 

complete substitution scenarios, whereby gasoline and diesel 

were replaced entirely by bio-gasoline and biodiesel at lower 

blend percentages. The results estimated a range for annual 

carbon footprint reduction from a minimum of 13.5 million 

liters (equivalent to 4.01%) to a maximum of 30.3 million 

liters (equivalent to 8.98%). These findings underscore the 

potential of biofuels in mitigating CO2 emissions within the 

transportation sector. Nevertheless, challenges associated 

with the utilization of biofuel blends, including the need for 

vehicle modifications to accommodate higher blend 

percentages, must be considered.  

 



Feizi et al. /Future Sustainability                                                                                                     May 2025| Volume 03 | Issue 02 | Pages 01-07 

7 

 

Ethical issue 
The authors are aware of and comply with best practices in 
publication ethics, specifically with regard to authorship 
(avoidance of guest authorship), dual submission, 
manipulation of figures, competing interests, and compliance 
with policies on research ethics. The authors adhere to 
publication requirements that the submitted work is original 
and has not been published elsewhere. 

Data availability statement 
The manuscript contains all the data. However, more data will 

be available upon request from the authors. 

Conflict of interest 

The authors declare no potential conflict of interest. 

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