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Brazil eyes blockchain to snap carbon credit logjam

  • Market: Biofuels, Emissions
  • 19/08/20

Brazil's biofuels industry is considering blockchain technology to clear logjams that are preventing corn ethanol and biodiesel plants from issuing carbon credits.

According to a recent industry webinar, officials involved in talks between the government and industry leaders are mapping out the challenges of traceability – that is, the ability to document the production process of each corn ethanol or biodiesel plant all the way back to the tens of thousands of corn or soybean farmers that produce the feedstock grains.
"Blockchain technologies may be a solution for improving traceability," Alexandre Alonso, head of the agroenergy department at the government's crop research company Embrapa, adding that the approach would also protect proprietary information.
Blockchain, widely used in the cryptocurrency industry, is a digital system that preserves a record of transactions along a supply chain on to a peer-to-peer network for transparency.
Brazil began implementing its sweeping biofuels law known as Renovabio this year. But certification of biofuel plants to issue the carbon credits known as Cbios has lagged.

Biodiesel plants and ethanol mills must pass through a certification process to be graded on their energy efficiency and on the traceability of their biofuel production. A mill's grade determines how many Cbios it can issue for every liter of ethanol or biodiesel that it produces. Each Cbio is equivalent to removing one metric ton (t) of CO2 from the atmosphere and trades on the B3 stock exchange.
"We have biofuel mills that are stunningly energy efficient, but score very poorly on traceability because of their vast number of suppliers, and that really penalizes them in the end," said Felipe Bottini, founder of renewable project consultants Green Domus.
Brazil's sugar cane mills are better able to navigate the certification process because their supply chains are more transparent. Most mills produce half of their own cane needs, with at most 2,000 third-party suppliers in 10-year contracts.
 "A corn ethanol producer is drawing feedstock from 20,000 growers and there are a lot of externalities that could improve the biofuel's grade that are not being taken into account, such as better use of land through second cropping or no-tilling techniques," said Guilherme Nolasco, president of the Unem group of corn ethanol producers.
Miguel Ivan Lacerda, head of biofuels at the energy ministry, said traceability is key to the market value of Cbios because it guarantees that biofuel producers "don't go and cut down the Amazon in an attempt to profit" from biofuel production.
"I'm very excited by the potential of blockchain use in expanding the traceability in biofuels and, in the end, all Brazilian farming is headed in this direction of digitalization and transparency," Lacerda said.


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05/02/25

Equinor Norwegian gas output up on year in 2024

Equinor Norwegian gas output up on year in 2024

London, 5 February (Argus) — Norwegian state-controlled Equinor's gas output on the Norwegian continental shelf (NCS) edged up on the year, driven by record-high output from the giant Troll field and fewer unplanned outages at NCS assets, the firm said on Wednesday. The firm's Norwegian gas output rose by 4pc on the year to 758,000 b/d of oil equivalent (boe/d) or 107mn m³/d in 2024. This was driven by "strong contributions" from the Troll and Johan Sverdrup fields, Equinor said. Gas production from Troll — in which Equinor holds a 31pc stake — reached an all-time high last year at roughly 116mn m³/d, the Norwegian producer has said. And there were fewer "unplanned losses" on the NCS last year than in 2023, Equinor said. The firm was the largest producer on the NCS in 2023, accounting for more than a third of total gas output on the shelf, the latest available data from the Norwegian Offshore Directorate show. Equinor's global gas output rose by 2pc to 985,000 boe/d or 139mn m³/d last year. But the firm's combined oil and gas global output was slightly lower in 2024, with a small increase in gas production insufficient to offset lower liquids output. Equinor's equity liquids production was 1.08mn boe/d in 2024, down by 3pc on the year. Equinor expects "more than 10pc growth from 2024-27" in oil and gas production, reaching a peak at 2.3mn boe/d in 2027. And the firm estimated that hydrocarbons output would grow by 4pc from 2024 to 2025. Equinor's reported Norwegian gas prices dropped by 22pc on the year to $9.47/mn Btu, or €31.01/MWh, in 2024, using Wednesday's exchange rate. And the average reported price for its US gas decreased by 4pc to $1.70/mn Btu, or €5.57/MWh. Equinor made a profit of $8.83bn in 2024, down by 26pc on the year. Profit was $1.99bn in the fourth quarter, 23pc lower on the year. The company has cut its 2030 expected renewables capacity to 10-12GW, from 12-16GW, noting that the pace of the energy transition is slower in some markets. It did not give a new target for capital expenditure allocation to this sector. Equinor also modified some net carbon intensity goals, setting ranges rather than absolute targets. By Georgia Gratton and Jana Cervinkova Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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IMO mulls higher biofuel blend cargoes on Type I ships


05/02/25
News
05/02/25

IMO mulls higher biofuel blend cargoes on Type I ships

Singapore, 5 February (Argus) — The International Maritime Organization (IMO) is reviewing a proposal on the delivery of biofuel blends of up to 30pc on Type I barges, and is expected to approve this soon, according to several key maritime assessors and classification societies. The proposal, once approved by IMO, is expected to increase B30 bunkering globally as it would allow for the sale of B30 using the current available fleet of IMO Type I oil barges at any port, likely leading to a higher uptake of biofuel blends. B30 is a blend of 70pc very low-sulphur fuel oil (VLSFO) or high-sulphur fuel oil (HSFO) with 30pc used cooking oil methyl ester (Ucome). The draft circular on the carriage of blends of biofuels and MARPOL Annex I cargoes by conventional bunker ships was accepted by IMO's sub-committee on pollution prevention and response (PPR) during its 12th session from 27-31 January. The draft is expected to be approved at the next Marine Environment Protection Committee (MEPC) 83 meeting to be held from 7-11 April. Details of the 12th PPR meeting had not been published on IMO's website at the time of writing. The International Convention for the Prevention of Pollution from Ships (MARPOL) is an agreement that covers the prevention of pollution of the marine environment by ships. Annex I covers pollution by oil and oil products carried or operationally used by ships. Type I ships that deliver conventional bunker fuels can currently carry up to 25pc of biofuels under MARPOL Annex I, which has resulted in the adoption of the B24 blend in key ports across Asia, the Middle East and the Mediterranean region in the past few years. B24 consists of 24pc Ucome blended with 76pc fuel oil, which could be either VLSFO or HSFO. IMO has previously stated that Type II chemical tankers should be used for transporting biofuel blends with concentrations higher than 25pc. Shipowners have hence been waiting for the delivery of more Type II tankers, which are currently in limited supply at many ports. Market participants at the key port of Singapore are awaiting the impact of the decision in April. Enquiries for B30 have been surfacing in the past couple of months and refiners, traders, and shipowners are waiting for the outcome from MEPC 83, as well as subsequent decisions by the Maritime and Port Authority (MPA) of Singapore on how this will be implemented in the country, said several Singapore-based market participants. "[We] need to see if MPA agrees to follow IMO," said a key Singapore-based trader. MPA has not responded to a request for comment. The current push for higher biofuel blends comes as shipowners prepare to meet stricter compliance requirements set by IMO's Carbon Intensity Index and EU-led Emissions Trading Scheme and FuelEU Maritime. Demand for alternative marine fuels, especially biofuel blends and LNG, is expected to rise as shipowners look at reducing greenhouse gas (GHG) emissions across their fleets. By Mahua Chakravarty Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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Equinor scales back renewables plan


05/02/25
News
05/02/25

Equinor scales back renewables plan

London, 5 February (Argus) — Norwegian state-controlled Equinor said today it has cut by up to 25pc its target for renewables capacity by 2030, and abandoned a plan to allocate half its capital expenditure (capex) to low carbon projects by that same year. The company has cut its 2030 expected renewables capacity to 10-12GW, from 12-16GW, noting that the pace of the energy transition is slower in some markets. It did not give a new target for capex allocation to this sector. Equinor also modified some net carbon intensity goals, setting ranges rather than absolute targets. It now plans to reduce net carbon intensity — which includes scope 3 emissions, from sold products — by 15-20pc by 2030 and by 30-40pc by 2035, from a 2019 baseline. The previous targets were at the higher end of these ranges. Equinor made a profit of $8.83bn in 2024, down by 26pc on the year. Profit was $1.99bn in the fourth quarter, lower on the year by 23pc. The company's oil and gas output was slightly lower in 2024, with a small increase in gas production not quite offsetting lower liquids output. Equinor's equity liquids production was 1.08mn b/d of oil equivalent (boe/d) in 2024, down by 3pc on the year, and its equity gas production rose by 2pc to 985,000 boe/d over the same timeframe. It expects "more than 10pc growth from 2024-27" in oil and gas production, and estimated that hydrocarbons output would grow by 4pc from 2024 to 2025. Liquids and gas prices fell in 2024. Equinor's reported Norwegian and US gas prices rose by 5pc and 26pc, respectively, on the year in the October-December period, but this was not enough to assuage a decrease across the year. The average reported price for its Norwegian gas dropped by 22pc on the year to $9.47/mn Btu in 2024, and the average reported price for its US gas decreased by 4pc to $1.70/mn Btu. Equinor reported an average liquids price of $74.1/bl in 2024, 1pc lower on the year. Its reported fourth-quarter 2024 liquids price fell by 10pc from the same period in 2023, to $68.5/bl. Equinor's power generation rose in 2024, boosted by additions in Brazil and Poland in 2023 and the start of the 531MW Mendubim solar plant in Brazil in 2024. Equinor's share of power generation stood at 4,917GWh in 2024, up by 19pc on the year — but its renewables share rose faster, by 51pc to 2,935GWh. Equinor has maintained its target of 30mn-50mn t/yr of CO2 storage by 2035. Equinor trimmed 600,000 t/CO2 equivalent (CO2e) from its absolute scope 1 and 2 — or operational — emissions over 2023-4. Scope 1 and 2 emissions from its operated production stood at 11mn t/CO2e in 2024. The company's upstream carbon intensity fell to 6.2kg CO2/boe in 2024, down by 7.5pc on the year. Equinor will buy back $5bn of shares in 2025, having bought $6bn in 2024. It completed the fourth $1.6bn tranche of its 2024 programme on 14 January and will launch the first tranche — of up to $1.2bn — of its 2025 programme on 6 February. By Georgia Gratton Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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California considers different paths to lower carbon


04/02/25
News
04/02/25

California considers different paths to lower carbon

Houston, 4 February (Argus) — California may need a different path to its climate goals but will continue to work to meet them, state Air Resources Board chairwoman Liane Randolph said today. President Donald Trump's hostility to the state's long-standing authority to drive tougher emissions standards led California regulators last month to pull proposed separate emissions requirements for vehicle fleets and locomotives. But the state will use other means to drive down transportation emissions, including from heavy vehicles, if federal authorities do not approve more direct methods, Randolph said at the BNEF Summit in San Francisco. "We are playing the long game," Randolph said. "We can't afford to let the political winds dictate too much of what we do to actually get those new technologies and build those new markets and get it out on the ground." The federal Clean Air Act allows California to set its own vehicle emissions standards, so long as they are tougher than federal requirements and receive a US Environmental Protection Agency waiver. Such regulations may be adopted by other states. California withdrew petitions for waivers for its Advanced Clean Fleets and In-Use Locomotive Standards rather than risk a denial under the new Trump administration. Advanced Clean Fleets required government fleets, drayage equipment and delivery fleets for businesses earning more than $50mn/yr in revenue to shift to zero-emissions vehicles. The locomotive regulation required rail carriers shift to lower-emission equipment and limit idling. The state also braced for challenges to previously approved regulations, including mandates requiring auto manufacturers to steadily increase the share of zero-emissions vehicles in the new vehicles offered to buyers in the state. California can use regional regulations through air quality districts in the state to help drive toward the same goals, Randolph said. Agreements with automakers and regulations already in place had already driven real change, she added. Revisions to the state's Low Carbon Fuel Standard (LCFS) and pending work on the state's cap-and-trade program could meanwhile deliver new incentives to support especially medium- and heavy-duty vehicle ZEV transitions, she said. "My plea to you all is to keep playing the long game and to recognize that these investments are paying off, will pay off," Randolph said. "If we have a clear line of sight to success, we can keep that momentum going and use that momentum to support the practical regulations that can be adopted at the state level and hopefully again at the federal level." By Elliott Blackburn Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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EU maritime emissions continue to rise: EMSA


04/02/25
News
04/02/25

EU maritime emissions continue to rise: EMSA

London, 4 February (Argus) — Greenhouse gas (GHG) emissions from the EU's maritime sector have continued to rise since 2015, the European Maritime Safety Agency (EMSA) found in its 2025 environmental report, although "promising progress" has been made in some areas. Maritime activity was responsible for 26pc of methane emissions and 39pc of NOx emissions in the EU transport sector in 2022, as well as for 14.2pc of CO2 emissions from the sector, the report said. Methane emissions from maritime "at least doubled" from 2018-23, the report found, pushed up by growth in the LNG fleet. NOx emissions rose by 10pc from 2015-23, while CO2 emissions totalled 137mn t in 2022, having risen by 8.5pc from a year earlier. But sulphur oxide (SOx) emissions fell by approximately 70pc in 2023 compared with 2014 levels, EMSA said. This was driven mainly by the implementation of Sulphur Emission Control Areas (SECAs) in the Baltic and North seas, while the tightening of maximum sulphur levels in marine fuel in 2020 further contributed to the fall in SOx emissions. EMSA expects SOx emissions to drop further once a SECA is established in the Mediterranean Sea. And the northeast Atlantic countries may set up an emission control area by 2027. Biofuels are an "immediate, attractive and cost-effective solution" to cutting GHG emissions in the maritime sector, EMSA said. And synthetic and other drop-in fuels, which can be blended with fossil fuels, could help the shipping sector transition to lower emissions. But their costs could prove an obstacle because they are still "significantly higher" than for marine fossil fuels, the report said. Further electrification of ships could assist in decarbonising short-range waterborne transport, the report said. And the establishment of green shipping corridors — zero-emission maritime routes — could further encourage investment in sustainable fuels and supply chains, EMSA added. The EU emissions trading system-financed Innovation Fund has already supported more than 300 shipping projects, the report said, with funding to be deployed out to 2030. By Navneet Vyasan Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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