Inpasa e Vibra estudam produção de metanol verde

Spanish Market: Biofuels, E-fuels, Petrochemicals
11/01/24

A líder do varejo de combustíveis Vibra e a fabricante de etanol de milho Inpasa se uniram para produzir e vender metanol verde no Brasil, em um momento em que armadores buscam opções viáveis para descarbonizar a navegação.

As companhias assinaram um memorando de entendimento para explorar a produção de metanol verde — metanol com zero emissões de carbono, também chamado de e-metanol — a partir de resíduos de etanol.

Inicialmente, serão necessários 180 dias para a conclusão dos estudos em torno do projeto e ambas as partes indicarão representantes para trabalhar na pesquisa. Outros detalhes, incluindo cronogramas e largada na produção, não foram divulgados.

A ideia é converter o CO2 capturado nos processos industriais em metanol verde, disse uma fonte com conhecimento sobre o assunto. Se o projeto for bem-sucedido, o biocombustível deverá ser destinado ao uso marítimo e aos setores industriais.

O metanol é uma matéria-prima chave muito demandada por diferentes setores industriais — incluindo produtos químicos, como fibras poliméricas, plásticos para embalagens, colas, fraldas, tintas, adesivos e solventes. Também serve como combustível ou aditivo de combustível.

Tradicionalmente, o metanol é produzido através de um processo catalítico que utiliza matérias-primas fósseis — como o gás natural ou o carvão —, o que torna as emissões de GEE (gases de efeito estufa) inerentes à sua produção.

O metanol verde pode ser um aliado promissor para reduzir as pegadas de carbono de indústrias com emissões elevadas, inclusive como substituto de combustíveis marítimos. Sua maior vantagem reside na possibilidade de poder compartilhar da infraestrutura já existente no mercado – construída para seus primos fósseis.

O interesse das empresas acontece na esteira de um anúncio semelhante da gigante sucroalcooleira Raízen e da empresa de tecnologia marítima finlandesa Wärtsilä Marine, em outubro do ano passado. As duas estão realizando estudos de viabilidade de motores "flex-álcool", que poderiam funcionar tanto com metanol quanto com etanol.

O governo federal analisa, em parceria com empresas navais e companhias sucroalcooleiras, um caminho para alavancar a adoção do biocombustível no setor naval, em decorrência do compromisso assumido por membros da membros da Organização Marítima Internacional (IMO, na sigla em inglês) em atingir o carbono zero até 2050.

Tal como acontece com o combustível de aviação sustentável (SAF, na sigla em inglês) globalmente, o desafio enfrentado pela indústria marítima poderá abrir uma nova avenida para os produtores brasileiros de etanol, dada a ameaça representada pelo crescente mercado de veículos elétricos.

Por Vinicius Damazio

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15/10/24

Brazil polymers, chem import tax hike begins

Sao Paulo, 15 October (Argus) — Brazil's import tax increase on a number of polymers and chemicals to 20pc from 12.6pc, including polyethylene (PE), polypropylene (PP) and polyvinyl chloride (PVC), has gone into effect. The new import tax rate was effective on 15 October and is valid for 12 months, according to Gecex, the Brazilian committee for commercial trade management. A PVC plastic converter with operations across Latin America told Argus that although the tax increase only started today, Brazilian polymers producers already raised prices by 5-6pc since the end of September. PVC import prices into Brazil, with the exception of those originating from the US, also followed suit last week, the source said. Higher prices are expected in Brazil despite stable PVC demand. Furthermore, maritime logistics difficulties at ports in southern Brazil continue and there is concern they will worsen as the end of the year approaches, putting more pressure on plastic resins prices. The major port of Navegantes is currently undergoing an expansion project that has created delays at that port and surrounding ports. US traders said that the increase in Brazilian import taxes is likely to lead to at least a short-term decline in US exports to Brazil. "I think short term, over one to two months, [the higher taxes] will deter imports," said one US trader. "[Brazilian polymers producer] Braskem will take advantage and increase the price… and then customers will buy anyway at the new price level." During that short period, there will be increased availability of US product for other regions, according to another US trader. "Big volumes will need to go elsewhere," said the trader. "Maybe elsewhere in South America, maybe other regions." Domestic manufacturers and chemical industry associations welcomed the decision when it was first announced on 18 September. Brazil's chemical industry association Abiquim has been asking the government to provide commercial protections for 62 products since May. But critics of the tax hikes say they will increase costs for consumers and manufacturers who rely on imported polymers and chemicals. Brazil's plastic industry association Abiplast said in September it was concerned that the higher import taxes will increase production costs for plastic products, which could result in higher prices for end consumers. The Brazilian chemical industry is responsible for around 11pc of Brazil's GDP, according to Abiquim. By Fred Fernandes and Michelle Klump Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Tax credit delay risks growth of low-CO2 fuels

15/10/24

Tax credit delay risks growth of low-CO2 fuels

New York, 15 October (Argus) — A new US tax credit for low-carbon fuels will likely begin next year without final guidance on how to qualify, leaving refiners, feedstock suppliers, and fuel buyers in a holding pattern. The US Treasury Department this month pledged to finalize guidance around some Inflation Reduction Act tax credits before President Joe Biden leaves office but conspicuously omitted the climate law's "45Z" incentive for clean fuels from its list of priorities. Kicking off in January and lasting through 2027, the credit requires road and aviation fuels to meet an initial carbon intensity threshold and then ups the subsidy as the fuel's emissions fall. The transition to 45Z was always expected to reshape biofuel markets, shifting benefits from blenders to producers and encouraging the use of lower-carbon waste feedstocks, like used cooking oil. And the biofuels industry is used to uncertainty, including lapsed tax credits and retroactive blend mandates. But some in the market say this time is unique, in part because of how different the 45Z credit will be from prior federal incentives. While the credit currently in effect offers $1/USG across the board for biomass-based diesel, for example, it is unclear how much of a credit a gallon of fuel would earn next year since factors like greenhouse gas emissions for various farm practices, feedstocks, and production pathways are now part of the administration's calculations. This delay in issuing guidance has ground to a halt talks around first quarter contracts, which are often hashed out months in advance. Renewable Biofuels chief executive Mike Reed told Argus that his company's Port Neches, Texas, facility — the largest biodiesel plant in the US with a capacity of 180mn USG/yr — has not signed any fuel offtake contracts past the end of the year or any feedstock contracts past November and will idle early next year absent supportive policy signals. Biodiesel traders elsewhere have reported similar challenges. Across the supply chain, the lack of clarity has made it hard to invest. While Biden officials have stressed that domestic agriculture has a role to play in addressing climate change, farmers and oilseed processors have little sense of what "climate-smart" farm practices Treasury will reward. Feedstock deals could slow as early as December, market participants say, because of the risk of shipments arriving late. Slowing alt fuel growth Recent growth in US alternative fuel production could lose momentum because of the delayed guidance. The Energy Information Administration last forecast that the US would produce 230,000 b/d of renewable diesel in 2025, up from 2024 but still 22pc below the agency's initial outlook in January. The agency also sees US biodiesel production falling next year to 103,000 b/d, its lowest level since 2016. The lack of guidance is "going to begin raising the price of fuel simply because it is resulting in fewer gallons of biofuel available," said David Fialkoff, executive vice president of government affairs for the National Association of Truck Stop Operators. And if policy uncertainty is already hurting established fuels like biodiesel and renewable diesel, impacts on more speculative but lower-carbon pathways — such as synthetic SAF produced from clean hydrogen — are potentially substantial. An Argus database of SAF refineries sees 810mn USG/yr of announced US SAF production by 2030 from more advanced pathways like gas-to-liquids and power-to-liquids, though the viability of those plants will hinge on policy. The delay in getting guidance is "challenging because it's postponing investment decisions, and that ties up money and ultimately results in people perhaps looking elsewhere," said Jonathan Lewis, director of transportation decarbonization at the climate think-tank Clean Air Task Force. Tough process, ample delays Regulators have a difficult balancing act, needing to write rules that are simultaneously detailed, legally durable, and broadly acceptable to the diverse interests that back clean fuel incentives — an unsteady coalition of refiners, agribusinesses, fuel buyers like airlines, and some environmental groups. But Biden officials also have reason to act quickly, given the threat next year of Republicans repealing the Inflation Reduction Act or presidential nominee Donald Trump using the power of federal agencies to limit the law's reach. US agriculture secretary Tom Vilsack expressed confidence last month that his agency will release a regulation quantifying the climate benefits of certain agricultural practices before Biden leaves office , which would then inform Treasury's efforts. Treasury officials also said this month they are still "actively" working on issuing guidance around 45Z. If Treasury manages to issue guidance, even retroactively, that meets the many different goals, there could be more support for Congress to extend the credit. The fact that 45Z expires after 2027 is otherwise seen as a barrier to meeting US climate goals and scaling up clean fuel production . But rushing forward with half-formed policy guidance can itself create more problems later. "Moving quickly toward a policy that sends the wrong signals is going to ultimately be more damaging for the viability of this industry than getting something out the door that needs to be fixed," said the Clean Air Task Force's Lewis. By Cole Martin Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Fossil fuel cars phase-out comes up again in Brussels

07/10/24

Fossil fuel cars phase-out comes up again in Brussels

Brussels, 7 October (Argus) — The European parliament will this week debate a "crisis" facing the EU's automotive industry which could lead to "potential" plant closures, putting discussions on already-decided CO2 standards for vehicles on the forefront. Members have faced increased efforts by industry arguing for or against speedy review of the EU's regulation on CO2 emission standards for cars and vans. The regulation sets a 2035 phase-out target for new fossil fuel cars. The European commission is expected to give a statement to parliament, but a spokesperson told Argus that any change to the EU CO2 standards for cars and light vehicles would require a legal proposal by the commission to both parliament and EU member states. The priority, the spokesperson said, is on meeting 2025 targets for fleet CO2 reductions, agreed in 2019, but the commission is aware of "different opinions" in industry. Automakers association Acea has been calling for a "substantive and holistic" review of the CO2 regulation. The transition to zero-emission vehicles must be made "more manageable", assessing real-world progress against the ambition level. On the other hand, European power industry association Eurelectric today told members of parliament that bringing forward a review of the EU's regulation on CO2 standards for cars and vans to the start of 2025 would only encourage carmakers to hold off on making lower-priced and smaller electric vehicles (EV). The next CO2 target for car fleets is set to take effect in 2025. It requires a 15pc cut in emissions for newly registered cars. Some member states view the CO2 target cuts, and phase-out of the internal combustion engine (ICE) by 2035, as contentious. The regulation was only approved after a delay to normally formal approval. And parliament's largest centre-right EPP group is calling for a revision of CO2 standards for new cars to allow for alternative zero-emission fuels beyond 2035. As a counterweight to such pressure, Austrian, Belgian, Dutch and Irish ministers today called on commission president Ursula von der Leyen to step up EU action to push decarbonisation of company vehicles, notably light duty vehicles. "We need to consider action on the demand side in order to push zero-emission vehicles sales. Corporate fleets are the EU's most important market segment," the four ministers told von der Leyen. By Dafydd ab Iago Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Global bio-bunker demand to pick up, US left behind

04/10/24

Global bio-bunker demand to pick up, US left behind

New York, 4 October (Argus) — Tightening vessel carbon intensity indicator (CII) scores and looming 2025 FuelEU marine regulation are expected to raise biodiesel demand for bunkering, but non-competitive US prices should continue to weigh down on US bio-bunker demand. Houston B30, a blend of used cooking methyl ester (Ucome) and very low-sulphur fuel oil (VLSFO), in September averaged at $821/t, a $45/t premium to B30 sold in Amsterdam-Rotterdam-Antwerp, and a $55/t premium to B24 sold in the west Mediterranean hub of Gibraltar and Algeciras (see chart) . Houston B30 was also priced at $115/t and $61/t premium to B24 sold in Singapore and Guangzhou, China, respectively. The price premium would continue to incentivize ship owners with global, ocean-going fleets to pick Asia first for their biodiesel bunker purchases, followed by northwest Europe and western Mediterranean. US demand for biodiesel for bunkering would continue to stagnate unless the US passes a legislation allowing Renewable Identification Number (RIN) credit under the US Renewable Fuel Standard (RFS) program be used by ocean-going vessels fueling with biodiesel in US ports. The legislation could level US' price playing field. Two bipartisan bills were put forward in support of renewable fuel for ocean-going vessels, one in the US Senate this year and one in the US House of Representatives last year, but they are currently dead in the water. Conventional marine fuels are priced cheaper than biodiesel and green varieties of LNG, ammonia, methanol, and hydrogen. But tightening International Maritime Organization (IMO) and EU regulations are forcing the hand of ship operators to consider green fuels to avoid hefty penalties and having their vessels suspended from trading. Ship owners whose vessels are outfitted with LNG-burning engines, are poised to have the lowest marine fuel expense heading into 2025, as fossil LNG is currently ship owners' cheapest low-carbon fuel option. But retrofitting a vessel to burn LNG could range from $5-$35mn, depending on the size of the vessel. Biodiesel, a plug-and-play fuel that does not require a vessel retrofit, is the second cheapest low-carbon fuel option after fossil LNG. IMO's CII regulation came into force in January 2023 and requires vessels over 5,000 gt to report their carbon intensity, which is then scored from A to E. The scoring levels are lowered yearly by about 2pc, so even a vessel with no change in CII could drop from C to D in one year. If a vessel receives a D score three years in a row or E score in the previous year, the vessel owner must submit a corrective actions plan. E scoring vessels could be prohibited from entering some ports' territorial waters, but this penalty is yet to be imposed on any E vessels. In 2023, the IMO reported that 40pc of the vessels scored A or B, 27pc scored C, 19pc scored D or E and 14pc were unresponsive. The EU's FuelEU maritime regulation will require ship operators traveling in, out and within EU territorial waters to gradually reduce their greenhouse gas (GHG) intensity on a lifecycle basis, starting with a 2pc reduction in 2025, 6pc in 2030 and so on until getting to an 80pc drop, compared with 2020 base year levels. It imposes a penalty of €2,400/t ($2,629/t) of VLSFO equivalent energy for vessel fleets exceeding its GHG limits. By Stefka Wechsler Biodiesel blends* Houston less global ports $/t Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

RECOUP 2024: Carbon the topic for the future

04/10/24

RECOUP 2024: Carbon the topic for the future

Carbon emissions, UK legislation and the role of industry in helping consumers to choose correctly were front of mind at last week's RECOUP conference, write Will Collins and Chloe Kinner London, 4 October (Argus) — The plastic supply chain needs to become less carbon intensive to preserve its environmental advantage compared with other materials, and supporting the recycling industry through a challenging period will play a central role, delegates heard at last week's RECOUP conference in Peterborough, UK. Plastic currently has a competitive advantage compared with many competing packaging materials when viewed through life cycle analysis of carbon emissions, particularly because its light weight reduces pollution during transport and its barrier properties lessen wastage. But this may not last forever, said Kinza Sutton from sustainable packaging organisation Plastipak, and with carbon set to be "the big topic of the future" the industry needs to focus today on reducing emissions linked to production, which she said are responsible for around two thirds of those generated over the whole lifecycle. But several speakers also emphasised the need to consider environmental gains in the context of the UK and Europe's competitiveness on the global stage. Stuart Hayward-Higham, innovation officer of waste management firm Suez, said "governments in the UK and Europe need to be conscious of the administrative burden on businesses", and called for regulators to align standards with neighbouring countries to boost efficiency and ensure a level playing field. Ermis Panagiotopoulos of global PET producer and recycler Indorama added environmental legislation has contributed to uncompetitive energy and raw materials prices in Europe, which make other regions more attractive to international companies as an investment. Participants suggested combining regulations with protective measures such as extending the carbon border adjustment mechanism (CBAM) to include plastics, could help to ensure Europe's competitiveness. Recycling to reduce emissions Increasing recycling and the uptake of recyclates in plastic products is one of the most effective ways to reduce carbon emissions linked to plastic raw materials. But Recoup chairman Jim Armstrong highlighted the need to support the UK recycling industry. "We need infrastructure to convert the materials that we will collect, that is part of the circle. The UK recycling industry is really under pressure at the moment. The idea there's a whole queue of financial investors waiting to invest in UK recycling, that's just not true at the moment", he said. The price of plastic waste bales in the UK has fallen incrementally throughout the year, amid slow demand for domestic and export sales and a drop in the value of Packaging Recovery Notices (PRNs), which recyclers generate by processing packaging waste and which are intended to contribute to investment. And on the downstream side of the recycling industry, Biffa Polymers mothballed a 25,000t/yr mechanical recycling plant in northeast England in June owing to "extremely challenging market conditions", while Viridor announced in August it would not proceed with plans to build a chemical recycling plant in Sunderland, citing delays to UK legislation . Robbie Staniforth from packaging compliance scheme Ecosurety noted a number of incoming measures that should help UK plastic recyclers, including extended producer responsibility (EPR) and a deposit return scheme (DRS) for PET bottles. But he said the UK's plastic packaging tax (PPT), which is intended to support demand for recyclates, needs improvement. Regarding PPT, Kinza Sutton said Plastipak had expected it to drive more use of recycled material, but in fact its recycled content had dropped by 5pc since 2022. "The plastics tax [has] driven cost increases, and we've seen the average recycled content come down. We were seeing high levels of 51pc or 100pc, we're seeing a lot less of that now, companies are just reverting back down to 30pc [the minimum threshold to avoid paying PPT]". Engaging the customer Customers may support more re-use and recycling, but it is the industry's responsibility to help them make the right choices and minimise the necessary sacrifice to convenience and the cost burden, delegates heard. Gavin Ellis, co-founder of environmental organisation Hubbub, said research had shown consumers spend just two seconds on average deciding which bin to use for items of waste packaging, making clear labelling vital. A consistent approach between brands, outlets and collection systems is also important, he said. James Bull, head of packaging at Tesco, said retailers need to change products carefully, with an awareness that people have grown to rely on convenience and may be resistant to changes such as a move to a more reuse-based system. And Andrew Murray from appliance manufacturer Beko said new regulations should take into account the financial capabilities of consumers. Many households already cannot afford essential appliances, he said, making any measures that would increase the cost of the cheapest models potentially problematic. Despite the short-term challenges the industry is facing the sentiment at the event was optimistic for plastics recycling in the UK and Europe. Participants see the opportunity the industry has to lead consumers along the path to a more sustainable packaging supply chain model of reduced consumption and systems with more focus on reuse and recycling with the support of legalisation. Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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