Embraer entra em fundo da United para SAF

  • Spanish Market: Biofuels
  • 15/02/24

A Embraer aderiu ao fundo de investimento internacional da United Airlines Ventures para produzir combustível de aviação sustentável através de investimentos em startups.

A gigante brasileira informou que agora está entre as 22 empresas de todas as partes da cadeia de abastecimento do setor aéreo que comprometeram mais de $200 milhões para o Fundo de Voos Sustentáveis da United Airlines Ventures (UAV), ao mesmo tempo em que colaboram para fornecer experiência às companhias do portfólio do fundo.

Os parceiros do fundo – lançado no início de 2023 – incluem a companhia aérea Air New Zealand, a fabricante aeroespacial Boeing, a gigante tecnológica Google, a empresa de engenharia Honeywell e o banco JP Morgan Chase.

O SAF é uma opção para descarbonizar a indústria da aviação, assim como diminuir o número de voos, desenvolver aeronaves elétricas, investir na infraestrutura para ferrovias internacionais de alta velocidade e limitar o uso de combustíveis fósseis.

Mas há um consenso de que a capacidade de produção do biocombustível precisa aumentar drasticamente para desempenhar um papel na descarbonização da aviação. Novos mandatos para o uso do combustível, subsídios governamentais, construção de usinas e pesquisas são alguns dos esforços da indústria para ajudar o mercado a crescer.

Recentemente, a Embraer conduziu testes usando 100pc de SAF em seus jatos executivos Phenom 300E e Praetor 600, como parte de sua meta de zerar as emissões líquidas até 2040. Os testes foram realizados em suas instalações Melbourne, na Flórida, usando produto fornecido pela World Fuel. Hoje, as aeronaves da Embraer estão autorizadas a operar com misturas de 50pc de SAF.

Em 2022, a empresa fechou parceria com a gigante sucroalcooleira Raízen para desenvolver a produção e infraestrutura do combustível de aviação sustentável, mas detalhes de qualquer trabalho no âmbito da parceria ainda não foram divulgados.


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23/05/24

Richmond City Council proposes Chevron refinery tax

Richmond City Council proposes Chevron refinery tax

Houston, 23 May (Argus) — The Richmond City Council in California's Bay Area has paved the way for a tax on Chevron's 245,000 b/d refinery, voting unanimously at a 21 May meeting for the city's attorney to prepare a ballot initiative. The newly proposed excise tax would be based on the Richmond refinery's feedstock throughputs, according to a presentation given by Communities for a Better Environment (CBE) at the meeting. It is a "…legally defensible strategy to generate new revenue for the city," CBE attorney Kerry Guerin said. The city has previously looked to tax the refinery, with voters passing ‘Measure T' in 2008 before it was struck down in court in 2009. This led to a 15-year settlement agreement freezing any new taxes on Chevron's refinery, but the agreement expires on 30 June 2025. The city is projecting a $34mn budget shortfall for the 2024 to 2025 fiscal year and is seeking to shore up its finances with additional revenue. Ballot initiatives allow Californian citizens to bring laws to a vote without the support of the state's governor or legislature, and the tax proposal could go to voters as early as November this year, according to CBE's Guerin. "Richmond has been the refinery town for more than 100 years, but it won't be 100 years from now," Richmond Mayor Eduardo Martinez said during the meeting. Chevron reiterates risk to renewables A tax on the refinery is the "wrong approach to encourage investment in our facility and in the city that could lead to new energy solutions and reductions in emissions from the refinery," Chevron senior public affairs representative Brian Hubinger said during the meeting's public comments. Hubinger's comment echoes prior warnings from Chevron that a potential cap on California refining profit in the process of being implemented by the California Energy Commission (CEC) would make the company less willing to investment in renewable energy . "An additional punitive tax burden reduces our ability to make investments in our facility to provide the affordable, reliable and ever-cleaner energy our community depends on every day, along with the job opportunities and emission reductions that go with these investments," Chevron said in an emailed statement. The Richmond refinery tax is a "hasty proposal, brought forward by activist interests," the company said. The company last year finished converting a hydrotreating unit at its 269,000 b/d El Segundo, California, refinery to process both renewable and crude feedstocks. The facility was processing 2,000 b/d of bio feedstock to produce renewable diesel (RD) and sustainable aviation fuel (SAF) and said it expected to up production to 10,000 b/d last year. But Chevron has so far lagged its California refining peers in terms of RD volumes with Marathon's Martinez plant running at about 24,000 b/d in the first quarter — half of its nameplate capacity — and Phillips 66's Rodeo refinery producing 30,000 b/d with plans to up runs to over 50,000 b/d by the end of the second quarter . Chevron did not immediately respond to a request for current RD volumes at its California refineries. By Nathan Risser Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Denmark's Norden bunkers B100 biodiesel in Singapore


22/05/24
22/05/24

Denmark's Norden bunkers B100 biodiesel in Singapore

London, 22 May (Argus) — Danish shipping firm Norden said it completed a B100 marine biodiesel bunkering operation in Singapore last week. According to the company, it is "the first ever 100pc biofuel (B100) bunkering in Singapore". Norden said it was commissioned by Japan's Itochu to carry out the bunkering, having successfully trialled a B24/VLSFO blend on its Nord Taurus Panamax vessel. The B100 blend was made from sustainable feedstocks including waste fats and oils, and the bunkering was carried out with the support of Japan's Mitsui. Norden has been bunkering B100 in Rotterdam since 2018. It recently conducted the first B100 bunkering on its Nord Steel Capesize vessel in Rotterdam. The Argus- assessed price of B100 advanced fatty acid methyl ester (Fame) 0°C cold filter plugging point dob ARA has averaged $1,146.99/t since the start of May. This includes a deduction of the value of Dutch HBE-G renewable fuel tickets. By Anna Prokhorova Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

ScanOcean to supply MGO-HVO blend in Sweden


21/05/24
21/05/24

ScanOcean to supply MGO-HVO blend in Sweden

London, 21 May (Argus) — Swedish bunker firm ScanOcean will supply a B30 marine biodiesel blend made of marine gasoil (MGO) and hydrotreated vegetable oil (HVO) by truck at all Swedish ports. The B30 blend will comprise 70pc MGO and 30pc HVO and meet ISO 8217:2017 MGO specifications, according to ScanOcean. The biofuel component will not contain any fatty acid methyl ester (Fame) and the blend will reportedly be accompanied by ISCC-EU certification and a proof of sustainability (PoS) document. ScanOcean added that they will supply the physical blend but that the HVO component will be sourced from the EU. The B30 blend will achieve a 25pc reduction of CO2 emissions on a well-to-wake basis when compared with conventional MGO, according to the Swedish supplier. By Hussein Al-Khalisy Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

US Supreme Court urged to resolve split over RFS


20/05/24
20/05/24

US Supreme Court urged to resolve split over RFS

Washington, 20 May (Argus) — Biofuel groups are asking the US Supreme Court to wade into a high-stakes legal fight that could decide whether some small refineries are eligible for federal exemptions from the Renewable Fuel Standard (RFS). Growth Energy and the Renewable Fuels Association, in a legal appeal filed today, argue that a wave of lawsuits that refiners have filed against the US Environmental Protection Agency (EPA) over a 2022 policy that denied all pending small refinery exemptions should be consolidated before a single federal court, rather than heard in multiple courts that could reach "inconsistent" rulings. The biofuels groups argue that because the policy was nationally applicable, the Clean Air Act requires all of the refinery industry's lawsuits to be heard before the US Court of Appeals for the DC Circuit. The US Court of Appeals for the 5th Circuit, in a ruling six months ago, reached the opposite conclusion in a case filed by six small refineries in Louisiana, Mississippi, Texas, West Virginia and Oklahoma. The 5th Circuit said because the "legal effect" of the refinery exemption denials were in the states where the refineries are located, the consolidation requirements do not apply. The court then proceeded to throw out EPA's denial of exemptions for the six refineries. The biofuels groups say the Supreme Court should intervene in the case to reverse the 5th Circuit, which would consolidate all of the refinery litigation over the 2022 policy in the DC Circuit. Doing so would avoid "duplicative litigation" under which multiple federal courts would rule on the validity of the exact same EPA action, potentially meaning different refineries would be subject to different rules "depending solely on their location." Biofuel groups say small refinery exemptions are "inherently national" because if one is granted, it affects renewable fuel blending across the US. The 5th Circuit is the only court that has agreed to hear the small refinery exemption lawsuits. Four other federal appeals courts have already concluded the cases should be heard by the DC Circuit, which last month held arguments in consolidated litigation over EPA's blanket denial of 105 pending requests for small refinery "hardship" exemptions from the RFS. The biofuels groups say their appeal has ramifications beyond the RFS. The appeal is an "ideal vehicle" for the Supreme Court to resolve where lawsuits involving the Clean Air Act should be heard, an issue that is also present in litigation over EPA's "good neighbor" air emission regulations that are currently being heard by the Supreme Court. By Chris Knight Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Q&A: Marine CO2 goals need culture shift: TotalEnergies


20/05/24
20/05/24

Q&A: Marine CO2 goals need culture shift: TotalEnergies

Amsterdam, 20 May (Argus) — A cultural change in buying behaviour and supply patterns is necessary for the shipping sector to meet its decarbonisation targets and may be the biggest hurdle to overcome, strategy and projects director for TotalEnergies' marine fuels division Frederic Meyer told Argus. Edited highlights follow: What is the biggest challenge standing in the way of the maritime industry in meeting decarbonisation targets and the fuel transition ? A cultural change is required — for decades the maritime sector has relied on by-products with high energy density from the crude refining process such as fuel oil. The industry will now have to pivot its attention towards fuels developed for the purpose of consumption within the maritime industry. This will also require time as the sector looks to level up, and it remains to be seen whether there will be enough time to meet the International Maritime Organisation (IMO)'s net-zero by or around 2050 targets. But we have seen some good progress from cargo owners who are seeking scope 3 emissions related documents. How does TotalEnergies see marine biodiesel demand moving in the short term? In the short term, there is little incentive for the majority of buyers in the market. This is due to a lack of any regulatory mandates, as well as limited impact from existing regulations such as the IMO's carbon intensity indicator (CII) and the EU's Emissions Trading System (ETS). Despite providing a zero emission factor incentive for biofuels meeting the sustainability criteria under the EU's Renewable Energy Directive (RED), EU ETS is still on a staggered implementation basis beginning with only 40pc this year, rising to 70pc next year and 100pc in 2026. Further, EU ETS prices have been quite low, which also weighed on financial incentives for marine biodiesel. Therefore, many buyers are currently waiting for further incentives and signals from the regulators before purchasing marine biodiesel blends. Another point impacting demand is the current edition of ISO 8217, which does not provide much flexibility when it comes to marine biodiesel blend percentages and specifications. The new 2024 edition will likely provide greater flexibility for blending percentages, as well as a provision for biodiesel that does not meet EN14214 specifications. This will provide greater flexibility from a supply point of view. However, there remains stable demand from buyers who can pass on the extra costs to their customers. And how do you see this demand fluctuating in the medium to long term? If the other alternative marine fuels, such as ammonia and methanol, that are currently being discussed do not develop at the speed necessary to meet the decarbonisation targets, then marine biodiesel demand will likely be firm. Many in the market have voiced concerns regarding biofuel feedstock competition between marine and aviation, ahead of the implementation of sustainable aviation fuel (SAF) mandates in Europe starting next year. With Argus assessments for SAF at much higher levels than marine biodiesel blends, do you think common feedstocks such as used cooking oil (UCO) will get pulled away from maritime and into aviation? With regards to competition among different industries for the same biofuel feedstock, suppliers may channel their feedstock towards aviation fuels due to the higher non-compliance penalties associated with SAF regulations as opposed to those in marine, which would incentivise greater demand for SAF. An area that can be explored for marine is the by-product when producing SAF, which can amount to up to 30pc of the fuel output. This could potentially feed into a marine biodiesel supply pool. So it's not necessarily the case that the two sectors will battle over the same feedstock if process synergies can be found. Regarding fuel specifications, market participants have told Argus that the lack of a marine-specific fuel standard for alternatives such as marine biodiesel is feeding into uncertainty for buyers who may not be as familiar with biofuels. What impact could this have on demand for marine biodiesel blends from your point of view? Currently, mainstream biodiesel specifications in marine biodiesel blends are derived from other markets such as the EN14214 specification from road diesel engines. But given the large flexibility of a marine engine, there is room to test and try different things. For "unconventional" biofuels that do not meet those road specifications, there needs to be a testing process accompanied by proof of results that showcase its safety for combustion within a marine engine. Some companies may not have the means or capacity to test their biodiesel before taking it into the market. But TotalEnergies always ensures that there are no engine-related issues from fuel combustion. Suppliers need to enact the necessary testing and take on the burden, as cutting out this process may create a negative perception for the product more generally. Traders should also take on some of the burden and test their fuels to ensure they are fully compatible with the engine. With many regulations being discussed, how do you see the risk of regulatory clashes impacting the industry? The simple solution would be an electronic register to trace the chain of custody. In the French markets, often times the proof of sustainability (PoS) papers are stored onto an electronic database once they are retired to the relevant authority. This database is then accessible and viewable by the buyer, and the supplier could also further deliver a "sustainability information letter" which mirrors the details found in the PoS. It is important for the maritime sector to adopt an electronically traceable system. What role could other types of fuels such as pyrolysis oil potentially play in the maritime sector's decarbonisation targets? We have teams in research and development at TotalEnergies which are studying the potential use of other molecules, including but not limited to pyrolysis oil, for usage in the maritime sector. It may become an alternative option to avoid industry clashes, as pyrolysis oil would not be an attractive option to the aviation sector. We are currently exploring tyre-based pyrolysis oil, but have only started doing so recently so it remains an untapped resource. We need to figure out the correct purification and distillation process to ensure compatibility with marine engines. For the time being we are specifically looking at tyre-based pyrolysis oil and not plastic-based, but we may look at the latter in a later stage. The fuel would also have to meet the RED criteria of a 65-70pc greenhouse gas (GHG) reduction compared with conventional fossil fuels, so we are still exploring whether this can be achieved. By Hussein Al-Khalisy Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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