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Japan’s Development Bank invests in US e-SAF producer

  • Spanish Market: E-fuels
  • 14/02/25

State-owned Development Bank of Japan (DBJ), shipping firm Mitsui OSK Line and trading company Mitsui have invested an unspecified sum in California-based synthetic sustainable aviation fuel (e-SAF) producer Twelve Benefit.

The total investment by the Japanese companies amounts to billions of yen, DBJ said, without giving more details. Its aim is to support the growth of the global e-SAF market, given Japan needs to secure a stable supply network to meet future SAF demand. DBJ previously invested in US-based e-fuels producer Infinium.

Twelve converts CO2, water and renewable energy into hydrocarbons, and makes e-fuels that it hopes will partly substitute for conventional fossil fuels. DBJ expects Twelve's business to expand and is optimistic about its prospects as demand for e-SAF increases, given the required technology is hard to develop.

Japan plans to replace 10pc of the jet fuel consumed by domestic airlines with SAF in 2030. The global aviation industry is aiming to achieve net zero emissions in 2050.


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03/03/25

EU promises flexibility for car CO2 standards: Update

EU promises flexibility for car CO2 standards: Update

Adds reaction quote from E-Mobility in new paragraph 5. Brussels, 3 March (Argus) — European Commission president Ursula von der Leyen today promised "more flexibility" on CO2 targets, balancing "predictability and fairness" for firms that have already introduced low or zero emission vehicles. Von der Leyen said the commission will stick to agreed CO2 emission reduction targets for fleets. But the commission will show "more pragmatism in these difficult times" and technology neutrality. She specifically promised a "focused" amendment to the bloc's CO2 standards regulation this month, to introduce "pragmatism" with respect to possible penalties for not complying with 2025 targets. The EU's CO2 standards for manufacturers lay down an EU-wide fleet greenhouse gas target for light passenger vehicles and vans of 93.6 g/km until 2029. That represents a 15pc reduction compared with a 2021 baseline for cars. This falls to 49.5 g/km for 2030-34, a 55pc reduction, and 0g/km from 2035. "Instead of annual compliance, companies will get three years," von der Leyen said, noting the principle of "banking and borrowing". "The targets stay the same; they have to fulfil the targets. It means more breathing space for industry and more clarity, and without changing the agreed targets," she said. The proposal for flexibility on CO2 standards will "significantly delay" Europe's electric vehicle roll-out over the next two years, industry association E-Mobility Europe secretary-general Chris Heron said. He estimated that half a million fewer electric cars could enter the EU market in 2025. "That uncertainty is bad news for investors in EU charging infrastructure, battery production, and e-mobility overall," Heron said, noting legal and competitive issues from changing the rules midway. The amendment would need to be agreed quickly by the European parliament and a qualified majority of EU member states. The EU biofuels and hydrogen industry last week expressed disappointment at a draft outline of the commission's forthcoming automotive industrial action plan, for not mentioning low and carbon neutral biofuels and hydrogen. By Dafydd ab Iago Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

EU promises flexibility for car CO2 standards


03/03/25
03/03/25

EU promises flexibility for car CO2 standards

Brussels, 3 March (Argus) — European Commission president Ursula von der Leyen today promised "more flexibility" on CO2 targets, balancing "predictability and fairness" for firms that have already introduced low or zero emission vehicles. Von der Leyen said the commission will stick to agreed CO2 emission reduction targets for fleets. But the commission will show "more pragmatism in these difficult times" and technology neutrality. She specifically promised a "focused" amendment to the bloc's CO2 standards regulation this month, to introduce "pragmatism" with respect to possible penalties for not complying with 2025 targets. The EU's CO2 standards for manufacturers lay down an EU-wide fleet greenhouse gas target for light passenger vehicles and vans of 93.6g/km until 2029. That represents a 15pc reduction compared with a 2021 baseline for cars. This falls to 49.5g/km for 2030-34, a 55pc reduction, and 0g/km from 2035. "Instead of annual compliance, companies will get three years," von der Leyen said, noting the principle of "banking and borrowing". "The targets stay the same; they have to fulfil the targets. It means more breathing space for industry and more clarity, and without changing the agreed targets," she said. The amendment would need to be agreed quickly by the European parliament and a qualified majority of EU member states. The EU biofuels and hydrogen industry last week expressed disappointment at a draft outline of the commission's forthcoming automotive industrial action plan, for not mentioning low and carbon neutral biofuels and hydrogen. By Dafydd ab Iago Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

Shipping alliance opens tender for e-fuels supply


25/02/25
25/02/25

Shipping alliance opens tender for e-fuels supply

Hamburg, 25 February (Argus) — Retailer coalition Zero Emission Maritime Buyers Alliance (Zemba) opened a tender for procurement of synthetic marine fuels (e-fuels) on Tuesday. The tender launch comes a bit later than the January start envisaged in November when Zemba announced the plans. "Bids are due in spring 2025," the group said, without giving a more precise deadline. Interested bidders have been requested to "pre-qualify" as soon as possible by contacting Zemba via email. The supply could be secured from multiple tender winners, Zemba said. These are expected to be announced by the end of this year, it said. The group will accept bids for hydrogen-based fuels that provide emissions reductions of at least 90pc compared with conventional supply and award offtake contracts for 3-5 years, starting in 2027. Zemba aims to "aggregate approximately 86bn tonne nautical miles of demand" through the tender. This could equate to over 250,000 t/yr of e-methanol or over 300,000 t/yr of ammonia, based on the group's previous estimates. Zemba's members include large global retail companies such as Amazon, Ikea and Nike, among others. Its tender launch follows a market survey for e-fuels last year . German container shipping firm Hapag-Lloyd last year won a first tender conducted by Zemba that was not aimed specifically at e-fuels by offering emissions reductions through its "waste-based biomethane service". By Stefan Krumpelmann Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

Q&A: Germany's PtX Fund to ramp up in round 2


09/01/25
09/01/25

Q&A: Germany's PtX Fund to ramp up in round 2

London, 9 January (Argus) — Germany's state-backed Power-to-X (PtX) Development Fund aims to help unlock investment decisions for a handful of mature renewable hydrogen and derivatives (power-to-X) projects in select countries, thereby advancing environmental and social development goals. Berlin picked Bavaria-based fund manager KGAL to control the €270mn ($279mn) purse, and it recently awarded its first €30mn to a €500mn Egyptian project that will produce 70,000 t/yr renewable ammonia. Argus spoke with the fund's managing director Thomas Engelmann about lessons learned from the first round and hopes for round two, which opens 8 January – 5 March 2025. Edited highlights follow: Which countries are eligible in round 2, how is that decided? It is the mostly the same as round one — South Africa, Brazil, Morocco, Kenya, India, Egypt — plus Colombia as a new addition. The German government selects the countries most suited for this instrument from more than 60 partner countries co-operating with the Federal Ministry for Economic Cooperation and Development (BMZ). Not all countries have the right ecological conditions. Participating countries ideally have a workforce that is prepared to support PtX, and some potential domestic offtakers in the country. Why was Colombia added for this round? Colombia has good conditions for renewables — its electricity mix is currently 65pc hydroelectric, 4pc solar, and 30pc fossil fuels. And it plans to add 3GW offshore wind in future via government-run auctions. So Colombia should have among the cheapest PtX production. Costs in northern Colombia may reach €3.3/kg ($3.4/kg) in 2030 and €2.7/kg ($2.8/kg) by 2040, according to German research institute Fraunhofer ISE. The strong government support from Colombia also helps our goal of social transformation. What size projects will the fund support? We haven't set a minimum size, but ideally the total capital costs should be in the range of €100mn–500mn. That means €5bn 'white elephant' projects are probably not for us. We have up to €30mn available, which is definitely not enough to change the investment decision for a €5bn project. What is the €30mn grant designed to do? We bridge the gap to financial close, so our €30mn grant agreement supports the banks, supports the sponsors, acting like an airbag for the project to mitigate any kind of risks or uncertainties in the project. For us, it's non-refundable — in return we expect to see ecological and social transformation that comes from financial close and commercial operation. What key ingredients do you look for in projects? We are bound by EU state aid law, so we check very early in the process if projects are eligible. Project feasibility and technical readiness are important. We check the source of the renewable power. We check it's a profitable and reasonable business model. Clearly, we are not seeking return on investment for the PtX Development Fund, but we need to check that the equity sponsors and debt partners see a project that is economically viable. We want projects that have secured land and will reach financial close in 6-12, maybe 15 months. If a project is further away, that doesn't mean it's a bad project, it's just not ready for the purposes of this instrument. Each project must do a very intensive environmental and social impact assessment based on the lending standards of the World Bank via its International Finance Corporation (IFC). That is the minimum for eligibility before we consider its level of positive impact. Regarding impact, we want greenhouse gas emission reduction or avoidance. We want replacement of fossil fuel resources, in particular coal. We want job creation in the country and a 'just transition'. It's interesting if a project is scalable, for example, if we help with a €200mn first phase that unlocks future phases for the partners even without us. Are those criteria typical for many financiers? Correct, so it's a huge plus for a project if our fund awards a grant, as it shows the overall concept of the project has been checked according to World Bank and IFC standards. Other banks coming later or in parallel to us know the project is sustainable, complies with renewable power additionality principles, does not conflict with local water uses, and its land is free from social or ecological conflicts. Does the fund have rules on who the offtaker should be? Ideally the project would have offtakers in the country to support our target of local value creation. But not all seven countries have the possibility to absorb 100pc of the product, and clearly, we need economically viable projects. In our first-round project, part of the ammonia stays in Egypt and part will go to Europe. What lessons can developers take from round one? We realised the name PtX Development Fund could be misinterpreted, as we often had to explain that we don't have development money available — our name just means we are supporting developing countries. Hopefully in round two, those projects will return with an extra year of maturity. Second, we must clarify that the environmental and social impact assessment is of utmost importance. We very often had discussions with developers that said, "my local government is not interested in doing impact assessments on ecological or social impacts," but we, as the PtX Development Fund, cannot accept that. On technology, the starting point must be electrolysis since this instrument aims to help bring it to market and lower its cost. Yes, e-fuels production needs some carbon molecules, but we don't want projects that are completely biomass with no electrolysis involved. And what did you learn about the wider PtX industry? We were positively surprised to get 98 expressions of interest totalling €150bn potential investment and 56GW electrolyser capacity across these countries. But most projects were still in feasibility studies. We followed up with around 10pc of interested parties, then after deeper due diligence, held negotiations with 2-3 projects. We see the technology for PtX is ready, but finding offtakers able to pay the premium for CO2-neutral products is hard. Mandates with penalties, like the EU's e-SAF quota, definitely stimulate the market, but it would be better if they started in 2025-26 rather than 2030. Green ammonia buying for now is mainly voluntary and it depends on fertilizer companies being able to attract a premium for it to work. A green steel market is emerging in Sweden, as carmakers can attract a premium for 'green' products. We hope the EU's Renewable Energy Directive III will set quotas for ammonia and steel, but the carbon border adjustment mechanism is of utmost necessity to ensure European industry is not disadvantaged. What are your expectations for round two? Round one gave us an overview of the countries, so we really know about the quality of the projects. Now in round two, we want to support possibly several projects. Projects may enter multiple rounds and increase their quality each time until they reach an attractive level. Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

Nordic Electrofuel expands e-SAF plans to Middle East


18/12/24
18/12/24

Nordic Electrofuel expands e-SAF plans to Middle East

Hamburg, 18 December (Argus) — Norwegian firm Nordic Electrofuel is expanding its plans to produce renewable hydrogen-based sustainable aviation fuels (e-SAF) to the Middle East, and has struck preliminary deals for plant developments in Saudi Arabia and Oman. The Saudi plans have been approved by the government, with land set aside for the e-SAF plant and the associated solar photovoltaic (PV) assets in the Jubail region, Nordic Electrofuel's chief executive Gunnar Holen told Argus . The plant could produce 350mn l/yr, or around 300,000 t/yr, of e-SAF, Holen said. This makes it one of the largest facilities planned globally and Holen said the plant could be operational by 2029 if its development is "fast-tracked". The size of the potential plant in Oman has yet to be decided, he said. In Saudi Arabia, Nordic Electrofuel plans to produce the renewable hydrogen itself, although the solar PV assets would be developed by partners, Holen said. In Oman, the company might look to buy hydrogen from other projects. Oman has drawn strong interest from would-be hydrogen project developers, and state-owned Hydrom recently announced a third auction for plots of land , having already allocated eight. Some of these developers are bound to be looking for potential offtakers, Holen said. In both countries, Nordic Electrofuel expects to benefit from low renewable power costs driven by highly favourable conditions for solar and wind generation. Power supply could be available at around $20/MWh, according to Holen. Nordic Electrofuel is primarily targeting its offtake at regional airlines. This means its e-SAF will not be dependent on access to biogenic CO2, which would be required for compliance with the EU's definition of renewable fuels of non-biological origin and associated mandates, such as under the ReFuelEU Aviation legislation. The firm intends to initially use CO2 captured from industrial installations for its Middle Eastern sites. But Holen said it could be possible to secure biogenic CO2 at a later stage, even though supply is not as abundant as in parts of Europe and other regions. In the long term, direct air capture could provide another source of CO2, although this will depend on the technology's further development. Few e-SAF facilities have been announced in the Middle East, with most plans concentrated on Europe where the ReFuelEU Aviation mandates are expected to drive uptake. But some companies from the region, such as UAE-based renewables firm Masdar , have argued e-SAF is an attractive proposition. In Norway, Nordic Electrofuel is developing a pilot plant in Heroya. The company aims to take a final investment decision on this by the third quarter of 2025, Holen said. The plant is due for commissioning in 2027 with a capacity of 10mn l/yr, which the company aims to ramp up in subsequent stages. Nordic Electrofuel has signed a binding term sheet for offtake from the Norwegian facility, Holen said. By Stefan Krumpelmann Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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