Embraer entra em fundo da United para SAF

  • : Biofuels
  • 24/02/15

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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US Supreme Court urged to resolve split over RFS


24/05/20
24/05/20

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


24/05/20
24/05/20

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.

Eni secures funds to boost biofuel production in Kenya


24/05/17
24/05/17

Eni secures funds to boost biofuel production in Kenya

Rome, 17 May (Argus) — Italy's integrated Eni said the International Finance Corporation (IFC) and the Italian Climate Fund (ICF) have given its Kenyan subsidiary a total of $210m to boost production and processing of biofuel feedstock in the east African country. Eni said the investment would help scale up the production of advanced biofuel feedstock grown in Kenya and processing capacity by building new plants. This will push production of oilseeds, which is the primary feedstock, from 44,000 t/yr to 500,000 t/yr, Eni said. The Italian group operates an oilseed collection and pressing plant in Kenya's Makueni County, which produces vegetable oil for the company's domestic bio-refineries in Gela and Venice. Under the funding deal, which Eni said would offer support to as many as 200,000 small-scale Kenyan oilseed farmers, the Word Bank's IFC will stump up $135m. The remainder will be disbursed by ICF as part of the Italian government's Mattei Plan to boost co-operation with Africa. Global biofuel demand has increased by nearly 6pc annually for the last five years, Eni said, as the transport industry looks for solutions to decarbonise. It expects costs to fall as more capacity comes on line. By Stephen Jewkes Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

US RIN generation up in April as D4 climbs


24/05/16
24/05/16

US RIN generation up in April as D4 climbs

Houston, 16 May (Argus) — Generation of renewable identification number (RIN) credits in April rose by 12pc, as biomass-based D4 diesel credits posted their second highest monthly volumes ever. Total RIN generation rose to 2.06bn credits in April, up from 1.84bn a year earlier, the US Environmental Protection Agency reported on Thursday. D4 credits continued to lead gains in April, with generation increasing on the year by 29pc to 780mn credits. The only month with greater D4 RIN generation was December 2023. D4 accounted for 38pc of all RINs in April, up from 33pc in April 2023. Ethanol D6 RIN generation rose from a year earlier by 2.4pc to 1.2bn credits, accounting for 58pc of all RINs generated in the month. D6 credits were also up by 4pc from March, a month that was affected by seasonal ethanol plant maintenance. Cellulosic biofuel D3 credit generation rose by 7.6pc from a year earlier to 69mn credits. RINs are credits traded and produced by refiners and importers to show compliance with the EPA's Renewable Fuel Standard program. Obligated parties can produce credits when renewable fuels are blended into conventional transportation fuels or can purchase credits from other RIN producers. By Matthew Cope Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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