Category Archives: Biofuel legislation

Top Advanced Biofuels Groups Meet in Washington for Collaborative Discussion and Capitol Hill

biofuel_plants

Top Advanced Biofuels Groups Meet in Washington for Collaborative Discussion and Capitol Hill

The top trade groups representing the advanced biofuels industry in the United States met today in Washington, D.C. to continue industry-wide collaborative efforts begun last year aimed at improving communication among stakeholders while building a more cohesive industry to develop clean energy alternatives that strengthen our nation’s economy.

The Advanced Biofuels Association (ABFA), the Biotechnology Industry Organization (BIO) and the Algal Biomass Organization (ABO) met for policy briefings with leaders and senior staff  from Congress and the Obama administration.  Following the joint meeting, the groups held a briefing on the advanced biofuels industry for legislative staff members on Capitol Hill.

“Today is proof each of our organizations is committed to helping establish a collective voice for our industry and lead the transformation from fossil fuels to cleaner, more efficient and renewable sources through the commercialization of advanced biofuels and bioproducts,” said Michael McAdams, president of ABFA.

“With petroleum prices projected to stay at or above $100 per barrel for the next 12 months, the United States must get serious about developing and deploying advanced biofuels,” said Brent Erickson, executive vice president of BIO’s Industrial & Environmental Section. “The United States can leverage its leadership in biotechnology and agricultural production to reduce reliance on foreign oil, build a stronger economy and reduce greenhouse gas emissions. We need outside the box thinking on policy.”

“As Congress and the Obama Administration continue to look for ways to add momentum to the economic recovery, they should look no further than the various industries our associations represent,” said Mary Rosenthal, Executive Director of ABO. “We’re talking about a massive job-creating engine in every state in the nation – creating technologies and products that drive revenue, increase exports and contribute to national energy security.”

Earlier in the day, ABFA separately elected and installed new officers to its Board of Directors. They include Robert Ames of Tyson as chairman, Jack Huttner of Gevo as vice chairman, Jim McVaney of Rentech as treasurer, Kinkead Reiling of Amyris as secretary, and Lee Edwards of Virent as chairman emeritus.

Thanks and SourceL PR-USA.net

Spain increases biodiesel use to curb impact of rising oil prices

Spain increases biodiesel use to curb impact of rising oil prices

Spain is taking action to reduce the economic impact of rapidly increasing oil prices in part by increasing the allowable content of biodiesel for blending in transportation fuels.

According to Spain’s Vice President Alfredo Pérez Rubalcaba, a €10 ($13.77) increase in the price of a barrel of oil equates to nearly a €6 billion ($8.26 billion) rise in the overall cost of energy. To help combat this increased energy spending, the government of Spain plans to enact three measures to be published March 4 and become active March 7.

Regarding biodiesel content in transportation fuels, the government will increase the percentage of biodiesel from 5.7 percent to 7 percent. According to information posted on the government’s website, this measure is aimed at achieving fuel savings.

The most recent statistics posted to the European Biodiesel Board’s website state that Spanish biodiesel plants produced approximately 859,000 tons (258 million gallons) of biodiesel in 2009. Only Germany and France produced more biodiesel that year. EBB statistics also note that Spain had approximately 4.1 million tons (1.2 billion gallons) of installed biodiesel capacity in 2010.

In addition to increasing the percentage of biodiesel blended into national transportation fuels, the Spanish government also intends to reduce highway speed limits from 120 kilometers per hour (74 miles per hour) to 110 kilometers per hour (68 miles per hour). According to information released by the government, this measure will reduce gas and diesel fuel consumption by a respective 15 percent and 11 percent. The price of many local and long-distance trains will also be reduced. The price reductions are designed to encourage increased use of mass transit systems, further reducing the nation’s fuel consumption.

Berlin demands clarity over new biofuel phase-in

Berlin demands clarity over new biofuel phase-in

The German government demanded clarity from the biofuel industry on whether it will continue with a planned roll-out of gasoline with a higher biofuel content after its association send mixed messages about a halt.

“The confusion that the biofuel industry is causing is not acceptable,” Environment Minister Norbert Roettgen told journalists on Thursday after the MWV association denied a media report that the roll-out of the fuel, known as E10, would be temporarily halted.

Economy Minister Rainer Bruederle said he would invite industry participants to a ‘biofuel summit’ to explain their plans.

The MWV said on Monday up to 70 percent of motorists were avoiding the new blend in petrol stations, with many apparently concerned it might cause engine damage.

Uncertainty over whether the fuel’s gradual introduction, flagged for the first quarter of the year, would be halted, hit the share prices of Germany’s bioethanol firms, which had prepared markets for a major rise in sales. [ID:nLDE6BT19X]

Verbio (VBKG.DE) ended Thursday down 8.6 percent, and sugar producer Suedzucker’s CropEnergies (CE2G.DE) unit fell 14.7 percent.

The MWV said in a mid-afternoon statement the E10 phase-in would continue after news agency dpa reported the association’s head, Klaus Picard, as saying it would be temporarily stopped.

The fuel is being introduced in stages as part of a push by Germany to better protect the environment. [ID:nLDE69Q253]

The government permitted a rise in the maximum level of bioethanol allowed in blended gasoline to 10 percent from 5 percent from the start of this year.

But motorists are continuing to use the old fuel with 5 percent bioethanol content called E5, the MWV said. If the trend continued, petrol stations would run out of E5 gasoline.

Biofuel crops to fall within assurance chain

assured food standards logo

Biofuel crops to fall within assurance chain

Grain destined for the biofuel chain looks set to fall within farm assurance following negotiations between Assured Food Standards, the NFU and the European Commission.

Ensuring there was a single assurance programme was a key objective of bringing biofuels crops under the Red Tractor scheme, AFS’s Matthew Read told delegates at the NFU conference 2011.

Farmers will be required to demonstrate their land status as at January 2008 to ensure crops destined for biofuels use were not grown on land with high biodiversity value or high carbon stocks such as woodlands, he explained.

“The farm assurance pack will contain two additional questions regarding land use and farmers will be required to provide verifiable proof such as their SPS return.”

Farm storage records would also need to be kept to identify crops bound for the biofuel chain although the principle of a maths balance calculation to apportion crops in ratio to the land from which they came could apply.

“Farmers will need to update out-loading records, and passport stickers will need to be used with the new 2011 passports,” Mr Read added.

Those passports would act as a “chain of custody document” with additional information showing collection name and address and an extra declaration in section eight.

The trade would need to pass back to growers the destination of the grain so farm records could be complete, he confirmed.

Formal approval by the commission of the scheme is expected in June.

USDA Approves Corn Enzyme for Biofuel Production

USDA Approves Corn Enzyme for Biofuel Production

Syngenta will sell corn seed with plans for large-scale production in 2012.

The U.S. Department of Agriculture approved a genetically modified trait in corn developed by agrochemicals producer Syngenta that could improve ethanol yields, Syngenta said Feb. 11.

Syngenta will market the modified corn seed under its Enogen brand name. Syngenta refers to the corn seed as a “breakthrough technology” that can easily be integrated into existing infrastructure.

Syngenta has estimated that Enogen can provide ethanol producers a cost advantage between 8 and 15 cents per gallon.

“Enogen corn seed offers growers an opportunity to cultivate a premium specialty crop. It is a breakthrough product that provides U.S. ethanol producers with a proven means to generate more gallons of ethanol from their existing facilities,” said Davor Pisk, Syngenta’s chief operating officer. “Enogen corn also reduces the energy and water consumed in the production process while substantially reducing carbon emissions.”

Enogen corn seed will be available for the coming growing season with large-scale commercial introduction planned for 2012.

Syngenta will manage Enogen corn production using a contracted, closed production system.
The corn amylase trait in Enogen has already been approved for import into Australia, Canada, Japan, Mexico, New Zealand, Philippines, Russia and Taiwan and for cultivation in Canada.

USAF Certifies First Aircraft for Biofuel Use, C-17 Globemaster III

USAF Certifies First Aircraft for Biofuel Use

The U.S. military is looking to go green across all branches. The USAF has announced that it has certified its first aircraft for use of biofuel. The first aircraft is the C-17 Globemaster III and it has been certified for unlimited usage of hydroprocessed blended bio fuels known as hydrotreated renewable jet (HRJ) fuels.

The aircraft can operate on volumetric blends of up to 50 HRJ fuel with 50% JP-8 jet fuel, which jet aircraft traditionally run on. The aircraft can also operate on 25% HRJ, 25% synthetic paraffinic kerosene fuel, and 50% JP-8.
“We’re very proud of this certification,” said Terry Yonkers, the assistant secretary of the Air Force for installations, environment and logistics. “By using a ‘pathfinder’ approach, we’ve taken the success of our processes developed in our previous alternative fuel certifications work and learned how to efficiently streamline our HRJ certification efforts, while guaranteeing the fuel blend will work without notable difference to the pilots.”
The certification of the aircraft is part of an ongoing program by the Air Force to certify and test biofuels from non-petroleum sources. Yonkers added that the biofuels also burn cleaner than traditional jet fuels with no compounds like sulfur.
It’s also important to note that the blended biofuels require no changes to the aircraft at all to use. Air Force alternative fuel certification office chief Jeff Braun said, “We expect to conclude HRJ flight testing within the next 12 months, supporting fleetwide HRJ certification within the next 22 months.” He continued, “When blended as we’ve done, this is a potential drop-in solution for jet fuel for our aircraft, requiring no modification to systems or special handling or monitoring.”
Braun also stated that the blended fuel doesn’t affect the performance of the aircraft, meaning there are no significant differences in engine stability, thrust response, or steady-state performance when burning the biofuel mix compared to straight JP-8.
The Navy has a biofuel program of its own that has been condemned by some researchers.

Biofuel operators slam European Commission for legislative vacuum

EU Commission on Biofuels

Biofuel market operators slammed the European Commission Tuesday for a legislative vacuum on the implementation of sustainability criteria for renewable fuels in Europe after a deadline to adopt a directive came and went in December.

The December 5, 2010 deadline for the Renewable Energy Directive (RED) of 2009, which stipulates minimum requirements for biofuels in the bloc, was only met by a handful of countries.
Market operators criticized the European Commission for failing to ensure all member states adopt the legislation at the International Sustainability and Carbon Certification (ISCC) 2011 General Assembly in Brussels.
According to RED, biofuels have to present a minimum of 35% greenhouse gas savings compared to fossil fuels and cannot be sourced from land holding high carbon stocks or biodiversity.
It also sets a target of 10% of renewable fuels for road transport by 2020 and an overall 20% goal for renewable energy by the same year.
Market operators claim they have been left in regulatory limbo since the deadline.
“We cannot trade biofuels as a commodity in Europe [anymore], because there are many different requirements for sustainability,” trader Ulrich von Furstenberg from Ambrian Energy said.
While countries like Germany and Austria have fully implemented the RED, other member states are still in the process of writing legislation.
A disconnect between early implementers and countries which are at the early stages of transposing the RED has lead to a dubious legal environment for international trading, participants said.
“When we have requirements at the EU level but no legal framework at the national level, we have a bit of a problem,” Pierre Tardieu of EU Oil and Proteinmeal Industry Association Fediol said.
The European Commission declined to comment on the status of the RED implementation on member states, arguing that it is doing everything in its power to ensure this happens as quickly as possible.
“We have three situations. Countries that have fully implemented the directive, some that have partially done it, and some that haven’t even notified the Commission,” Ron Van Erck from the Directorate-General for Energy at the European Commission said, without naming any specific countries.
“The deadline was December and most countries missed it. We want to know what is the Commission doing about it and how should we operate in this legal vacuum,” a participant said during the discussion session.
FRUSTRATION
In an attempt to address industry concerns, Ron Van Erck recognized the frustration caused by an uneven implementation of the directive and advised operators to gather evidence of compliance on a voluntary basis.
“Shall the need arise, you’ll be able to prove that your product met all the criteria,” he said.
He also recognized that the Commission fell short of anticipating the many hurdles market participants claim were caused by lack of harmonization on the RED implementation.
“Looking in retrospect, there were better ways we could have regulated it, but we are where we are, and it is what it is,” he added.
Participants said it is not enough from a legal standpoint to collect evidence on a voluntary basis as there is no guarantee governments will accept it later on to prove compliance with the RED.
“I disagree,” Ron Von Erck said. “I don’t see any reasons why member states would refuse to work with the industry to smooth the process.”
Market operators also criticized the EC for delays in confirming that national law in countries that have already implemented the directive, such as German and Austria, are fully in line with the requirements set by the EU.
“Without the EC approval, I don’t even know if the German law is really in line with the directive,” one participant said.
“I don’t see an issue there. The Germans have implemented it and we have no reason to believe their law is not RED compliant,” he said.

Biofuel market operators slammed the European Commission Tuesday for a legislative vacuum on the implementation of sustainability criteria for renewable fuels in Europe after a deadline to adopt a directive came and went in December.
The December 5, 2010 deadline for the Renewable Energy Directive (RED) of 2009, which stipulates minimum requirements for biofuels in the bloc, was only met by a handful of countries.
Market operators criticized the European Commission for failing to ensure all member states adopt the legislation at the International Sustainability and Carbon Certification (ISCC) 2011 General Assembly in Brussels.
According to RED, biofuels have to present a minimum of 35% greenhouse gas savings compared to fossil fuels and cannot be sourced from land holding high carbon stocks or biodiversity.
It also sets a target of 10% of renewable fuels for road transport by 2020 and an overall 20% goal for renewable energy by the same year.
Market operators claim they have been left in regulatory limbo since the deadline.
“We cannot trade biofuels as a commodity in Europe [anymore], because there are many different requirements for sustainability,” trader Ulrich von Furstenberg from Ambrian Energy said.
While countries like Germany and Austria have fully implemented the RED, other member states are still in the process of writing legislation.
A disconnect between early implementers and countries which are at the early stages of transposing the RED has lead to a dubious legal environment for international trading, participants said.
“When we have requirements at the EU level but no legal framework at the national level, we have a bit of a problem,” Pierre Tardieu of EU Oil and Proteinmeal Industry Association Fediol said.
The European Commission declined to comment on the status of the RED implementation on member states, arguing that it is doing everything in its power to ensure this happens as quickly as possible.
“We have three situations. Countries that have fully implemented the directive, some that have partially done it, and some that haven’t even notified the Commission,” Ron Van Erck from the Directorate-General for Energy at the European Commission said, without naming any specific countries.
“The deadline was December and most countries missed it. We want to know what is the Commission doing about it and how should we operate in this legal vacuum,” a participant said during the discussion session.
FRUSTRATION
In an attempt to address industry concerns, Ron Van Erck recognized the frustration caused by an uneven implementation of the directive and advised operators to gather evidence of compliance on a voluntary basis.
“Shall the need arise, you’ll be able to prove that your product met all the criteria,” he said.
He also recognized that the Commission fell short of anticipating the many hurdles market participants claim were caused by lack of harmonization on the RED implementation.
“Looking in retrospect, there were better ways we could have regulated it, but we are where we are, and it is what it is,” he added.
Participants said it is not enough from a legal standpoint to collect evidence on a voluntary basis as there is no guarantee governments will accept it later on to prove compliance with the RED.
“I disagree,” Ron Von Erck said. “I don’t see any reasons why member states would refuse to work with the industry to smooth the process.”
Market operators also criticized the EC for delays in confirming that national law in countries that have already implemented the directive, such as German and Austria, are fully in line with the requirements set by the EU.
“Without the EC approval, I don’t even know if the German law is really in line with the directive,” one participant said.
“I don’t see an issue there. The Germans have implemented it and we have no reason to believe their law is not RED compliant,” he said.

EU’s transport sector will comprise of 80% biofuels by 2050

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EU's transport sector will comprise 80% biofuels 2050

80% of the EU’s transport fuel needs could be met with biofuels by the year 2050, according to an independent study published by the Öko-Institut.

Commissioned on behalf of The Greens/European Free Alliance group in the European Parliament, the study titled The Vision Scenario for the European Union concludes that the use of biofuels in the EU transport sector will increase to 10% in 2020, 25% in 2030 and 80% in 2050.
These findings come only recently after the European Commission announced that biofuels have the potential to replace Europe’s heavy reliance on fossil fuels and make transport sustainable by 2050.
In Europe transport emissions have increased by almost 30% since 1990 and now represent over one fifth of the total GHG emissions in the EU.
‘This fact strongly underlines why it is vital that Europe turns to biofuels now. A strong European biofuels sector will be better placed to invest in the advanced biofuels that will be crucial for decarbonising transport by 2050,’ says Rob Vierhout, secretary general at ePURE.
‘Europe policy makers must recognise the important findings in this report, particularly as this unequivocal demand for substantial biofuel growth is coming from the Greens. It is clear that the European public want more biofuels and, as this study shows, biofuels are the only here-and-now solution to fuelling the European transport sector sustainably,’ he adds.

80% of the EU’s transport fuel needs could be met with biofuels by the year 2050, according to an independent study published by the Öko-Institut.
Commissioned on behalf of The Greens/European Free Alliance group in the European Parliament, the study titled The Vision Scenario for the European Union concludes that the use of biofuels in the EU transport sector will increase to 10% in 2020, 25% in 2030 and 80% in 2050.
These findings come only recently after the European Commission announced that biofuels have the potential to replace Europe’s heavy reliance on fossil fuels and make transport sustainable by 2050.
In Europe transport emissions have increased by almost 30% since 1990 and now represent over one fifth of the total GHG emissions in the EU.
‘This fact strongly underlines why it is vital that Europe turns to biofuels now. A strong European biofuels sector will be better placed to invest in the advanced biofuels that will be crucial for decarbonising transport by 2050,’ says Rob Vierhout, secretary general at ePURE.
‘Europe policy makers must recognise the important findings in this report, particularly as this unequivocal demand for substantial biofuel growth is coming from the Greens. It is clear that the European public want more biofuels and, as this study shows, biofuels are the only here-and-now solution to fuelling the European transport sector sustainably,’ he adds.

Not all biofuels on UK roads are sustainable, report shows

Tractor

Not all biofuels on UK roads are sustainable, report shows

Two-thirds of the biofuels used on UK roads are not fully sustainable, a new report has revealed.

A study by the Renewable Fuels Agency (RFA) and presented to Parliament shows that just 31 per cent of biofuel feedstock met a Qualifying Environmental Standard, when the target had been set at 50 per cent.

As a whole, the biofuel supplied as part of the Renewable Transport Fuel Obligation achieved 51 per cent savings compared to fossil fuels, the RFA stated.

“We’ve seen some progress from suppliers in meeting the challenge of sourcing their biofuels responsibly, but in many cases it has been disappointingly slow,” noted Nick Goodall, chief executive of the RFA.

“Too many are lagging behind and dragging overall performance down. With mandatory sustainability criteria due to be introduced with the Renewable Energy Directive (RED), companies currently missing all three targets need to make a step change in performance.”

The RED will see companies producing biofuel in Europe meeting certain requirements such as not growing the product on recently deforested land or highly biodiverse land.

For more information please see: RFA report

Finnair postpones introduction of biofuel

Finnair postpones introduction of biofuel

Finnair postpones introduction of biofuel

The Finnish state-owned airline Finnair has reversed an earlier decision to start using biofuel in some of its commercial flights this year.
Finnair was to have started to use kerosene produced by Neste Oil from biological sources as soon as certification is implemented. Now the airline is going back on its decision.
“The price of the fuel and its sustainability measured against all criteria is not at the level that we would have gone into it at this point. There are various research projects in progress, and it is in our interest to use a fuel produced from local raw materials”, says Kati Ihamäki, environmental director of Finnair.

One possible local source of biofuel would be the upcoming plant in Varkaus where Neste is studying the use of wood chips.
“An ideal situation would be for us to get biological kerosene produced from local raw materials, because there is no sense in hauling raw material from the other side of the world.”

Finnair is involved in a project that is taking place near London, where the use of algae as biofuel is being studied. That project is set to continue through 2014.
“We would have wanted to start commercial flights with biofuel now, but products that are currently available have not met our sustainability criteria”, Ihamäki says.

Biolofuels used by Neste come from certified sources, but they suffer from the same problems as other oil plants: although the plants that are used in fuel production are grown in areas where nothing else is cultivated, there is the danger that plantations might start encroaching on land that is used for food production.
Environmental organisations have taken a negative view of the use of fuel made out of palm oil, saying that rain forest are destroyed to make way for oil palm plantations. There is also overall criticism of the use of food oil as a transport fuel.

Price is also a consideration. Biological kerosene is significantly more expensive than fossil fuel, and fuel costs account for a quarter of Finnair’s overall operating costs.
“The problem is that products made of good raw materials and at a suitable price are not currently available”, Kati Ihamäki says.
She insists that pressure from environmental organisations had nothing to do with the decision.