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by Tushar Chhabhaya (Aarya Automobiles/The News Motion/Times of India) ... Two technologies have emerged as frontrunners in the quest for a sustainable and environmentally conscious future of mobility: ethanol-blended fuels and electric vehicles. As we navigate the challenges of climate change and resource depletion, these two paths hold the promise of steering us toward a greener, more sustainable tomorrow. India, in particular, has recognised the potential of these technologies, as evidenced by recent developments and initiatives in the biofuel industry.
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India, like many other nations, is grappling with the dual challenge of meeting energy demands while curbing greenhouse gas emissions. Biofuels, derived from renewable organic materials, have emerged as a key solution. Recent initiatives in India, such as the launch of the Global Biofuel Alliance at the G20 summit, demonstrate the nation’s commitment to sustainable energy strategies. But what makes biofuels, particularly ethanol, a game changer?
Firstly, ethanol is a cleaner-burning alternative to traditional fossil fuels. When blended with gasoline, it significantly reduces emissions of harmful pollutants, including carbon monoxide and particulate matter. This cleaner combustion not only contributes to improved air quality but also aligns with global efforts to combat climate change.
Secondly, ethanol production can provide economic opportunities, especially in rural areas. India has a unique agrarian profile because of which, bioenergy has good potential in the country.
India’s biofuel industry has the potential to create jobs, stimulate rural economies, and reduce the country’s dependence on imported fossil fuels. The cultivation of biofuel feedstocks, such as sugarcane and corn, can become a lucrative source of income for farmers.
According to Economic Times, India has already achieved ethanol blending of 10% in June, 2022 and will achieve 20% by 2025-26. This is significantly going to help farmers by preventing agricultural waste burning and keeping organic waste in landfills.
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To accelerate the transition to a green future, it’s essential to recognise the synergy between ethanol-blended fuels and EVs. While EVs are rising, internal combustion engine vehicles will continue to be a significant part of our transportation landscape in the coming years. Ethanol-blended fuels, such as E10 which is 10% ethanol and 90% gasoline, can play a crucial role in reducing the emissions from these vehicles.
Ethanol can also be used in plug-in hybrid electric vehicles (PHEVs) as a range extender. PHEVs combine an internal combustion engine with an electric motor and a battery. Ethanol can be used in PHEVs to extend their electric-only range, thus reducing their overall carbon footprint.
The Path Forward for India
India’s commitment to the biofuel industry, exemplified by the Global Biofuel Alliance and the Bio-Energy Summit 2023, is commendable. However, to realise the full potential of ethanol-blended fuels and EVs, a comprehensive approach is required.
Firstly, investment in research and development is crucial. Advancements in biofuel production methods and battery technology can make these technologies even more efficient and cost-effective.
Secondly, infrastructure development is important. Expanding the network of charging stations for EVs and ensuring the availability of ethanol-blended fuels across the country will encourage their adoption.
Lastly, public awareness and incentives are needed to drive consumer acceptance. Government policies that provide incentives for the production and purchase of biofuels and EVs can significantly boost their adoption rates.
In conclusion, the path to a green future lies in a harmonious blend of ethanol-blended fuels and electric vehicles.
These technologies represent not just environmental solutions but economic opportunities as well. India’s recent initiatives in the biofuel industry are a step in the right direction, but sustained efforts and investments are needed to accelerate this transition. As we deal with the challenges of the 21st century, embracing these green alternatives will not only secure our energy future but also leave a healthier planet for the generations to come. READ MORE
(Advanced Biofuels USA) As Congress begins work on the upcoming Farm Bill, Advanced Biofuels USA is well aware of the fiscal restraints that might not allow for increased funding levels for renewable energy or crop development R&D at Land Grant Schools, USDA Agricultural Research Service (ARS) laboratories, or small R&D businesses unless innovative programming approaches are developed.
These constraints come at an unfortunate time as there are significant technical hurdles that need to be overcome to meet the CO2 reduction goals established by the 2021 Government-Wide Sustainable Aviation Fuels Grand Challenge and provisions of the Inflation Reduction Act (P.L.117-169). These goals include producing 3 billion gallons/year by 2030 and 35 billion gallons/year by 2050 of Sustainable Aviation Fuels (SAF).
We hope these goals can be met by refocusing available Farm Bill funds on the early stages of development of innovative low-cost, low-carbon emitting SAF and related fuels. These initiatives should include:
• Developing improved biomass conversion systems, enzymes, and fermentation organisms,
• Developing and improving cost-efficient biomass and dual use crops,
• Assisting start-up businesses and innovative projects through the “Funding Valley of Death” to the prototype stage.
All of these initiatives are relatively low-budget, especially in comparison to the late-stage funding of commercial projects that, if decent economics are shown, have other private/public funding options.
We would like to recommend several project approaches that are relatively inexpensive but offer good “bang for the buck” opportunities to meet these goals.
At present, very good USDA/ARS alcohol fermentation bacteria such as FBR4 are over twenty years old. But, because of funding deficiencies, ARS Bioenergy researchers have not been able to address commercial deficiencies or develop more efficient genes and microorganisms that would lower biofuel production costs. New multi-year ARS projects should be instituted at current ARS Bioenergy laboratories. These projects should include co-operative initiatives with Land Grant institutions and small businesses.
The 1890 Land-Grant HBCU institutions have a unique connection to rural communities and ecosystems. The great George Washington Carver did his research at one such institution. They could be the start of new sustainable agriculture revolution based on environmentally sound crops that have unique cell wall structures that favor bioconversion and additional value-added uses.
Phase I SBIRs should be thought of as a very cost-effective way to test new ideas. As venture entrepreneurs will tell you, learning from failures is as important as achieving success at this stage of R&D. Stopping investments at $170,000 (current Phase I funding level) is considerably less expensive than using the concurrent R&D and production approach (often used by DOD and DOE) where millions are spent to evaluate approaches which turn out to be bad ideas. To double the number of SBIR ideas being tested would not be a major expenditure. For example, the FY 2023 USDA-NIFA-SBIR budget was $13 million. An additional $23 million, to double the number of grants and cover inflation (see #4), is insignificant in comparison to overall Farm Bill appropriations.
4. Index USDA Grant Programs to Inflation Rates
Simply put, USDA research grants do not pay for the level of research and accomplishment that was envisioned when the budget levels were first set, often two decades ago. USDA Research Grant awards should be increased to reflect cost increases since those levels were set. From that baseline, awards should be periodically increased to reflect inflation rates of equipment, supplies, and personnel costs. A recent article in the respected journal Nature (1/19/2023) compared 2023 prices with those in 2018 finding 30% to 90% increases for common laboratory supplies and equipment. Personnel costs have been rising at a similar rate as universities have been raising student compensation to acceptable economic levels.
In addition to these programming suggestions, we have identified two policy issues whose revision could significantly improve the rural agricultural economy.
Inclusion of hemp positive provisions in the 2018 Farm Bill led to the rebirth of a national hemp industry. As a result, recent research has found hemp biomass to be uniquely suited to biofuel production. With THC legalization now having bi-partisan support and the number of states legalizing it increasing, removal of hemp from the Federal Schedule 1 Controlled Substance List would be a great benefit to all in the agricultural industry. First, it would remove the confusion that exists at the state enforcement level, especially for growers focusing on low THC content. Second, it would be beneficial for innovative growers and processors attempting to fund non-THC hemp biomass for sustainable, low CO2 producing biofuels and bioproducts.
2. “Near Shore” Sustainable Feedstock and Technology Transfer Agreements Should be Negotiated with Central and South American Governments
Increasing efforts by China to build relations with countries outside of Asia have led to increased economic assistance and trade agreements by that country in South America that could be to our disadvantage. Increased costs and disruptions during the Covid pandemic have also showed that current long-distance supply-chains in many cases are not cost effective or efficient.
“Near Shore” (Nearshoring and Renewable Energy, Wilson Center, October 2022) agriculture technology and supply agreements with our friends and allies throughout South and Central America could reduce renewable energy supply-chain costs and strengthen the bonds between the US and those countries. Under these agreements, agriculture technologies could be shared with Central and South American countries. Mutual economic benefits would be produced, similar to those achieved by Canadian, Mexican, and US automotive industries under NAFTA.
On behalf of Advance Biofuels USA and growers and processors in the biofuel/bioproduct industry we look forward to working with members of Congress on agricultural policies. PDF
by Geoff Cooper (Renewable Fuels Association) Last year’s Inflation Reduction Act created tax credits meant to stimulate the production and use of sustainable aviation fuel (SAF), a critical tool in the aviation sector’s decarbonization strategy.
To qualify for the tax credits, SAF must reduce lifecycle greenhouse gas emissions by at least 50% compared to conventional jet fuel. SAF that achieves the minimum 50% reduction earns a tax credit worth $1.25 per gallon. The value of the credit increases as the carbon intensity of the SAF decreases, topping out at $1.75 per gallon for SAF that has net-zero or carbon-negative emissions. For the purposes of estimating the carbon intensity of different SAF options, Congress directed the U.S. Treasury to use the methodology established by the United Nations’ International Civil Aviation Organization (ICAO) or a “similar methodology.”
RFA and many other stakeholders (including airlines, SAF producers, farm groups, members of Congress and university researchers) have argued that Treasury should recognize the Department of Energy’s GREET model as a “similar methodology” for the purposes of determining SAF carbon intensity (and, thus, tax credit values). Meanwhile, some in the environmental community are pushing the Treasury to require that the ICAO methodology be used exclusively.
Those environmental groups have attempted to label our advocacy on SAF modeling as some kind of behind-the-scenes, clandestine lobbying effort to purportedly “weaken” SAF standards. Nothing could be further from the truth.
We support using the DOE GREET model because it would strengthen the credibility, transparency, and scientific robustness of the SAF tax credit program. Period. In addition, Congress required the use of DOE GREET for estimating the carbon intensity (and tax credit values) for non-aviation fuels under separate provisions on the IRA. Why should Treasury use different rules (and different methodologies) for different fuels, when Congress gave it the authority to harmonize the approach?
In any case, the SAF modeling debate has been mired by confusion and purposeful misdirection about the actual differences between the DOE GREET methodology and the ICAO methodology.
The truth is, DOE’s GREET isn’t just a “similar methodology” to ICAO…it’s really the “same methodology.” The two approaches aren’t all that different. Both use the GREET model to assess direct supply chain emissions, and both rely on Purdue University’s GTAP model to analyze potential land use change scenarios.
So, if DOE GREET and ICAO are generally using the same approach and modeling tools, why are their carbon intensity results for certain SAF options (like corn ethanol-to-jet) so much different?
The answer is simple: One methodology (DOE GREET) uses the most up-to-date data and assumptions regarding crop and biofuel production, while the other (ICAO) uses grossly outdated information and faulty assumptions.
In fact, for its estimates of emissions related to corn and ethanol production, ICAO uses a version of the GREET model from 2012 (ICAO also relies on European crop and ethanol production data from the 2006-2012 timeframe). DOE has publicly released no fewer than 13 updated or revised versions of GREET since 2012, which begs the question: why is ICAO still using an obsolete GREET model version from 11 years ago?
For estimating hypothetical land use change (LUC) emissions, ICAO uses Purdue’s GTAP-BIO model. This is the same model that is integrated with the DOE GREET model for assessing LUC scenarios. Again, the big difference between DOE GREET and ICAO on LUC emissions estimates is not the model used; rather, it’s the data and assumptions plugged into the model. ICAO uses land use change “emissions factors” and elasticities developed in 2014 by U.C. Berkeley and the California Air Resources Board. Meanwhile, the DOE GREET team uses emissions factors from a module called “CCLUB” (developed by scientists at Northwestern University, Argonne National Lab, and the University of Illinois), which was updated as recently as October 2021.
RFA and others are simply asking the Treasury to allow the use of the latest versions of GREET (integrated with GTAP and CCLUB), which was released in March 2023 and is populated with the most current data regarding corn and ethanol production factors.
RFA has developed this handy “cheat sheet” to explain the key differences between the DOE GREET approach and the ICAO approach. Again, the two approaches use the same basic methodology and modeling tools. The difference in results boils down to the fact that one (DOE GREET) uses current information about crop and ethanol production and one (ICAO) uses grossly outdated information, proving correct the adage that “a model is only as good as its underlying assumptions and data” (others have put it a little more bluntly: “garbage in, garbage out”!) In the end, the SAF modeling debate shouldn’t be characterized as “GREET vs. ICAO.” It’s really more about current data vs. old data. READ MORE
UNDERSTANDING THE DIFFERENCES BETWEEN THE DOE ARGONNE GREET METHOD AND ICAO METHOD FOR ETHANOL-TO-JET SAF CARBON ACCOUNTING (Renewable Fuels Association)
ACA Calls On Treasury To Adopt GREET For SAF Tax Credit (American Carbon Alliance/Ethanol Producer Magazine)
RFA Seeks Fair Treatment for Ethanol as SAF Feedstock (Energy.AgWired.com; includes AUDIO)
Biofuel groups hopeful on IRS rules for SAF tax credit (Agri-Pulse)
Minnesota ag official urges adoption of GREET for SAF tax credit (Biodiesel Magazine)
Excerpt from Biodiesel Magazine: In the letter, Petersen specifically criticizes the CORSIA model for failing to credit climate-smart agricultural practices, carbon capture and sequestration (CCS), and the use of low-carbon intensity electricity and hydrogen. “We should reward farmers who adopt increasingly lower-carbon operations and practices onsite and prevent misaligned incentives that fail to recognize and encourage cleaner processes and products,” he wrote.
The Minnesota Bio-Fuels Association (MN Bio-Fuels) issued a statement Aug. 25 applauding Petersen’s letter. “Minnesota Bio-Fuels Association is grateful for Commissioner Petersen and Secretary Vilsack’s efforts to ensure Minnesota farmers and ethanol producers can continue contributing towards the decarbonization of our transportation sector,” said Brian Werner, executive director of MN Bio-Fuels. “We urge regulators in Washington to adopt SAF tax credit guidance that supports Minnesotan farmers and biofuels."
A full copy of the letter is available on the MN Bio-Fuels website. READ MORE
In 2023, fewer people (38%) said they believe EVs are better for the environment than gas vehicles, than in 2022 (46%). Meanwhile, the number of people who said gas vehicles were better for the environment jumped to 13% in 2023, from 9% last year. -- Medora Lee, USA Today reporting on Autolist survey READ MORE
Powering Innovation for Small Engines -- In partnership with the Japanese Society of Automotive Engineers (JSAE), SAE’s Small Powertrains and Energy
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(Stanadyne) ... Stanadyne’s two-piston diesel common rail fuel pump (2P DCR) innovation has been selected as one of the 34 finalists
by Arianna Skibell (Politico's Power Switch) California’s lawsuit against some of the world’s largest oil companies could supercharge a yearslong campaign
by Liny Lamberink ·(CBC News) ... James Tsetso, the deputy mayor for the Village of Fort Simpson, sees opportunity in the
by Sam Chambers (Splash247.com) HMM, South Korea’s flagship line, intends to have as much as 10% of its fuel mix coming
(Monjasa) By enabling a sustainable and scalable biofuel option for the maritime industry in Latin America, global top 10 marine fuels
(Cemvita/Business Wire) Cemvita designs synthetic microbes that have the potential to convert CO2 into sustainable aviation fuel (SAF) -- Cemvita Corporation announced
by Ileana Fernandez (Tico Times) The Costa Rican Oil Refinery (Recope) held its first technical roundtable this week to advance ethanol blending
(Agri-News) During the Farm Progress Show, Congresswoman Nikki Budzinski of central and southern Illinois stood alongside farmers and biofuels experts to
by Junya Hemmi (Nikkei) Japanese marine shipping company Mitsui O.S.K. Lines plans to put the country's first biofuel-hydrogen tourist vessel into
by Mukesh Jagota (Financial Express) The development came about amid a few rounds of official level talks and a ministerial meeting
by Charles Alcock (AIN Online) By 2050, 70 percent of fuel uploaded at European airports must be SAF and tankering will
by Harry Clyne and Phillip Herring (S&P Global) EC to retroactively monitor import statistics, trends; Initiative to protect EU producers from rapid
by Jeff Fick (S&P Global) Seeks to boost ethanol-gasoline blend; Implements national program for SAF; Will require airlines to cut emissions -- The administration
by Chris Clayton (DTN Progressive Farmer) Trying to Craft a Farm Bill, IRA Climate-Smart Dollars Are Object of GOP Affection -- With
by Joshua Haiar and Jared Strong (South Dakota Searchlight) But Navigator CO2 pulls back on some operations while awaiting written decision
by Aida Čučuk (Offshore Energy) An EU-supported feasibility study, led by Port of Roenne and a number of local and national
(Zawya/Arab Finance) Under the protocol, the Dutch firms will establish green hydrogen production plants to directly supply various types of vehicles
by Jim Lane (Biofuels Digest) The DOE Bioenergy Technologies Office seeks in its separations strategy to support scale-up of sustainable aviation
The 16th International Rapeseed Congress (IRC) to be held in Sydney in 2023 is organised jointly by GCIRC (Global Council
Biofuels Digest is unveiling the first in a series of ground-up, global initiatives to help spark and synchronize a faster
The improved management of carbon across our economy – or our ‘bioeconomy’ – is critical if we are to mitigate
by Matt Lucas (Tuatara Development Capital/Biofuels Digest) We read with interest CJ Evan’s piece about the need for development capital (“Dev Cap”) to expedite
by Kristoffer Tigue (Inside Climate News) The legislation, passed by the state lawmakers this week, still needs the governor's signature. But
by Alejandro Lazo (Cal Matters) Hydrogen fueling stations will get 15% of funds in a state program — even though Californians