EU Biofuels Chain Calls for More Biofuel Use in Decarbonization Plans

The European Commission (EC) has recently put forward a proposal to increase the EU’s 2030 target for GHG emission reductions to at least -55% compared to 1990 levels. To assess the feasibility and economic cost of this revamped target, the EC will publish a comprehensive Impact Assessment (IA) by Q3 2020, which should explain how to get to this target.

The EU Biofuels Chain welcomes this increased ambition, and is ready to continue delivering real solutions to help decarbonize the European transport sector, progress towards a low carbon economy, strengthen the independence and revenue of European farmers, and contribute to the EU’s long-term vision of achieving a carbon neutral Europe by mid-century. The Chain is also committed to support a thriving circular bioeconomy, contribute to deliver sustainable food, feed and non-food products, and reduce European dependence on imports of protein feed and fuel. But this ambition must be translated into concrete and practical actions to ensure an effective, sustainable and successful decarbonization of the European transport sector. In fact, while the EU has made overall progress in renewables incorporation and emissions reduction, the picture in the transport sector is dire, with a 94% reliance on fossil fuels, and emissions 19% higher than 1990 levels1. Going forward, the transport sector must contribute further to the European Green Deal objectives. Failure to do so would place a higher burden on other non-ETS sectors such as agriculture.

The EU will be unable to do without liquid fuels post 2020. Indeed, the EC already stated clearly that the change in the composition of the EU vehicle fleet will be gradual and that at least 80% of new vehicles will run, at least partially, on an internal combustion engine. Certified sustainable crop-based biofuels should remain part of the transport fuel mix as long as liquid fuels are needed. READ MORE

Excerpt from EU Biofuels Chain: 4. Facilitate the deployment of biofuels blends

• To maximise the GHG emissions reduction and air quality benefits of higher biocomponents in blends, an effective incorporation of B7 and E10 should be achieved across the EU, and higher blends such as B10 and E10+ should be progressively rolled out. Moreover, higher blends (e.g. B30, E85, ED95, B100) should be further incentivised.

• As part of the EU Alternative Fuels Infrastructure Directive, Member States should foster access to infrastructure for high blends such as E85 for compatible engines (flex-fuel and adapted vehicles), B30, B100 and ED95 for buses and trucks.

5. Incentivise renewable low carbon fuels by correcting the restrictive tailpipe emissions approach

• The current EU CO2 standards for vehicles only account for tailpipe emissions (Tank-To-Wheel). This restrictive approach distorts competition between powertrain technologies and misleadingly labels electromobility as emissions free. It fails to incentivise biofuels and biogas with a lower GHG footprint and renewable content by not recognising their biogenic energy content.

• The EU should therefore consider an approach that accounts for the nature of the energy powering vehicles (Well-to-Wheel), distinguish between fossil and biogenic CO2 and account for the production and end-of-life emissions of the vehicles. In the meantime (i.e. by 2030), an incentive to account for the renewable component of the fuel should be introduced.

6. A fair taxation of energy products

• An EU Energy Taxation Directive that moves away from volume-based taxation to carbon intensity. Such system would not harm motorists but would make a business case for investments in renewable low carbon fuels.

• Consistent with IPCC guidelines, CO2 pricing should not apply to biofuels and biomass. Derogation for fuels used in agriculture, horticulture and forestry must be maintained. READ MORE