Latest news with #renewablefuel
Sky News
5 days ago
- Business
- Sky News
Vivergo: How US-UK trade deal could bring about collapse of huge renewable energy plant in Hull
Why you can trust Sky News The smell of yeast still hangs in the air at the Vivergo plant in Hull but the machines have fallen quiet. More than 100 lorries usually pass through here each day, carrying 3,000 tonnes of wheat. It is milled, fermented and distilled. The final product is bioethanol, a renewable fuel that is then blended into E10 petrol. This is a vast operation. It took several years to build, with considerable investment, but it is on the verge of closing down. Management and staff are holding out for a last minute reprieve from the government but time is running out. It's been a turbulent journey. The plant was already being annihilated by US rivals, losing about £3m a month. Vivergo and Ensus, based in Teesside, blamed regulations that enable US companies to earn double subsidies. They were pushing for regulatory change but then a killer blow: The US-UK trade deal, which allows 1.4 billion litres of American ethanol into the UK tariff-free (down from 19%). "We've effectively given the whole of the UK market to the US producers," said Ben Hackett, managing director at Vivergo. "If we were to have the same support that the US industry has, if we could use genetically modified crops, we wouldn't need that tariff. We would be able to compete. If we had the same energy costs. We wouldn't need those tariffs." The government has the weekend to come up with a plan that could keep the business running. If it fails, Vivergo will begin issuing redundancy notices to its 160 staff. It's a devastating prospect for workers, many of them live in Hull and are nervous about alternative opportunities in the area. Mike Walsh, a logistics manager who has been working at the plant for 14 years, said: "It's not a great place to be at the moment. It's a very well paid, very high-skilled role and they've (Vivergo) given everybody an opportunity in an area that doesn't pay that well…. The jobs market isn't as good as what people would like. So it does impact the local economy." He called on the government to "help us, save us, give this industry a future". His colleague Claire Wood, lead productions engineer, said: "I moved here after a career in oil and gas for 10 years, partly because I want to be part of the transition to renewable fuels. I can see so much potential here and it's absolutely devastating to know that this place might be closed very, very shortly and that all that potential just goes away." Thousands more could be affected. Haulage companies may have to lay off truck drivers and farmers could also suffer a blow. Vivergo makes bioethanol using wheat. That wheat is bought from farms from Yorkshire and Lincolnshire. The National Farmers Union has sounded the alarm, saying: "Biofuels are extremely important for the crops sector, and their domestic demand of up to two million tonnes can be very important to balance supply and demand and to produce up to one million tons of animal feed as a by-product." Another bioproduct is carbon dioxide. The gas can be captured and used to put the fizz in drinks or injected into packaging to preserve food. If Vivergo and Ensus were to go, Britain would lose as much as 80% of its output of carbon dioxide. Supplies are already tight across Europe, meaning this decision could compound shortages across a range of sectors, from meat-packing to healthcare. The industry is calling on the government to help. Vivergo says it needs temporary financial support but that the government must create a regulatory and commercial environment in which it can thrive. It says rules that award double subsidies to companies that use waste product in their bioethanol must be changed. At present these rules are being used by US companies that make ethanol from Uldr- a byproduct of processing corn. They argue this is not a genuine waste product. Another option is to grow the market. Industry leaders are calling on ministers to increase the mandated renewable fuel content in petrol from 10% to 15% and for an expansion into aviation fuels. That would allow British companies to carve out a space. The government has been locked in talks with the company since June. It said: "We will continue to take proactive steps to address the long-standing challenges it faces and remain committed to a way forward that protects supply chains, jobs and livelihoods." However, the time for talking is almost over. Mr Hackett said he had no idea how the government would respond but he was firm with his stance, saying: "In times of global uncertainty, losing that energy certainty and supply from the UK is a problem. "I think what they're missing out on is the future growth agenda. We're the foundation on which the green industrial strategy can be built. We make bioethanol that today decarbonises transport. Tomorrow it will decarbonise marine. It will decarbonise aviation."
E&E News
6 days ago
- Automotive
- E&E News
EPA unplugs biogas-to-electricity in renewable fuel standard
The Trump administration is putting the brakes on an already sputtering effort to turn farm wastes into power for electric vehicles. In its latest proposal for biofuel volumes as part of the federal renewable fuel standard, EPA said it intends to remove electricity as a qualifying fuel for the incentive program — and thus kill the credits producers might have claimed for making electricity from manure gases. That's a big setback for the biogas industry and organizations that hoped EVs might help turn waste into profits. Advertisement It's not just manure that's losing out as biogas from municipal sewage treatment plants can also generate electricity. But the demise of so-called eRINs — or electric renewable identification numbers — is part of a mixed picture for agriculture in an administration that touts a 'farmers first' agenda.
Fast Company
6 days ago
- Business
- Fast Company
Sustainable aviation fuels were making progress before federal budget cuts
The federal spending law passed in early July 2025, often called the One Big Beautiful Bill Act, significantly reduces federal funding for efforts to create renewable or sustainable types of fuel that can power aircraft over long distances while decreasing the damage aviation does to the global climate. Aviation contributed about 2.5% of global carbon emissions in 2023. It's particularly hard to reduce emissions from planes because there are few alternatives for large, portable quantities of energy-dense fuel. Electric batteries with enough energy to power an international flight, for instance, would be much larger and heavier than airplane fuel tanks. One potential solution, which I work on as an aerospace engineer, is a category of fuel called ' sustainable aviation fuel.' Unlike conventional jet fuel, which is refined from petroleum, sustainable aviation fuels are produced from renewable and waste resources such as used cooking oil, agricultural leftovers, algae, sewage, and trash. But they are similar enough to conventional jet fuels that they work in existing aircraft tanks and engines without any major modifications. Prior to Donald Trump's second term as president, the U.S. government had set some bold targets: by 2030, producing 3 billion gallons of this type of fuel every year, and by 2050, producing enough to fuel every U.S. commercial jet flight. But there's a long journey ahead. A range of source materials The earliest efforts to create sustainable aviation fuels relied on food crops —turning corn into ethanol or soybean oil into biodiesel. The raw materials were readily available, but growing them competed with food production. The next generation of biofuels are using nonfood sources such as algae, or agricultural waste such as manure or stalks from harvested corn. These don't compete with food supplies. If processed efficiently, they also have the potential to emit less carbon: Algae absorb carbon dioxide during their growth, and using agricultural waste avoids its decomposition, which would release greenhouse gases. But these biofuels are harder to produce and more expensive, in part because the technologies are new, and in part because there are not yet logistics systems in place to collect, transport, and process large quantities of source material. Some researchers are working to create biofuels with the help of genetically modified bacteria that convert specific raw materials into biofuel. In one method, algae are grown to produce sugars or oils, which are then fed to engineered bacteria that turn them into usable fuels, such as ethanol, butanol,, or alkanes. In another effort, photosynthetic microbes such as cyanobacteria are modified to directly convert sunlight and carbon dioxide into fuel. All of these approaches—and others being explored as well—aim to create sustainable, carbon-neutral alternatives to fossil fuels. Exciting as it sounds, most of this technology is still locked away in labs, not available in airports. Blends are being tested At present, the U.S. Federal Aviation Administration allows airlines to fuel their aircraft with blends of up to 50% sustainable aviation fuel mixed with conventional jet fuel. The exact percentage depends on how the fuel was made, which relates to how chemically and physically similar it is to petroleum-based jet fuel, and therefore how well it will work in existing aircraft tanks, pipes, and engines. There are two major hurdles to wider adoption: cost and supply. Sustainable fuels are much more expensive than traditional jet fuel, with cost differences varying by process and raw material. For instance, the raw price of Jet-A, the most common petroleum-based aviation fuel, had a wholesale price averaging $2.34 per gallon in 2024, but one type of sustainable fuel wholesaled at about $5.20 per gallon that year. The federal budget enacted in July 2025 reduces government subsidies, effectively raising the cost of making these fuels. In part because of cost, sustainable fuel is produced only in small quantities: In 2025, global production is expected to be about 2 million metric tons of the fuel, which is less than 1% of the worldwide demand for aviation fuel. There is international pressure to increase demand: Starting in January 2025, all jet fuel supplied at airports in the European Union must include at least 2% sustainable fuel, with minimum percentages increasing over time. Planes can use these fuels Companies such as General Electric and Rolls-Royce have shown that the jet engines they manufacture can run perfectly on sustainable fuels. However, sustainable aviation fuels can have slightly different density and energy content from standard jet fuel. That means the aircraft's weight distribution and flight range could change. And other parts of the aircraft also have to be compatible, such as those that store, pump, and maintain the balance of the fuel. That includes valves, pipes, and rubber seals. As a visiting professor at Boeing in the summer of 2024, I learned that it and other aircraft manufacturers are working closely with their suppliers to ensure sustainable aviation fuels can be safely and reliably integrated into every part of the aircraft. Those finer details are why headlines you may have seen about flights that burn ' 100% sustainable aviation fuel ' are not quite the full story. Usually, the fuel on those flights contains a small amount of conventional jet fuel or special additives. That's because sustainable fuels lack some of the aromatic chemical compounds found in fossil-based fuels that are required to maintain proper seals throughout the aircraft's fuel system. Good promise, with work ahead While many details remain, sustainable aviation fuels offer a promising way to reduce the carbon footprint of air travel without reinventing or redesigning entire airplanes. These fuels can significantly cut carbon dioxide emissions from aircraft in use today, helping reduce the severity of climate change. The work will take research and investment from governments, manufacturers, and airlines around the world, whether or not the U.S. is involved. But one day, the fuel powering your flight could be much greener than it is now.
E&E News
11-08-2025
- Business
- E&E News
Refiners say EPA biofuels plan would undercut Trump agenda
A decades-old fight involving Washington's most powerful trade lobbies has reached new heights — and it's splitting the president's key constituencies. The current battle focuses on renewable fuel standard rulemaking that proposes the highest biofuel volume requirements ever, in time for the program's 20th anniversary. It's prompted corn growers to rejoice and conservatives and fossil fuel interests to — in a rare move — rebuke the Trump administration. Advertisement 'Unfortunately, recent policy decisions will negatively impact consumers, our members, and the President's energy dominance agenda, which we know you support,' the group American Fuel and Petrochemical Manufacturers wrote in a recent letter to Senate Majority Leader John Thune (R-S.D.) and House Speaker Mike Johnson (R-La.).
The Guardian
05-08-2025
- Science
- The Guardian
Australian researchers discover two invasive weeds have the potential to be burned as biofuel
Two invasive weed species could contribute to a creative solution to Australia's energy transition – as ingredients for clean, renewable fuel. Researchers at the University of Queensland found Brazilian nightshade and climbing asparagus – both aggressive vine species – can be converted into biomass pellets. The June research, highlighted this week by UQ's Queensland Alliance for Agriculture and Food Innovation, assessed more than 20 weed species for their potential use as fuel. The process involves compressing plant material into small pellets similar in appearance to pet food pellets, which can be used as fuel in residential or industrial heating systems, or electricity generation. The densified organic matter can be used as solid fuel to generate energy, reducing reliance on fossil fuels such as coal. 'We try to get the right mix of these ingredients so the pellets burn well and safely,' said lead researcher Dr Bruno Rafael de Almeida Moreira. 'We're trying to discover something useful for our community and environment.' Different plant materials have to be mixed and tailored in specific ways, Moreira explained. Too much moisture or ash-producing minerals in pellets can damage heaters or stoves, create dust when handled and release toxic smoke or gases. Pelletising also helps reduce production costs and emissions, because pellets are easier to move and store more energy per volume than using the raw material, Moreira said. He noted the rapid growth of the global solid biofuels market, especially in Canada, the US, and Europe. Traditionally, solid biofuels come from forest wood sources. In Australia, however, wood pellets made from native forests are not classified as renewable. Recycled timber and wood waste can be used, but only if approved by the federal Clean Energy Regulator, prompting a search for alternatives. Moreira said Australia's diverse biomass sources present a unique opportunity for it to lead the way in sustainable bioenergy production. Study co-author and AgriSustain Lab leader, associate prof Sudhir Yadav, said the new research could support efforts to reduce agriculture's carbon footprint, while boosting the bioenergy sector. 'Agencies like the Australian Renewable Energy Agency have predicted bioenergy will supply 20% of national energy demand by 2050,' Yadav said. 'It's an optimistic but achievable target and a lot of research is required to bridge that gap.' Moreira noted previous estimates putting biomass at just 0.3% of Australia's renewable energy mix. He agreed the leap to 20% was ambitious – but possible, with 'sustained research and innovation'. The researchers said the study is ongoing, with more weed species to be tested. But supply remains a challenge, even for the most prolific weeds. 'Environmental weeds have a limit,' Yadav said. 'We're also thinking about other potential sources of biomass, like green waste collected by councils and households and even some broad acre crops like sorghum.' Microbiologist Dr Ian Paulsen, a distinguished professor at Macquarie University and director of the Australian Research Council Centre of Excellence in synthetic biology, who was not involved with the study, said it builds existing research on converting plant matter into fuel. E10 fuel for cars contains ethanol made from crops such as corn in the US, or wheat, barley or sugarcane in Australia, Paulsen said. 'In Brazil, previously, they've run planes of flown on aviation fuel made from getting yeast to turn sugarcane into long chain hydrocarbons.' Sign up to Breaking News Australia Get the most important news as it breaks after newsletter promotion But Paulsen said large-scale biofuel production was currently not economically viable without significant government subsidies, or a sharp rise in petrochemical prices. 'It's technologically feasible; the real problem is that it's hard to be cost-competitive compared to the fossil fuel industry,' he said, noting the latter benefits from over a century of global subsidies and highly efficient infrastructure. Paulsen said proposing invasive weeds as fuel posed logistical concerns, particularly in terms of the difficulty of harvesting large volumes of scattered biomass without damaging ecosystems. Moreira said expanding the diversity of bioenergy sources was critical to achieving net zero targets. He emphasised the importance of increasing funding and interdisciplinary collaboration in advancing renewable energy solutions, calling it 'an opportunity for us to come together and brainstorm ideas, exchange knowledge across the country, around the world'. 'We have to be sure about the diversification of this space … we cannot rely only on wind or solar panels,' he said. 'It's about ensuring clean energy for all people in the future.' Flinders University's Vincent Bulone is a professor in glycoscience, the study of glycans, or sugars, and part of the search for alternative sources of energy and development of new materials. He said the study highlighted an 'emerging and promising area of research' for sustainability and land management in Australia. He echoed, however, that implementing it would require strategic investment in the appropriate technology, infrastructure and policy. Bulone said Australia's regional diversity demanded a 'distributed bioenergy model' tailored to local biomass availability – in this case, invasive weeds in Queensland – industry needs and community energy goals, especially in remote and Indigenous communities. 'Pelletising invasive weeds could become one of the components of Australia's renewable energy strategy, particularly in rural and remote areas where weed prevalence and energy needs are high.' It is not a stand-alone solution, but represents a 'valuable component of a broader, diversified bioenergy strategy,' he said.
