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[Due to the increasing size of the archives, each topic page now contains only the prior 365 days of content. Access to older stories is now solely through the Monthly Archive pages or the site search function.]

Oregon DEQ seeking public comments on implementing Low Carbon Fuel Standard before sunset in 2015

October 06, 2014

Oregon’s Department on Environmental Quality (DEQ) is inviting public comment on a proposed rulemaking that would fully implement Oregon’s low carbon fuel standard (LCFS). (Earlier post.) The first phase required Oregon producers and importers of fuels to register with DEQ, keep records and submit reports about the fuels they currently supply. The second phase—the rules for which DEQ is currently seeking comments—require the same parties to meet the low carbon fuel standards by supplying cleaner fuels in Oregon or purchasing credits from clean fuel providers.

The proposed Oregon Clean Fuels Program Phase 2 rules would: implement the enabling legislation of House Bill 2186, originally passed in 2009; establish clean fuel standards to reduce greenhouse gas emissions from Oregon’s transportation fuels by 10% over a 10-year period; and require importers of transportation fuels to reduce the average carbon intensity of fuels they provide in Oregon to meet the annual clean fuel standards.

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ARB: carbon intensity of biomethane from wastewater sludge could be as low as -65.27 g CO2e/MJ

May 22, 2014

The staff of the California Air Resources Board (ARB) staff has posted three new Low Carbon Fuel Standard (LCFS) fuel pathway applications to the LCFS public comments website: one for corn ethanol (from Heartland Corn Products in Minnesota) and one ARB staff-developed pathway (with two scenarios) for the production of biomethane from the mesophilic anaerobic digestion of wastewater sludge at a wastewater treatment plant (WWTP) located at a publicly-owned treatment works (POTW).

Under the LCFS, the baseline CI value for gasoline was 95.86 g CO2e/MJ; for diesel fuel, 94.71 g CO2e/MJ. Staff estimated the carbon intensities (CIs) for biomethane produced under two alternative scenarios; under the first scenario, the CI of biomethane is 10.86 g CO2e/MJ; under the second, the CI is -65.27 g CO2e/MJ—i.e., it generates a credit.

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California ARB staff posts concept paper on re-adoption and modification of LCFS; possible more stringent post-2020 targets

March 10, 2014

The California Air Resources Board (ARB) staff has posted a Low Carbon Fuel Standard (LCFS) Re-Adoption Concept Paper, which will be discussed during the LCFS workshop on 11 March 2014. The LCFS regulation mandates a 10% reduction in the carbon intensity (CI) of transportation fuels used in California by 2020.

In response to a suit brought against ARB and the LCFS, the State of California Court of Appeal, Fifth Appellate District (Court) held in 2013 that the LCFS would remain in effect and that ARB can continue to implement and enforce the 2013 regulatory standards while it takes steps to cure California Environmental Quality Act and Administrative Procedure Act issues associated with the original adoption of the regulation. ARB staff is proposing that the Board re-adopt the LCFS regulation in 2014. Additionally, ARB staff is proposing a suite of amendments to provide a stronger signal for investments in and production of the cleanest fuels, offer additional flexibility, update critical technical information, and provide for improved efficiency and enforcement of the regulation.

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UC Davis report finds LCFS compliance costs may rise rapidly; recommends offsetting measures

December 30, 2013

A recent report prepared by UC Davis researchers for the California Air Resources Board (ARB) found that compliance costs for the Low Carbon Fuels Standard (LCFS) may increase rapidly in the future if there are large differences in marginal costs between traditional fossil fuels and alternative, low-carbon-intensity fuels; or if there are capacity or technological constraints to deploying alternative fuels, particularly those with low-carbon intensity.

In the absence of readily available, low CI fuel alternatives, the fuel market will adjust along two dimensions to maintain compliance with the LCFS: (i) increase the use of cheaper fuels below the Standard such as ethanol derived from corn starch and sugarcane; or (ii) increase fuel prices and reduce fuel consumption to a level where the Standard is technologically feasible. Both options will be associated with high LCFS credit prices. Because firms are able to bank credits over time, anticipated high costs in the future may lead to higher costs in the present before any constraints bind on the industry.

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ICCT suggests minor changes to Fed tax policy to cut higher investment risk of 2nd-gen biofuels and advance the industry

December 22, 2013

Minor changes to an existing Federal tax incentive for second-generation biofuels (i.e., biofuel made from cellulose, algae, duckweed, or cyanobacteria) could mitigate the current elevated risk of investing in the industry that is retarding its advance, according to a new paper by a team from the International Council on Clean Transportation (ICCT) and Johns Hopkins University. Some of the ICCT recommendations are mirrored in the recently released Baucus draft proposal for tax reform (earlier post), notes Dr. Chris Malins of the ICCT, one of the study’s co-authors.

Previous studies have attempted to explain the slow commercialization of cellulosic and algal biofuels qualitatively, however few have presented financial analysis across the sector, the authors observe. Using publicly available financial data, they applied investment analysis tools (the capital assets pricing model, CAPM) that are generally not applied to this space in order to develop a more rigorous understanding of the investment risk in the industry.

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ARB posts six new LCFS pathway applications for comment; new PFAD biodiesel approach

December 18, 2013

The California Air Resources Board (ARB) staff has posted six new Low Carbon Fuel Standard (LCFS) pathway applications to the LCFS public comment web site: corn ethanol; molasses ethanol (from Brazil); palm fatty acid distillates (PFAD) to biodiesel; and landfill gas to LNG, L-CNG, and CNG.

The LCFS requires oil producers, importers and other fuel providers gradually to reduce, on a full-fuel lifecycle basis, the carbon intensity (CI) of their transportation fuel mix (measured in gCO2e/MJ) by from 0.25% in 2011 to 10% by 2020. (Earlier post.) The current batch of new applications covers quite a range of carbon intensity in the fuels: from 88.69 gCO2e/MJ for the corn ethanol, down to 10.64 gCO2e/MJ for biodiesel produced from PFAD—the first such pathway considered for the LCFS program. The baseline carbon intensity for gasoline in the LCFS lookup table is 99.18 gCO2e/MJ and 98.03 gCO2e/MJ for diesel.

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