Shell avança no projeto de etanol para hidrogênio

Spanish Market: Biofuels, Hydrogen
09/11/23

Os planos da Shell para produzir hidrogênio à base de etanol em uma planta-piloto estão evoluindo, à medida que a empresa mira no potencial do biocombustível para a transição energética.

"Faremos uma escala de 5kg/hora para ver se o reformador funciona como esperamos", contou à Argus Olivier Wambersie, gerente de Tecnologia e Inovação da Shell Brasil, durante um evento sobre descarbonização, nesta semana. "Podemos [aumentar a capacidade para] 50kg/hora depois disso."

Em agosto, a empresa informou que a capacidade de produção seria 4,5kg/hora.

A companhia está construindo uma unidade piloto no campus da Universidade de São Paulo (USP) para converter etanol em hidrogênio verde, com previsão de início das operações para o fim de 2024. A empresa sucroalcooleira Raízen — joint venture entre o conglomerado de logística e energia Cosan e a Shell — fornecerá o biocombustível para o projeto de R$50 milhões.

A Shell planeja usar a planta para testar o reformador e, por enquanto, não foca em seu retorno comercial, afirmou Wambersie. "É uma nova tecnologia. Irá demorar, mas depois do aprendizado, talvez possamos construir uma planta dez vezes maior", ele adicionou.

O uso do etanol pode evitar que a empresa precise transportar e estocar hidrogênio, o que é um processo complexo, devido ao tamanho da molécula, ele disse. "É possível converter etanol em hidrogênio aqui no Brasil ou em qualquer país que precise do [gás] renovável."

O hidrogênio verde é visto como um possível combustível limpo para setores de difícil descarbonização, como frete de longo curso, marítimo e de aviação.

"O uso do gás renovável para caminhões de longa distância faz mais sentido, pois seu competidor – o caminho elétrico – não é uma boa opção para grandes distâncias", afirmou Wambersie. Operações em minas talvez também sejam um bom destino, ele acrescentou, dado que elas, normalmente, ficam em regiões remotas, com problemas de abastecimento de energia.

Etanol de carbono negativo

A Shell Brasil também está considerando outros caminhos para a descarbonização com o etanol, como um projeto de captura e armazenamento de carbono pela rota da bioenergia (BECCS, na sigla em inglês) para tornar a produção de etanol da Raízen carbono negativa.

"Temos um lugar onde, provavelmente, vamos fazer um teste, mas ainda estamos entendendo a etapa do subsolo", Wambersie disse à Argus. A Shell não estabeleceu uma localização para o poço definitivo, mas este será no estado de São Paulo, perto das usinas da Raízen.

A Raízen deve se juntar à produtora de etanol de milho FS e à empresa sucroalcooleira Uisa, que já possuem planos de BECCS para injetar CO2 da produção de biocombustível em suas usinas no Mato Grosso.

Por Laura Guedes

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23/04/25

Bio-bunker sales in Rotterdam down in 1Q

London, 23 April (Argus) — Sales of marine biodiesel blends in Rotterdam fell for the third consecutive quarter in January-March as demand shifted east of Suez. Port data for the first quarter of 2025 show marine biodiesel blend sales declined by 12pc compared with the previous three months and by 60pc compared with the same period last year. The decline was underpinned by lower prices in Singapore. B24 dob Singapore — a blend comprising very low sulphur fuel oil (VLSFO) and used cooking oil methyl ester (Ucome) — averaged a $36/t discount against B30 advanced fatty acid methyl ester (Fame) 0 dob ARA in the first quarter, and a $129.74/t discount against B30 Ucome dob ARA. This price dynamic made Singapore an attractive bunker hub for those shipowners opting to use biodiesel blends to help their customers meet sustainability goals. It also attracted demand from shipowners bound by the FuelEU maritime regulations introduced in January this year. The regulations require a reduction in greenhouse gas (GHG) emissions from ships travelling into, out of and within EU waters, but energy consumed from blends bunkered in Singapore can be mass balanced to be fully accounted for under the scope of the rules. A pooling mechanism within the regulations also allows vessels operating on the east-west route to utilise compliance generated from marine biodiesel blends bunkered in Singapore across other ships that operate solely in Europe. While biodiesel bunker sales in Rotterdam fell, biomethanol sales at the port soared almost sixfold in January-March compared with a year earlier. The sharp rise in demand reflects the rollout of FuelEU Maritime , higher mandates in Europe for the use of renewables in transport this year and changes to regulations on the carryover of renewable fuels tickets in Germany and the Netherlands . Sales of conventional bunker fuels in Rotterdam edged up by a more modest 1pc on the quarter and by 7pc on the year. Sales of high-sulphur fuel oil (HSFO) overtook those of very low sulphur fuel oil (VLSFO), reversing the trend of the previous quarter despite the imminent addition of the Mediterranean Sea as an Emission Control Area (ECA). Ships without scrubbers that sail through ECA zones must use fuels with a maximum sulphur content of 0.1pc, such as marine gasoil (MGO) and ultra low sulphur fuiel oil (ULSFO). LNG bunker sales in Rotterdam fell by the 13pc on the quarter in January-March, reflecting a price rally at the Dutch TTF gas hub in late January and early February. The Argus northwest Europe LNG bunker price stood at a two-year high of €64.35/MWh on 6 February. LNG bunker sales were still higher than in the first quarter last year, which likely stems from the introduction of the FuelEU Maritime regulations. By Hussein Al-Khalisy, Natália Coelho, Gabriel Tassi Lara, Evelina Lungu and Cerys Edwards. Rotterdam bunker sales t Fuel 1Q25 4Q24 1Q24 q-o-q % y-o-y % VLSFO 789,218 810,831 680,782 -2.7 15.9 ULSFO 187,031 193,567 176,797 -3.4 5.8 HSFO 829,197 780,437 818,028 6.2 1.4 MGO & MDO 393,071 395,903 383,409 -0.7 2.5 Conventional total 2,198,517 2,180,738 2,059,016 0.8 7 Biofuel blends 104,037 118,201 262,634 -12 -60.4 LNG (m³) 230,129 263,068 215,247 -12.5 6.9 biomethanol 5,490 930 0 490.3 na Port of Rotterdam Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

Canada election’s CO2 pricing issue one to watch for H2

23/04/25

Canada election’s CO2 pricing issue one to watch for H2

Canada's two main parties have clashed on the carbon pricing system ahead of the general election, but there is also common ground, writes Jasmina Kelemen Houston, 23 April (Argus) — Industrial carbon pricing has become one of the key issues in the run-up to Canada's forthcoming general election on 28 April, and the future course on this is expected to affect the country's nascent clean hydrogen sector. Prime minister Mark Carney's first major act after assuming office in early March was to scrap the consumer carbon tax . The tax had become the focus of popular anger against former prime minister Justin Trudeau after Conservative leader Pierre Poilievre blamed Liberal climate policies for rising household costs. But Carney, who served five years as the UN Special Envoy for Climate Action, left the federal carbon pricing system on industrial emissions intact and has vowed to keep it. In contrast, Poilievre has said he will eliminate it, arguing the system raises costs for consumers while merely shifting emissions abroad. Scrapping the federal carbon pricing system would not mean that emissions immediately become free of charge across Canada. The federal law serves as a "backstop" for provinces that do not have their own carbon pricing mechanisms in place, and sets minimum standards for others. Most provinces have their own systems in place for now, but they could alter or altogether eliminate these if the federal law on carbon pricing is removed. Climate activists say retaining the carbon pricing would be crucial for meaningful emissions cuts. "Without the signal industrial pricing systems send, other types of incentives... will not be enough to meaningfully drive down carbon pollution from big industry or deliver on Canada's climate goals," Canadian Climate Institute president Rick Smith said in March. Under the federal system, the minimum carbon tax is currently set at C$95/t ($68.60/t) of CO2 and is set to increase by C$15/t each year, plateauing at C$170/t in 2030. If such pricing is retained, it could help drive a shift towards cleaner hydrogen production , including from natural gas with carbon capture and storage (CCS), compared with existing production pathways with unabated emissions. For now, it seems likely that the federal carbon pricing system will survive the election. The Liberals were ahead in a rolling three-day Nanos poll released on 21 April, with 43.7pc favouring Carney compared with the Conservatives' 36.3pc. Corridor train Carney and Poilievre appear more aligned on other energy issues and policies that could have implications for the hydrogen sector. Both have embraced Canada's potential for fossil fuel output. Carney wants to turn the country into a "superpower in both clean and conventional energy", and has vowed to build out pipelines, trade corridors and other infrastructure — including electricity grids — to diversify energy exports away from the US. Some of this could support hydrogen ventures, such as in British Columbia where a slew of proposed renewable and CCS-based projects have failed to advance , partly because of high power prices and limited gas infrastructure. Despite the support for conventional energy, Carney and Poilievre have also stressed their commitment to retain investment tax credits for clean technologies and manufacturing. Renewable and CCS-based hydrogen projects can benefit from these , with tax credits depending on the carbon intensity of production. Both have vowed to streamline and accelerate permitting processes for large infrastructure projects, which could benefit hydrogen ventures if realised. Canada's clean hydrogen ambitions will also be dependent on the sector gaining traction elsewhere. Eastern Canada's goal to leverage its renewable resources and help meet what was expected to be burgeoning demand in Europe has stalled as the transatlantic market has failed to materialise as anticipated. Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

NEa tracks first maritime CO₂ submissions

22/04/25

NEa tracks first maritime CO₂ submissions

Amsterdam, 22 April (Argus) — The Netherlands Emissions Agency (NEa) has reported that shipping companies are being held financially accountable for the first time for their CO₂ emissions under the EU Emissions Trading System (ETS). The companies are now required to report their 2024 emissions and will have to surrender corresponding carbon allowances by 30 September. Of the 378 shipping companies assigned to the Netherlands by the European Commission, roughly 60pc met the initial 31 March deadline for submitting verified emissions reports. The group represents more than 1,400 vessels, around 75pc of which are operated by companies registered in the Netherlands and 25pc outside the EU. An additional 14pc of companies filed their reports after the deadline, bringing overall compliance to 74pc as of mid-April. NEa expects more reports to follow. Under the revised EU ETS , shippers have to surrender ETS allowances for 50pc of GHG emissions for extra-EU journeys. Surrender obligations for intra-EU shipping are phased in at 40pc of verified emissions reported for 2024, 70pc for 2025 and 100pc for 2026 onwards. From 2026, shipping firms will also have to report emissions of methane (CH₄) and nitrous oxide (N₂O). The EU sees the move as essential to meeting its climate targets, as shipping alone accounted for over 124mn t of CO₂ emissions in 2021, according to the commission's report. By Anna Prokhorova Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

IMO incentive to shape bio-bunker choices: Correction

21/04/25

IMO incentive to shape bio-bunker choices: Correction

Corrects B30 pricing in paragraph 5. New York, 21 April (Argus) — An International Maritime Organization (IMO) proposal for ship owners who exceed emissions reduction targets to earn surplus credits will play a key role in biofuel bunkering options going forward. The price of these credits will help determine whether B30 or B100 becomes the preferred bio-bunker fuel for vessels not powered by LNG or methanol. It will also influence whether biofuel adoption is accelerated or delayed beyond 2032. At the conclusion of its meeting earlier this month the IMO proposed a dual-incentive mechanism to curb marine GHG emissions starting in 2028. The system combines penalties for non-compliance with financial incentives for over-compliance, aiming to shift ship owner behavior through both "stick" and "carrot" measures. As the "carrot", ship owners whose emissions fall below the IMO's stricter compliance target will receive surplus credits, which can be traded on the open market. The "stick" will introduce a two-tier penalty system. If emissions fall between the base and direct GHG emissions tiers, vessel operators will pay a fixed penalty of $100/t CO2-equivalent. Ship owners whose emissions exceed the looser, tier 2, base target will incur a penalty of $380/t CO2e. Both tiers tighten annually through 2035. The overcompliance credits will be traded on the open market. It is unlikely that they will exceed the cost of the tier 2 penalty of $380/t CO2e. Argus modeled two surplus credit price scenarios — $70/t and $250/t CO2e — to assess their impact on bunker fuel economics. Assessments from 10-17 April showed Singapore very low-sulphur fuel oil (VLSFO) at $481/t, Singapore B30 at $740/t, and Chinese used cooking oil methyl ester (Ucome), or B100, at $1,143/t (see charts). If the outright prices remain flat, in both scenarios, VLSFO would incur tier 1 and tier 2 penalties, raising its effective cost to around $563/t in 2028. B30 in both scenarios would receive credits putting its price at $653/t and $715/t respectively. In the high surplus credit scenario, B100 would earn roughly $580/t in credits, bringing its net cost to about $563/t, on par with VLSFO, and more competitive than B30. In the low surplus credit scenario, B100 would earn just $162/t in credits, lowering its cost to approximately $980/t, well above VLSFO. At these spot prices, and $250/t CO2e surplus credit, B100 would remain the cheapest fuel option through 2035. At $70/t CO2e surplus credit, B30 becomes cost-competitive with VLSFO only after 2032. Ultimately, the market value of IMO over-compliance credits will be a major factor in determining the timing and extent of global biofuel adoption in the marine sector. By Stefka Wechsler Scenario 1, $70/t surplus credit $/t Scenario 2, $250/t surplus credit $/t Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

Washington seeks input on GHG market changes

21/04/25

Washington seeks input on GHG market changes

Houston, 21 April (Argus) — Washington regulators are moving forward with a slew of potential changes to the state's "cap-and-invest" program through a pair of draft rules, despite ongoing uncertainty around new program mechanics under discussion in the California-Quebec carbon market. The Department of Ecology opened public comment for the two draft rules on 16 April for the revised carbon market linkage rulemaking it kicked off in March . The draft language builds on changes required by SB 6058 , which lawmakers passed last year at the request of Ecology, to smooth out any incompatibility between the state's program and the larger California-Quebec market, known as the Western Climate Initiative (WCI). In line with legislation, the agency is proposing to shift the program's greenhouse gas (GHG) emissions exemption for biomass-derived fuels to 35pc lower lifecycle emissions — down from 40pc — than the comparable petroleum fuels, allow the use of another jurisdiction's carbon offsets issued after July 2019 for compliance, and lower the allowance holding limits for general participants in a linked market. Ecology is proposing other changes required by the law, such as accounting for emissions from imported electricity. Changes Ecology is proposing that are not required by SB 6058 include accounting for the combined total allowances between all three jurisdictions in the program's holding limit formulas and adding quarterly future vintage allowance auctions in line with the WCI. Ecology began pursuit of linking with the WCI in 2023 , the first year of the Washington's program. While the agency continues to move forward on linkage-related due diligence required by state law, some program changes needed to join the WCI market, such as aligning program compliance periods and corporate affiliation group disclosures, must wait for guidance from California and Quebec. Ongoing work by the current WCI members to update their respective regulations has run into a series of delays . One potential change California Air Resources Board staff floated in April 2024 is aligning the end of each compliance cycle with the program's emissions reduction targets in 2030, 2035, 2040 and 2045, rather than the current three-year compliance cycle. But the agency has largely been silent on the issue since, including in its most recent market notice on planned changes in October 2024. Washington's "cap-and-invest" program aims to cut GHG emissions by 45pc by 2030, compared with 1990 levels, and to achieve net-zero emissions by 2050. The program covers industrial facilities, natural gas suppliers, power plants and other fuel suppliers with GHG emissions of at least 25,000 t/yr. Ecology is requesting public comment on the draft language through 16 May. By Denise Cathey Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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