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2 episodes with eu ets
2025 7th Annual Capital Link Singapore Maritime Forum | What’s Ahead: Market Update on EU ETS & FUELEU The Forum sought to underscore Singapore's pivotal role as a gateway to Asia and a key player in the global shipping markets. It explored key developments and emerging trends in energy, commodities, and various shipping sectors, alongside insights into the global financial and capital markets. The agenda also addressed critical topics such as global trade, regulatory advancements in shipping, digitalization, technological innovation, and energy transition. Presented by: Mr. Taylor Wamberg, Business Development Manager, Shipping Markets – Lloyd’s Register The Forum was held in partnership with ABS, and in cooperation with Columbia Shipmanagement and Singhai Marine Services, and in conjunction with the 2025 Singapore Maritime Week. Tuesday, March 25, 2025 The Westin Singapore More Info: https://shorturl.at/mQL0L #ShippingIndustry #MarineIndustry #ShippingLeadership #MaritimeExperts #Forums #Capitallink #SMW2025
2025 7th Annual Capital Link Singapore Maritime Forum | What’s Ahead: Market Update on EU ETS & FUELEU The Forum sought to underscore Singapore's pivotal role as a gateway to Asia and a key player in the global shipping markets. It explored key developments and emerging trends in energy, commodities, and various shipping sectors, alongside insights into the global financial and capital markets. The agenda also addressed critical topics such as global trade, regulatory advancements in shipping, digitalization, technological innovation, and energy transition. Presented by: Mr. Taylor Wamberg, Business Development Manager, Shipping Markets – Lloyd’s Register The Forum was held in partnership with ABS, and in cooperation with Columbia Shipmanagement and Singhai Marine Services, and in conjunction with the 2025 Singapore Maritime Week. Tuesday, March 25, 2025 The Westin Singapore More Info: https://shorturl.at/mQL0L #ShippingIndustry #MarineIndustry #ShippingLeadership #MaritimeExperts #Forums #Capitallink #SMW2025
In this episode of The SAF Podcast, host Oscar is joined by Lahiru Ranasinghe, Director of Sustainability at EasyJet, to explore the airline's journey toward net zero. With aviation's decarbonization at the forefront of industry discussions, Lahiru outlines EasyJet's three-pronged strategy—Reduce, Replace, Remove—which balances efficiency improvements, sustainable aviation fuel (SAF) adoption, and long-term hydrogen integration. Discover how EasyJet is navigating the complex SAF landscape by strategically securing supply agreements across Europe to meet regulatory mandates while exploring voluntary market opportunities. Lahiru provides candid insights into the airline's SAF procurement strategy, highlighting recent partnerships with producers like ENI in Italy and Moeve in Spain. Whilst acknowledging that airlines "can't optimize their way to zero."The conversation tackles the SAF green premium head-on - sustainable aviation fuel costs 2-7 times more than conventional jet fuel, yet EasyJet operates with razor-thin margins of just £6.10 profit per seat. This creates a fundamental tension for an airline committed to democratizing air travel. Their pragmatic solution? Focus first on securing SAF partnerships across Europe to meet regulatory mandates while exploring innovative approaches like corporate SAF certificates that allow business customers to address their Scope 3 emissions.Ranasinghe also gives a candid assessment of the "first-mover disadvantage" in long-term SAF agreements. With future production likely to become more efficient and less expensive, airlines that lock in decade-long contracts today risk putting themselves at a competitive disadvantage tomorrow. This chicken-and-egg problem requires creative solutions like Project SkyPower's proposed market intermediary to bridge the gap between producers' need for certainty and airlines' commercial realities. We also dive into EasyJet's hydrogen ambitions, discussing Airbus' timeline delays, the impact on fleet planning, and how hydrogen-powered aircraft could revolutionize short-haul travel by 2040. Plus, we examine the financial realities of SAF adoption, carbon pricing under EU ETS, and whether passengers are willing to pay a green premium. You might have noticed a trend for Project Skypower over recent episodes and the work they are doing developing EFuel policy infrastructure, which you can find out more here: https://project-skypower.org/If you enjoyed this episode, check out our previous episode with Jonathan Pardoe, Star Alliance here: https://www.buzzsprout.com/2202964/episodes/13933438
bound4blue has completed the installation of its breakthrough eSAIL suction sails on tanker vessel Pacific Sentinel with a streamlined single-stop process for Eastern Pacific Shipping (EPS) at Besiktas Shipyard in Turkey during a planned drydocking. Three 22-metre, DNV Type Approved eSAILs were installed on the 50,000dwt Pacific Sentinel in under a day per unit, as planned. The installation took place during a scheduled vessel drydock, with preparatory work completed in advance. The fully autonomous wind-assisted propulsion system (WAPS) will help the vessel reduce overall energy consumption with forecasted energy consumption savings of around 10% depending on vessel routing, slashing OPEX and emissions to air, while also enhancing regulatory compliance. eSails wind-assisted propulsion for sea tankers Fast-track, single-stop benefits The installation heralds a landmark in numerous regards, signifying EPS' first step into wind-assisted propulsion - as a continuation of its ambitious decarbonisation programme - while also marking bound4blue's first tanker installation. The Spanish-based wind pioneer has undertaken a fast-track "single-stop" process, ensuring minimal vessel downtime with all work undertaken during planned vessel maintenance at the shipyard. The fast-track, single-stop installation combined vessel groundwork, such as fitting pedestals for the eSAILs and welding, with the simultaneous preparation and programming of the sails. This efficient approach helped minimize installation time. David Ferrer, Co-founder and CTO, bound4blue explains: "We're committed to helping shipping companies, such as EPS, embrace clean, proven, wind power in the simplest, most cost efficient and effective manner. Thanks to our collaboration with shipowners, operators, shipyards, and other key partners in all installations carried out by bound4blue, we have achieved a quick, robust, and high-quality deployment procedure. In this case the vessel and sails were fully prepared in advance, ensuring they could be lifted and bolted into place without extending the planned time at the yard." Easy advantages Ferrer adds that the nature of the eSAIL unlocks further advantages for cost, weight savings and efficiency on what could otherwise have been a demanding task: "The fact that this is an MR Tanker creates unique challenges in terms of ATEX zones and air draft limitations, but the eSAILs simplicity is the ideal solution. "It allows for non-EX-proof units, which streamlines the process, and reduces CAPEX, while their high performance achieves substantial savings without requiring excessively large sails, eliminating the need for tilting mechanisms and allowing for compatibility with the vessel's existing air draft. It is, we believe, an 'easy' way for such vessels, and many other demanding shipping segments, to access the compelling commercial, regulatory and environmental advantages of wind power." Ensuring regulatory compliance The installation was also completed in collaboration with the American Bureau of Shipping (ABS), ensuring compliance with the highest classification and safety standards. Achieving a 'wind-assisted' notation played a key role in verifying the structural integration of the eSAILs with the vessel while aligning with regulatory frameworks such as the EU ETS, CII, and FuelEU Maritime. Sustainable partnerships bound4blue has installed its solution on five vessels, with many more in its growing order book. EPS, which signed the agreement for the Pacific Sentinel in February 2024 and has now successfully completed this installation, further extended its collaboration with bound4blue in December 2024 through a new agreement for the installation of three eSAILs on an MR tanker under construction at New Times Shipbuilding in Jiangsu Province, China. This installation is scheduled for late 2025. Speaking of the collaboration with bound4blue, Mirtcho Spassov, Decarbonisation Manager at?EPS, comments: "We are committed to reducing ...
EU ETS 2 má začít od roku 2027. Uhlíkové clo má začít od roku 2027. Zákaz spalovacích motorů má platit od roku 2035. Bezemisní budovy mají začít najíždět v příštích letech až do roku 2050. 27.02.2025, www.RadioUniversum.cz
2025 8th Annual Capital Link Cyprus Shipping Forum | Decoding EU ETS & FUEL EU : Implications, Challenges & Opportunities The event highlighted the significant role of Cyprus as a maritime, energy and logistics hub and as an investment and business destination. The Forum featured major international speakers and delegates and local leaders offering an exchange of ideas on critical industry topics, such as developments and trends in the major shipping, financial, and capital markets, issues pertaining to geopolitical and regulatory developments, and technical and commercial fleet management. Presented by: Mr. Ezekiel Davis, Vice President, Regional Business Development, Europe – ABS The Forum took place under the Auspices of the Shipping Deputy Ministry of Cyprus and the Shipping Deputy Minister to the President and in cooperation with the Cyprus Union of Shipowners, which is also the Lead Sponsor. The event was also supported by the Cyprus Shipping Chamber and the other major stakeholders of the Cyprus maritime cluster. Columbia Plaza - Limassol, Cyprus Tuesday, February 18, 2025 More Info: https://shorturl.at/kFzlb #ShippingIndustry #MarineIndustry #ShippingLeadership #MaritimeExperts #Cyprus#Forums #Capitallink
2025 8th Annual Capital Link Cyprus Shipping Forum | Decoding EU ETS & FUEL EU : Implications, Challenges & Opportunities The event highlighted the significant role of Cyprus as a maritime, energy and logistics hub and as an investment and business destination. The Forum featured major international speakers and delegates and local leaders offering an exchange of ideas on critical industry topics, such as developments and trends in the major shipping, financial, and capital markets, issues pertaining to geopolitical and regulatory developments, and technical and commercial fleet management. Presented by: Mr. Ezekiel Davis, Vice President, Regional Business Development, Europe – ABS The Forum took place under the Auspices of the Shipping Deputy Ministry of Cyprus and the Shipping Deputy Minister to the President and in cooperation with the Cyprus Union of Shipowners, which is also the Lead Sponsor. The event was also supported by the Cyprus Shipping Chamber and the other major stakeholders of the Cyprus maritime cluster. Columbia Plaza - Limassol, Cyprus Tuesday, February 18, 2025 More Info: https://shorturl.at/kFzlb #ShippingIndustry #MarineIndustry #ShippingLeadership #MaritimeExperts #Cyprus#Forums #Capitallink
In this episode of Critical thinking, Cara Williams, Senior Partner and Global ESG and Sustainability Leader at Mercer, is joined by Lovey Sidhu, Sustainable Investment Specialist in Mercer's Global Strategic Research Team, and Daniel Klier, CEO of South Pole, to explore the dynamic challenges and potential opportunities in the evolving carbon market.The discussion addresses the elements needed for carbon markets to function effectively, the importance of identifying high-quality projects, and the outlook on carbon markets as they mobilize private capital for climate action over the coming years.Citations:European Commission. What is the EU ETS? 2024.Reuters. Voluntary carbon markets set to become at least five times bigger by 2030, January 2023.Mc Kinsey. A blueprint for scaling voluntary carbon markets to meet the climate challenge, January 2021.Bloomberg. New energy finance on future demand scenarios, February 2024.This content is for institutional investors and for information purposes only. It does not contain investment, financial, legal, tax or any other advice and should not be relied upon for this purpose. The materials are not tailored to your particular personal and/or financial situation. If you require advice based on your specific circumstances, you should contact a professional adviser. Opinions expressed are those of the speakers as of the date of the recording, are subject to change without notice and do not necessarily reflect Mercer's opinions.This does not constitute an offer or a solicitation of an offer to buy or sell securities, commodities and/or any other financial instruments or products or constitute a solicitation on behalf of any of the investment managers, their affiliates. For the avoidance of doubt, this is not formal investment advice to allow any party to transact. Additional advice will be required in advance of entering into any contract.Read our full important notices - click here
Email comments or guest ideas (to reply, include your email address)Korn Ferry's Seth Peterson reveals how AI and in-house recruitment are revolutionizing executive search in Asia's energy transition sector. Despite the current market slowdown in China, demand for ESG and sustainability talent in Asia Pacific is quite strong. Corporate culture and purpose emerge as key differentiators in attracting top executives. Seth forecasts AI expertise and data science becoming critical skills, while emphasizing that traditional career-building remains fundamental. His insights highlight the dual challenge companies face: embracing technological innovation while maintaining strong organizational values to secure future talent.ABOUTH SETH: Seth brings more than 25 years of corporate and consulting experience. He leads teams to bring Korn Ferry's Solutions to clients across the Asia Pacific region. He also executes Executive Searches at the Board, C-Suite and Functional leadership levels across key Industry sectors, working for both Private Equity portfolio businesses and regional conglomerates as well as western multinationals. Seth is fluent in Mandarin Chinese and has been based in Greater China for the majority of his thirty-year career. Prior to joining Korn Ferry in 2018 he spent over seven years as a Partner at Heidrick & Struggles in Hong Kong. In his earlier career he worked in strategic planning, business development, and general management with multinational businesses in the region. He was Vice President, General Manager, in charge of Asia Operations for a Business Unit of Hong Kong-listed Techtronic Industries; and earlier worked for Emerson Electric for several years, where he held several Business Development and P&L responsibilities for various businesses across Asia Pacific and served as a corporate planner at the U.S. headquarters for two years. He began his career in Hong Kong and Shanghai in the early 1990s as a Management Consultant where he was involved in the development of China market strategies for a number of leading corporations. Seth earned an MBA from Washington University's Olin School of Business in St. Louis and a bachelor's degree in Chinese Studies and International Relations from Grinnell College. He previously chaired the board of AFS Intercultural Programs, Hong Kong, and served on the board and Executive Committee of the American Chamber of Commerce in Hong Kong. FEEDBACK: Email Host | HOST, PRODUCTION, ARTWORK: Joseph Jacobelli | MUSIC: Ep0-29 The Open Goldberg Variations, Kimiko Ishizaka Ep30-50 Orchestra Gli Armonici – Tomaso Albinoni, Op.07, Concerto 04 per archi in Sol - III. Allegro. | Ep51 – Brandenburg Concerto No. 4 in G, Movement I (Allegro), BWV 1049 Kevin MacLeod. Licensed under Creative Commons: By Attribution 4.0 License
We kick off Carbon Frontiers 2025 this week with Mark Lewis, Head of Research at Andurand Capital. David Greely sits down with Mark to discuss the leading role that the EU ETS may play in moving carbon markets forward as it's forced to balance carbon emissions reductions with keeping its industry competitive in a world where the U.S. is no longer in the Paris Agreement.
As the maritime industry faces a crucial turning point, the adoption of stringent environmental regulations is reshaping fuel consumption and market dynamics. In this episode of Commodities Focus, our Platts experts discuss the implications of the European Union's Emissions Trading System (ETS) on shipping operations and the transition to alternative fuels. With the upcoming FuelEU regulations and the establishment of a new Emissions Control Area in the Mediterranean, we delve into how these changes are influencing supply chain strategies and the demand for traditional versus alternative fuels. Join us as we explore the challenges and opportunities presented by these regulatory shifts, and gain insights into the future of freight markets amidst an evolving landscape. Links: GSI 10 Dirty Tanker Global Index Suezmax (Non-Scrubber Fitted Non-Eco) - GSTDA00 GSI 10S Dirty Tanker Global Index Suezmax (Scrubber-Fitted Eco) - GSTDB00 Dirty Tanker Basis Global Index VLCC (Non-Scrubber Fitted Non-Eco) - VGIBS00 Dirty Tanker Basis Global Index VLCC (Scrubber-Fitted Eco) - VGIBR00 Interactive: Platts global bunker fuel cost calculator Platts to include EU ETS carbon costs in tanker freight assessments, launching carbon-exclusive rates for two benchmark routes Jan. 2, 2025 - Read more
Welcome to the final episode of 2024! This year has been a rollercoaster marked by unexpected twists and steady patterns in EU ETS trading. In this special year-end review, Vertis analysts and Alessandro Vitelli, aka The Carbon Reporter, dissect the pivotal moments that shaped the EU ETS market. Together, they reflect on a year that left market participants caught between exasperation, anxiety, and cautious hope. Stay tuned for 2025! Stefan Feuchtinger - Head of R&A at Vertis Environmental Finance. Riham Wahba - Senior Market Analyst at Vertis Environmental Finance. Alessandro Vitelli - Carbon Reporter Disclaimer: https://legal.vertis.com/api/document/282/get_document/
Redispatch - Aktuelles aus Energiewirtschaft und Klimapolitik
"Europäische Klimapolitik statt deutschem Sonderweg" heißt es in Christian Linders Impulspapier Wirtschaftswende Deutschland (BMF, 2024), an dem die Ampel zerbrach. Für uns eine gute Gelegenheit endlich Dr. Felix Christian Matthes einzuladen. Wir möchten wissen, wie die Europäische Klimapolitik aufgebaut ist. Was würde es bedeuten den deutschen Sonderweg zu verlassen? Im Tagesspiegel Background schreibt Felix Matthes: "Im EU-ETS-1 werden im Jahr 2038 zum letzten Mal Emissionszertifikate ausgegeben, im EU ETS-2 im Jahr 2042, dazu jeweils noch in recht geringen Mengen. [...] Für alle Bereiche, die mit Energie oder Industrie zu tun haben, bedeutet dies: Klimaneutralität vor 2045, auf Basis geltenden Rechts." Befindet sich Deutschland überhaupt auf einem Sonderweg? Dr. Felix Christian Matthes ist Forschungskoordinator Energie- und Klimapolitik beim Öko-Institut. Das in der Folge erwähnte Bild findet ihr im Monitoringbericht 2024 der Expertenkommission zum Energiewende-Monitoring auf Seite 326. Links zur Folge: BMF (2024): Wirtschaftswende Deutschland Expertenkommission zum Energiewende-Monitoring (2024): Monitoringbericht Felix Christian Matthes (2024): Standpunkt - Was die Diskussion um das deutsche Klimaziel wirklich bedeutet. im Tagesspiegel Background Kontakt: X (redispatch_pod), LinkedIn (Redispatch)
This 18-minute podcast covers the 4 top takeaways from the Marine Focus Day at the Argus Biofuels Conference that was held in London on the 15th of October. Argus Alternative Marine Fuels Reporter, Hussein Al Khalisy highlights: Potential conflict between EU ETS, Fuel EU compliance and claiming Dutch HBE-Gs for Advanced Fame 0 IMO's MEPC 82 update and implications for CII Novel feedstocks and competition with the aviation sector Where shipowners can find the most cost competitive marine biodiesel blends globally
In this episode of Carbon Trading Chronicles, we explore the EU ETS and UK ETS at a pivotal moment, where market participants are divided over the future direction of prices. With some analysts predicting a drop to €50, and others expecting a long-term bullish outlook, we examine whether these forecasts are grounded in reality or part of a carbon market fairytale. Are we witnessing a fundamental shift, or will the market stabilize? Tune in for latest insights from Vertis analysts. Stefan Feuchtinger - Head of R&A at Vertis Environmental Finance. Riham Wahba - Senior Market Analyst at Vertis Environmental Finance. Disclaimer: https://legal.vertis.com/api/document/282/get_document/
Send us a textIn this episode of the SAF Podcast, Oscar dives deep into the world of sustainable aviation fuel (SAF) and broader decarbonization efforts with Dan Kreibich, co-founder of Squake. Dan shares his journey from Lufthansa Innovation Hub, where he pioneered SAF offerings for passengers, to founding Squake, a platform making SAF and other compensation projects accessible in booking flows.Squake's innovative approach enables airlines, travel companies, and corporations to integrate SAF purchases seamlessly, from ancillaries to bulk orders. Dan discusses partnerships with industry giants like Lufthansa, Airbnb, and CWT, highlighting the growing demand for sustainable travel options.The conversation explores the broader context of transportation decarbonization, comparing SAF to other sustainable fuels in marine and ground transport. Dan provides insights into the economic drivers behind sustainable fuel adoption and the impact of regulations like CSRD and EU ETS.We also delve into Squake's diverse portfolio of decarbonization projects, including CO2 removal and reforestation, and the criteria for selecting these initiatives. Dan emphasizes the importance of coupling decarbonization efforts with financial responsibility and discusses the hierarchy of carbon reduction solutions.The episode concludes with a frank discussion on the challenges facing SAF adoption, including regulatory hurdles and industry uncertainty, while emphasizing SAF's potential as a "silver bullet" for aviation sustainability. If you enjoyed this discussion, check out our last episode with Roberto Gonzalez, EBRD: https://www.buzzsprout.com/2202964/episodes/15693248
Episode 28 of the “Aerospace Ambition Podcast” featuring Eóghain Mitchison (easyJet) is out!Talking Points• What is the MRV, and why is it important to make aviation more sustainable?• What should be the scope of the MRV for non-CO2 effects, and why?• How do you perceive lobbying activities around contrail management?• How much of a fuel penalty would easyJet be willing to pay? • Does easyJet measure, report and verify already?• Who would suffer the most from a reduction in scope?GuestEóghain Mitchison is a Senior Policy Manager at easyJet. He represents easyJet in discussions with the EU and national governments on technical aspects of government policy, with a focus on climate regulations. His recent work has been centered on the 'Fit for 55' package of climate legislations, including the EU SAFs mandate (ReFuelEU) and the revision of the EU ETS.AAMBITION Newsletterhttps://mailchi.mp/55033eb444bd/aambition-n
In this episode we speak to Dr. Sonja Peterson, Senior Researcher at the Kiel Institute for the World Economy. We discuss the implications of introducing an EU ETS 2 for buildings and road transport in terms of welfare effects, predicted prices, and the future role of the land use, land use change and forestry sector (LULUCF). The interview was led by Marie Raude and Lea Heinrich, Research Associates at the Climate Team of the Florence School of Regulation, and recorded during the LIFE COASE workshop on the role of carbon markets in reaching carbon neutrality which took place in June 2024.
Shipping and EU ETS: Key Lessons Since Implementation With the official implementation of the EU ETS for the shipping sector on 1 January, what are the first lessons to be learnt in structuring transactions & defining your compliance strategy? Learn more from Vertis Environmental Finance's experience and market analysis. Presentation by: Mr. Frederic Bouthillier, Head of Shipping - Vertis Environmental Finance 4th Annual Capital Link Decarbonization in Shipping Forum Monday, July 1st, 2024 | Digital Conference For more information: https://forums.capitallink.com/shipping/2024decarbonization/
Shipping and EU ETS: Key Lessons Since Implementation With the official implementation of the EU ETS for the shipping sector on 1 January, what are the first lessons to be learnt in structuring transactions & defining your compliance strategy? Learn more from Vertis Environmental Finance's experience and market analysis. Presentation by: Mr. Frederic Bouthillier, Head of Shipping - Vertis Environmental Finance 4th Annual Capital Link Decarbonization in Shipping Forum Monday, July 1st, 2024 | Digital Conference For more information: https://forums.capitallink.com/shipping/2024decarbonization/
The global shipping industry is a cornerstone of the world's economy, yet it faces the critical challenge of reducing emissions. To help you navigate the new EU Emissions Trading System (ETS) for shipping, join experts Andrew Khaw, Editor Asia Freight, Mahua Chakravarty, Editor Asia Marine Fuels from Argus Media, and Brijesh Tewari, Lead Maritime Decarbonisation Consultant from Lloyd's Register. Key topics covered in the podcast: Understanding the EU ETS for Shipping: What it is and how it works. Impact on Different Vessel Types: Effects on tankers, dry bulk, and container ships. Cost Optimization Strategies: How shipowners can minimize costs, including the use of alternative fuels. Supply Chain Implications: How ETS compliance costs will influence the supply chain.
På veien mot netto null utslipp i 2050 skal EUs kvotemarked strammes til så mye at det går tomt for kvoter før 2040. Hvor dyre blir kvotene når det nesten ikke er noen igjen og hva skjer med europeiske industribedrifter som ikke er utslippsfrie om 16 år? – Kvotemarkedet er satt opp for å nå EUs klimamål for 2050. Det gir en god forutsigbarhet for at utslippene skal til null. Med forslaget til nytt klimamål for 2040 på 90 prosent utslippskutt, estimerer vi at kvotemarkedet er tomt allerede i 2038, sier Hæge Fjellheim, leder for Karbonavdelingen i analysebyrået Veyt. Selv om det er god forutsigbarhet om de store linjene som medfører at antallet tilgjengelige kvoter reduseres år for år – er det veldig mye som fortsatt er usikkert. – Det er flere elefanter i rommet og spørsmål som kan bli nødvendig, men politisk vanskelig å fremme. Dette gjelder blant annet om man vil tillate bruk av kvoter utenfor EU og om det kommer på plass et velfungerende marked for negative utslipp, sier Fjellheim. I denne episoden snakker hun med podkast-vert Kirsten Ånestad Øystese om hvordan EUs viktigste virkemiddel for å kutte utslipp - kvotemarkedet - vil utvikle seg mot 2040.
The fourth instalment of the ‘FSR Policy Briefcase' explores the subject of methane emissions, specifically the establishment of a Methane Regulation in the EU, as well as the increasing attention methane is receiving in the maritime sector, both maritime fuel emissions and leakages from LNG shipments. For this episode, regular hosts Leonardo Meeus and James Kneebone are joined by Andris Piebalgs of FSR and Maria Olczak of the Oxford Institute for Energy Studies (OIES), the conversation builds on the pair's recent publication of a Policy Brief on this subject. In a wide-reaching episode, the group discuss the extent of the methane emissions problem and why it has gained so much attention in recent years, the landmark inclusion of methane under the EU ETS, the complexity of regulating in an international sector like maritime, as well as some of the measurement technology used to ensure accountability. See below for a link to the original Policy Brief https://www.oxfordenergy.org/publications/the-decarbonisation-of-maritime-transport-navigating-between-a-global-and-eu-approach/
In this episode, SSY's James Ash, Alastair Stevenson and Michael Mervyn-Jones are joined by Arcsilea founder and Chair of the RINA IMO Committee, Edwin Pang as they examine the various measures that make up the EU's “Fit for 55” package (including the EU ETS and the FuelEU Maritime initiative) and assess just how effective they are when it comes to the decarbonisation of the shipping sector - great white hope or just another permit to pollute?Panellist contact detailsJames Ash Head of Carbon Markets E: j.ash@ssyglobal.comAlastair StevensonHead of Digital Analysis, SSYE: a.stevenson@ssyglobal.comMichael Mervyn-JonesDirector of Communications and Marketing, SSYE: m.mervyn-jones@ssyglobal.comEdwin PangFounder and Principle Consultant, ArcsileaE: ed@arcsilea.comAbout SSYEstablished in 1880, SSY has grown to become one of the biggest and most trusted names in broking, operating around the world via its 24 local offices – with over 500 experts covering a range of major markets including Dry Cargo, Tankers, Derivatives, LNG, Sale and Purchase, Offshore, Chemicals, Towage and Ship Finance. SSY has a global reach with offices in Athens, Copenhagen, Dubai, Geneva, Genoa, Hamburg, Hong Kong, Houston, Kristiansand, London, Madrid, Mumbai, New York, Oslo, Rio, Seoul, Shanghai, Singapore, Stamford-USA, Sydney, Tokyo, Vancouver, Varna, Zug.https://www.ssyglobal.com/ Hosted on Acast. See acast.com/privacy for more information.
Three months after the official inclusion of the shipping sector within the EU ETS, this episode aims to take stock of the lessons learned so far and explore the pressing questions of shipowners. Our experts analyse shipping companies' EUAs buying behaviours, the impact of the inclusion of this new sector for the whole EU ETS framework as well as current strategies available for compliance… and whether there's a way out of the system. Stefan Feuchtinger - Head of R&A at Vertis Environmental Finance. Frederic Bouthillier: Head of Shipping at Vertis Environmental Finance. Sebastian Niculescu - Senior Corporate Sales Trader at Vertis Environmental Finance. Gabriel Papeians de Morchoven - Market Analyst at Vertis Environmental Finance. Glossary: Sea passage: i.e. between two ports. Disclaimer: https://legal.vertis.com/api/document/282/get_document/
Albrecht Grell spricht im HANSA Podcast über die Stolpersteine für Reedereien in EU ETS, Anpassungen der OceanScore-Plattform und Weiterentwicklungen für den »nächsten Elefanten im Raum«, die Pläne der Hamburger für den Ausbau seiner internationalen Aktivitäten und Start-up-Mentalität des Unternehmens.
Episode 13 of the "Aerospace Ambition Podcast" featuring Kay Köhler from the Umweltbundesamt is out!Talking Points• What is the role of Umweltbundesamt - German Environment Agency?• How do you get from scientific discoveries to regulation?• Why did the first try to regulate contrails 15 years ago fail?• When will there be a prize tag on contrails?• What is CORSIA, what is the EU ETS?• Where do CORSIA and the EU ETS work together?• Where are loopholes for airlines in these systems?• How is uncertainty around CO2 equivalencies factored into allowances?GuestKay Köhler serves as a Senior Technical Officer in the Aviation Unit at the German Environment Agency (UBA). Holding both a Master in Public Administration and a Master in Aerospace Engineering, Kay previously oversaw emission protection, including noise and air pollution control for stationary installations, at the City of Berlin for approximately ten years. Since 2013, he has been employed at the UBA, concentrating on the EU Emissions Trading System (EU ETS) and the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA), and the non-CO2 impacts of aviation. Additionally, he participates in several European working groups related to aviation.AAMBITION Newsletterhttps://mailchi.mp/55033eb444bd/aambition-n++++Heartfelt shoutout to Kieran: Keep pushing on this ‘long final' of handing in your PhD thesis!
The price of emissions in the world's largest compliance carbon market –the EU's Emissions Trading System– has fallen sharply so far in 2024, driven by economic uncertainty, weaker industrial activity and lower gas prices. S&P Global Commodity Insights' experts Eklavya Gupte, Coralie Laurencin, Michael Testa and Scott Chen discuss the reasons behind this decline, the outlook for EU ETS prices, and what this slump could mean for short- and long-term climate and energy policy. Related price assessment EADLP00 - EU Emission Allowance Nearest-December Read further on our: Specifications Guide Carbon Markets Carbon news & analysis Carbon in the Atlas Of Energy Transition
The price of emissions in the world's largest compliance carbon market –the EU's Emissions Trading System– has fallen sharply so far in 2024, driven by economic uncertainty, weaker industrial activity and lower gas prices. S&P Global Commodity Insights' experts Eklavya Gupte, Coralie Laurencin, Michael Testa and Scott Chen discuss the reasons behind this decline, the outlook for EU ETS prices, and what this slump could mean for short- and long-term climate and energy policy. Related price assessment EADLP00 - EU Emission Allowance Nearest-December Read further on our: Specifications Guide Carbon Markets Carbon news & analysis Carbon in the Atlas Of Energy Transition
This conversation with Hayn Park provides a trader's perspective on carbon markets and pricing, with a focus on the EU ETS. The discussion covers the current global targets for carbon reduction, the compliance markets and carbon pricing mechanisms, the need for carbon reduction, and the challenges of expanding coverage in the EU ETS. The conversation also explores the role of economic indicators in carbon trading, the liquidity and size of the carbon market, and the day-to-day activities of a carbon trader. Additionally, the conversation touches on other carbon markets and the debate between cap-and-trade and carbon tax approaches. Overall, the conversation highlights the need for more aggressive action to achieve carbon reduction targets. The conversation explores the challenges and potential solutions related to carbon pricing and climate change. It discusses the initial shock of implementing carbon pricing, the viability of new technologies, and the need for global carbon pricing. TakeawaysCarbon markets and pricing mechanisms play a crucial role in incentivizing carbon reduction and mitigating climate change.The EU ETS is the most developed compliance market, but there are also regional markets in the US, China, and other countries.The carbon market is influenced by economic indicators, market sentiment, and expectations of future policy decisions.Achieving global carbon reduction targets requires more aggressive action and a combination of technological solutions, policy changes, and international cooperation. Implementing carbon pricing may initially cause economic shocks, but it can lead to the viability of new technologies and accelerate the transition to renewable energy sources.Global carbon pricing is necessary to avoid economic imbalances and ensure a level playing field for industries across different countries.Bringing all countries on board with carbon pricing is challenging but essential for effective climate action.Technology plays a crucial role in addressing climate change, and its unpredictable nature makes it a wildcard in the fight against global warming.The conversation acknowledges the challenges and uncertainties but emphasizes the importance of taking action to address climate change. Connect with us:Guest: https://www.linkedin.com/in/haynpark/Email us: info@climatetech360.comHost: https://www.linkedin.com/in/samiaqader/
EU ETS, and Energy AlternativesWelcome back to another episode of Freight Up, the podcast where we deep-dive into the latest trends in the shipping and commodities markets. EU ETS explained As shipping companies face new regulations we've got a freight container-full of insights awaiting us.The EU ETS conundrum is upon us and our experts Luke and Hugh will unwrap the layers of complexity in managing these emissions, the role of traders in a green future, and the strategies for dealing with EU allowances.Also, here's the link to the site they mention!Panamax ratesIn this episode, as markets navigate through choppy waters, we'll explore the strong currents in the Panamax rates driven by an insatiable mineral demand and the emergence of Indonesian coal cargoes that's pushing volumes to new heights in Asia. We're also seeing significant fixtures across the transatlantic with a special eye on mineral cargoes.Talking trade trends, we'll dissect the flurry of activity in the Dry FFA market, especially within Cape, Panamax, and Supermax contracts. Coking coal chaosThen, there's China where coking coal futures are surging—an aftershock of governmental inspects and unfortunate mining mishaps. Despite this, the outlook on Fob Australia Coking coal suggests that the supply may remain tight, with miners jostling for their slice of the pie. LNG's futureOur guest, Dr Jonathan Gaylor, who has 10 years' experience in alternative fuels, currently serving as the Alternative Fuels Manager for Navig8, a prominent shipping and trading company that includes Integr8, will share his expert take on LNG's bullish future. We'll uncover why LNG dual fuel vessels may hold the competitive edge and discuss why gas price volatility could be a silver lining for traders. With the winter season ahead, LNG prices could spell out future trends. Timestamps00:00 SGMF and majors improve bunkering; price challenges remain.07:26 Viable shipping sectors for Prabs, considering market changes.09:57 Ship owners face challenges in managing risk.12:45 Winter will showcase LNG market's future direction.17:05 Two likely scenarios regarding ship management contracts.20:41 Malta, Netherlands, Spain, Sweden, and Cyprus requirements.25:06 Warehousing EUAs for clients offers advantages.28:21 Uncertainty over oil production cuts extension speculation.29:05 Oil prices fell sharply but recovered quickly.33:14 Refinery maintenance caused high fuel prices.37:59 Cape Market saw surge in rates, trading.39:14 Iron ore freight rates surged due to strong demand and active trading in China.43:36 Record future volumes in Dry FFAs market.47:14 Limited impact on Fob and coal markets.Remember to review and follow us on whichever app you enjoy listening to us in!
Brazilian economist and IPCC lead author Roberto Schaeffer examines what constitutes a “fair share” of emissions reductions under the Paris climate process, and how fairness is defined. -- This December, at COP 28 in Dubai, countries will consider the results of the first “global stocktake,” which is a global report card that compares real climate commitments and actions with the level that's in fact needed to achieve global net zero and avoid the worst of climate outcomes. Following COP, countries will be expected to intensify their efforts to reduce their climate impacts and keep the targets of the Paris Climate Agreement in sight. As they consider their future commitments, countries will grapple with their capacity to reduce emissions, whether that level is in fact “fair” in a global sense, and what the climate implications of their efforts may be. Roberto Schaeffer, a professor of energy economics at the Federal University of Rio de Janeiro, explores paths to deliver the dual imperatives of fairness, and maximum carbon reductions, in the global climate context. Schaeffer is a lead author for the Intergovernmental Panel on Climate Change Assessment Reports, and a co-recipient of the Nobel Prize. His work focuses on frameworks to maximize individual country contributions to the global climate effort. Roberto Schaeffer is a professor of energy economics at the Federal University of Rio de Janeiro. Related Content The Net Zero Governance Conveyor Belt https://kleinmanenergy.upenn.edu/research/publications/the-net-zero-governance-conveyor-belt/ East Meets West: Linking the China and EU ETS's https://kleinmanenergy.upenn.edu/research/publications/east-meets-west-linking-the-china-and-eu-etss/ Accelerating Climate Action https://kleinmanenergy.upenn.edu/podcast/accelerating-climate-action/ Energy Policy Now is produced by The Kleinman Center for Energy Policy at the University of Pennsylvania. For all things energy policy, visit kleinmanenergy.upenn.eduSee omnystudio.com/listener for privacy information.
The dark fleet and seafarers, EU ETS surcharges, carbon capture and storage, Starlink fleet rollouts and much more in the latest episode of Maritime in Minutes.Seatrade Maritime News Editor Marcus Hand takes the listener through September in maritime with his top picks that appeared on Seatrade Maritime News.Featured in this episodeFrontline and Euronav spat resolved IMO and EU relationshipContainer line EU ETS surchargesMaersk goes big on StarlinkClimate and the Panama CanalDry bulk and tanker newbuildingsCCS and the existing fleetThe dark fleet and seafarersListen now to learn moreLinks to stories featured in this episode:Euronav to diversify fleet, could acquire CMB vesselsKitack Lim says EU pivotal in IMO's green policy makingContainer lines set out EU ETS surchargesMaersk goes big on StarlinkIn Conversation with Panama Canal Administrator Ricaurte Vasquez MoralesBuilding on shipping's futureCarbon capture ‘a significant factor' in managing emissions from existing fleetDark fleet offers higher wages but for seafarers cost could be even higherIf you enjoyed this episode, please subscribe to ensure you don't miss our latest uploads. Feel free also to recommend the show to a friend or colleague that you think would enjoy it. For the latest news on the shipping and maritime industries make sure you visit www.searade-maritime.com or subscribe to our newsletter.Connect with Marcus Hand, Editor of Seatrade Maritime News:Follow him on Twitter: https://twitter.com/marcushand1 Connect with him on LinkedIn: https://www.linkedin.com/in/marcus-hand-b00a317/Don't forget to join the conversation and let us know what topics you want us to cover in future on Twitter,
In this week's episode of the Climate Confident podcast, I talked personal carbon allowances with Prof Denise Baden from Southampton University and Associate Prof Tina Fawcett from Oxford University.Episode highlights:Carbon Allowances: Denise and Tina explained why such a system, could be a key player in our fight against climate change.Incentivizing Low Carbon Choices: We explored the potential of creating economies of scale for low carbon products. Fairness and Implementation: While there are hurdles, the potential benefits in terms of encouraging sustainable choices can't be overlooked.Key Takeaways:Historical Parallels: Comparisons to the EU ETS scheme demonstrate that, persistence could result in tangible benefits. Net-Zero Transition Tool: If successful, this scheme could exist for about 20 years or so, guiding us towards net-zero and then retiring once we get there.The Struggle of Vested Interests: However, high-carbon lifestyle enthusiasts might not welcome this change with open arms.Here are Denise and Tina's links:Tina's explanatory YouTube videoDenise's dabaden.com andGreenStories.org.ukThe video version of this episode is at https://youtu.be/lNmKQCQi7hkAnd as ever, stay Climate Confident!All Business. No Boundaries.Welcome to All Business. No Boundaries, a collection of supply chain stories by DHL...Listen on: Apple Podcasts SpotifySupport the showPodcast supportersI'd like to sincerely thank this podcast's amazing supporters: Lorcan Sheehan Hal Good Jerry Sweeney Christophe Kottelat Andreas Werner Richard Delevan Anton Chupilko Devaang Bhatt Stephen Carroll William Brent And remember you too can Support the Podcast - it is really easy and hugely important as it will enable me to continue to create more excellent Climate Confident episodes like this one.ContactIf you have any comments/suggestions or questions for the podcast - get in touch via direct message on Twitter/LinkedIn. If you liked this show, please don't forget to rate and/or review it. It makes a big difference to help new people discover the show. CreditsMusic credits - Intro by Joseph McDade, and Outro music for this podcast was composed, played, and produced by my daughter Luna JuniperThanks for listening, and remember, stay healthy, stay safe, stay sane!
In this podcast we interviewed Suzana Carp, Deputy Executive Director of Cleantech for Europe. In the interview we ask Suzana about the impact of the EU ETS on investments in clean technologies and the implications of the much-debated Carbon Border Adjustment Mechanism for the clean technology industry. The interview was led by Marie Raude and Lea Heinrich, Research Associates at the Climate Team of the Florence School of Regulation.
ALL ABOUT CARBON- CARBON OFFSETS, CARBON CAPTURE, CARBON CREDITS, EU ETS, SLOW STEAMING With: Mr. Jason Stefanatos, Global Decarbonization Director- DNV Mr. Jacopo Visetti, Co-founder- Aither Group Mr. Simon Bennett, Deputy Secretary General- ICS Mr. Stavros Niotis, Chief Sustainability Officer- Prime Marine Mr. Theo Baltatzis, General Manager- Technomar Shipping Mr. Frederic Bouthillier, Head of Shipping- Vertis Environmental Finance 13th Annual Capital Link Operational Excellence in Shipping Forum Tuesday, October 3, 2023 Divani Caravel Hotel in Athens, Greece For more information please visit here: https://forums.capitallink.com/opexcellence/2023/
EU ETS FOR SHIPPING: Getting Ready To Ride The Wave And Master Your Compliance Plan Explore the implications of the inclusion of the maritime transport in the EU Emission Trading Scheme (ETS) as from 2024. Frederic Bouthillier, Head of Shipping at Vertis Environmental Finance, will dive into the significant impacts that EU ETS will have on the shipping industry and its stakeholders. We will explore the legislation’s key features, the EUAs market’s carbon price drivers, and guide you through the preliminary steps to be taken to develop a compliance and trading strategy. Join us to learn how EU ETS is shaping the future of shipping, driving emission reductions, fostering innovation, and creating economic opportunities! Presenter: Mr. Frederic Bouthillier, Head of Shipping - Vertis Environmental Finance 3rd Annual Decarbonization in Shipping Forum on Tuesday & Wednesday, July 11-12, 2023 | Digital Event. For more information on this event please visit here: https://forums.capitallink.com/shipping/2023decarbonization/
Navigating the Waves of Change: Shipping in the EU ETS Era In this dynamic panel session, we delve into the transformative integration of shipping into the European Union Emissions Trading System (EU ETS), set to commence in 2024. With the urgency to price carbon in the shipping industry and the broader EU ETS context, our panel of experts will explore the diverse perspectives of regulators, industry stakeholders, and the global economy. Join us as we navigate the challenges and opportunities presented by this significant regulatory shift, and gain valuable insights into the implications for businesses, European regulations, and the wider global economic landscape. This thought-provoking discussion will set the stage for a sustainable future for shipping within the EU ETS framework. Moderator: Mr. Georgios Kasimatis - Director of Regulatory Affairs - DNV Panelists: Ms. Fotini Ioannidou Head of Unit, Directorate-General for Mobility and Transport - European Commission Mr. Stamatis Tsantanis, Chairman & CEO – Seanergy Maritime Holdings Corp. (SHIP); Founder, Chairman & CEO – United Maritime Corporation (USEA) Mr. Frederic Bouthillier, Head of shipping- Vertis Environmental Finance Ms. Mette Asmussen, Lead, Maritime Sector Initiatives - World Economic Forum (WEF) 3rd Annual Decarbonization in Shipping Forum on Tuesday & Wednesday, July 11-12, 2023 | Digital Event. For more information on this event please visit here: https://forums.capitallink.com/shipping/2023decarbonization/
In this episode, Anthony Wang, co-founder of ETFuels, describes his company's business model of using renewable energy to make green hydrogen, then using the hydrogen to make carbon-neutral methanol.(PDF transcript)(Active transcript)Text transcript:David RobertsAnthony Wang, a mechanical engineer by training, spent years as a researcher on hydrogen technologies. He worked with governments to develop policy and infrastructure plans — he was project manager on the EU's big hydrogen backbone project — and with private companies like Total and Shell to develop hydrogen technology roadmaps. He has authored or co-authored several industry-defining reports on hydrogen and been cited in countless publications.A few years ago, he decided to throw his hat in the ring and try to actually build hydrogen projects in the real world. All his research and contacts in the energy world led him to a very specific — and, to me, extremely intriguing — business model.ETFuels, the company he co-founded, develops projects that couple giant off-grid renewable energy installations with hydrogen electrolyzers; it then uses the resulting green hydrogen to synthesize carbon-neutral liquid fuels. (First up is methanol for shipping, but the company plans to branch out into other e-fuels.)This model somehow manages to implicate half the stuff I'm interested in these days — green hydrogen, markets for hydrogen fuels, off-grid renewables, coupling renewables directly with industrial loads — so I was eager to talk with Wang about it. We dug into the limits of “electrify everything,” the difficulty of transporting hydrogen, and the economics of e-fuels, among other things.This one gets fairly deep in the weeds, but if you find the real-world challenges of developing clean-energy projects interesting, you don't want to miss it. All right, then, with no further ado, Anthony Wang. Welcome to Volts. Thanks so much for coming.Anthony WangThank you so much for having me, David.David RobertsSo you were sort of recommended to me as somebody who knows a lot about hydrogen, about sort of green hydrogen, the markets. I know you've worked with public on policy roadmaps. I know you've worked with private companies on technology roadmaps. So I know you've given a lot of thought and sort of analysis to the green hydrogen phenomenon, the green hydrogen market. And you settled when you decided to start a company of your own, you co-founded this company, ETFuels. You settled on a very particular business model, which I just find sort of fascinating as it sort of implicates half the things I'm interested in these days in the energy world.So I wanted to just run through it with you and talk about why you made the choices you did and get into some of the bigger issues that way. So just for listeners' benefit, the idea here is you find a big piece of land somewhere out in the middle of nowhere. You build a bunch of renewable energy, mostly solar, maybe some wind. Instead of hooking the renewable energy up to a grid, you pipe it directly into electrolyzers and make green hydrogen out of it. And then instead of exporting the green hydrogen or selling the green hydrogen, you use the green hydrogen, combine it with CO2 to make methanol, basically, carbon-neutral methanol, which you are then going to sell to shipping companies. So that's a big puzzle. That's a big puzzle with lots of pieces put together. So I want to kind of start at the front end of it. My intuitive reaction to this is you're taking valuable renewable energy and then you're converting it to hydrogen, you lose a lot in that conversion, and then you convert it again to methanol and you lose a lot in that conversion as well. It sounds sort of inefficient.So the question comes up like, why not just sell the renewable energy? So why off-grid in the first place?Anthony WangFor us, obviously, it depends where you're talking in the world, right? So renewable energy, if you can get it connected to the grid, you're completely right, it's extremely valuable. I mean, you've seen what prices of power have done in the last couple of years in Europe and in the US. And if you can use it to electrify your vehicles or heat up a heat pump, that's a very good use of that renewable energy. That said, there are many places in the world where solar and wind, on a levelized cost of production basis, are the lowest cost sources of energy we have.And on top of that, most of these locations are not connected to grids. And so one question that always puzzled me a bit was everyone's talking about renewable energy getting cheaper and cheaper and being the lowest cost source there is. So why, why aren't we seeing that being reflected at all in, in the prices that we see a) on the wholesale market, and b) ultimately on our bills at the end of the month? And thought a lot about this, and I'm not an economist, but it does seem to me that while we've got very good at producing renewable energy in a very cheap way, I'd argue it's the cheapest that we've got.We seem to have made a lot less progress in transporting, storing and balancing that renewable energy in a way that meets the consumer when they need it, where they need it. We know also that the energy transition is going to put this massive strain on power grids. Today we transport about 20% of our final energy through the grid. And in a fully decarbonized system, I mean, depending who you talk to, that number should be going up to 60, 70, 80%. We should electrify as much as we can. But that also means that we need about three, four, five times the number of cables, transformers and substations.And right now the grid does not seem to be set up to deliver that. And so we wanted to marry that problem in a way with an opportunity that we saw in producing hydrogen. And obviously, when you lose 30% through energy, conversion losses. That's a huge deal if your power is super valuable. It's a lot less of a big deal when your power is virtually free, depending on where you are.David RobertsSo sort of to summarize that renewable energy itself at the point of production is super cheap, but all these balance of system costs, mainly transmission and distribution, end up boosting the cost anyway. So your idea is just to use the cheap renewable energy and avoid all those other costs. Basically just use the cheap energy directly and not have to pay those additional costs?Anthony WangYeah, exactly. And cost is quite a simple way of capturing it. But there's lots of other things right in projects it's also time. The biggest risk in developing renewable projects is often getting the grid connection permit. I think, not to bash too much on the grids, I've got lots of good friends there, but the numbers speak for this. So if you look at the US, I think the Berkeley National Lab found there's a two gigawatt backlog or 2000 gigawatts, sorry, of PV, wind and storage.David RobertsYeah. Terawatts.Anthony WangTerawatts, exactly. Which is like almost double of the installed capacity base today. And you see similar numbers in Europe. And the cost of interconnection, the deposits that developers are asked to put down are twice what they used to be. They can be almost as big as your CapEx of your solar project. So it's lots of things that have come together that are just making it very difficult to connect the phenomenal amounts of renewables that are available to the demand where it is.David RobertsSo, I'm curious how you see this playing out. Because the enthusiasm is for electrifying everything and as you say, that's going to mean like four or five times our grid capacity and nowhere that I know of is a shining example of how to build grid capacity that much, that fast. I don't know that anyone's doing it. So, do you think that is going to be a serious constraint at the macro level on electrifying everything? Do you think that's going to push a lot of activities to this sort of off-grid model?Anthony WangWe hope so. At ETFuels we're definitely pushing it. Look, I've got nothing against the electrify narrative. I think it makes total sense and where we can, we should. But the reality is that it's incredibly difficult. I mean, we're finding this ourselves. We're trying to develop projects which are in the middle of nowhere. And even there, permitting and consent can be a challenge. So, imagine building a transport cable that crosses the entire country. These transmission highways in Europe, we're talking about the European super grid. Governments are trying to kind of coordinate about who gets what space in the North Sea.We're talking about kind of hydrogen backbones that should cover the entire continent. And you can just see the political and practical implementation challenge of doing projects like that I think. I was working closely on a hydrogen pipeline project between Spain and France, these countries putting a pipe through the Pyrenees. I think now they've landed on kind of putting it through the Mediterranean Sea and said, you see presidents shaking hands about which pipelines should happen and then it still takes eight, ten, twelve years before they're actually implemented. So, I think it's a question of let's do everything as much as we can and whichever one gets to market first, you should have some merit to that.David RobertsRegular listeners will know that. I'm sort of fascinated by this question. We had John O'Donnell from Rondo, the heat battery company on and that's sort of his thesis of his company is kind of the same logic. The grid constraints are going to push a lot of renewables off-grid. Basically, they're going to be coupled directly with industrial applications and just skip all the grid stuff, which I find a fascinating trend. That's one of the reasons your kind of business model caught my eye. So then you're generating all this variable renewable energy which notoriously comes and goes, waxes and wanes, sort of out of your control and you're using it to make green hydrogen.So part of the conventional wisdom that I always hear is that's a bad match because electrolyzers need to be run a lot of the time to pay off. Basically to be worth the investment, they need what's called a high capacity factor. And if they're sort of tied to variable renewables, how do you think about that problem? Have you thought about putting anything in between them? This is the heat battery question again. Have you thought about putting anything in between them to smooth the supply of the energy to the electrolyzers? Or is a lower capacity factor just a cost you think is worth bearing?Anthony WangYeah, a really good question. Obviously when we started the business that was probably the first question that we looked into because obviously we're only doing this because we think that we have a commercially viable proposition and we can provide hydrogen at lower cost than what is currently available on the market. And fundamentally when you look at this equation, you're kind of balancing three variables, right? You've got on the one hand, your cost of power. Secondly, you've got the number of hours that you're able to run your kit on that power, which obviously is lower with renewables.And then the third is just the cost of the kit itself. So let's say the CapEx of the electrolyzer and the cost of balancing the power. And when we look at modeling this out across the year, there are places in Europe, in the world where your renewable energy wouldn't be producing often enough for this to be worth it, right? So if you only have a solar production model in the north of Europe, then it's probably not going to work. You can't run your electrolyzer for 1000 hours a year and hope it to make money but there are also places where it definitely can work.And you're seeing lots of projects these days which actually combine solar and wind together in these types of hybrid configurations. And that's useful, one because they're not entirely I mean, so wind is a bit more expensive, but it runs a bit more often. But then on top of that, depending on where you are and there are special deserts where this is particularly the case where the wind and solar production hours actually very anticorrelate very well, where you essentially have solar during the day and then wind which mainly blows at night, not exclusively, but mainly at night. And when you combine those two, you can get very, very steady profiles up to 5500 hours a year of essentially base load production.And when you spread that across an electrolyzer, and especially obviously today electrolyzers are still quite expensive, but going forward their cost will come down. You'll see that the numbers actually pan out very well. And when we've done the math, we come to conclusions where depending on the power that you're using but if you're comparing a hybrid solar wind project in, let's say, the deserts of Chile or in the Middle East or in Western Australia, you can easily get to production costs of hydrogen that are 40% lower than if you were using grid connected power, paying essentially wholesale prices in Northern Europe. So that's on the economic side.Then there's of course the question around can the electrolyzer even run flexibly?David RobertsRight.Anthony WangAnd this is a bit more of a technical question. Obviously, you've got different technologies. You've got PEM, so the Proton Exchange Membrane electrolysis, and you've got alkaline ones. PEM is more flexible. But even the latest kind of pressurized alkaline models are able to run flexibly depending on their ramp rate. The specific model, you may need to add a small battery in between. But in principle you don't need to run, especially if you got 6000 full load hours from your renewables. You're mainly looking at balancing on the kind of second to minute level and the technologies that are on the market today can handle that.So you don't need any additional storage. It's more of just a pure economic thing. If your power price is low enough and your hours are good enough, then you can make it work.David RobertsRight. So two things: You go to places where a hybrid renewable system can actually reach relatively steady production and then you go to places where the power is super, super cheap. So what about electrolyzers then? Let's talk about electrolyzers because you're saying you're going to produce green hydrogen that's cheaper than what's on the market. Is that purely because the power you're making it with is going to be cheaper? Or is there something about your electrolyzers that is special?Anthony WangYeah, and just to clarify, so when we say our green hydrogen is cheaper, I'm comparing to other green hydrogen projects, not the fossil hydrogen projects that are of course hydrogen that's on the market.David RobertsBrown or —Anthony WangYeah, exactly.David Robertsgray or whatever the hell.Anthony WangSo, that stuff's definitely cheaper at the moment. So for us, the innovation is not in the electrolyzer technology itself. We're not an equipment supplier or manufacturer with our own technology. Our development IP, I suppose, is in the integration of the different technologies. So we haven't really spoken about the methanol component, we'll get there. But what we essentially do is we find the optimal end-to-end project configuration that makes the economics work for the final offtaker. Because we start with what is the price that we need to hit for our final product, which is methanol, we'll talk about, it can be a bankable commercially viable product.And then we work backwards. So then we reverse engineer. Okay, what does that mean in terms of the electrolyzer size? What does that mean in terms of the hydrogen storage size? What does that mean in terms of the solar to wind ratio? What does that mean in terms of the battery if you need to add one? And so what we've done is we've optimized that end to end. And what you'll see is that you might have to do some slightly unintuitive sizing decisions from an engineering perspective. So that's kind of where our added value sits. And also just in terms of the development of those individual pieces of the project and pushing them forward at the same time.David RobertsYeah, I'm wondering how much now because even if you have a hybrid renewable system, I'm wondering how much sort of overbuilding you do to try to boost that capacity factor. Like are you overbuilding and throwing away a lot of power just because it's so cheap?Anthony WangYeah, we do a little bit of that. So maybe a couple of things. So a typical project for us, what that looks like we're actually developing in Europe and in the US. So in the US, a site will be very big, 8000 acres, which is 8000 football pitches. European ones, I think the American ones are half the size it's like 8000 ... Anyway, you get the point. It's huge. And most of that's earmarked for onshore wind. So about 6000 acres is onshore. Turbines are spaced far apart, so you need a lot of land. And the remaining 2000 acres is a mix of solar PV and the process plant itself.And that will give you about, I mean, these are rough numbers, but about 200 to 300 megawatt of onshore wind, one to 200 megawatt of solar PV. So you're looking at a combination of, let's say 400 renewables. And then we would probably put an electrolyzer that's around half the capacity next to that. So a 200 megawatt input electrolyzer. And that sounds like a very big delta. But actually, if you look at lots of the studies that have been done, they come to similar conclusions because you don't end up curtailing anywhere near half of the power you end up curtailing only a fraction of what you produce because there's only very few hours where both the solar and the wind are producing at peak.David RobertsRight.Anthony WangMaybe just to complete the picture of the project. So that produces about 20,000 tons of hydrogen a year, depending on your load factor, which is a lot of hydrogen. That's I think the equivalent of about 30'000 to 40,000 Tesla Model 3 batteries in a day that's getting produced.David RobertsSo the electrolyzer part to you is mostly just a commodity at this point. When you're looking at big cost centers like the big CapEx and OpEx costs, where are the big costs here? Like, are the electrolyzers themselves a big cost center or is it all down to kind of the cost of the power? Is that the biggest variable?Anthony WangIt's about 50/50. I mean, for us, we have kind of a renewables plant or part and then a process part, and it's about 50/50 between the two, the electrolyzer representing the main component of the process part. We've been doing a lot of, say, electrolyzer shopping in the last couple of months and you're probably wondering how that's going.David RobertsI am quite curious about what you're seeing out there in electrolyzer land.Anthony WangYeah, the reality is no one has actually built and constructed a 200 megawatt electrolyzer to date. It's not because electrolyzers are a risky technology, we've had them for hundreds of years. But at the scale that we're talking, we haven't really got that much experience. Even the biggest technology OEMs don't. And so as much as there is a big boom in the hydrogen space, I think for me personally, it's been quite a sobering experience being in the market, actually trying to procure these pieces of equipment because —David RobertsIs the hype getting a little out ahead of where the market is?Anthony WangObviously there's the hype and then there's the reality of getting things done on the ground. It's not that I'm disillusioned by what I've seen. It's more that you just realize that there are so many practical implementation considerations that you haven't thought of, right. Well, one is on pricing, obviously, because there's very little, very few of these projects have happened. There's not that much price liquidity and so no one really knows how much this stuff costs. Not even the EPCs who are meant to build this really know. So everyone's trying to figure it out. People are also aware that there are subsidies, so everyone's trying to make sure that they don't leave a penny on the table in terms of how they price their kit.And obviously you can imagine if everyone does that, then your economics go out the window. So that's on pricing and all the electrolyzer OEMs know the game and they're kind of looking to find a way to play into that. And then in terms of the actual technical and implementation challenges, ultimately this is going to be a process plant, right. This project is going to look a bit like a refinery. That means that every single valve needs to be lined up, every single power cable needs to be at the right voltage. And especially in our case, because we're off grid, for example, when you try to run your entire renewables to electrolyzer without — in the engineering terms, I think they call it like clock — you don't have a base frequency that you can follow, you end up having to create your own kind of grid stability. And that brings it with a bunch of challenges around frequency, voltages, harmonics.David RobertsRight? You're not getting any of those grid services. You kind of have to do all that yourselves.Anthony WangYeah, so turbines, usually they're connected to the grid, so they just follow the frequency of the grid. Whereas when you don't have that, you need to create it yourself and then your electrolyzer is there, kind of disturbing it a bit because it's not entirely efficient. And so there's lots of day-to-day engineering challenges that we need to overcome that, I at least, had not expected when we started this.David RobertsYeah, it does kind of seem like the mother of all optimization challenges you've taken on here. There's like so many variables moving at once. So you feed this cheap power into electrolyzers and just one last question about electrolyzers. Just from looking around in the market and your general sense of things, are you anticipating or do you feel like the sort of market is anticipating, substantial reduction in those costs or is that just kind of a fixed piece in the middle of this puzzle?Anthony WangYeah, good question. Obviously, when I speak with our suppliers, I always ask them because I hope that the prices that they give me today are not reflective of where they hope things will end up in the future. So today, they're obviously not pricing in that cost reduction. That said, all of them are very optimistic about the price reduction and usually, especially on the PEM side. I mean, when you talk to the PEM electrolyzer suppliers, they tell you that the reason they chose that technology is because it just has a lot more cost reduction potential.And you've got lots of levers there, right? You've got the raw materials themselves switching from the very precious ones to the slightly more common ones and that'll obviously reduce the cost. Then the second one is purely in terms of the design. So lots of the OEMs are trying to figure out ways to modularize not just the stacks and the core kind of arrays of the electrolyzer so the area where the hydrogen gets produced, but also the balance of system and the balance around that stack. So the purifiers, the transformers, rectifiers.David RobertsRight. All that stuff is still pretty bespoke at this point, right, for big electrolyzers?Anthony WangYeah, it is. And this is where the traditional OEM kind of equipment manufacturing model slightly overlaps with what traditionally an engineering company would have done. So the big EPCs would design stuff and engineer stuff to order rather than having prefabricated productized modules. But what you're seeing is that the intent is for electrolyzers to really follow what wind and solar have done, where in the future, if you need an electrolyzer project, you're not having to engineer for a year to find the right size of purifying tank. But you can just call up an OEM and they'll deliver you something that essentially comes out of a box.I mean, I'm simplifying, but that's the idea.David RobertsYeah, something containerized.Anthony WangYeah, exactly.David RobertsAnd if those cost drops manifest, will that be a substantial piece of making this kind of model viable in more places? In other words, is that a big lever or how big is that electrolyzer cost relative to say, the renewables on one side and the methanol on the other?Anthony WangYeah, we have our projections for this obviously. So we have our power part and our electrolyzer part. Obviously, we're more optimistic about the electrolyzer part coming down further. We don't expect renewable. I mean, there may be perovskite solar panels, you may have some thought on that, David, but on the renewable side, things will happen as they do. On the electrolyzer side, obviously, this is a huge part because when you think about that equation of cost of power, cost of the electrolyzer and then the number of hours as you reduce the fixed cost of your electrolyzer, the incremental impact of your cheap power just becomes even greater.So all the benefits that you get from going to the cheapest places in the world so your windy deserts just get magnified and you will get to a point where whereas today you use your power, let's say it's 50 kilowatt hours per kilogram of power that you need to make hydrogen. That efficiency conversion factor, when you reduce the cost of the electrolyzer, it'll make a huge difference to the economics for sure. We're very bullish on that and we're hoping that those costs come down but we're not relying on it. And our first project probably won't be benefiting from a lot of those cost reductions.David RobertsRight. And of course, there's also just scale and learning.Anthony WangYeah, of course.David RobertsJust the natural cost declines that come with more people buying more electrolyzers which I assume is going to be happening soon. So then you synthesize this green hydrogen and then the question is why not just sell the hydrogen? Why not sell the green hydrogen? It's pretty precious these days, a lot of people want it. Why not pipe or truck or however one carries hydrogen to customers? Why the third step?Anthony WangWhen we started this business we probably thought of two main challenges. One was excessive production costs and then the second was kind of the midstream transport challenges. And on the production costs, we've kind of covered that but to the midstream challenges. So maybe just as a bit of context. I spent my entire career in hydrogen and green molecules, working with power utilities, oil and gas companies. And at one point I actually led a project called the European Hydrogen Backbone, which was an initiative by the gas TSOs, the pipeline network operators in Europe to try to repurpose their pipelines from natural gas to hydrogen.I'm a mechanical engineer by training. I spent a lot of time doing hydraulic modeling of pipelines and compressors at the time, and I learned quite quickly that hydrogen is a relatively leaky gas. It's not the easiest to move around, and it's also the reason that we don't really transport or store it at large scale today. It's not that you can't do it. You can. But the economics and the practical details of implementing it become quite challenging.David RobertsYeah, just to pause there since you were just talking about having studied it, because I'm really interested in this question. When gas infrastructure companies talk about this, I've seen two things. One, I've seen mixing some hydrogen in, right, just sort of lower the carbon intensity. And then there's discussion of just turning the infrastructure over to hydrogen entirely. And my question is, just from an engineering standpoint, are those pipes ready for hydrogen? It seems like hydrogen is a lot harder to hold onto than natural gas. And there's thousands of miles of these pipes. Are they just going to work or is this going to be a thing where you have to go through the whole system and sort of fortify it?Anthony WangYeah, it's a good question. And I mean, just on blending and repurposing. So in Europe, the discussion is mainly on repurposing. So fully converting, not blending hydrogen into gas pipelines. I think it's a bit depending on the political environment where you are in Europe, blending is not really seen as a viable solution. The energy impact is tiny because hydrogen is less dense than natural gas. So when you blend like 10%, I mean, there's only a fraction of that on an energy basis.David RobertsYes, I mean, I think it's just a political fig leaf here. I'm sure it'll go away once the practical challenges become more clear here too, I think. But at least right now, natural gas companies are kind of waving it around as one of their "Please don't kill us" ideas.Anthony WangYeah, that's on blending. Just to clarify on the technical viability of repurposing, I mean, in Europe, they've actually done a lot of work on this and a lot of good work. I mean, the German TSOs have just had DNV GL, a very reputable engineering company, look at this and they essentially conclude that just on this, you do need to actually go through each single pipe and look at whether it's ready or not. So it does take a lot of work to do. But in Europe, the pipelines are in a very good state and you can repurpose them, but it will come at a cost. Mainly, at least currently, with the way that the codes are set up, is that you need to derate them. Which means that whatever pressure you are operating the natural gas pipeline at, if you want to operate it for purely hydrogen under the current safety standards, you have to lower the pressure. And when you look at the hydraulics of hydrogen, you really don't want to be piping it at low pressure because it just becomes very expensive. And so on the per kilometer or mile transported per megawatt hour, it becomes quite expensive.David RobertsIt's just more manageable at high pressure.Anthony WangWell, you want to store it at high p... So because hydrogen is a lot less energy dense than natural gas, to get the same energy content throughput, you need to compress it more and transport it at much higher velocities. So when you don't do that, you end up, kind of like, transporting hydrogen, but very slowly. It's a bit like a congested motorway. And so in terms of value for money, obviously you get a lot less throughput and capacity of transport. That's the main reason.David RobertsDo you think, I mean, in Europe, I suppose, is probably the most promising place of anywhere, that this is actually going to happen on a timeline that is meaningful? Or alternatively, are a lot of green hydrogen projects going to end up doing what you're doing, which is basically being off the hydrogen grid, converting hydrogen before you ship it out? I'm sure there'll be some of both. But how bullish are you on hydrogen infrastructure generally? Pipeline infrastructure?Anthony WangWell, we've not bet our company on it. That said, look, I mean, I wish them the best, right? Obviously it's a hugely ambitious project and I think that they're making progress. But ultimately I wouldn't want to for our projects and the ones that we're trying to raise financing for. The argument that you've got a business case because 5-10 years down the line there may be a hydrogen pipeline that comes in and it's the same for CO2 infrastructure, really. I mean, it's just not going to fly when it comes to raising debt financing for a project of this size.David RobertsAnd there's no practical way for you to build a pipeline even if you wanted to. So are there even alternative ways of transporting green hydrogen that are practical at all? Or is it pipelines or nothing?Anthony WangAt the scale that we're talking now — hydrogen is already transported in trucks and you can put it in tanks and stuff and that's usually compressed, you could liquefy it as well, but that's even more energy lossy. You end up having to compress it. So you pay for the compressors, which are expensive, or the liquefaction, and then it's again not very dense, so you end up having to pay a lot for the transport itself — and at the scale that we're talking, 20,000 tons a year, that's not something that you would want to be trucking around. Also from a safety perspective, I'm sure that's not ideal and lots of local authorities would not be very happy with that.David RobertsYeah, that's a lot of trucks.Anthony WangYeah.David RobertsSo it's just not practical, basically, at this point to build green hydrogen out in the middle of nowhere where the renewables are good.Anthony WangRight, yeah, exactly. And that's also why I think today most of the hydrogen projects that are actually getting somewhere and having traction are the ones that are near industrial clusters and by ports and next to an existing refinery, which makes total sense. Right. Decarbonize the existing hydrogen that you have. But that's not going to cut it when you're trying to integrate renewables from the best regions into where the demand sinks are.David RobertsRight. Yeah. Are there even exclusively hydrogen pipelines now? Is there much of that infrastructure now?Anthony WangSo it does exist. So there is what's already available and there are industrial clusters and there are pure hydrogen pipelines. They're mainly operated by the industrial gas company. So the Air Liquides, the Air Products of the world, but these tend to be quite small. So these are 10-20 inch pipelines that aren't meant to transport across long distances. These are mainly pipes to bring it from one side of the industrial site to the other or as a backup. I mean, they work, they're totally safe and people have experience building them. But at the scale that the natural gas pipeline companies are thinking, which is like 48-inch huge cross country type pipelines, we don't have anything at scale or that's commercially kind of running.But the TSOs, especially in Europe, are running pilots and trials. And I think there's one connecting Germany and France. There's a bunch of projects in the Netherlands. I know that the Dutch TSO is very active on this, so there's definitely stuff coming. But as to when and where exactly it'll be up and running, I don't know.David RobertsRight. And I'm thinking of the US. We have this huge hydrogen hub program. I'm sure you're familiar with it. It's a similar idea, building these huge industrial clusters. And I guess we're just going to have to build pipelines for all those in the US. Because there's not sort of curious about site selection for those too.Anthony WangYeah. As a principle, it's very difficult as an individual project developer to make a pipeline like this work. I mean, it really requires everyone to come together and the stars to align. And then you often need — this is why these companies are typically regulated, usually is, because that's the only way to finance it. And so I know we've looked at, for example, using pipeline transport, and as an individual company, there's no business case for building a pipe just for your own uses. It would have to be because you pool into it with other producers and off takers.David RobertsA little coordinated industrial policy to build that infrastructure. So you make the green hydrogen and then you combine the green hydrogen with CO2, basically to make methanol. So my first question about that is, where do you get the CO2? Because you've dodged the importing and exporting electricity problem, you've dodged the importing and exporting green hydrogen problem, but now you've got an importing CO2 problem. I guess my question is, how big of a problem is that? How available is CO2? How easy is it to get it where you need it?Anthony WangYeah, when we looked at this, it was like we kind of put the main energy carriers and commodities, we stack rank them electricity, hydrogen, CO2, methanol. Which one would you rather transport and which one would you rather store?David RobertsRight.Anthony WangAnd kind of where you end up is you really don't want to transport electricity if you've not got an existing cable network, you don't really want to transport hydrogen. CO2 is a bit easier. I mean, it's still not ideal. It's an industrial gas. You need to liquefy it. But it's better than hydrogen. Much better. But the best thing to transport in store is methanol because it's liquid at room temperature. So what we try to do is you try to bring everything into our sites and then make methanol there, and then ultimately transport the methanol out to a port and on the CO2.So we have two options, really. One is to work with industrial point sources and we try to work with companies who have either unavoidable process emissions so cement companies, or biogenic sources of industrial CO2. So pulp and paper.David RobertsSo this is carbon capture you're talking about CCS.Anthony WangYeah. So this is carbon captured.David RobertsIs there enough of that to supply you?Anthony WangSo, obviously, we've got quite a big carbon CO2 supply problem. So from an availability in the flu gases, for sure, obviously, I think you're asking about the carbon capture itself.David RobertsRight. Is enough being captured to supply a substantial market?Anthony WangInterestingly for us, when we started this, we looked at the market and said, okay, very few are actually capturing the carbon. But when we spoke to a lot of these potential CO2 capture companies and suppliers, to our surprise, lots of them already had been doing lots of engineering study and were very keen to implement this technology. The problem for them is they had nothing to do with the CO2. Interestingly, for a cement company, especially the ones that we spoke to in Europe, they're under such immense pressure with the EUTS, the European Carbon Cap and Trade system, where they're essentially, once that's in full swing, their product price doubles because it's one ton of CO2 per ton of cement.Cement sells for 50 euro per ton. So you can do the math. Right. So for them, they had to do something. So they've been studying this and looking to pull the trigger on some investment decisions.David RobertsI thought there were industrial uses of CO2. I thought there was a market there.Anthony WangYeah, CO2 is already used today for greenhouses, but at a very small scale. And usually, the CO2 is not coming from big industrial point sources, although there are some. So there's some ammonia plants that already capture CO2. So that's one is on the industrial point source. The other source that we think is a very good option and where we have lots of discussions, is with biomass, often anaerobic digestion. So if you look at RNG, what you have actually is a very pure source of CO2, because in the process of making RNG, what you do is you essentially purify RNG from biogas.And biogas is about 50% RNG and 50% CO2. So in the process of purifying RNG, you actually inadvertently purify CO2. But because there is no offtake for it, the CO2 is currently vented. People don't make a big deal out of it because it's biogenic CO2, right, because it comes from dairy manure or agricultural residue. But it's still right. It's CO2 that's vented into the atmosphere, which we could at that point, you're not really talking about carbon capture, right? It's just connecting it to a pipe because it's already pure. You don't need to scrub it or clean it.And that CO2 is a very good source for us because, a), it's very, very pure, so it's cheap, and b), it's obviously biogenic.David RobertsWell, if they were going to throw it away, if you hadn't come along, I would imagine they're willing to sell it to you quite cheaply.Anthony WangYeah, exactly.David RobertsSo in terms of just sort of absolute numbers, you're not worried about supply of CO2, you think you have enough CO2 to go on for a while or what's your outlook on that?Anthony WangYeah, so, I mean, just to give you an example, right, we have an agreement with Cemex, a major cement company, and their cement plant produces 450,000 tons of CO2. And one of our projects takes 150,000. So three of our projects are needed to decarbonize one cement plant, just to give you a sense of the scale. And then these guys have tens of these around the world, and that's just one company. So in terms of scale, we're not too worried about the CO2.David RobertsRight. So in terms of its availability in general, clearly there's a lot of it. But in terms of the mechanics of getting it to you, that's not a bottleneck at all. How does it come to you, by the way? Does it come to you in a truck?Anthony WangSo we use a combination of rail and trucks. So both CO2 and methanol, we rail and truck. Typically, what we find is that actually the CO2 producers or industrial facilities are again close to ports where traditional industries are. And so what we end up doing is we use the same infrastructure, so the same rails and same train rail, cars and trucks to import the CO2 and then export the methanol. And it's a similar principle where we use tankers. So you liquefy the CO2, put it on a train and then the methanol is already liquid and you export it out.And so that infrastructure all exists and it's just a matter of connecting to the right infrastructure.David RobertsAnd to be clear, you intend to only use captured CO2, not like natural CO2 from underground, because your sort of process is only carbon neutral if you're using the carbon that's been captured somewhere else.Anthony WangYeah, exactly. And I mean, there's lots of debate and discussion about what exactly is good CO2. Maybe that's a rabbit hole that we don't have time to dive into.David RobertsHave they made up a bunch of colors for that yet?Anthony WangWouldn't be surprised if they're getting to that stage. So in Europe they call it biogenic CO2, which ultimately means that it has to be CO2 with a short cycle. So it can't be CO2 that's from the ground basically. Right, but obviously, even with things like processed CO2, you can argue how green is that compared to if it was from agricultural residue? But then you can argue that some of the biomass that's being used today for power and heat production from wood in the Amazon forest isn't great either, so it's a pretty big topic.David RobertsOr direct air capture. Is direct air capture even enough of a thing for you to have thought about it? Or is that still just a gleam in somebody's eye, more or less market wise?Anthony WangYeah, it's not competitive at the moment, so obviously for us it'll be an option in the future. Today there is not nearly enough scale and it's not competitive enough for us to consider it. But I mean, I'm definitely keeping a close eye on it, but for now, we stick to the industrial point sources. Obviously, it would take out a lot of the transport considerations because we could power the direct air capture with our own renewables. So we could just put everything in the same location.David RobertsYeah, you could make your own CO2.Anthony WangExactly.David RobertsThat would add another piece to the optimization puzzle. You're going to have to bring AI in to deal with all this. So I think my knowledge of e-fuels is pretty sketchy, as I think most people's are. My understanding is that if you have hydrogen and CO2, there's a number of different fuels you can make. So of all the sort of possible fuel choices, why methanol? Is it easier, process-wise, to make it, or is it something about the market for it is better, or what are the sort of considerations?Anthony WangYeah, for sure. Obviously we had to pick one. We looked at the hydrogen market and if you look at where most experts think hydrogen will be used today and likely in the future, it's mainly as a feedstock. So it's for ammonia, methanol, steel and sustainable aviation fuel (SAF). And so those are the main kind of derivatives that we considered. Obviously we looked at the technical side, so we've talked a bit about the transport options and methanol kind of comes out on top. There ammonia, better than hydrogen, but still quite a toxic gas as well. We had to pick one to start with for our first project.But I would like to add we're called ETFuels, not ET Green Methanol for a reason, not only because the latter is not very catchy, but also because we see our off-grid production model as a way to scale into a multi-fuel future. But for our first one, we chose methanol. Again, partially for technical reasons, but also part of it was just timing, because this was around the time that the big Danish shipping company called Mersk made a huge announcement that they essentially committed to methanol as their decarbonization fuel of choice. And they had put in an order for eight methanol-fueled vessels at the time.This was a couple of years ago. Obviously, that number of methanol ship orders has grown exponentially since then. Last I checked, in the first half of 2023, methanol vessel orders represented 62% of the order book, outstripping all other fuel types. And so for us, the message from the shipping sector was clear. If we're going to decarbonize and do anything in the next ten years, it has to be methanol, because the ammonia engines just aren't ready yet. So that was quite an obvious one for us. And then on top of that, methanol is already an existing market of 100 million tons a year, used as a chemical feedstock for various plastics and chemical products.So that's kind of the main reason that we went with that fuel.David RobertsSo you chose methanol because it's easy to transport at room temperature and there's a relatively guaranteed market for it, but you think the model, there's nothing about the model that's going to prevent you from moving into other kinds of e-fuels.Anthony WangYeah, exactly. I think one of the reasons the model is attractive, the off-grid model, is because so much of the cost and learnings are applicable to other fuels as well. So obviously the renewables is the same, the hydrogen production is the same, and this is the notion of hydrogen as this platform chemical. And then the final part is, depending on which fuel you go with, is 15-20% of the total CapEx. But you could have a train for ammonia, you could have one for methanol, you could even have one for e-methane, which some people are doing, which is kind of e-RNG.And so for us, it's — obviously we bet on methanol as our first. We think the market is ready there, but ultimately, ammonia might have a big future in shipping as well. And ammonia doesn't have the CO2 problem. So for us, it's a really good way to kind of keep our options open.David RobertsIs making methanol out of hydrogen substantially more or less expensive than making ammonia out of it, or methane? Or are there substantial cost differences in that last piece of the puzzle?Anthony WangSo the main difference is — they're all a bit different. So obviously, ammonia, the big benefit is you don't need CO2. So whatever you were paying for the CO2, you're now no longer paying for.David RobertsBetraying some rank ignorance here, but how on earth do you make hydrogen into ammonia?Anthony WangYou combine it with nitrogen, so you take nitrogen out of the air, so you purify nitrogen and then you run it through a reactor. It's a similar type of synthesis reactor where you basically run your gases at a certain temperature over a catalyst. So for ammonia, it's called the Haber Bosch reaction. For e-methane, it's called the Sabatier reaction. I think the methanol reaction doesn't have a name, but they all have similar principles, which is you put it into a chemical reactor, hydrogen plus some other compound.David RobertsRight, so it's not no, it's very similar.Anthony WangI mean, there are obviously some technical, detailed process differences. So ammonia in terms of reaction, temperature in terms of how well it operates under fluctuating load. So all of these processes, whereas the electrolyzer is very flexible, most of these chemical reaction kind of chemical plants are a lot less flexible because you need to maintain the temperature and the pressure. And it's much more like a refinery than an electrical kind of process. And then for methane, when you're obviously methanol, the last step is distillation, where you have to separate the methanol from the water, whereas with methane, you're separating a gas from water.So there are some kind of nuanced differences. But in terms of the big picture, I mean, your renewables is the same, your hydrogen is the same, and the last 20% you can kind of flex that if you need to.David RobertsSo in terms of carbon-neutral methanol, for which there is this sort of nascent market just emerging, these shipping companies just sort of getting into this. Are there lots of competitors? Do we know? I mean, is there a good sense yet, like, what it ought to cost? I guess it's far from commoditized at this point. But how mature is that final market? Or is this sort of like everybody's figuring this out as they go?Anthony WangProbably more the latter. I mean, there are definitely competitors. I'd say most e-fuel announcements you see are probably around ammonia because it's just slightly easier because you don't have to source CO2, which is a challenge. So for us, it's a competitive advantage, I think, that we know how to source CO2 and we know our way around that market. On your question around pricing, so of course people are figuring it out. There are a couple of pilot plants. There's a few that have just started, kind of just taken an FID. Orsted has just bought one in Sweden where they've started construction, but they aren't producing yet, so no one really knows how much it's going to cost until it's operational.Obviously, we know, today we would be producing at a price premium to fossil methanol. But that'll be the benchmark is — how many times more expensive are you compared to either fossil methanol or the fuel that you're replacing. So in our case it'll be fuel oil for shipping.David RobertsYeah. I'm guessing you're a lot more expensive than fuel oil at this point.Anthony WangYeah. So at this point we're significantly more expensive. Obviously what gives us comfort is that we're well one is the cost reduction trajectory of the technologies and the learning that we think we will gain and two is our relative cost differential against our direct competitors which we see as green methanol. Right. So we don't think we will be directly competing with fuel oil because one obviously from a regulatory perspective those get treated very differently and all the incentives that a shipping company, especially in Europe, in the US you've got the IRA in Europe there's lots of incentives for fuel switching demand side kind of quotas and ways to benefit.So you only get those if you're to decarbonize fuel. And for us, what gives us comfort is not so much the comparison to fuel oil but the comparison to other green methanol projects. And for us the off-grid nature gives us this competitive pricing advantage because of our cheaper power and that's what allows me to sleep at night.David RobertsWell, one question I have is, what counts exactly as carbon-neutral methanol? Because, as Volts listeners know, because they listen to the hydrogen tax credit episode, the question of what is the carbon intensity of your hydrogen is far from straightforward. And there's a lot of debate now about whether to require it to be off-grid or exactly how to measure the cleanliness of the electricity going into it, et cetera, et cetera. It's a very complicated debate here in the US. I'm sure you're very familiar with it over in Europe too, you are very clearly making carbon-free hydrogen because nothing's more additional than renewables that you are building yourself to attach to your electrolyzers, right.So you clearly pass the bar. But is that same debate live in Europe? Because if people can use cheaper grid renewables I don't know, maybe that actually wouldn't give them a cost advantage. I don't know. But is there debate right now over what counts as e-methanol?Anthony WangYeah, for sure and really good point on the additionality I hadn't mentioned. Thanks, David. It's a big part of why we've chosen this model as well. It's the cost, it's a scale and it's the additionality on the debate around what is green methanol. So for sure, I think in the US it's a bit of a different discussion. There's not really so much a definition of what is green methanol because you make it compete with fossil methanol through the IRA, through the tax credit. In Europe, we've just had a big legislation passed called the Delegated Act for Renewable Fuels of Non-Biological Origin.Anyway, lots of rules kind of were described in that one is for green hydrogen, which is the one that you talked about, which I think is the similar discussion in the States around additionality temporal correlation, geographical correlation, which we comply with. And the second one is around CO2 essentially how you carbon account for the CO2 in a fuel like green methanol. And the European policymakers agreed on that. So the commissioned parliament and so what we have is up until 2040 any CO2 is okay. So that's kind of what they agreed on. And then beyond that, you would need to be either unavoidable process or you need to be biogenic.But for now, their argument is because there is so much CO2 that's kind of going into the atmosphere that we're not decarbonizing — all of those sectors, for those sectors, you can capture the CO2 and use it and it'll qualify as a "renewable fuel of non-biological origin." That's what they call it.David RobertsInteresting. So as I'm thinking about a project like yours in the US in a post-Inflation Reduction Act world, I'm sort of slightly boggled at the number of tax credits or subsidies that you could rack up with this. You could get tax credits for building the renewables, tax credits for green hydrogen which are substantial. I think there's tax credits for using the CO2. I think there's tax credits for the e-fuels. Like every piece of this is going to get money showered on it from the IRA. I'm wondering whether that makes these projects more attractive.I mean it must. And whether you've been thinking about that. And two, just on a more general basis, how you think about subsidies and whether you need them and to what extent this business model relies on them.Anthony WangYeah, we founded the company before the IRA, before all these policy and incentive mechanisms came out. And we founded it because we believe there to be a commercially viable proposition without it. So we didn't create a business that relies on or is reliant on subsidies. I don't think that would make for a very good business.David RobertsWell, there are plenty of them.Anthony WangYeah, I guess so. But I mean, obviously now for us what this means is kind of accelerated our trajectory so we can do things much faster and basically just get going. And obviously we can't not go for them because it'll make us less competitive because our competitors are. In terms of which ones exactly, I mean, we take quite an opportunistic approach. Obviously in the US we'll try to play into the tax credits the extent to which you can, I don't know, what I would call "double dip" in the sense that get benefits from the US credits and then export your fuel to Europe and then get more benefits there from avoiding the EU ETS.I don't think that's entirely clear. I mean, I'd be quite personally, as a taxpayer—if I were a US taxpayer—I'd be a bit skeptical of that. And even as a European one, I'm not sure how comfortable I feel with importing US-made fuel subsidized with US tax credits and then getting another whammy on top of that in Europe. Yeah, but I think that's all to be identified in Europe. Obviously, you've got the innovation funding there's all the onsite measures, which I think are much better. Like for example, the renewable fuel quota. That's a very clean quota for ships where they just have to switch a certain share of their fuel to be green.And then you've got various other kind of incentive schemes, carbon contract for differences, which are meant to be a support mechanism for hydrogen production. And so we'll see for us, basically what it means is that our projects are even more viable than they were a year and a half ago.David RobertsHave you done the math yet on a project with all the IRA subsidies? Because the green hydrogen tax credit is ginormous.Anthony WangYeah, obviously we've done the math just to give you maybe cut some numbers. So the $3 per kilogram hydrogen tax credit translates to about $600 per ton of methanol. And just to give you a sense of fossil methanol, so methanol made from natural gas today, I mean, I haven't checked the latest numbers, but historically it's kind of traded at around $500 per ton. So that's only for your hydrogen. And then on top of that, there is potentially a CO2 credit, which again, the extent to which we can play into that, I don't know. But the CCU tax credit is $60 per ton of CO2.And in terms of when you translate that to methanol, you would get to around $100. You multiply by 1.5. So again, it's a lot of you add it up, you get to like a $700 per ton of methanol tax credit compared to the fossil price of $500.David RobertsIs that enough to erase the delta with the fossil kind?Anthony WangYeah, we'd be in the money for sure.David RobertsI mean, it would be wild to be on the market selling carbon-free methanol that is cheaper than the carbon kind.Anthony WangSo that raises the question is what you're paying fo, right? That's where it's different in the US than in Europe. In the US, essentially that's the mentality, right? You're not trying to sell some different product, you're just trying to sell the same product cheaper. And that's why you need these support schemes to make that work. Whereas in Europe you're essentially saying, well, it's green, so it's okay that it's more expensive, but you have to do it because it's green. So it's kind of a different mentality.David RobertsYeah, there are more sticks in Europe and we're all carrots over here in the US.Anthony WangYeah, but I mean, from a developer and financiers perspective, it's not clear which one is better because obviously with the renewables, the drawback in the States was that one year you had them one year you didn't. Whereas in Europe the demand side signal meant that you had a very kind of fixed base load of demand.David RobertsRight. Yeah, that's interesting. So, the final question is just, it does seem like to some extent this business model is a reaction not to technological factors, but to socioeconomic factors. So, for instance, the limits of the grid and the slowness of getting on the grid, the slowness of interconnection, the lack of hydrogen pipelines, these are kind of bottlenecks or pressures that one can imagine easing over time. Right? One can imagine the grid getting built out more. One can imagine green hydrogen, I don't know, I actually have trouble imagining green hydrogen infrastructure being built. But who knows, it could happen.So, I wonder if those became easier and they were less of pressure points, would some of the rationale for this business model go away?Anthony WangYeah, I'm not sure if I fully agree with that statement. Just from the perspective of — yeah, okay, there are challenges with the incumbents and the pace that they're getting things done. But for us, it's also fundamentally what is a more efficient way to run the energy system. It's not just because it's not being done, we need to find some loophole that can make it work. Fundamentally, you can ask the question if you had a renewable energy system or an energy system that was driven mainly by renewables, is it more efficient to overbuild your grid, to run all that stuff intermittently —I mean, I've been part of grid planning sessions in Europe and when you've got capacity factors of solar of 15% to 20% and wind of 25% to 35%, you have to build an enormous grid to balance that. By the time that you've actually built out the grid to kind of run your power system base load, your balancing cost, sometimes they call it balance of system, basically the cost of all the extra stuff to keep it running becomes quite excessive. So, I think a study by Imperial estimated that that cost would be 50 to 60 pounds per megawatt hour of just pure balancing costs. That's in addition to the renewable costs, which by the way are a lot less cheap in Europe than they are in Chile.And so, you very quickly get to power prices which are much higher than what we are paying today. And then you can wonder, wouldn't it be more efficient if you could import some of that cheap power, put panels where it's sunny or put turbines where it's windy and import the power. And then also the other thing is, does it even make sense to try to aim for this type of base load, supply driven system or should we be running more flexible assets? And in many ways, what we've got is just a flexible asset, right? It's an electrolyzer that follows the renewables.And so, the system benefit of an asset like that is quite big. So, I don't think I fully agree with your framing of the business model. I think there's more to it than just it's a way to bypass all of the slow incumbent infrastructure. But it's definitely a good question and I don't think anyone really knows the answer until we've tried both paths.David RobertsSo, you think that the limits of electrify everything are more than just incidental or contingent? You think we're going to run into these balancing cost issues and it's going to make more sense to run more stuff on liquid e-fuels?Anthony WangNot for everything, obviously. I wouldn't ever buy a diesel car and then hope to ever be able to afford e-diesel rather than an electric car. So, obviously there are time and place for everything. For certain sectors, though, I definitely think, I mean, I'd rather fuel my ship or my airplane with an e-fuel made where renewables are cheap than to try to do that next to Heathrow Airport in London or something like that. So, I think, as always, it depends and we're very targeted in where we go. We're not looking to sell e-fuel to heat homes or do anything like that.It's very targeted to the sectors which are hard to abate and don't have other options.David RobertsThis has been super fascinating. I hope listeners agree. I hope we haven't gone too far down the technical rabbit hole and lost people. But I find this, this is where all the sort of interesting issues in the energy world are hitting the ground, right? Like you're trying to actually do these things. And as, as you said, when you start trying to actually do things, whole different challenges arise and whole different sort of questions arise about optimization and stuff like that. So, super fascinating to walk through this with you. Thanks so much for coming on, Anthony.Anthony WangThanks for having me, David. It was a pleasure.David RobertsThank you for listening to the Volts podcast. It is ad-free, powered entirely by listeners like you. If you value conversations like this, please consider becoming a paid Volts subscriber at volts.wtf. Yes, that's volts.wtf so that I can continue doing this work. Thank you so much and I'll see you next time. Get full access to Volts at www.volts.wtf/subscribe
ANTICIPATE STOCK MARKET CRASHES, CORRECTIONS, AND BEAR MARKETS WITH AWARD WINNING RESEARCH. Sign up for The Lead-Lag Report at www.leadlagreport.com and use promo code PODCAST30 for 2 weeks free and 30% off.Imagine a world where investing in the green economy not only helps combat climate change but also yields attractive returns. Join our conversation with Lawson Steele, an institutional equities analyst specializing in the European carbon market, as we unravel the intricacies of the EU emission trading system (ETS) and discover the investment opportunities it presents. Lawson shares his knowledge on the vital role of the market stability reserve (MSR) in aggressively cutting supply, and why he became deeply interested in the carbon market back in 2018.Dirtier industries like aluminum and steel are facing significant challenges in managing the costs of emissions. But what does this mean for consumers? Lawson helps us examine the complexities of the carbon movement and the 10-year deficit of supply, as well as the carbon border adjustment mechanism being implemented by the EU to prevent companies from producing elsewhere. We also discuss potential factors that could stagnate the carbon credits market once more.The world of carbon trading extends beyond the European carbon market, encompassing voluntary markets as well. Lawson enlightens us on the importance of reducing emissions, the differences between the EU ETS and the Voluntary Carbon Market, and the challenges faced by the latter. Learn about alternative options for gaining exposure to the carbon space and how Lawson transitioned from forecasting the cost of carbon to investing in the green economy. Listen in and discover your path to investing for a greener tomorrow.Nothing on this channel should be considered as personalized financial advice or a solicitation to buy or sell any securities. The content in this program is for informational purposes only. You should not construe any information or other material as investment, financial, tax, or other advice. The views expressed by the participants are solely their own. A participant may have taken or recommended any investment position discussed, but may close such position or alter its recommendation at any time without notice. Nothing contained in this program constitutes a solicitation, recommendation, endorsement, or offer to buy or sell any securities or other financial instruments in any jurisdiction. Please consult your own investment or financial advisor for advice related to all investment decisions.See disclosures for The Lead-Lag Report here: https://www.leadlagreport.com/static/termsandconditionsFoodies unite…with HowUdish!It's social media with a secret sauce: FOOD! The world's first network for food enthusiasts. HowUdish connects foodies across the world!Share kitchen tips and recipe hacks. Discover hidden gem food joints and street food. Find foodies like you, connect, chat and organize meet-ups!HowUdish makes it simple to connect through food anywhere in the world.So, how do YOU dish? Download HowUdish on the Apple App Store today:
One year after the first episode with Milan Elkerbout from CEPS (see link below), this new episode continues the discussion with him. The interview focuses on the reform of the European Union Emissions Trading System (EU ETS) agreed upon by the European Parliament and the Council in December 2022 and the extent to which the energy crisis and the high carbon prices affected the political deal reached. Milan Elkerbout (CEPS) works as a Research Fellow and Head of the climate policy programme at CEPS, a think tank in Brussels. His research focuses on EU climate policy, particularly the EU ETS. Albert Ferrari, a Research Associate at FSR Climate, interviewed him. The two questions covered in the podcast are: - the most significant changes in the reform of the EU emissions trading system in the Fit for 55 Package; - the growing concern about carbon prices' distributional impacts and acceptability and how to tackle this issue. More info: - Elkerbout M. (2021), A tale of two prices: What higher energy costs and the ETS price mean for a just transition, CEPS Policy Insights n°2021-13: https://www.ceps.eu/wp-content/uploads/2021/09/PI2021-13_Energy-costs-and-ETS-price.pdf - What role for the EU ETS in the European Green Deal? | Milan Elkerbout (CEPS); Podcast episode Spot on Climate https://soundcloud.com/fsregulation-energy-and-climate/what-role-for-the-eu-ets-in-the-european-green-deal-milan-elkerbout-ceps - Project LIFE COASE: https://fsr.eui.eu/life-coase-project/
A new report examines the economic and climate impacts of Pennsylvania joining the Regional Greenhouse Gas Initiative, now stalled in court. --- The Regional Greenhouse Gas Initiative, or RGGI, was the first major carbon market to be established in the United States. Since its inception in 2009, RGGI has contributed to a reduction in greenhouse gas emissions from the electricity sector in a market that now spans 11 eastern states. Yet RGGI has recently seen its expansion stalled in Pennsylvania, one of the nation's largest emitters of carbon dioxide, and a state where the struggle over the future of the energy industry, and the roles to be played by fossil fuels and clean energy, has been particularly intense. Authors of a recent report on expected economic and climate impacts of Pennsylvania's participation in RGGI discuss their findings, and explore the political and legal battles that are now taking place over the market's future in the state. That future may ultimately lie in the hands of a newly elected governor who inherited RGGI from his predecessor, but who has yet to publicly commit to the market's development. But first, a state court must render its decision on the legality of Pennsylvania's participation in the RGGI market. Angela Pachon is research director at the Kleinman Center for Energy Policy. Maya Domeshek is a research associate at Resources for the Future. Their recent report, “The Prospects for Pennsylvania as a RGGI Member” is a joint publication of the Kleinman Center and Resources for the Future. Related Content The Prospects for Pennsylvania as a RGGI Member https://kleinmanenergy.upenn.edu/research/publications/the-prospects-for-pennsylvania-as-a-rggi-member/ East Meets West: Linking the China and EU ETS's https://kleinmanenergy.upenn.edu/research/publications/east-meets-west-linking-the-china-and-eu-etss/ Net-Zero Nevada: From Pledge to Action https://kleinmanenergy.upenn.edu/research/publications/net-zero-nevada-from-pledge-to-action/ Energy Policy Now is produced by The Kleinman Center for Energy Policy at the University of Pennsylvania. For all things energy policy, visit kleinmanenergy.upenn.eduSee omnystudio.com/listener for privacy information.
This week's episode is one we prepared earlier (26 March 2023 to be exact) which means past us have just found out that Labor won the NSW election, and we don't yet know the Safeguard Mechanism reforms are destined to pass Parliament with Greens support. Slightly confusing, but bear with us as we forge ahead, titillating and teasing our dear Summeruperers with the promise of Tennant's t-shirt designs invoking Die Hard/Die Harder but make it Safeguard. Folks, if you want to see the glory that is the ‘Safe Guarder' premier LMSU t-shirt design start your twitter engines and let the spamming begin!Before we dive into this week's paper we discuss the recent release of the IPCC's Synthesis report, completing the Sixth Assessment Report. The last major report we'll see from the IPCC prior to the end of this critical decade, UN Secretary General Antonio Guterres warned, the “climate time-bomb is ticking” and we need “climate action on all fronts - everything, everywhere, all at once.” Hear, hear!This week's paper is a swashbuckling sum-up (slaying?) of Volume 6: Managing the climate transition, part of the national Productivity Commission's latest 5-yearly productivity inquiry, the 1,000 page monster Advancing Prosperity. A hard no for charismatic abatement but a yes on one economy-wide policy to rule them all, your intrepid hosts have thoughts! Many, many thoughts.Tennant's One More Thing is a shout out to the smart folks in NSW Treasury on a newly produced guideline, TPG23-08 NSW Government Guide to Cost-Benefit Analysis, which bakes in a value of carbon referencing the EU ETS spot price (around $140/tonne). Super interesting prospects for government policy making. Kudos NSW Treasury peeps!Frankie's One More Thing is the recent (well it was when we recorded!) NSW election result with the NSW Labor party claiming victory for the first time in twelve years. Recapping key climate election commitments, a good foundation and plenty of room for more ambition!Luke's One More Thing completes the NSW trifecta with a shout out to outgoing NSW Treasurer, Energy and Climate Minister, Matt Kean, for championing the economic opportunities of the climate transition and his contribution to bipartisan climate policy in recent years. A hat tip to you, Matt!And that's all from us this week Summerupperers! We shall see you next time and until then, please keep tweeting your thoughts to us at @LukeMenzel, @TennantReed and @FrankieMuskovic and if you would like to weave some golden threads through our back catalogue, give us your feelpinions or suggest papers to read we are always here for that - hit us up at mailbag@letmesumup.net.
Scott Moore, author of China's Next Act, discusses China's global role in energy technology and sustainability. --- China is indispensable in the global effort to address climate change and speed forward the transition to clean energy. Yet the country, which leads the world in both energy consumption and the manufacture of clean energy technologies, finds itself engaged in increasingly tense diplomatic and economic relations with the world's developed economies, its key partners in addressing shared global challenges. The degree to which these tensions frame China's relationship with much of the world, and the degree to which China acts as a collaborative, or a competitive force in addressing global challenges, has implications for the global energy system and quality of our environment. Scott Moore, Director of China Programs and Strategic Initiatives at the University of Pennsylvania, and author of China's Next Act: How Sustainability and Technology are Reshaping China's Rise and the World's Future, explores how China's state-directed economic system, and the country's economic ambitions, influence global efforts to advance energy technology and the energy transition. Related Content The Net-Zero Governance Conveyor Belt https://kleinmanenergy.upenn.edu/research/publications/the-net-zero-governance-conveyor-belt/ East Meets West: Linking the China and EU ETS's https://kleinmanenergy.upenn.edu/research/publications/east-meets-west-linking-the-china-and-eu-etss/ The Not-So-Rare Earth Elements: A Question of Supply and Demand https://kleinmanenergy.upenn.edu/research/publications/the-not-so-rare-earth-elements-a-question-of-supply-and-demand/ Energy Policy Now is produced by The Kleinman Center for Energy Policy at the University of Pennsylvania. For all things energy policy, visit kleinmanenergy.upenn.eduSee omnystudio.com/listener for privacy information.
A former senior U.S. diplomat to Saudi Arabia explores the kingdom's effort to end its dependence on oil revenue, and the relationship between Saudi Arabia and global efforts to decarbonize. --- Saudi Arabia is the world's leading exporter of oil. Yet it is also a country that is in the midst of an ambitious drive to end its dependence on oil revenue as the foundation of its national economy. Saudi Arabia's effort to economically diversify follows a decade of oil market volatility that has added to a host of economic and political challenges faced by the ruling Al Saud family. Looking ahead, the global effort to move away from fossil fuels, and address climate change, could make Saudi Arabia's overreliance on oil ever more risky. David Rundell, former Chief of Mission at the American Embassy in Saudi Arabia and author Vision and Mirage, Saudi Arabia at the Crossroads, explores the kingdom's efforts to diversify away from oil. Rundell also discusses Saudi Arabia's perspective on the global effort to decarbonize, and America's tense relationship with its longtime energy ally. Related Content East Meets West: Linking the China and EU ETS's https://kleinmanenergy.upenn.edu/research/publications/east-meets-west-linking-the-china-and-eu-etss/ Leveraging Clean Energy to Alleviate Regional Water Stress https://kleinmanenergy.upenn.edu/research/publications/leveraging-clean-energy-to-alleviate-regional-water-stress/ Have We Reached Peak Carbon Emissions? https://kleinmanenergy.upenn.edu/research/publications/have-we-reached-peak-carbon-emissions/ Energy Policy Now is produced by The Kleinman Center for Energy Policy at the University of Pennsylvania. For all things energy policy, visit kleinmanenergy.upenn.eduSee omnystudio.com/listener for privacy information.
Fit for 55 is designed to support the European Union's pledge to cut greenhouse gas emissions by 55% by 2030 when compared with 1990 levels. To aid in achieving this goal, there are several changes proposed to the European Union Emissions Trading System (EU ETS). In today's episode of Switched On, we speak with Bo Qin and Emma Coker, who focus on carbon markets for BNEF. They outline these changes and their impact on the EU ETS. This episode was based on two BloombergNEF research notes: How ‘Fit for 55' Would Reform the European Carbon Market, as well as Reforms and Offsets Front and Center for EU Carbon Players. These can be found at BNEF on the Bloomberg Terminal, at bnef.com, or on BNEF's mobile app. See omnystudio.com/listener for privacy information.
THE wave of carbon compliance acronyms heading towards shipping companies should not be news to listeners of this podcast. EEXI, CII, EU ETS – these should all be familiar terms as the industry prepares for a generational shift towards a net zero emissions industry. And yet, the detail of what these acronyms mean in terms of business practice and charter party changes is still not widely understood. Now that's partly because in the case of the EU's Emissions Trading System we still don't know much of the detail, but that doesn't make it any less urgent as a problem. The way in which shipowners and charterers negotiate charter party contracts needs and urgent review off the back of these regulations, not just in terms of the legal detail but the overall approach towards transparency and dialogue. The good news here is that there is the opportunity for a genuine step change in the way that the industry approaches these things. The bad news is that its going to be a difficult and probably quite expensive process of adjustment. So we have drafted in a lawyer to help. Helen Barden is one of the best in the business. As the senior FD&D specialist at North P&I she is well aware of the looming problems that need to be overcome. We wanted her view on the risks that need to be considered in preparing for an EU Emissions Trading Scheme that has not yet been finalised in the detail applicable to shipping. But the podcast starts with a more general view on what we need to be concerning ourselves with in terms of charter party changes, because although most owners feel they are prepared for EEXI and CII, there's a lot of detail there that is likely going to result in a slew of legal challenges when things go wrong. Be prepared isn't just a motto for the boy scouts you know!
An expert in international trade policy discusses the Biden Administration's use of the Defense Production Act, and tariff restrictions, to build a competitive US solar supply chain. --- In early June the Biden Administration invoked the Defense Production Act in an effort to rebuild America's domestic solar energy manufacturing supply. Simultaneously, the Administration announced that it will prohibit for two years new tariffs on imports of solar cells from four Southeast Asian countries that are under investigation for illegal trade practices involving their solar industries. Through these complementary policies, the Administration aims to accelerate solar power development in the US in the near term, and ultimately to displace solar imports and strengthen US energy security. The policies are controversial, and have implications for domestic industry and the pace of decarbonization, and the rule of law. Robert Scott, Senior Economist and Director of Trade and Manufacturing Policy Research at the Economic Policy Institute, offers a closer look at the Defense Production Act and its potential to spur the development of a robust solar supply chain in the US. Scott examines the policies and trade dynamics that led to China's dominance in the global solar supply chain, and how the DPA and related trade and industrial policies might create the foundation for a competitive domestic solar manufacturing industry. Robert Scott is Senior Economist and Director of Trade and Manufacturing Policy Research at the Economic Policy Institute. Related Content East Meets West: Linking the China and EU ETS's https://kleinmanenergy.upenn.edu/research/publications/east-meets-west-linking-the-china-and-eu-etss/ The Not-So-Rare Earth Elements: A Question of Supply and Demand https://kleinmanenergy.upenn.edu/research/publications/the-not-so-rare-earth-elements-a-question-of-supply-and-demand/ China's Energy and Climate Balancing Act https://kleinmanenergy.upenn.edu/podcast/chinas-energy-and-climate-balancing-act/ Energy Policy Now is produced by The Kleinman Center for Energy Policy at the University of Pennsylvania. For all things energy policy, visit kleinmanenergy.upenn.edu See omnystudio.com/listener for privacy information.
Attempts to overhaul the EU Emissions Trading System have entered a crunch period as the European Parliament and European Council aim to finalise their negotiating positions by the end of June. The EU Parliament rejected draft legislation proposed by lawmakers in its plenary vote on June 8, but is preparing for a second vote on June 22. EU ETS revisions are being considered against a backdrop of very high energy prices, surging inflation and a military conflict on Europe's eastern flank. S&P Global Commodity Insights' Frank Watson and Michael Evans take a deep dive into the key elements in the negotiations and why they matter for carbon prices and other energy commodity markets in Europe. Tell us more about your podcast preferences so we can keep improving our shows. Take our two-minute survey here: https://bit.ly/plattspod22
Attempts to overhaul the EU Emissions Trading System have entered a crunch period as the European Parliament and European Council aim to finalise their negotiating positions by the end of June. The EU Parliament rejected draft legislation proposed by lawmakers in its plenary vote on June 8, but is preparing for a second vote on June 22. EU ETS revisions are being considered against a backdrop of very high energy prices, surging inflation and a military conflict on Europe's eastern flank. S&P Global Commodity Insights' Frank Watson and Michael Evans take a deep dive into the key elements in the negotiations and why they matter for carbon prices and other energy commodity markets in Europe. Tell us more about your podcast preferences so we can keep improving our shows. Take our two-minute survey here: https://bit.ly/plattspod22
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