Podcasts about lcfs

This week, our guest is Michael Berends, Chief Executive Officer and Co-Founder of ClearBlue Markets.  ClearBlue Markets helps clients harness carbon markets to meet their climate objectives.  Here are some questions Peter and Jackie asked Michael: What is the overall sentiment toward carbon markets, especially after the Trump Administration's retreat from ESG initiatives? Are recent recommendations for new quality standards improving trust in voluntary carbon credits? Will COP29's global carbon market mechanism endorsement encourage more international trading? Why are Alberta TIER carbon market offsets discounted by 50%, and why do California LCFS and BC credit markets also have low prices? What are your expectations for Canadian Clean Fuel Regulation (CFR) credit prices, and could the Conservative Party of Canada (CPC) repeal the regulation if elected? Why does Canada have 11 carbon markets? Can industrial emitters trade carbon offsets in Ontario? Content referenced in this podcast:ICE has two futures markets for Alberta Carbon Credits: Alberta Emission Offset and Alberta Emission Performance CreditsPlease review our disclaimer at: https://www.arcenergyinstitute.com/disclaimer/ Check us out on social media: X (Twitter): @arcenergyinstLinkedIn: @ARC Energy Research Institute Subscribe to ARC Energy Ideas PodcastApple PodcastsAmazon MusicSpotify 

So long summer!  Peter and Jackie are back in the studio and are discussing the energy news from the past few months. They kick off the podcast by discussing political developments in the United States and Canada. Then, they examine the drop in clean energy stocks over the summer and the weaker market sentiment, including the rapid decline in BC's low carbon fuel standard (LCFS) credit price. Lastly, they discuss the low prices for natural gas in Alberta, which averaged only $C 0.60/GJ in August. Content referenced on this podcast:  McKinsey and Company “The Energy Transition: Where are we, really” (August 27, 2024) Canary Media “US Clean Energy Investment is Soaring Thanks to Climate Law” (August 16 2024) and Clean Investment Monitor: Q2 Update  BC Low Carbon Fuel Standard (LCFS) price history, scroll to the Credit Market Data Section to download. ExxonMobil Global Outlook: Our view to 2050 (August 2024) Please review our disclaimer at: https://www.arcenergyinstitute.com/disclaimer/  Check us out on social media: X (Twitter): @arcenergyinst LinkedIn: @ARC Energy Research Institute Subscribe to ARC Energy Ideas Podcast Apple Podcasts  Amazon Music Spotify 

Got questions about the clean fuels industry? We've got answers! In this special mailbag episode, Donnell Rehagen, CEO of Clean Fuels, and Heather Buechter, Director of Communications, tackle your biggest questions: Does biodiesel void vehicle warranties? How does the LCFS in California impact the Midwest? What is Clean Fuels doing to reduce the Carbon Intensity (CI) score for soybeans? Tune in as we share industry insights and answer your questions with our experts.For more information, visit Clean Fuels Alliance America. To suggest topics or guests for a future episode, email us at podcasts@CleanFuels.org.

This week our guest is Doug Hooper, Director of Policy and Regulations at Advanced Biofuels Canada. Advanced Biofuels Canada is an industry association that promotes the production and use of biofuels and renewable synthetic fuels. One of the topics covered in the podcast is Canada's Clean Fuels Regulation (CFR). The policy is nearing its first anniversary after coming into effect on July 1, 2023 (Canada Day). The rule requires Canadian refiners and fuel importers to reduce the carbon intensity of the gasoline and diesel sold by about 2% annually between 2023 and 2030.  By 2030, under the rule, Canada's average gasoline and diesel fuel will be 15% less carbon intensive.  Biofuels will be a major compliance source for the new rule; emissions reductions are also expected in upstream oil and gas (for domestically consumed oil) and alternative transportation fuels, such as hydrogen and electricity.The conversation considered Canadian competitiveness with the United States for liquid biofuel production. Doug explained how the Inflation Reduction Act (IRA) of 2022 put a chill on investing in biofuel production facilities in Canada. The recent Canadian Federal Budget 2024 introduced some new measures to help close the gap, but will this be enough? Research referenced in this podcast:  The annual report from Navius Research called “Biofuels in Canada 2023”  Please review our disclaimer at: https://www.arcenergyinstitute.com/disclaimer/   Check us out on social media:  X (Twitter): @arcenergyinst LinkedIn: @ARC Energy Research Institute  Subscribe to ARC Energy Ideas Podcast Apple Podcasts Google Podcasts Amazon Music Spotify  

During his time at the California Air Resources Board, Floyd Vergara oversaw key climate change and air quality programs, including the Low Carbon Fuel Standard. Vergara, Senior Advisor to Clean Fuels, sits down with Jeff Earl, Director of State Governmental Affairs, to discuss the LCFS framework building demand for clean fuels.For more information, visit Clean Fuels Alliance America. To suggest topics or guests for a future episode, email us at podcasts@CleanFuels.org.

In this episode of Seen & Herd, we dive deep into California's Low Carbon Fuel Standards (LCFS) and their impact on dairy farmers. Paul Sousa, the Director of Environmental Services & Regulatory Affairs at Western United Dairies, discusses the origins of LCFS and the proposed amendments; we explore the evolving landscape of carbon intensity goals, credit systems, and the unique role of dairy biomethane. For questions related to LCFS, please contact Paul Sousa at paul@wudairies.com. Please subscribe for notifications of future episodes. If you have any questions about the episode, shoot us an email at podcast@wudairies.com.

Opinion: First LCFS credit prices are low, but yield no new CO2 reduction. Todd Myers reports that the tax on CO2 emissions that is part of the Climate Commitment Act will continue to be the major driver of energy prices in Washington state. https://tinyurl.com/4c3eayrw #Opinion #Columns #Commentary #ToddMyers #WashingtonPolicyCenter #ClimateCommitmentAct #CO2Emissions #EnergyPrices #CO2Reduction #WashingtonsClimatePolicy #LowCarbonFuelStandard #VancouverWa #ClarkCountyWa #ClarkCountyNews #ClarkCountyToday

Most propane used in the U.S. today is produced as a byproduct of natural gas processing and crude oil refining, which are not considered “green” technologies. However, renewable propane availability is growing. Renewable propane, like its conventional brother, is commonly made as a byproduct of other fuel production, in its case, often renewable diesel and sustainable aviation fuels (SAFs). Renewable diesel and SAF are primarily produced from plant and vegetable oils, animal fats, and used cooking oil. Renewable propane has the exact same features as conventional propane, which includes excellent reliability, portability, and power, as well as reduced carbon emissions on a per-unit-of-energy basis compared to many other fossil fuels. While the scale of renewable propane production is fairly small at present, most experts agree that it has the potential to ramp up quickly. “Looking at what we've done for the past five years is we were shipping about 40 million gallons [of renewable propane]. By the end of this year, we're going to be close to 100 million gallons, and by the end of 2024, we should be close to 200 million gallons. So, the scalability is coming up—there's more refineries coming on,” Jim Bunsey, director of commercial business development with the Propane Education & Research Council (PERC), said as a guest on The POWER Podcast. One way to judge the environmental impact of a fuel is through its carbon intensity (CI) score. The concept was brought to many peoples' attention in 2009, when the California Air Resources Board approved the state's Low Carbon Fuel Standard (LCFS) regulation. The LCFS set annual CI standards, or benchmarks, which reduce over time, for gasoline, diesel, and the fuels that replace them. CI is expressed in grams of carbon dioxide equivalent per megajoule of energy (gCO2e/MJ) provided by a fuel. CI takes into account the greenhouse gas (GHG) emissions associated with all of the steps of producing, transporting, and consuming a fuel—also known as the “complete lifecycle” of the fuel. According to Bunsey, conventional propane has a CI of about 79, but renewable propane is much lower. “We can have renewable propane having a carbon intensity of seven or up to 20.5,” he said. “There's a range—it depends on the feedstock that's available.” Notably, both conventional and renewable propane compare quite favorably to the U.S. power grid's average CI, which is about 130, according to Bunsey. While California has been a leader nationally in the push for GHG reductions, other jurisdictions are following its example. The Pacific Coast Collaborative, a regional agreement between California, Oregon, Washington, and British Columbia is one example. Over time, collaborative member LCFS programs are expected to build an integrated West Coast market for low‐carbon fuels that will create greater market pull, increased confidence for investors of low-carbon alternative fuels, and synergistic implementation and enforcement programs. Other regions of Canada and Brazil are also using California as a model to develop LCFS‐like performance standards for transportation fuels. Suppliers are also finding interest for renewable propane in the northeastern U.S. The first delivery of renewable propane in Massachusetts was received with a ceremony at the NGL Supply Wholesale Springfield terminal in West Springfield on Sept. 12. “The cost is just very slightly more than traditional propane today, but we anticipate as more of it is produced that that cost is going to come down. And if you think about the added benefit that you get by knowing you're helping the climate and helping the planet by using renewables, I think a lot of people are willing to spend just a little bit more to get that,” Leslie Anderson, president and CEO of Propane Gas Association of New England, told WWLP-22News, a western Massachusetts multimedia company.

S4E36: “Deciphering California's Regulatory Acronym Jungle" | with Paul Sousa The Skim: In this episode of the "Seen and Herd" podcast, Allison Tristao interviews Paul Sousa, the Director of Environmental Services for Western United Dairies. Here's a summary of the key points discussed: 05:00 - **Low-Use Truck Regulations**: Paul emphasizes the importance of responding promptly to California Air Resources Board (ARB) letters auditing mileage on low-use exemption trucks to avoid fines. 06:50 - **NEW Clean Truck Check**: Paul discusses the introduction of a quarterly smog check for trucks with a 14,000 GVWR and greater and the associated registration requirements, fees, and training for compliance. https://ww2.arb.ca.gov/our-work/programs/CTC 08:25 - **Low Carbon Fuel Standards (LCFS) 2023 Proposed Amendments**: Paul outlines proposed changes in LCFS, including an increase in the carbon intensity reduction target to 30% by 2030, potential impacts on dairy biomethane, and the phasing out of methane crediting for dairies starting in 2040. Impacts on California businesses are estimated at $10.4 Billion annually between 2024 and 2046. 12:43 - **Livestock Enteric Methane Emission Reduction Research Program (LEMER-RP)**: The CDFA's research program focusing on reducing methane emissions from livestock, with the Almond Board proposing a method involving fermented almond hulls. 14:43 - **Manure Methane Funding**: An update on the Manure Methane funding application period, with $21 million available for AMP and $11 million for digesters, and the importance of starting the application process early. 16:30 - **CV-SALTS History**: Paul provides a historical perspective on CV-SALTS (Central Valley Salinity Alternatives for Long-Term Sustainability), emphasizing its role in addressing salt buildup in the Central Valley and its impact on water quality regulations, particularly regarding nitrate management zones. 21:45 - **Water Quality Regulations**: Paul discusses upcoming challenges and changes in water quality regulations, highlighting the importance of implementing a whole-farm nitrogen balance and various solutions for mitigating dairy-related nitrogen impacts. 24:50 - **Funding Opportunities**: Paul mentions available funding options, such as CDFA's Dairy Plus Program, NRCS's equipment program, and funding from the Information Reduction Act, to assist dairies in aligning with changing regulations. Listeners are encouraged to reach out to Paul for further information or questions related to environmental issues in the dairy industry. Other Seen and Herd Podcast Episodes with Paul Sousa: 2022 Episodes S&H S3E43 - Environmental Policy Breakdown with Paul Sousa 2023 Episodes S&H S4E13 - The Environmental Report You've Been Waiting For | Paul Sousa S&H S4E20 - Clean Fleets, Methane Reductions, and Water Quality: Insights from the WUD Board Meeting | Paul Sousa S&H S4E26 - "Advancing Sustainable Dairy: Methane Reduction Programs for Farmers" | Paul Sousa S&H S4E30 - “Advancing Dairy Sustainability: Reducing Emissions and Improving Water Quality" | Paul Sousa S&H S4E36 - “Deciphering California's Regulatory Acronym Jungle" | with Paul Sousa Please subscribe for notifications of future episodes. For questions about this episode, please contact Allison at allison@wudairies.com or Paul at paul@wudairies.com. To learn more about Western United Dairies, visit https://westernuniteddairies.com. Click the Link to become a member, https://westernuniteddairies.com/membership Visit the Western United Dairies' Website and Social Media Platforms: Website - https://westernuniteddairies.com Instagram - https://www.instagram.com/wudairies Facebook - https://www.facebook.com/wudairies Podcast | Seen and Herd  Apple Podcast - https://podcasts.apple.com/us/podcast/seen-herd/id1508160620 Spotify - https://open.spotify.com/show/6esjAxuQ3fM8U4hfURhYt8 Western United Dairies FoundationWebsite - ⁠https://wudfoundation.com⁠

Every community across the globe produces waste. This waste can come from landfills, decomposing food, animal manure, and wastewater sludge. As this waste decomposes, it emits natural gas – primarily composed of methane, which is a naturally occurring but very potent and harmful greenhouse gas. In fact, methane is nearly 30 times more potent at trapping heat in our atmosphere than carbon dioxide. Renewable Natural Gas (RNG) projects capture this methane before it harms our environment and repurposes it to create clean and reliable energy that is used to generate electricity, power our vehicles, heat our homes, cook our food, and many other productive purposes. In this episode, Chad and Gil speak with Michael Bakas, Executive Vice President at Ameresco, a leading cleantech integrator specializing in energy efficiency and renewable energy. Michael details the various RNG production pathways and revenue streams, discusses his views on RNG market growth drivers, and makes a compelling case for the essential role of RNG in the energy transition. Links: Michael Bakas Bio Ameresco White Paper: Making Your Organization Carbon Neutral with Renewable Natural GasAmeresco White Paper: Beyond Hydrogen: Renewable Natural Gas (RNG) & Deep DecarbonizationAmeresco Case Study: BMW Landfill Gas to Energy, SCRNG CoalitionEpisode recorded May 4, 2023Email your feedback to Chad, Gil, and Hilary at climatepositive@hasi.com or tweet them to @ClimatePosiPod.

We had a great time sitting down with Zach and talking carbon! Here's a little more about the man in the show - With over 20 years of upstream experience, I specialize in CO2 EOR and CCS. As a licensed Petroleum Engineer and Chartered Financial Analyst, I possess expertise in CO2 storage, hydrogen storage, CCS MMV/MVR, Class VI permitting, 45Q, and LCFS.My skills in petrophysics, geology, geomechanics, and finance enable me to conduct conventional and unconventional oil and gas petrophysical and geological evaluations with tools like Geolog, Techlog, PETREL, and PETRA. I also have experience in geomechanics analysis (PPFG, Fault Seal, MEM, WBS, HF), reserves and economics (PHDWin, ARIES), and leadership, presentation, and public speaking.In my free time, I enjoy playing golf. If you would like to discuss CO2 EOR and CCS, petrophysics, geology, geomechanics, or finance, feel free to connect with me.

On February 15, 2023, the U.S. Senate held a hearing considering a national clean fuels program, modeled after California's state-wide Low-Carbon Fuel Standard (LCFS). The LCFS sets an annually decreasing standard of net carbon intensity (amount CO2 emissions per unit energy) for all the fuels being sold in the state. Companies that produce fuels or fuel equivalents below the carbon intensity threshold can sell low-carbon fuel credits. Companies that produce and sell fuels above the carbon intensity threshold must buy credits, thus creating a market force to encourage low-carbon fuel production and discourage carbon-intensive fuel production. Since the California LCFS standard was enacted more than a decade ago, transportation sector emissions in the state have declined by about 10% due to the program, outpacing the scheduled carbon intensity decreases. Other states and nations have taken note, with similar policies being adopted in the EU, Canada, Brazil, and Washington State and Oregon. Climate Now sat down with Colin Murphy, Deputy Director of the Policy Institute for Energy, Environment, and the Economy at University of California, Davis, to learn the details of how and why this emission reduction policy works, what impact it has had, and how energy companies are responding.Follow us on Twitter, LinkedIn, Facebook, and Instagram.Contact us at contact@climatenow.comVisit our website for all of our content and sources for each episode.

In this episode, environmental attorney Julie Cress updates host Megan Berge on new signals from the California Air Resources Board on the of future biodiesel and renewable natural gas under the Low Carbon Fuel Standards Program, which is responsible for spurring billions of dollars of clean energy investments.  More information on the Board's LCFS workshops is available on the CARB website. Please contact Julie for more information on California's LCFS program.

On this episode of NCTV17's Spotlight, host Jane Wernette is joined by: 1. Blake-Anthony Johnson from the Chicago Sinfonietta 2. Mike Bertrand and Scot Thurman from 360 Lutheran Child and Family Services 3. Tammy Cetina and Keisha Akins from CASA DuPage Naperville Community Television broadcasts on Channel 17 in Naperville, IL (Comcast & WOW!) and all our programming is available via simulcast and video on-demand at https://www.nctv17.com/ For daily local news sent to your inbox, subscribe to NCTV17 News Update: https://www.nctv17.com/subscribe/ Follow us on: https://www.facebook.com/NCTV17/ https://twitter.com/NCTV17 https://www.instagram.com/nctv17/

In this episode, host Megan Berge and Special Counsel Julie Cress review the California Air Resource Board's first steps in amending the low carbon fuel standard. Materials from the Board's first workshop on the LCFS is available through CARB. If you have questions about the LCFS, you can contact Megan Berge or Julie Cress. Julie is a returning guest from our California 101 episode, a primer on California's air regulatory regime.

The Oil and Gas sector has never been under more scrutiny than it is today. With renewable or “green” energy at the forefront of people's minds and the war in Russia creating high oil prices and a surge in gasoline prices at the pump, there are a lot of questions surrounding the carbon-based natural resources that keep our world running. Kenrick is joined by Joel MacLeod, Chairman and Chief Executive Officer at Tidewater Midstream and Tidewater Renewables to unpack the many complexities of the oil and gas industry. They talk about the midstream business, break down some key industry terms like API gravity, LCFS, Carbon capture and Liquified Natural Gas (LNG), and explore Joel's thoughts regarding the global energy markets as a whole. They also discuss the future of coal, oil, gasoline prices, and how renewable diesel could help fill a notable void in the transportation fuel markets. Finally, there is an interesting discussion about the role of methane - yes, cow gas! - and the value proposition of collecting cow manure and converting it into Renewable Natural Gas.RESOURCES:- SHORT-TERM ENERGY OUTLOOK- The next shock?- Drowning in oil- Lower For Shorter? Looking Back At The 1997-1999 Oil Price Downturn- Column: U.S. diesel stocks set to fall critically low---Stocks Not Sports is a podcast brought to you by INFOR Financial Group. We talk about investment ideas in the same casual way we talk about sports. If you're a fan of the podcast, don't forget to subscribe, rate and review!DISCLAIMER: This podcast is not to be taken as investment advice and participants or employees of INFOR Financial group may own securities discussed in this podcast. While we love all of our guests, this podcast may contain forward looking statements, investment opinions and comments that we DO NOT agree with AT ALL! Find more information about INFOR Financial at https://inforfg.com/ or follow us on LinkedIn.

We often wonder why and how deals leak... and I can imagine many of you wonder the same. Today, we were excited to host the Abernathy MacGregor team to hear their insights on a few topics including the predictability of deal leaks and employee activism. Joining us today are Sydney Isaacs, Managing Director and Head of the Houston Office along with Blair Hennessy, Managing Director based out of Abernathy's New York office. Sydney and Blair were wonderful guests and we had a really great discussion!We kick off the episode with some background on Abernathy MacGregor and how they help their clients navigate complex situations with communications, engagement and advocacy expertise. One topic their team has focused on is employee activism and its developing role in M&A. We discussed the debate many companies have on what social topics they should touch on and how employees are driving change. As you will hear, Blair walked us through advising an M&A client through a deal, how they can best prepare for the deal to leak and the best scenarios for addressing stakeholders when it inevitably happens. Their data is striking on how often deals leak and the the patterns across sectors, seasons or deal size.​​​​To start the show, Mike Bradley shared a few slides showing the US and ECB balance sheets to debt ratio and touched on the OPEC+ meeting taking place later this week. Matt Portillo had a new update from TPH Research on the LCFS market as well as an auto sector earnings update. Craig Webster joined during a busy ESG week with his thoughts around COP26 and the recent proposal to limit methane emissions from oil and gas production. Colin Fenton took us all back to school and examined global oil demand projections.----------Copyright 2021, Tudor, Pickering, Holt & Co. The information contained in this update is based on sources considered to be reliable but is not represented to be complete and its accuracy is not guaranteed. This update is designed to provide market commentary only. This update does not constitute an offer to sell or a solicitation of an offer to buy any securities. Nothing contained in this update is intended to be a recommendation of a specific security or company nor is any of the information contained herein intended to constitute an analysis of any company or security reasonably sufficient to form the basis for any investment decision. Past performance is not indicative of future results. Tudor, Pickering, Holt & Co., and its officers, directors, shareholders, employees and affiliates and members of their families may have positions in any securities mentioned and may buy or sell such securities before, after or concurrently with the publication of this update. In some instances, such investments may be inconsistent with the views expressed herein. Tudor, Pickering, Holt & Co. may, from time to time, perform or solicit investment banking or other services for or from a company, person or entities mentioned in this update. Additional important disclosures, including disclosures regarding companies covered by TPH's research department, may be found at www.tphco.com/Disclosure. Tudor, Pickering, Holt & Co. (TPH) is the global brand name for Tudor, Pickering, Holt & Co. Securities, LLC, Tudor, Pickering, Holt & Co. Securities – Canada, ULC, Perella Weinberg Partners LP, and their affiliates worldwide. Institutional Communication Only. Under FINRA Rule 2210, this communication is deemed institutional sales material and it is not meant for distribution to retail investors. Recipients should not forward this communication to a retail investor.

We are very excited to share this edition of "COBT On the Road" from Van Horn, Texas! This week, we had the amazing opportunity to continue our exploration of space endeavors throughout Texas with a visit to Blue Origin. As part of our behind the scenes visit, we heard the Blue Origin team describe their mission to “build a road to space, step by step ferociously." Our travel squad this week included our good friend Tim Kopra, Former Astronaut and Vice President of Robotics and Space Operations at MDA, Mike Bradley, Managing Director, Capital Solutions at TPH, Harvin Moore, Principal of Frontera Technology Ventures, and Gary Morris, Senior Advisor at TPH with our Energy Technology team. It was an extraordinary visit. Seeing people doing what some would have said was impossible not long ago is tremendously inspiring. The people at Blue Origin are world class and could not have been nicer hosts. In addition to our Blue Origin facility tour we also went into Van Horn and had a great local lunch. The opportunities and the challenges in Van Horn are not unlike those we encountered in Brownsville when we saw SpaceX. One of the key takeaways from both visits is it's important to see what's happening as a launch pad to an entirely new industry, and not just near term experimentation. What all of this could look like in ten years (just to pick a date) truly blows the mind. We at TPH are having a ton of fun thinking about all the possibilities and hope you are too. As you will hear, we kicked off with today's market update segment with the COBT crew: Colin Fenton joined live from New York (fittingly from a cab) and shared some of the events taking place this week in the city including Climate Week and Biden's address to the UN. ​​​​Mike Bradley touched on inflation trends and passed it to Matt Portillo who had a number of updates including TPH's RNG Conference last week, the LCFS market, the recent TPH Research Capital Allocation piece and getting back on the road with TPH Research.Visiting Blue Origin was certainly an exciting opportunity for us, but nothing nearly as exciting as the opportunities that the new space race presents to all of us. We hope you enjoy it as much as we do!----------Copyright 2021, Tudor, Pickering, Holt & Co. The information contained in this update is based on sources considered to be reliable but is not represented to be complete and its accuracy is not guaranteed. This update is designed to provide market commentary only. This update does not constitute an offer to sell or a solicitation of an offer to buy any securities. Nothing contained in this update is intended to be a recommendation of a specific security or company nor is any of the information contained herein intended to constitute an analysis of any company or security reasonably sufficient to form the basis for any investment decision. Past performance is not indicative of future results. Tudor, Pickering, Holt & Co., and its officers, directors, shareholders, employees and affiliates and members of their families may have positions in any securities mentioned and may buy or sell such securities before, after or concurrently with the publication of this update. In some instances, such investments may be inconsistent with the views expressed herein. Tudor, Pickering, Holt & Co. may, from time to time, perform or solicit investment banking or other services for or from a company, person or entities mentioned in this update. Additional important disclosures, including disclosures regarding companies covered by TPH's research department, may be found at www.tphco.com/Disclosure. Tudor, Pickering, Holt & Co. (TPH) is the global brand name for Tudor, Pickering, Holt & Co. Securities, LLC, Tudor, Pickering, Holt & Co. Securities – Canada, ULC, Perella Weinberg Partners LP, and their affiliates worldwide. Institutional Communication Only. Under FINRA Rule 2210, this

There is probably no single issue in today's fuel markets that perplexes and challenges fuel buyers and sellers more than Carbon reduction initiatives – also known as LCFS (low carbon fuel standard). Not only does this affect refiners and fuel distributors, but it also has a big impact on the price at the rack, and at the retail level. Both rack and retail prices have a huge effect on carrier's fuel prices. To break down and explain clearly how all these regulations work, we've brought on Megan Boutwell, COO of Stillwater Associates, one of the most respected experts in the field of LCFS and emissions reductions. Megan knows the huge impact of this, and has the ability to break it down and explain it clearly and simply. She is joined by Director of FreightWaves Academy Scott Berhang.Follow FreightWaves on Apple PodcastsFollow FreightWaves on SpotifyMore FreightWaves Podcasts

There is probably no single issue in today's fuel markets that perplexes and challenges fuel buyers and sellers more than Carbon reduction initiatives – also known as LCFS (low carbon fuel standard). Not only does this affect refiners and fuel distributors, but it also has a big impact on the price at the rack, and at the retail level. Both rack and retail prices have a huge effect on carrier's fuel prices. To break down and explain clearly how all these regulations work, we've brought on Megan Boutwell, COO of Stillwater Associates, one of the most respected experts in the field of LCFS and emissions reductions. Megan knows the huge impact of this, and has the ability to break it down and explain it clearly and simply. She is joined by Director of FreightWaves Academy Scott Berhang.Follow FreightWaves on Apple PodcastsFollow FreightWaves on SpotifyMore FreightWaves Podcasts

This episode is part of our transportation sector series. Chris Miller, of AJW consulting group, joins Partner Megan Berge to discuss the future of state and national fuels programs. Chris represents a bi-partisan coalition supporting the promulgation of a nationwide low carbon fuel standard.  If you would like more information regarding LCFS programs, please contact host Megan Berge.

Renewable diesel and biodiesel are both eligible for low-carbon fuel standard (LCFS) programs. What's the difference between the two? Here's a primer.

Renewable diesel and biodiesel are both eligible for low-carbon fuel standard (LCFS) programs. What's the difference between the two? Here's a primer.

This fourth and final episode will discuss updates in environmental market programs at the federal and state level.  Over the coming weeks we will be discussing growth in the US environmental markets including the new NOx allowance program, expansion of cap-and-trade programs, expansion of LCFS programs, and an update on renewable energy certificates.  In this fourth episode, Michael Ball and Patrick Zemanek, break down the impacts of various environmental market programs at the federal and state level due to Biden's infrastructure plan and other legislation across the country.

This third episode in a new mini-series will discuss growth in low carbon fuel standards programs  across the US and Canada. Over the coming weeks we will be discussing growth in the US environmental markets including the new NOx allowance program, expansion of cap-and-trade programs, expansion of LCFS programs, and an update on renewable energy certificates. In this third episode, Jessica Dell and Elliott Blackburn break down the expansion of low carbon fuel standards (LCFS) programs across North America as more states and regions look to cut the carbon intensity of the transportation pool. 

This second episode in a new mini-series will discuss the expanding cap-and-trade programs across the US. Over the coming weeks we will be discussing growth in the US environmental markets including the new NOx allowance program, expansion of cap-and-trade programs, expansion of LCFS programs, and an update on renewable energy certificates. In this second episode, Michael Ball and Julia Martinez break down the new cap-and-trade programs coming online in Washington State, Oregon and the east coast. They will also provide a view into changes to come for the cap-and-trade program in California.

This first episode in a new mini-series will take a deep dive into the NOx market and changes coming this summer.  Over the coming weeks we will be discussing growth in the US environmental markets including the new NOx allowance program, expansion of cap-and-trade programs, expansion of LCFS programs, and an update on renewable energy certificates. In this first episode, Jessica Dell and Michael Ball break down the new NOx allowance program including market trends, pricing and more.  Related Links Learn more about the Argus seasonal NOx allowance price assessments The Argus Energy Transition hub Argus Air Daily Other Argus podcast episodes

The Canadian Clean Fuel Standard (CFS) will come into force next year with the objective of lowering the carbon intensity of fuels, such as gasoline and diesel. This week David Schick, Western Canadian Vice President from the Canadian Fuels Association joins the podcast to talk about the future, including learnings from British Columbia’s Low Carbon […] The post Full Tank of Opportunity: The Future of Canadian Fuels first appeared on ARC Energy Research Institute.

K&L Gates San Francisco partner Buck Endemann discusses with Hydrogen Rising host David Wochner the state-of-play for hydrogen in the Golden State, including a discussion about Governor Gavin Newsom’s recent budget proposal and the opportunities for hydrogen under the state’s Low Carbon Fuel Standard (LCFS).

Dean Taylor has over three decades in the electric transportation area with a focus on regulatory and legislative affairs, external engagement and business and strategy development. After retiring from Southern California Edison he’s become an independent consultant for many EV organizations. Newsom’s Executive Order: https://www.gov.ca.gov/wp-content/uploads/2020/09/9.23.20-EO-N-79-20-Climate.pdf Dean’s LCFS webinar presentation: https://www.youtube.com/watch?v=4eRrZAqaOHk&feature=youtu.be&t=1040

In this episode, Pastor Daron chats with Sven Schumacher and Brady Gurganious from Lutheran Child and Family Services. LCFS has been providing programs of compassionate care and counsel to those in our community who need it most. Founded as an orphanage, LCFS has evolved throughout the years to meet the needs of the community. Today, our services include a licensed Residential Treatment Facility that specializes in the care and treatment of children who exhibit behavioral or emotional impairments, a residential treatment program for girls who have been victims of human trafficking, and Trinity House Independent Living Group Home, for young men who are transitioning from the Foster system to the real world.  LCFS is a non-profit partner of ActivateIndy.com that provides turnkey opportunities for you to volunteer with your family, small group, or work. Get involved today!

Today’s guest is Steve Oldham, CEO of Carbon Engineering. Founded in 2009, CE is a Canadian-based clean energy company leading the commercialization of groundbreaking technology that captures CO₂ directly from the atmosphere, and a second technology that synthesizes it into clean, affordable transportation fuels. From a pilot plant in Squamish, B.C., CE has been removing CO₂ from the atmosphere since 2015 and converting it into fuels since 2017. Steve brings more than 20 years of executive experience to CE’s team, stemming from previous roles in technology, robotics, and aerospace sectors. Steve served as Senior Vice President, Strategic Business Development for MDA, a leading Canadian technology firm. At MDA, Steve held a variety of senior executive positions across Canada and the US, covering General Management, Business Development, and Strategy. He has secured financing from Government and commercial sources for a variety of complex technologies, including several large satellite programs. Steve holds a bachelor of science degree in Mathematics and Computer Science from the University of Birmingham in England. In today’s episode, we cover: Overview of direct air capture and how it works Progress to date, long vision, and what is coming next Cost drivers, and go to market strategy Discussion about carbon math and why carbon removal is so important Discussion on 45Q tax credits, LCFS credits, what they are and why they matter Discussion around price on carbon, whether it is essential, and why it may make sense to distinguish legacy carbon removal from removal at point of emission and also why incentives may make sense based on carbon intensity Discussion about enhanced oil recovery vs pure CO2 removal services, and Carbon Engineerings short and longterm plans Discussion around historic role of big hydrocarbon companies, role going forward, and how important they are to the equation Discussion around CE and how they are working with some of the big hydrocarbon companies, and the nature of those relationships CE’s licensing model, profile of partners to take into other parts of the world What policy initiatives Steve finds to be most impactful Steve’s advice for others trying to find their lane in the climate fight Links to topics discussed in this episode: Carbon Engineering: https://carbonengineering.com/ Chevron: https://www.chevron.com/ Occidental Petroleum: https://www.oxy.com/aboutOccidental/Pages/default.aspx BHP: https://www.bhp.com/ Jim McDermott: https://www.linkedin.com/in/jamesacmcdermott/ Direct air capture: https://en.wikipedia.org/wiki/Direct_air_capture 45Q: https://uscode.house.gov/view.xhtml?req=(title:26%20section:45Q%20edition:prelim) California Low Carbon Fuel Standard: https://ww3.arb.ca.gov/fuels/lcfs/lcfs.htm You can find me on twitter @jjacobs22 or @mcjpod and email at info@myclimatejourney.co, where I encourage you to share your feedback on episodes and suggestions for future topics or guests. Enjoy the show!

LCFS programs are intended to reduce emissions of greenhouse gases by lowering the average carbon intensity of transportation fuels used in a given geographical area. What effects could such programs have on consumers and other end users? Hosted by: John Eichberger, Executive Director, Fuels Institute and Donovan Woods, Director of Operations, Fuels Institute

Recently, I spoke with Sam Wade, Chief of the Transportation Fuel Branch of the California The post #18. Sam Wade of CARB: We're Excited about the Progress We've Made with the LCFS appeared first on Transport Energy Strategies.

Plenty of artists have penned songs about California - from Tupac to the Beach Boys to Katy Perry. But the one aspect of California that every singer seems to leave out is its Low Carbon Fuel Standard, a potentially game-changing program to clean up transportation fuels. LCFS credits have spiked in...

In this Episode of the Hangar Deck Podcast, the team discusses our Boeing 747-400 Cargo Aircraft with Pilot Brian Mills.      The Boeing 747-400 is a major development and the best-selling model of the Boeing 747 family of jet airliners. While retaining the four-engine wide-body layout of its predecessors, the 747-400 embodies numerous technological and structural changes to produce a more efficient airframe. Its most distinguishing features versus preceding 747 models are 6-foot (1.8 m) winglets mounted on 6-foot (1.8 m) wing tip extensions, which are found on all 747-400s except for Japanese domestic market versions.   The 747-400 is equipped with a two-crew glass cockpit, which dispenses with the need for a flight engineer, along with more fuel-efficient engines, an optional fuel tank in the horizontal stabilizer, and revised fuselage/wing fairings. The aircraft also features an all-new interior with upgraded in-flight entertainment architecture. As on the 747-300, passenger variants include a stretched upper deck as standard. The model has a maximum capacity of 660 passengers with the 747-400D variant, and can fly non-stop for up to 7,670 nautical miles (14,200 km) with maximum payload, depending on model.   Northwest Airlines first placed the 747-400 in commercial service in February 9, 1989. The 747-400 was produced in passenger (−400), freighter (−400F), combi (−400M), domestic (−400D), extended range passenger (−400ER) and extended range freighter (−400ERF) versions. The 747-400 is the second-most recent version of the Boeing 747 aircraft family, having been superseded by the more economical and advanced Boeing 747-8. The last −400 model was delivered in December 2009.   As many 747-400s are now more than 20 years old, airlines are beginning to replace them. Airlines using the 747-400 have accelerated its retirement (as at 2015) and are replacing the model with more fuel efficient aircraft. The 747-400's leasing, resale and salvage value has dropped steeply because it is relatively expensive to operate. In most cases, it is being replaced with wide-body twin-engine aircraft like B777 or A330. The change in emphasis from hub and spoke operations to point-to-point flights has also reduced the need for jumbo jets. For example, Delta Airlines has reduced the number of flights it operates from the United States to Narita International Airport that are intended to transfer passengers to other destinations in Asia. Instead, Delta will utilize twin-engine widebody aircraft operating from an expanded hub at Seattle-Tacoma International Airport. Total capacity will be cut, but consequentially load factors will increase. In April 2015, Delta announced it would accelerate the retirement of its 747-400 aircraft and replace them either with Airbus A330 aircraft reassigned from cancelled international runs, or with new Airbus A350 aircraft now on order. That will leave just six 747s flying for the airline in 2015. Delta could not keep the 747s full without deeply discounting ticket prices; the discounts and increased maintenance required of a four-engine aircraft led to a drag on profits. Moreover, economic weakness in air cargo markets has slowed demand for cargo conversions. Since the cost of replacing a 747-400 is high (an airline must purchase or lease another wide-body), some operators choose to fly the 747-400 to the conclusion of its accepted useful life and then scrap it. The current parts resale value for this aircraft has been reduced to its engines. Several airlines have retired their 747-400 from the trans-pacific market. Remaining operators in 2014 include Qantas, British Airways and United. United is retaining its 23 747-400s for now, but the airline's deployment of them also reflects a change in emphasis from Asian hubs to domestic hubs, meaning that it will have more direct flights from the United States to secondary Asian market cities. This may reduce the need for jumbo jets.     747-400     Boeing 747-400 of Singapore Airlines, the type's first international operator   The original variant of the redesigned 747, the 747-400 debuted an increased wingspan, winglets, revised engines, and a glass cockpit which removed the need for a flight engineer. The type also featured the stretched upper deck (SUD) introduced with the 747-300. The passenger model formed the bulk of 747-400s sold, and 442 were built.   In 1989, a Qantas 747-400 flew non-stop from London to Sydney, a distance of 9,720 nmi (11,190 mi, 18,001 km), in 20 hours and 9 minutes to set a commercial aircraft world distance record. As of 2014, this is the fastest heavyweight flight between London and Sydney. This was a delivery flight with no commercial passengers or freight on board. During testing, the first 747-400 built also set a world record for the heaviest airliner takeoff on June 27, 1988, on a flight to simulate heavy-weight stalls. The flight had a takeoff weight of 892,450 pounds (404,810 kg), and in order to satisfy Fédération Aéronautique Internationale regulations, the aircraft climbed to a height of 6,562 feet (2,000 m).   747-400F     Cargolux 747-400F with nose door open.   The 747-400F (Freighter) is an all freight version of the 747-400. While using the updated systems and wing design of the passenger versions, it features the original short upper deck found on the classic 747s in order to save weight. The model's first flight was on May 4, 1993, and it entered service with Cargolux on November 17, 1993. Major customers included Atlas Air, Cargolux, China Airlines, Korean Air, Nippon Cargo Airlines, Polar Air Cargo, and Singapore Airlines. The −400F can be easily distinguished from the passenger −400 by its shorter upper-deck hump and lack of windows along the main deck.   The 747-400F has a main deck nose door and a mechanized cargo handling system. The nose door swings up so that pallets or containers up to 40 ft (12 m) can be loaded straight in on motor-driven rollers. An optional main deck side cargo door (like the 747-400M (Combi)) allows loading of dimensionally taller cargo modules. A lower deck ("belly") side door allows loading of unit load devices (ULD) up to 1,63 m height. Boeing delivered 126 Boeing 747-400F aircraft with no unfilled orders as of November 2009.[2] The last −400F was delivered to Nippon Cargo Airlines on August 2, 2008.   747-400M     A KLM Boeing 747-400 Combi, on short final to JFK Airport in New York City   The 747-400M (a passenger/freight or "Combi" variant) first flew on June 30, 1989 and entered service with KLM on September 12, 1989. Based on the successful Combi versions of the Classic 747s, the −400M has a large cargo door fitted to the rear of the fuselage for freight loading to the aft main deck cargo hold. A locked partition separates the cargo area from the forward passenger cabin, and the −400M also features additional fire protection, a strengthened main deck floor, a roller-conveyor system, and passenger-to-cargo conversion equipment. The last 747-400M was delivered to KLM on April 10, 2002.   747-400D     Japan Airlines Boeing 747-400D at Tokyo International Airport   The 747-400D (Domestic) is a high density seating model developed for short-haul, high-volume domestic Japanese flights. This model is capable of seating a maximum of 568 passengers in a two-class configuration or 660 passengers in a single-class configuration.   The −400D lacks the wingtip extensions and winglets included on other variants. Winglets would provide minimal benefits on short-haul routes, while adding extra weight and cost. The −400D may be converted to the long range version if needed. The 747-400D can be distinguished from the otherwise similar-looking 747-300 by the extra windows on the upper deck. These allow for extra seating at the rear of the upper deck, where a galley would normally be situated on longer flights. In total, 19 of the type were built, with the last example delivered to All Nippon Airways on February 11, 1996. This variant was retired with ANA retiring their last 747 on March 31, 2014.   747-400ER   The 747-400ER (Extended Range) was launched on November 28, 2000 following an order by Qantas for six aircraft. The model was commonly referred to as the '910k' signifying its maximum weight achieved via structural modifications and modified landing gear. This was the only order for the passenger version, chosen by Qantas to allow for full loads between Melbourne and Los Angeles, particularly in the western direction. The −400ER can fly 500 miles (805 km) further, or carry 15,000 lb (6,800 kg) more freight. The first 747-400ER was used as a test flight airplane and painted in Boeing colours, registration N747ER. Qantas received the first delivery of a 747−400ER Registration VH-OEF on October 31, 2002; this was the second airplane built. The flight test airplane was refurbished and delivered in Qantas livery. The 747-400ER included the option of one or two additional 3,240 US gallon body fuel tanks in the forward cargo hold, but no customers ordered the tanks. Manufactured by Marshall Aerospace, these tanks utilized metal to metal honeycomb-bonded technology to achieve a high fuel volume-to-dry weight ratio. The tanks featured a double wall, integrated venting system, and achieve fuel control via a modified Fuel System Management Card (FSMC) which optimizes fuel transfer into the Center Wing Tank (CWT) in flight along with the fuel transfer from the Horizontal Stabiliser Tank (HST). The tank is removable using tooling that interfaces with the cargo loading system. Similar technology has been used by Marshall in the development of body fuel tanks for the Boeing 777-200LR and Boeing P-8A Poseidon. Other changes to the 747-400ER include relocation of oxygen system components and the potable water system tanks and pumps since the body fuel tanks prevent access to the standard locations.   747-400ERF     KLM Boeing 747-400ERF at Schiphol International Airport   The 747-400ERF (747-400ER Freighter) is the freight version of the −400ER, launched on April 30, 2001.[17] The 747-400ERF is similar to the 747-400F, except for increased gross weight capability which allows it to carry more cargo weight. Unlike the 747-400ER, no customers ordered the optional body fuel tanks (cargo compartment fuel tanks). The 747-400ERF has a maximum takeoff weight of 910,000 pounds (412,769 kg) and a maximum payload of 248,600 pounds (112,760 kg). It offers cargo airlines the choice of either adding 22,000 pounds (9,980 kg) more payload than other 747-400 freighter variants, or adding 525 nautical miles (972 km) to the maximum range.   The -400ERF has a range of 5,700 miles (9,200 km) with maximum payload, about 326 miles (525 km) farther than the standard 747-400 freighter, and has a strengthened fuselage, landing gear, and parts of its wing, along with new, larger tires. The first −400ERF was delivered to Air France (via ILFC) on October 17, 2002. Boeing has delivered 40 Boeing 747-400ERFs with no outstanding orders as of 2009. The last 747-400 was a −400ERF delivered on December 22, 2009 to Kalitta Air. The new 747-8 Freighter has more payload capacity, but less range than the 747-400ERF.   747-400 Boeing Converted Freighter   The 747-400BCF (Boeing Converted Freighter), formerly known as the 747-400SF (Special Freighter), is a conversion program for standard passenger 747-400s. The project was launched in 2004 and will be done by approved contractors such as TAECO, KAL Aerospace and SIA Engineering. The first Boeing 747-400BCF was redelivered to Cathay Pacific Cargo and entered service on December 19, 2005. This kind of converting procedure is located at Xiamen Gaoqi International Airport in China.   The 747-400BDSF (Bedek Special Freighter) is another converted version freighter by Israel Aerospace Industries (IAI). The first 747-400BDSF was redelivered to Air China Cargo.[citation needed] EVA Air's several Boeing 747-45EM planes have been converted as BDSF model after retiring from passenger service upon the delivery of Boeing 777-300ER planes. This kind of converting procedure is located at Ben Gurion International Airport in Tel Aviv, Israel.   Neither the 747-400BCF nor the 747-400BDSF have a nose cargo door; freight can only be loaded through the side cargo door.   747 Large Cargo Freighter   Main article: Boeing 747 Large Cargo Freighter     Boeing 747 Large Cargo Freighter at Chūbu Centrair International Airport, Japan   Boeing announced in October 2003 that, because of the amount of time involved with marine shipping, air transport would be the primary method of transporting parts for the Boeing 787 Dreamliner. Pre-owned passenger 747-400 aircraft have been converted into an outsize, "Large Cargo Freighter" (LCF) configuration to ferry sub-assemblies to Everett, Washington for final assembly. The LCF has a bulging fuselage similar to that of the Aero Spacelines Super Guppy or Airbus Beluga cargo aircraft.   The conversion, designed by Boeing engineers from Puget Sound, Moscow and Canoga Park, Cal., and Gamesa Aeronáutica in Spain, was carried out in Taiwan by a subsidiary of the Evergreen Group. Boeing purchased four second-hand aircraft and had them all converted; the fourth and final LCF took its first flight in January 2010. Delivery times are as low as a day using the 747 LCF, compared to up to 30 days for deliveries by ship. The LCF has the largest cargo hold of any aircraft and can hold three times the volume of a 747-400F freighter. The LCF is not a Boeing production model and has not been offered for sale to any customers. The LCFs are intended for Boeing's exclusive use. In this Episode, Pitchlock Pete's panel of Aviation Contributers included Fast Eddie Raging Rick, and our special Guest Mr. Brian Mills. We would like to thank our listeners for the continued support on our adventure.  The team has reached a milestone of over 7,000 downloads and continue to grow our shows and audience.  If you would like to be a guest on The Hangar Deck Podcast, contact us at Pitchlockpete@thehangardeck.com.  We continue to strive to bring our listeners a great and fun listening experience.    

Not sure what happened to our production quality this time. It's still watch/listenable, but you're warned. Giving up Christianity for Lent? Praying for test scores Robert Schuller says, "Don't ask, don't tell" Saints…preserve them And when is a charity not charitable?

Not sure what happened to our production quality this time. It's still watch/listenable, but you're warned. Giving up Christianity for Lent? Praying for test scores Robert Schuller says, "Don't ask, don't tell" Saints…preserve them And when is a charity not charitable?

Dale is excited about his new iOS app. Can the unbaptized take Communion? What about dogs? Foster Parenting and sexuality revisited Congress examines Islam Heaven is for Real!

Dale is excited about his new iOS app. Can the unbaptized take Communion? What about dogs? Foster Parenting and sexuality revisited Congress examines Islam Heaven is for Real!