It seems that every day this magazine is in production, something changes policywise. Just this week, we’ve seen lots of movement with the release of President Trump’s proposed “big, beautiful bill” and its potential 45Z implications, as well as the U.S. EPA’s delivery of two Renewable Fuel Standard rulemakings to the White House Office of Management and Budget. One of those rulings for the 2026 renewable volume obligations and purportedly “also contains several regulatory changes to the RFS program intended to improve the program’s implementation.” I haven’t yet come across any speculation as to what these changes are, but rumors allege that the renewable volume obligation proposal for biomass-based diesel will not be set at the industry’s ask of 5.25 billion gallons, but short of that. It’s expected we’ll know in late May or early June, so the waiting game continues. In any case, I’ve had to make some updates to feature article “Ready to Bounce Back” on page 14, and I wouldn’t be surprised at all if by the time this magazine hits desks, even more has changed. The policy pieces that the industry has been waiting for are long overdue, so these movements are very welcome. My main interview for this article was with Grant Kimberley of the Iowa Biodiesel Board and Iowa Soybean Association. Iowa has the most biodiesel plants of all the states at 10, with a collective production capacity at 416 MMgy. In the article, he discusses the impact that policy inaction has had on Iowa’s biodiesel industry, and what is needed overall to get back to a healthy state. In particular, he emphasizes the critical impact of strong RVOs. “All indications from experts and marketplace are that a strong RVO would reset the RFS in a very positive way, strengthen RIN prices and be a huge boom to the marketplace,” Kimberley says. Changing gears a bit, our page-21 feature shifts the focus to Canada. In “Fueling Canadian Decarbonization,” associate editor Katie Schroeder takes a deep dive into the Canadian biofuel sector—what it looks like and where it’s headed, the policy and incentives available (and needed) to help with the buildout, and how the United States’ biofuel policy has impacted development there.&nbsp; Finally, we’re about three weeks out from the International Fuel Ethanol Workshop being held in &nbsp;Omaha, Nebraska, June 10-12. Being held in conjunction with that is the Sustainable Fuels Summit, which is focused solely on biodiesel, renewable diesel and sustainable aviation fuel. It’s great timing to connect with stakeholders and learn about the impacts impending policy could or will have on the industry, among many other things. If you’re a biofuel producer, your pass is complimentary—register at fuelethanolworkshop.com.Author: Anna Simet Director of Content &amp; Senior Editor Biodiesel Magazine

2025-05-22 - All Eyes on Policy (Biodiesel Magazine)

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Editor's note from the Summer 2025 issue of Biodiesel Magazine

All Eyes on Policy

In 2024, the U.S. biodiesel, renewable diesel and sustainable aviation fuel (SAF) industry achieved record production. A new report, “Economic Impact of Biodiesel on the U.S. Economy 2024,” shows that the industry’s rapid growth also generated a record economic impact. The industry supported 107,400 American jobs and $42.4 billion in domestic economic activity.&nbsp;The total economic impact was nearly double the figure from Clean Fuels’ previous study in 2022. That’s no surprise, since U.S. production capacity doubled between 2022 and today. Nationwide in 2024, availability of biomass-based diesel—including biodiesel, renewable diesel, renewable jet and heating oil—topped 5.1 billion gallons, meeting more than 9% of fuel demand for heavy-duty, on-road transportation. &nbsp;The industry—both fuel producers and soybean processors—invested billions to sustain this growth.Nevertheless, the industry is facing policy uncertainty that threatens those investments and jobs. While market demand and potential for clean fuels continues to grow—with rail, marine heating, and aviation interest strong and growing—many producers are currently shut down and laying off workers.To bolster market certainty and resume growth, Clean Fuels advocated that the U.S. EPA make a step change in the Renewable Fuel Standard volumes for 2026 and 2027, asking for an increase of the biomass-based diesel (BBD) volume to 5.25 billion gallons in 2026. That’s 1.9 billion gallons higher than the 2025 volumes. And the industry asked for continued growth, with BBD volumes raised to 5.75 billion gallons for 2027.In April, Clean Fuels launched a six-figure advertising campaign to back up the industry’s advocacy efforts and build support for a timely bump in BBD volumes. The campaign was designed to highlight for policymakers the unified, industrywide agreement on the request.&nbsp;Earlier, in March, along with farm and feedstock groups, Clean Fuels sent a letter asking the EPA to set 2026 biomass-based diesel (BBD) volumes at 5.25 billion gallons. Later that month, Clean Fuels, the American Petroleum Institute, American Soybean Association, National Oilseed Processors Association, and ethanol trade groups met with EPA to present agreed upon volumes for the 2026 rule, including the 5.25-billion-gallon BBD volume.The group of stakeholders agree that U.S. biomass-based diesel capacity of roughly 6.5 billion gallons is more than sufficient to meet the increase in RFS volumes. Much of the existing capacity is underutilized. The stakeholders also point to projections from the U.S. Energy Information Administration that demand will reach 5.5 billion gallons in 2026, and capacity will continue to grow to 7.3 billion gallons.The stakeholders further agreed that the feedstocks to produce the volumes in America are available. According to an analysis by S&amp;P Global on behalf of NOPA, the soybean processing industry invested more than $6 billion to expand or build 20 crush facilities across 10 Midwest states. The investments will support 1.4 billion additional gallons of U.S. production by 2030, with enough capacity coming online by 2026 to support the 5.25-billion-gallon goal.The U.S. biodiesel and renewable diesel industry used more than 1 billion pounds of domestic soybean oil each month throughout 2024—an increase of 15% since 2022. Biodiesel and renewable diesel production support $1.10 in value for every bushel of soybeans grown in the U.S. Demand for 5.25 billion gallons of biomass-based diesel will create a value-added market for more than 50 billion pounds of fats and oils each year. If the trend for policy during the next several years is for domestic feedstocks and domestic production, then our industry is going to create a lot of new demand for U.S. agriculture and biomass production.For our industry to follow through and make good on the investments and growth of the past few years—and to get American biodiesel workers back to producing much-needed fuel—we need stable policy that enables us to coordinate production growth with feedstock supplies and innovation. An appropriate step upward in the RFS program is a great start.Author: Paul Winters&nbsp;&nbsp; Director, Public Affairs and Federal Communications&nbsp;&nbsp; Clean Fuels Alliance America&nbsp; &nbsp;

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Reestablishing Policy Certainty

In late December, Western Dubuque Biodiesel in Farley, Iowa, announced that it had paused production. The 35 MMgy facility, built in 2005, has been vocal regarding the impact that the expired blender’s credit, vague guidance surrounding its replacement—the 45Z Clean Fuel Production Credit—and the long-delayed Renewable Fuel Standard renewable volume obligations, to name the core challenges. &nbsp;“Had we continued running, we would have been losing anywhere from 30 cents to 50 cents per gallon,” said Tom Brooks, general manager of Western Dubuque Biodiesel, per the Iowa Biodiesel Board. &nbsp;“The economics simply do not favor running, and without clear policy direction, we can’t make sound business decisions.”Other plants, too, have been plagued by these issues and volatile market conditions, and forced to implement similar measures—eight months before then, in March 2024, Chevron announced that would idle two biodiesel plants in Ralston, Iowa, (30 MMgy) and Madison, Wisconsin, (20 MMgy) citing poor market conditions.&nbsp;According to FastMarkets, a biodiesel production survey performed during the week ending March 14 revealed “that only about 38% of biodiesel capacity was being used, with an additional 122 MMgy entering the start-up phase of production.”&nbsp;For these plants, decisions regarding operational status aren’t made lightly, and they’ll hang on as long as they can before shutting down completely, says Grant Kimberley, executive director of the Iowa Biodiesel Board and senior director of market development &nbsp;at the Iowa Soybean Association. Iowa is home to 10 biodiesel plants with a collective capacity upward of 415 MMgy. &nbsp;“The decisions these plants make might be, ‘Well, I still can’t make money, but I may not lose as much by running a little bit,’ because sometimes, they’re better off running at lower rates,” Kimberley says. “They can only do that for so long, but if they can run to cover variable costs for a while, sometimes that’s a better business decision than not running at all. When things are so far out of whack like they were the whole winter, though, it got to the point where some couldn’t run at all.”Kimberley remains optimistic the tide will soon turn. “I think the market has started to turn a little bit … just the rumors alone help with RIN values and some other things—there might be an opportunity here pretty soon for some people to start doing a little bit [more.]”&nbsp;D4 RIN prices have been volatile over the past few years, sinking 72.3% from January 2023 to January 2024, according to an S&amp;P Global report, and they have struggled to rebound. The industry produced 1.2 billion gallons above the 2023 biomass-based diesel RVO, according to S&amp;P, primarily due to a surge and subsequent oversupply of renewable diesel production. As for this year, U.S. EPA data shows D4 RINs hovering between 66 cents and 78 cents from January to April, which saw a rise to 89 cents. At press time on May 16, Intercontinental Exchange showed D4 RINs trading at $1.14.&nbsp;“This [situation] can’t last forever,” Kimberley continues. “Let’s hope the rumors are true and we get an RVO in the next month—that might change everything.”As of mid-May, the U.S. EPA had yet to release the long-overdue RFS renewable volume obligation proposals for 2026. Some rumors suggest that it is slated to happen in early June, but during a May 14 congressional hearing, EPA Administrator Lee Zeldin repeatedly referenced “the next few months” in regard to the rulemaking process, suggesting the possibility that it may be late summer before the RVOs are finalized.The collective industry ask is a minimum of 5.25 billion gallons for 2026, over 2.25 billion gallons more than what was set for 2024. Paul Winters, director of public affairs and federal communications at Clean Fuels Alliance America, says this bolstered RVO is needed to make up for the lackluster numbers set two years ago. “In the 2023-‘25 RFS rule, the EPA set biomass-based diesel volumes substantially below the growth in production already obvious in June 2023,” he explains. “The rule constrained the U.S. market, forcing producers to increase exports and rationalize domestic production capacity. The uncertainty created by delays in tax guidance and new tariffs may be the final nails in the coffin, but the RFS Set 1 rule was the first.”&nbsp;Winters’ remarks precede a trade war reprieve, which began on May 12 and will last at least 90 days. For China and the U.S., the tariffs have dropped to 30% and 10%, respectively. &nbsp;If the tariffs end up increasing again, Kimberley says that won’t have much impact on biodiesel in the U.S. “Biodiesel production and use is for the domestic market—we aren’t exporting much biodiesel—but renewable diesel is different. The tariffs might impact imported used cooking oil (UCO) and other feedstocks, but it doesn’t mean they can’t come in. To a degree, it would help domestic feedstocks and put them on a level footing, and that, I think, is what the industry has been wanting in the end with the tax credit. We can import feedstocks, let’s just not give them extra incentives—U.S. taxpayer dollars—to go toward these, which already kind of have an advantage in markets like California, because of how the carbon accounting system works in the LCFS program. So, let’s make the domestic feedstocks first in line rather than last in line.”Kimberley notes that there isn’t necessarily uniform agreement across the industry on this issue. “Of course, some in the industry would certainly like access to as cheap of imported feedstocks as they can get—it depends on where you’re located—but most Midwestern biodiesel plants aren’t importing feedstock anyway.”&nbsp;A recently proposed bill, President Trump’s “big, beautiful bill,” could do just what Kimberley describes if its initial components stay intact during markups and reviews.Blenders’ Credit, 45Z and the BBB&nbsp;&nbsp; “The second piece of all of this is getting certainty on the tax credit side,” Kimberley says. “If we don’t get those things, and it keeps lingering on and we get into this summer, then I think it’s a whole different discussion about these things—it could get much worse and a lot of companies could be in bad position. “The 45Z tax credit was meant to replace the $1-per-gallon biodiesel blenders’ credit but has come with uncertainty, and vague and incomplete guidance. Some stakeholders suggest that bringing back the blenders’ credit temporarily would help bridge the gap until there is clarity regarding 45Z. &nbsp;A recent bill, H.R. 3079, proposes to retroactively extend the blenders’ credit for two years, along with the $1.01-per-gallon, second-generation biofuel tax credit. &nbsp; Many groups are rallying behind the bill, such as the American Trucking Association, National Energy &amp; Fuels Institute, Renewable Fuels Association, Sustainable Advanced Biofuel Refiners and more. &nbsp;“The expiration of the biodiesel blenders’ tax credit (40A) along with the lack of implementing regulations on Section 45Z have effectively shut the biodiesel industry down for all of 2025, with no end in sight,” said Joe Jobe, CEO of the SABR Coalition, in statements released by the organization. “This bill to extend 40A would turn the markets back on immediately because the implemention regulations for 40A are already in place and the markets understand them.”According to the SABR Coalition, the two-year tax credit extension proposed by the legislation would provide time for Congress to fix fundamental flaws in the 45Z credit. It would also allow time for the Trump administration to propose and finalize regulations implementing the 45Z credit. “The biodiesel industry is in a world of hurt,” Jobe continued. “It’s not just the biodiesel industry that is largely shut down, but the entire value chain is shut down. Farmers can’t sell their beans to crushers, who can’t sell their soybean oil to biodiesel producers, who can’t sell their fuel to distributors and byproduct to glycerin refiners. And those fuel distributors can’t sell their fuel to truck stop operators … So, this doesn’t just impact biodiesel producers—several separate industries are involved in the value chain, and they’re all being devastated by the biodiesel industry being shut down by government inaction.”Kimberley is skeptical the blenders’ credit will be reinstated. “If this drags on a long time on the tax credit side of things, it might increase the likelihood that it could come back … it’s possible, but all indications, from what we’ve heard from congressional leadership, are that it’s unlikely, unless it’s dramatically changed or reduced. The cost is a big stumbling block, we’ve heard.”&nbsp;As for 45Z, Kimberley says that how it was designed originally versus how it ends up could be a lot different. “Congressionally, they’re looking at ways to change how the carbon accounting mechanism works, such as eliminating indirect land use change (ILUC) as &nbsp;one of the factors used in calculating the carbon intensity score, and just moving to something more along the lines of direct land use change,” he says. “This way, U.S. ag feedstocks wouldn’t be penalized for something that goes on in Brazil. Brazilian feedstocks could have a different direct land use change carbon score relative to U.S. soybeans … I think everyone is in agreement that the science on ILUC is all over the board and there is not a lot of consensus. This [removing ILUC] could level the playing field between waste feedstocks and row crop ag feedstocks … those discussions are still going on right now, so we’ll have to wait and see.”Winters says Clean Fuels is in support of leveling the playing field for U.S. agriculture to supply feedstock for biodiesel, renewable diesel and SAF production, emphasizing that ILUC is hurting progress. “After two decades of study, researchers still cannot find consensus that indirect land use change significantly contributes to U.S. biofuels’ carbon intensity—the uncertainty in many models is far too high,” he says. “Nevertheless, the half-finished 45Z tax credit carbon intensity model launched in January prospectively assigns a heavy ILUC penalty to U.S. crops, making them less competitive in the biofuel market. Congress and Treasury should fix this and utilize the widely accepted, well-established GREET model to calculate carbon intensity.”Kimberley’s and Winters’ remarks hit the nail on the head, as Trump’s “big, beautiful bill” released on May 12 not only extends the 45Z credit from 2027 to the end of 2031, but removes IDLC from the carbon accounting methodology, among other changes. Those components of the bill have already survived the House Ways and Means Committee mark up, and the bill has received widespread support from industry organizations and stakeholders.&nbsp;“We were told we’re supposed to sell more products here domestically—that was what started this on &nbsp;the trade side of things—but it’s just not really possible when it comes to Midwestern row crop ag or livestock agriculture,” Kimberley says. “We just produce way more than we could ever hope to consume here in the U.S. But, if we did have a robust biofuel or renewable fuel policy, it would help get a little closer to that.”That is especially the case with soybeans, Kimberley adds, as U.S. whole bean exports to China are around 54% of its annual crop. “There is no other soybean market in the world,” he explains. “The rest of the world combined isn’t bigger than China, for whole soybeans. So, if we have strong use for soybean oil domestically for biofuels, that would help us diversify and give us opportunities. Biofuel policy is so critical to farmers, especially in today’s environment. And it’s critical to all the investments that have been made over the years, from the biofuel industry itself—all the jobs in rural America and at these plants, jobs in small towns and communities. It has so many benefits, including the energy security piece, America first, economic development … all of those things can fit within the goals of the current administration, and we think they’re starting to better understand that, based off of some of the conversation.”&nbsp;The Trump administration views U.S. biofuels as part of the American energy dominance strategy and as a vital tool to meet the increasing demand for affordable energy in the United States, Winters says. “Bipartisan support for the industry remains very strong in Congress and among state leaders, as we’ve seen recently with letters to the EPA advocating for robust and timely RFS volumes. We continue to see state policies that will support new investments in SAF and biodiesel infrastructure, and we hope that support makes it easy for EPA to get the RFS back on track, and for Congress and Treasury to finalize rules for the 45Z tax credit.”Bouncing Back&nbsp; All indications from experts and the marketplace are that a strong RVO would reset the RFS in a very positive way, strengthen RIN prices and be a huge boon to the marketplace, Kimberley adds. “And I think you’d see all these plants turn back on. In the end, we just need to get them back operating, we need to get certainty in the marketplace, we need to help rural economic development, and we need to help farmers. Farmers are on the front lines … the best way to help them in the short-term, with the trade disruption and while negotiations continue, is to ensure a positive domestic biofuels policy that is robust, significant and moving in the right direction.”Author: Anna Simet&nbsp; Senior Editor, Biodiesel Magazine

2025-05-22 - Ready to Bounce Back (Biodiesel Magazine)

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The biodiesel industry has been facing turbulence, but the release of long-overdue policy could course-correct.        

Ready to Bounce Back

Trade turbulence supplies both new challenges and opportunities as tensions with the United States, Canada’s closest trading partner, remain high. Meanwhile, provincial governments are increasingly recognizing their local renewable fuel producers and looking for ways to encourage local use of Canadian-made fuels. According to Canadian industry experts, however, the expiration of the U.S. Biodiesel Blenders’ Tax Credit and the implementation of its subsequent replacement, the 45Z Clean Fuel Production Credit, will harm the Canadian industry. Unlike the BTC, 45Z is paid to the domestic (U.S.) producer, and the fuel is exportable to Canada. Before the BTC expired, Canadian fuel was able to be sent to the U.S. where it was blended to receive the BTC.&nbsp;The federal and provincial support structures built to promote renewable fuels production and usage in Canada are part of the country’s strategy to decarbonize. Each year, Advanced Biofuels Canada commissions a study to track the state of the country’s biofuels industry. Titled the “Biofuels in Canada Report,” prepared by Naivus Research, it assesses the impact of low-carbon fuel policies across the country. &nbsp;Fred Ghatala, president of Advanced Biofuels Canada, explains that his organization has commissioned this report series to track the state of the biofuels industry in Canada since 2010. The study’s longitudinal tracking provides helpful context to newly collected biofuel use information. The 2024 report reflects on data from 2023 and provides a helpful jumping-off point for deeper dialogue with government entities looking for data about renewable fuels.&nbsp;One of the study’s key data points is the change in clean fuel consumption each year. The report shows that ethanol consumption increased by 13% from 2022 to 2023, and biomass-based diesel consumption grew by 68% with much of that increase due to a “surge” in renewable diesel usage.Production Volumes&nbsp; Canada possesses over 2 billion liters (approximately 530 million gallons) of installed ethanol capacity and 1.9 billion liters of biomass-based diesel capacity, which includes both renewable diesel and biodiesel. The biodiesel sector produces 550 million liters per year, and the two renewable diesel facilities have the collective capacity to produce roughly 1.2 billion liters yearly, according to Dany Laferriere, vice president of communications and outreach with the Canadian Biofuels Association. The country’s biomass-based diesel production volume will likely expand in 2025 when the new Imperial Oil RD facility, located near Edmonton in Strathcona, Alberta, comes online with a production capacity of 1.16 billion liters.A total of 16 biodiesel, renewable diesel and sustainable aviation fuel (SAF) production facilities are either under construction or producing fuel in Canada, according to research from Biodiesel Magazine’s data specialist, Chloe Piekkola. The country’s production portfolio includes five operational biodiesel facilities and 11 RD or SAF facilities, six of which are under development, two under construction and three operational facilities.The report reflects the impact that Canada’s Clean Fuel Regulations have had on the fuel supply since they came into effect in June 2022, explains Ghatala. The CFR received support from a broader base of constituents because the regulations contain compliance pathways “that are an opportunity for the refining sector,” Ghatala says. Refineries are able to generate Category 1 compliance credits by implementing refinery improvements. “There are lots of ways that you can nip and tuck emissions around a refinery and that can generate compliance credits,” Ghatala adds.&nbsp;To date, most of the volume obligations under the CFR have been met through imports, explains Laferriere. He describes the Canadian low-carbon fuels industry as “small but growing.” Renewable diesel projects make up much of the industry’s development focus at the moment. Canadian biorefineries have room to grow in order to meet the projected demand of 4 billion liters by 2030. ABFC’s report shows that the nationwide blending for biomass-based diesel reached 6.5% in 2023, projected to increase up to 7% when 2024 numbers are released.In 2030, the volume demand for renewable fuels in the national gasoline pool is expected to reach 7 billion liters. The Canadian ethanol industry likely will not be able to supply this volume on its own. “We could be just about self-sufficient on the diesel side, but we are forecast to continue being importers on the gasoline side, which generally reflects Canada’s agricultural landscape,” Ghatala says. “Because of our canola sector, we are larger lipid producers than we are sugar producers—we simply don’t grow as much corn as the U.S. does[.]”Provincial Standards&nbsp; Canada’s plethora of provincial clean fuel standards stand alongside the country’s CFR. In recent months, however, economic pressures led Prime Minister Mark Carney to remove the consumer carbon tax, which was an achievement of former Prime Minister Justin Trudeau’s environmental agenda.&nbsp;Provinces across the country have enacted renewable fuel and clean fuel regulations with different structures. Because 95% of fuels supplied in Canada are covered under a provincial regulation, producers are able to stack compliance credit values in some provinces, explains Ghatala. Renewable fuel programs exist in “every province [from] Quebec and west [of it],” he says.&nbsp;In 2023, renewable diesel blend rates hit above 20% in British Columbia—far exceeding the province’s 4% minimum volumetric blending requirement—in order to meet carbon intensity reduction requirements. When 2024 numbers come out, Ghatala anticipates that B.C.’s numbers will stand at around 30%. After the trade turbulence began, B.C. increased the minimum volume obligation to 8%, along with a requirement that the obligated volumetric portion must be met with domestically produced renewable fuels. The requirement came into effect on April 1.&nbsp;“We see the renewable and lower-carbon fuels being pulled to markets that have this visible credit price,” Ghatala says. “Of all the provinces, British Columbia’s policy has the most transparent compliance credit market.”&nbsp;Most other provincial programs, such as those in Manitoba and Saskatchewan, have volumetric requirements without any compliance credit trading. Manitoba’s clean fuel mandates for 2025 are set at 5% for diesel and 10% for gasoline. Saskatchewan’s blending mandate stands at 2% for diesel and 7.5% for gasoline.Quebec holds the highest minimum volume requirements of any province, with the 2025 minimum set at 12% renewable content in gasoline and 5% renewable content in diesel; the requirements are set to increase to 15% and 10%, respectively, by 2030.&nbsp;Ontario’s 2025 volume requirements are set at 11% for gasoline and 4% for diesel. Alberta’s requirements are lower on the gasoline front this year, standing at 5%, with diesel at 2%.&nbsp;ABFC’s report found that the renewable fuels industry saves Canadians half a cent per liter of fuel. Ghatala explains that this calculation originates from the price for renewable diesel and biodiesel being more expensive than conventional fuels by five cents, and ethanol being cheaper by six cents. “We’re seeing the average cost of carbon abatement through renewable fuels to be about $123,” he says.Coprocessing Production&nbsp; Coprocessing constitutes a small portion of Canada’s renewable fuels volume, but it provides a cost-effective option to increase renewable fuel production, according to Laferriere. This process uses renewable content such as vegetable oil or animal fats and requires mixing with a crude oil input at a petroleum refinery. Depending on where the renewable material is inserted into the refinery’s hydrotreater or fluid catalytic cracker unit, the renewable material ends up in one of the refinery’s products.&nbsp;Provincial regulations across the country include methodologies for calculating credit generation, such as carbon-14 dating and a monitoring, measurement and verification program, he explains. According to ABFC’s report, 100 million liters per year of coprocessing capacity are available.&nbsp;Refineries across the country are limited in the amount of organic content they can add, Ghatala explains. For example, jet fuel can only have 5% organic feedstock added. “Policymakers, I think, view the opportunity that coprocessing provides as an additional means through which to pursue reducing emissions of liquid transportation fuels. The fact that we have coprocessing diesel, renewable diesel, biodiesel, sustainable aviation fuel and related products like biodiesel distillation bottoms [and] arctic-grade renewable diesel, and that those fuels can be used in different transportation modes means that we have the tools at hand to address transportation emissions growth.”Opportunities and Obstacles&nbsp; Policy structures for increasing biofuel usage across Canada are present at both the provincial and federal level. However, implementation of the U.S. 45Z tax credit constitutes a significant challenge to the Canadian biofuels industry. “Our domestic sector has been negatively impacted by the 45Z tax incentive and its exportability to the Canadian market, along with other factors,” Ghatala says. Concerns abound as to whether Canadian producers can compete with U.S. imports and Canadian policies are durable enough to handle the influx of foreign fuel.&nbsp;The shift away from the Biodiesel Blenders’ Tax Credit to 45Z’s Clean Fuel Production Tax Credit has triggered a “rationalization” in the North American biomass-based diesel market, Ghatala explains. In the past, U.S. renewable fuel producers would import Canadian feedstock to make biodiesel or renewable diesel, then sell the fuel into Canada. In light of 2025’s trade turbulence, Canadian federal and provincial governments started looking for strategies to encourage energy security and domestic resilience. Rather than crossing the border, Canadian feedstocks are used to produce biofuels at home, and those fuels are sold into local markets. “We are seeing renewable fuels be a big part of that conversation because they link so many things in our economy together,” Ghatala says. “They link agriculture with industry, they link agriculture with oil and gas refining, with greenhouse gas targets and energy security, and all of those things tied together is a very formidable consortium to encourage action.”Even before trade turbulence, renewable fuels grew in popularity as the conversation around decarbonization has shifted in recent years, and policymakers have realized how long the road to full electrification is, Ghatala explains. A growing understanding that other options are needed to attain the net-zero target—especially for Class 7 and 8 vehicles—has brought renewable fuels back into the spotlight. “Renewable fuels do provide the ready-made, available now, commercially distributed technology that can reduce emissions immediately and pairs very well with electrification,” he says. Hybrid vehicles’ decarbonization potential when combined with renewable fuels offers drivers a cheaper option to pursue a lower carbon footprint.&nbsp;Mandated volumes of SAF provide a firm basis for the growth of the country’s domestic SAF industry, another positive for the biofuels space. B.C. has implemented the first SAF mandate in North America, starting in 2026. The province’s revised LCFS regulations, which came into effect January 2024, mandate a 2% carbon intensity reduction for aviation fuel in 2026, increasing to 10% in 2030. A volumetric mandate begins in 2028, set at 1%, and increases to 3% in 2030.&nbsp;The potential for a robust Canadian renewable fuels industry is there, but experts agree that the government needs to take action, ensuring that Canadian fuels get a fair shot. “Canada is well-positioned to lead globally in low-carbon fuel production, thanks to its abundant natural resources, existing infrastructure and technical expertise,” Laferriere says. “To realize this potential, CFA supports clear, stable and technology-neutral policies based on carbon intensity. These principles are critical to attracting long-term investment and building a resilient clean fuel sector.” Author: Katie Schroeder&nbsp; Associate Editor, Biodiesel Magazine

2025-05-22 - Fueling Canadian Decarbonization (Biodiesel Magazine)

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Industry experts weigh in on the status of Canada’s renewable fuels industry and the impact of government policy and regulation.

Fueling Canadian Decarbonization

John Cusick has seen many doors open and close in his 20-year career in biofuels. The most recent of these has been the opportunity to serve as CEO of Ash Creek Renewables, a renewable fuel feedstock startup based in Connecticut. ACR is making steady progress, its most recent milestone being the securing of exclusive licensing rights from Montana State University for a high-performance camelina seed variety.&nbsp;Camelina (Camelina sativa) is a nonfood oilseed variety that is low-carbon and high-energy, requiring very little input and providing a secondary revenue stream for farmers. Camelina shows significant drought and spring freezing tolerance, a resistance to flea beetles, and potential to serve as a beneficial addition to small grain crop rotations, according to MSU. And ACR is just getting started. “We were patient to share what we’ve come up with and what we think we have until we got there,” Cusick says. “We effectively have one of the two new camelina seed licenses Montana State has developed and issued into the private sector, with Sustainable Oils, who has been in Montana for 13 years, getting the other one.“That was a very big win for a new company and market entrant,” Cusick says. “But the real win for us isn’t the license as much as the opportunity we found for the [camelina] industry with the bioplastics IP, because that is what unlocks the opportunity to scale camelina and create meaningful volumes of camelina oil to decarbonize aviation fuel.”Maneuvering the Field&nbsp; Ash Creek’s story begins with Cusick’s previous work in the biomass-based diesel veins of several commodity and renewable energy companies. Many of the insights he’d learn on the business and trade side of the industry would carry into his next venture as a senior analyst and co-owner of The Jacobsen Publishing. “I’m a biodiesel caveman who’s trying to find his way into the innovative future of the world,” Cusick says. “I have a lot of history and experience running large biodiesel trading, large ag reach, heavy trading boots, and dancing amongst the credits and all the various moving pieces of that world for most of my career. &nbsp;“Ash Creek was founded as I was selling The Jacobsen,” he continues. “While I was doing that, I was starting to get some feelers from the usual recruiters, and there were a bunch of jobs starting to pop up for strategy guys who understood feedstock markets and renewable fuels.”Cusick called on his connections in private equity from his time at The Jacobsen, resulting in ACR. A young startup, ACR put its eggs in several baskets of interest; this broad excitement paid off when Tailwater Capital, a private equity firm, absorbed ACR. “I had this really amazing couple of years of work with The Jacobsen that parlayed beautifully into strategy and insights into how to build the midstream company between those converted sustainable aviation fuel (SAF) and [renewable diesel] refineries and the feedstock origination,” he says. “So that was our very narrow focus with Ash Creek. The shift in biomass was diesel to biodiesel to renewable diesel and into SAF, and there were these huge refineries being converted that have traditionally been fed by pipelines and big ships,” he explains. “These whole new supply chains would need to be created to feed these other agricultural inputs, so that was the thesis.”To begin with, ACR worked on soybean oil. “We had an enzymatic process on the Mississippi River for soybean oil, and we were taking all the metals out of crude soybean oil, making it perfect for renewable diesel, shipping it down to Diamond Green,” Cusick continues. A significant drop in the soy industry due to Low Carbon Fuel Standard credits crashing encouraged ACR to switch its focus to something greater.“We started ... at 10 feedstocks, and where we are two years later is looking at two,” Cusick says. “We’ve narrowed our focus to used cooking oil because it’s so relevant and so highly valued, and it’s liquid so we can participate today. And then the other high mark we went to is camelina—that’s been something I’ve been excited about since 2007.”Cusick cites ACR’s next-generation feedstock lead, Mike Logan, as crucial to the success of ACR and its acquisition of camelina. “We came in [to Ash Creek] with a really, really strong team and set of practical experience that we thought was unique in the market, and we continued to build that out over the past couple years,” Cusick says.A Seed of Many Uses&nbsp; Camelina has been a hot topic at MSU since its first appearance on campus in 2004 when the Montana Agricultural Experiment Station, a team of faculty and staff focused on crop and animal production research and outreach programs, began its initial work on the crop. MSU’s focus on the oilseed has been broad since the start, and its work has resulted in the earning of several grants in the process. “We believe [camelina’s] necessary. We believe that to decarbonize stuff, you must have the readily available starting points like camelina catch on fire, because the food versus fuel debate will stop SAF, and there aren’t enough waste oils that can be protected from fraud and supply chain authenticity,” Cusick says. “It’s gotta be camelina. I don’t see another option. I don’t know what camelina’s lifespan is before something better comes, but it’s the only thing that’s baked into EPA pathways, and it’s the logical starting point right now.”&nbsp;It’s camelina’s oil percentage that truly sets it apart from other oilseeds. MSU reports a 30% to 40% oil content on a dry matter basis, which offers a pathway to biofuel production for tracks like SAF. But despite its impressive numbers, the seed’s oil content doesn’t solve everything—it instead makes things a little more interesting. “It’s impossible to scale camelina oil purely on the available credit stack that’s there today,” Cusick explains. “Now, the credit stack started to really shine 10 years ago, when the carbon intensity (CI) value of 16 was attributed to camelina bicarb. That’s when the lights came on for camelina.”This uphill climb to scalability has led ACR to turn to the rest of the crop to find a balance. The plant meal, too, has potential to serve several areas, including animal food quality improvements, home heating and bioplastics, which Cusick says has become an encouraging area. &nbsp;“Luckily, those two things stand on their own feet where we’ve landed, and what we’ve found is that camelina meal makes an excellent bioplastics input.“So, by us being able to buoy meal value and show that’s the answer to scale, others are going to chase us—others are going to follow us, innovate around and beyond us. We’re unlocking this to make this work now,” Cusick says.&nbsp;ACR conducted successful pilot grows in 2024 and is increasing acreage in Montana and North Dakota this spring to grow its newly licensed, received variety, Logan adds. “And I think our original grow last year was super advantageous for us in regard to building a seed inventory, and also to create volume for us to do intense [research and development] into the meal and send down to our partners, Elementa Foods, in Argentina.”Unexpected challenges have turned ACR into an evolutionary company, an added benefit from its young age. “Right now, quite frankly, it’s really hard to suggest super strong forward earnings from the biofuels market in America,” Cusick says. “So, if we can feed some hog farms and make some money off bioplastics this year, we look like smart guys in the room.”Reap What You Sow&nbsp; Receiving exclusive licensing rights for one of two seed varieties isn’t just impressive—it’s a badge of honor. “Ash Creek, two years old with [an initial appetite for] wide feedstock and strategy has now narrowed to yuca and camelina and positioned itself in a really exciting place amongst the present competitive landscape,” Cusick says.ACR’s competition extends outside of the U.S. all the way to Argentina, where ACR’s partner, Elementa Foods, thrives. “Down there we’ve got Sustainable Oils, Dreyfus, Bungee and Chevron ... So what do we have that differentiates us as the smallest, least tenured player?” Cusick asks. “We’ve got a bunch of smart, creative people. We’ve got amazingly great partners around the U.S., companies like Eni, Macquarie, Tailwater Capital, partners like Montana Renewables, supporting us all along the way,” he says. “And so, you’ve got a really clear competitive landscape.”For ACR, camelina meal is just as exciting as, if not more than, the oil. “We’re focused on the development of camelina and scaling the cultivation of camelina, and we see that being done by figuring out more innovative and genius ways to create a higher value for the meal,” Cusick explains. “And we have found one in bioplastics, but we’ve got three others we’re going to find, too. And we hope everybody chases us so that we can have camelina, 10 years from now, as a cover crop all over the globe.”&nbsp;&nbsp; Author: Caitlin Scheresky&nbsp; Junior Staff Writer, Biodiesel Magazine

2025-05-22 - Oilseed on the Rise (Biodiesel Magazine)

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With exclusive licensing to a camelina seed variety, Ash Creek Renewables is breaking down barriers to a renewable future.

Oilseed on the Rise

For some who don’t believe in technology neutrality and favor hydrogen or electric vehicles, renewable fuels are often described as bridge fuels, transition fuels or stopgaps. However, several major car manufacturers are scaling back on their ambitious EV production targets, which highlights the challenges and complexities of transitioning to a sustainable transportation system. There is no silver bullet to reduce all the greenhouse gas (GHG) emissions within the transportation industry, and we need to leverage all the possible solutions to fight against climate change. As a drop-in solution that works for all types of diesel engines, renewable diesel is already well positioned to be a significant player in the long-term energy landscape.Long-Term Benefits &nbsp;&nbsp; The biggest difference between fossil diesel and renewable diesel is the raw materials used. Fossil diesel is derived from crude oil, which accelerates climate change, while renewable diesel is produced from 100% renewable raw materials, even from waste and residue materials such as used cooking oil and animal fat waste. Hydrotreatment technology specially adapted for processing renewable materials allows carbon molecules that already exist in the environment to be used over and over again to create renewable diesel, which means that their combustion in engines does not release any new carbon into the atmosphere. The proprietary NEXBTL technology allows Neste to turn a wide variety of low-quality raw materials into premium-quality renewable products. In 2024, waste and residue materials accounted for 90% of Neste’s total renewable material inputs.&nbsp;As a leading producer of renewable diesel and sustainable aviation fuel, Neste’s renewable diesel can typically deliver above 60%, even up to 75% less GHG emissions over its life cycle compared to fossil diesel. Furthermore, as a drop-in fuel, renewable diesel works in all types of diesel engines without requiring any modifications to current infrastructure. For fleet operators, the switch to renewable diesel can immediately cut the carbon footprint of their fleet without costly investment in new equipment or interruptions to business.&nbsp;Neste has produced renewable diesel since 2007 and began selling it in the United States in 2012. Over the past decade, Neste has observed an increase in the consumption of renewable diesel globally as well as in the U.S., mainly driven by two factors: businesses adopting lower-GHG-emission goals and more sustainable solutions to demonstrate commitment to sustainability, as well as supportive policy frameworks like low carbon fuel standard frameworks in states like California, Oregon, Washington and New Mexico that help promote the use of renewable diesel.Applications Beyond Road Transportation&nbsp;&nbsp; Today, renewable diesel is primarily used to reduce GHG emissions from on-highway transportation. However, it is also poised to play a significant role in decarbonizing other heavy-duty segments, such as construction, mining and power generation. These harder-to-decarbonize industries rely heavily on fossil fuels for their operations and lack immediate solutions, such as electrification, to achieve net-zero emissions.For the construction sector, renewable diesel can power heavy machinery and equipment, reducing emissions from excavation, materials handling and transportation within construction sites. Neste’s partnership with Power Engineering, a construction company specializing in heavy-civil and marine construction, is a good example. Enabled by one of Neste’s fuel distributors, Diesel Direct, Power Engineering transitioned its entire harbor craft marine fuel supply and land-based equipment fleet to run on Neste’s renewable diesel in 2023. In just one year, the switch to renewable diesel helped Power Engineering reduce up to 470 tons of GHG emissions and enabled the company to be compliant with dynamic regulations while maintaining operational performance.&nbsp;For the mining industry, renewable diesel can be used in mining vehicles, blast operations, haul trucks and more to reduce its climate impact. For power generation, renewable diesel can serve as a cleaner fuel source for backup generators and remote power systems, ensuring that critical infrastructure can remain in operation during outages. In Finland and Singapore, respectively, Neste has helped data center operators Verne and ST Telemedia Global Data Centres transition to renewable diesel to power their backup generators.&nbsp;The adoption of renewable diesel in these off-highway applications is crucial for achieving broader decarbonization goals and transitioning toward a more sustainable future. While road transportation has been a primary focus for GHG emissions reductions, renewable diesel offers a viable solution for decarbonizing these hard-to-abate sectors and complements other solutions that are in early stages of development.Internal Combustion Engines and Liquid Biofuels&nbsp;&nbsp; According to a recent research study commissioned by the Engine Technology Forum for heavy-duty vehicles, internal combustion engine (ICE) technology will power one-third to one-half of the new vehicle fleet in 2032. Presently, the few battery-powered and hydrogen-fueled vehicles available typically deliver shorter ranges than ICE engines. Most modern EVs offer a range of over 250 miles on a full charge, and hydrogen fuel cell vehicles can typically offer a driving range of 300 to 400 miles on a full tank of hydrogen. Multiple OEMs are developing hydrogen internal combustion engines (hydrogen ICE). According to Cummins, it has debuted two hydrogen ICE concept trucks, and the heavy-duty truck is expected to have an operating range of more than 500 miles. However, as of 2024, there are only 54 hydrogen stations in the U.S., with most of them in California. While waiting for the numbers of hydrogen vehicles and stations to grow, ICE manufacturers are continuously working to make the next generation of diesel engines combust more efficiently and reduce emissions more significantly.&nbsp;While manufacturers continuously improve engines, renewable fuel producers are exploring the next generation of raw materials to produce renewable diesel. Currently, hydrotreatment is the most common process employed by commercial fuel producers, with animal fats, used cooking oil and vegetable oils being among the most common raw materials. However, these materials alone are not sufficient to meet long-term forecasted demand. To continue driving innovation, producers like Neste are working to develop technologies that can diversify supply with new, scalable materials, such as novel vegetable oils produced with regenerative farming practices and lignocellulosic waste and residue materials. Novel vegetable oils refer to renewable raw materials produced using regenerative agricultural practices that help restore soil health and increase farm productivity. For example, in early 2025, Neste signed a memorandum of understanding with Bayer that aims to develop a winter canola ecosystem in the U.S. Winter canola not only has the potential to be a lower-carbon-intensity raw material, but can also bring additional environmental benefits to cropping systems. Once they become scalable, these raw materials can play a crucial role in meeting the growing global demand for renewable products.&nbsp;Renewable diesel is readily available at scale, and it can deliver immediate GHG emissions reduction for road transportation as well as a variety of heavy-duty industries. For all these reasons, it is evident that renewable diesel is not just a bridging solution, but will continue to play a vital role in the future energy mix for decades to come. We need all the available solutions to fight climate change, and renewable diesel enables us to take actions today to help transportation and heavy-duty industries operate with reduced emissions.Author: Heidi Herzog&nbsp; Commercial Director, Renewable Diesel Sales &amp; Trading Americas&nbsp; Neste&nbsp;

2025-05-22 - Renewable Diesel: A Long-Term Solution for Decarbonization (Biodiesel Magazine)

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Renewable diesel is readily available at scale, and it can deliver immediate GHG emissions reduction for road transportation as well as a variety of heavy-duty industries.

Renewable Diesel: A Long-Term Solution for Decarbonization

As global efforts to decarbonize aviation and ground transport accelerate, the urgency to grow the hydroprocessed esters and fatty acid (HEFA)-based renewable diesel (RD) and sustainable aviation fuel (SAF) business has never been greater. Yet, for producers and developers of such projects, one of the biggest barriers to growth isn’t infrastructure—it’s sourcing consistent, traceable feedstock and complying with complex and evolving regulations.&nbsp;Despite these challenges, demand for SAF in the U.S. continues to climb. The market’s momentum underscores a growing urgency to overcome feedstock and compliance challenges. In February 2025, U.S. domestic demand for SAF was five times higher than the average monthly demand in 2024, as reflected in the U.S. Environmental Protection Agency’s D4 renewable identification number (RIN) generation data. (Figure 1)This surge in demand reflects more than just market enthusiasm—it signals a critical juncture for SAF and RD developers. As the industry scales, the ability to align innovative project concepts with the realities of feedstock availability and regulatory expectations becomes a defining factor in long-term viability.The Feedstock Challenge&nbsp; To reach a final investment decision, SAF and RD project developers need long-term feedstock security. However, this is often complicated by geography. SAF and RD feedstocks such as used cooking oil (UCO), tallow, soybean oil and canola are often not produced in the same regions where the finished fuels are consumed. For example, UCO is often collected in densely populated urban centers or imported from Asia, whereas SAF production and consumption are frequently concentrated near airports or coastal hubs. This disconnect raises costs and increases lifecycle carbon intensity (CI), which can make it difficult to participate in credit programs like California’s Low Carbon Fuel Standard and similar state and provincial programs.Technology flexibility adds another layer of investment costs. While most SAF-capable facilities can also produce RD, the reverse is often the case, requiring additional processing infrastructure. As SAF demand grows due to airline decarbonization targets and environmental, sustainability and governance reporting, production flexibility—the ability to switch between RD and SAF—is becoming a strategic advantage for developers. However, adding SAF capacity to an existing RD facility adds capital expenditure and operational expenditure.Traceability and Compliance Risks&nbsp; As feedstock values rise, so does the risk of fraud. For example, regulatory programs in the European Union and United Kingdom restrict or cap many virgin oil feedstocks and create an incentive for UCO fraud in major UCO exporting countries. In some cases, suppliers may fry a single item in virgin oil and falsely label it as UCO to qualify for compliance programs. This not only undermines compliance integrity and increases scrutiny from regulators, but it also disincentivizes the proper end-of-life treatment of materials, as economic pressure favors labeling waste streams as renewable feedstocks, regardless of origin. Feedstock traceability tools that include detailed documentation of origin, transportation and chemical analysis are now critical for maintaining regulatory alignment across jurisdictions.Recent cases underscore the risk. In Norway, for example, retroactive credit callbacks were issued when imported tallow failed to meet compliance standards. These events signal the growing need for robust chain-of-custody systems and strict supplier verification.Aligning Facility Design with Feedstock Geography&nbsp; Regional advantages must drive feedstock decisions. Tallow is abundant in cattle-producing regions like Texas, Montana and Brazil. UCO thrives in countries with high rates of deep-frying, particularly across Asia. Woody biomass and agricultural residues are prevalent in the Pacific Northwest and southeastern U.S. Eschewing regional logic in favor of convenience often leads to high CI scores and lower credit values.Furthermore, transportation emissions, energy inputs and process efficiency can impact the CI score of the fuel. Therefore, facility siting decisions should also reflect access to both feedstock and low-carbon energy inputs.Timing is Everything&nbsp; In one recent case, a production facility was built and feedstock secured, only for the company to realize that EPA pathway approval would take nine months to a year to complete. Early engagement with federal and state regulators, as well as third-party advisors with regulatory and compliance expertise, is essential to run in parallel to engineering, procurement and front-end planning stages. This approach sets investors and stakeholders on a path to realizing long-term value creation for their RD and SAF investment.&nbsp;It is also important for SAF and RD developers to work backward from their targeted start date, identifying milestones for life-cycle assessment modeling, feedstock validation and tax credit registration and compliance.US, EU Policy Picture&nbsp; Meanwhile, policy uncertainty continues to hamper progress. In the U.S., SAF and RD producers are awaiting further guidance on the Section 45Z Clean Fuel Production Tax Credit under the Inflation Reduction Act. Without it, revenue modeling and investment decisions remain speculative. Meanwhile, the expiration of the Section 40B tax credit and uncertainty surrounding the import treatment of feedstocks, such as tallow, further complicate the market.In the EU, mandates under ReFuelEU Aviation, part of the “Fit for 55” package, require increasing volumes of SAF in aviation fuel starting in 2025, with targets rising steadily to 2050. It is worth noting that in the EU, the amount of UCO feedstock that can contribute to the Renewable Energy Directive is capped at 1.7% in the road transport sector, but it is not capped in aviation fuel mandates. Meanwhile, maritime programs, such as the FuelEU Maritime Regulation, are expected to drive RD demand, but feedstock competition and infrastructure gaps remain. Globally, a unified SAF credit and traceability system is lacking, forcing producers and airlines to juggle multiple compliance frameworks with differing definitions and requirements.Best Practices to Mitigate Feedstock Risk&nbsp; To navigate these challenges, producers should:1. Secure long-term feedstock and offtake agreements that align with financing and regulatory requirements and consequences.2. Document traceability thoroughly, from origin to final use, using bills of lading, testing data and compliance certifications.3. Engage early with regulators and compliance experts to understand the timing and requirements for fuel pathway approvals and tax credit eligibility.&nbsp;4. Align feedstock selection with regional supply advantages to minimize life-cycle emissions and cost.5. Design facilities with flexibility in mind to adjust to future shifts in demand and policy.Looking Ahead&nbsp; The renewable fuel sector is at an inflection point. As SAF and RD projects develop, their long-term success depends on feedstock integrity, traceability and regulatory foresight. Clarity on tax credits, global policy harmonization and smarter infrastructure decisions are critical to reducing both operational and capital risk. Developers who treat compliance and traceability not as regulatory hurdles, but rather as strategic investments from the outset, will be best positioned to deliver the low-carbon fuels the world urgently needs. Author: David Dix&nbsp; Account Manager, Low-Carbon Petroleum&nbsp;&nbsp; SAF, Renewable Diesel and Carbon Markets&nbsp;&nbsp; EcoEngineers

2025-05-22 - The Road to Renewable Fuel Readiness Runs Through Feedstock Integrity (Biodiesel Magazine)

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The commercial expansion of HEFA-based sustainable aviation fuel and renewable diesel hinges on verifiable feedstock traceability and proactive regulatory engagement.

The Road to Renewable Fuel Readiness Runs Through Feedstock Integrity

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2025 Biodiesel Magazine Summer Issue