Zimbabue vai produzir etanol para exportação

O Zimbabue pretende se tornar o maior produtor de cana-de-açúcar da África, produzindo um bilhão de litros de etanol por ano até o final da próxima década e, consequentemente, exportando o biocombustível para outros países do continente africano. As informações são do grupo zimbabueano Boabab Energy, responsável pelo projeto.

Eduardo Leão de Sousa, diretor executivo da União da Indústria de Cana-de-Açúcar (Unica), confirma que o Zimbábue tem potencial para se tornar um dos maiores produtores de cana-de-açúcar no mundo. "Assim como o Brasil, o Zimbábue e a maioria dos países africanos possuem condições agroclimáticas muito boas para a produção de cana", destaca.

Dados do estudo Global Agro-Ecological Zones Assessment: Methodology and Results, avalisam os argumentos. De acordo com o trabalho desenvolvido pelo pesquisador austríaco Günther Fischer, ligado ao Instituto Internacional de Análise de Sistemas Aplicados (IIASA, em inglês) em parceria com a Organização das Nações Unidas para a Agricultura e a Alimentação (FAO), o potencial de área agricultável para a produção de cana no continente africano é de 81 milhões de hectares. Ou seja, dez vezes a área total utilizada no Brasil para a cultura da cana atualmente.

Para consolidar o mercado de biocombustíveis no Zimbábue, alcançando um equilíbrio entre a produção e o consumo, o diretor executivo da UNICA ressalta "a importância da criação de um ambiente regulatório, além dos investimentos nas técnicas e tecnologias de plantio. A mistura mandatória de etanol na gasolina seria um bom começo".

Esta também seria uma medida importante para ajudar a transformar o etanol em commodity global. "Com um numero cada vez maior de países fabricando etanol, diminuirá o risco de uma eventual falta de oferta do produto no mercado internacional em decorrência de problemas climáticos ocorridos em outros países, que prejudiquem a safra de cana e a produção de etanol, por exemplo", explica Sousa.

O Boabab Energy informa que, em dez anos, o destino mais provável das exportações de etanol zimbabueano será a África do Sul. Dados da empresa indicam que o mercado sul-africano deverá consumir anualmente cerca de 760 milhões de litros de etanol. Isso, graças à política daquele país que determina a mistura de 8% de etanol aos combustíveis fósseis, derivados do petróleo.

O projeto de produção de um combustível renovável no Zimbábue terá duas etapas. Inicialmente será criada uma área de 12 mil hectares (ha) de cana no estado de Chisumbanje, região sudeste do país. Posteriormente, as plantações de cana serão expandidas para 40 mil ha. O volume de investimento total previsto no projeto será de US$ 220 milhões. As informações são União da União da Indústria de Cana-de-Açúcar (Unica).

Zimbabue vai produzir etanol para exportação

O Zimbabue pretende se tornar o maior produtor de cana-de-açúcar da África, produzindo um bilhão de litros de etanol por ano até o final da próxima década e, consequentemente, exportando o biocombustível para outros países do continente africano. As informações são do grupo zimbabueano Boabab Energy, responsável pelo projeto.

Eduardo Leão de Sousa, diretor executivo da União da Indústria de Cana-de-Açúcar (Unica), confirma que o Zimbábue tem potencial para se tornar um dos maiores produtores de cana-de-açúcar no mundo. "Assim como o Brasil, o Zimbábue e a maioria dos países africanos possuem condições agroclimáticas muito boas para a produção de cana", destaca.

Dados do estudo Global Agro-Ecological Zones Assessment: Methodology and Results, avalisam os argumentos. De acordo com o trabalho desenvolvido pelo pesquisador austríaco Günther Fischer, ligado ao Instituto Internacional de Análise de Sistemas Aplicados (IIASA, em inglês) em parceria com a Organização das Nações Unidas para a Agricultura e a Alimentação (FAO), o potencial de área agricultável para a produção de cana no continente africano é de 81 milhões de hectares. Ou seja, dez vezes a área total utilizada no Brasil para a cultura da cana atualmente.

Para consolidar o mercado de biocombustíveis no Zimbábue, alcançando um equilíbrio entre a produção e o consumo, o diretor executivo da UNICA ressalta "a importância da criação de um ambiente regulatório, além dos investimentos nas técnicas e tecnologias de plantio. A mistura mandatória de etanol na gasolina seria um bom começo".

Esta também seria uma medida importante para ajudar a transformar o etanol em commodity global. "Com um numero cada vez maior de países fabricando etanol, diminuirá o risco de uma eventual falta de oferta do produto no mercado internacional em decorrência de problemas climáticos ocorridos em outros países, que prejudiquem a safra de cana e a produção de etanol, por exemplo", explica Sousa.

O Boabab Energy informa que, em dez anos, o destino mais provável das exportações de etanol zimbabueano será a África do Sul. Dados da empresa indicam que o mercado sul-africano deverá consumir anualmente cerca de 760 milhões de litros de etanol. Isso, graças à política daquele país que determina a mistura de 8% de etanol aos combustíveis fósseis, derivados do petróleo.

O projeto de produção de um combustível renovável no Zimbábue terá duas etapas. Inicialmente será criada uma área de 12 mil hectares (ha) de cana no estado de Chisumbanje, região sudeste do país. Posteriormente, as plantações de cana serão expandidas para 40 mil ha. O volume de investimento total previsto no projeto será de US$ 220 milhões. As informações são União da União da Indústria de Cana-de-Açúcar (Unica).

Automakers want EPA to delay E15 decision

According to the New York Times, the Alliance of Automobile Manufacturers is urging the Environmental Protection Agency (EPA) to delay any move to raise the ethanol blend limit to 15%, up from 10%, until more engine testing is completed in 2011. The group argues that new tests have shown that the higher blend would cause problems in many cars and raise the amount of pollution. The ethanol industry argues that there is already an abundance of data available proving the safety of the higher blend. However, according to Inside Cal/EPA, “EPA is pushing ahead with its plan to issue in mid-2010 a decision on whether to raise the amount of ethanol allowed in gasoline from 10% to 15% (E15), rejecting arguments by the oil and engine industries that the decision should be delayed until 2011 due to emerging studies that suggest possible engine damage from the higher ethanol blend.

Automakers want EPA to delay E15 decision

According to the New York Times, the Alliance of Automobile Manufacturers is urging the Environmental Protection Agency (EPA) to delay any move to raise the ethanol blend limit to 15%, up from 10%, until more engine testing is completed in 2011. The group argues that new tests have shown that the higher blend would cause problems in many cars and raise the amount of pollution. The ethanol industry argues that there is already an abundance of data available proving the safety of the higher blend. However, according to Inside Cal/EPA, “EPA is pushing ahead with its plan to issue in mid-2010 a decision on whether to raise the amount of ethanol allowed in gasoline from 10% to 15% (E15), rejecting arguments by the oil and engine industries that the decision should be delayed until 2011 due to emerging studies that suggest possible engine damage from the higher ethanol blend.

Former Vice President Al Gore Addresses International Audience of Biotech Industry Leaders at 2010 BIO International Convention

CHICAGO - (Business Wire) Former Vice President Al Gore presented the keynote address today at the 2010 BIO International Convention, focusing on the environment, healthcare reform, and other pressing global issues with an emphasis on biotechnology's role in addressing these challenges. Hosted by the Biotechnology Industry Organization (BIO), the global event for biotechnology is taking place through Thursday, May 6 at Chicago's McCormick Place.

"Mr. Gore's keynote address served as a reminder of the great work our industry's done to help heal, fuel and feed the world, as well as the work that remains to be done," said Jim Greenwood, president and CEO of BIO.

Discussing the climate crisis, Mr. Gore said, "What we are facing is unprecedented in human history, which is why it has been hard to come to grips with it."

He added, "the climate crisis is interwoven with the economic crisis and the security crisis. The common thread is the overdependence on carbon-based fuels. We need to shift from dirty, expensive, declining fuels to renewable fuels." With that, he acknowledged that the biotechnology industry is "leading the way to new sources of renewable fuels." He specifically thanked those in the industry who are "working on second and third generation biofuels and other developments in forestry and agriculture-work that is incredibly important."

He concluded by saying "more than an economic or security issue, the climate crisis is a moral issue. We have benefited from all the labors and the technology created by previous generations. How can we give the back of the hand to future generations? We need to step up and provide leadership."

Al Gore served as the 45th Vice President of the United States and continues to advise leaders in Congress and heads of state throughout the world on national and international affairs. Since his earliest days in the U. S. Congress, Al Gore has been the leading advocate for confronting the threat of global warming. In 2007, Mr. Gore received the Nobel Peace Prize for his efforts to reduce global warming.

Mr. Gore is the author of An Inconvenient Truth, a best-selling book on the threat of and solutions to global warming, and the subject of the movie of the same title, which is one of the top documentary films in history. Wednesday's keynote session was sponsored by Amgen, a leading human therapeutics company in the biotechnology industry.

The 2010 BIO International Convention is expected to draw nearly 15,000 industry leaders from 48 states and 60 countries. This year, the Convention program features more than 125 sessions in 17 tracks. New tracks for 2010 include Delivery and Manufacturing of Biologics, Global Drug Development and Marketing, Innovations in Vaccines, and MarketPlace Watch.

In addition, this year's BIO Exhibition covers more than 180,000 net sq. ft. and hosts more than 1,700 exhibitors. Product Focus Zones within the BIO Exhibition include BioProcess, Business Services, Clinical Trials, Contracts, Discovery and the BioPark.

The BIO International Convention helps to support BIO programs and initiatives. BIO works throughout the year to create a policy environment that enables the industry to continue to fulfill its vision of bettering the world through biotechnology innovation. For more information on the global event for biotechnology, including program and housing information, please visit http://convention.bio.org.

About BIO

BIO represents more than 1,200 biotechnology companies, academic institutions, state biotechnology centers and related organizations across the United States and in more than 30 other nations. BIO members are involved in the research and development of innovative healthcare, agricultural, industrial and environmental biotechnology products. BIO also produces the BIO International Convention, the world's largest gathering of the biotechnology industry, along with industry-leading investor and partnering meetings held around the world.

Former Vice President Al Gore Addresses International Audience of Biotech Industry Leaders at 2010 BIO International Convention

CHICAGO - (Business Wire) Former Vice President Al Gore presented the keynote address today at the 2010 BIO International Convention, focusing on the environment, healthcare reform, and other pressing global issues with an emphasis on biotechnology's role in addressing these challenges. Hosted by the Biotechnology Industry Organization (BIO), the global event for biotechnology is taking place through Thursday, May 6 at Chicago's McCormick Place.

"Mr. Gore's keynote address served as a reminder of the great work our industry's done to help heal, fuel and feed the world, as well as the work that remains to be done," said Jim Greenwood, president and CEO of BIO.

Discussing the climate crisis, Mr. Gore said, "What we are facing is unprecedented in human history, which is why it has been hard to come to grips with it."

He added, "the climate crisis is interwoven with the economic crisis and the security crisis. The common thread is the overdependence on carbon-based fuels. We need to shift from dirty, expensive, declining fuels to renewable fuels." With that, he acknowledged that the biotechnology industry is "leading the way to new sources of renewable fuels." He specifically thanked those in the industry who are "working on second and third generation biofuels and other developments in forestry and agriculture-work that is incredibly important."

He concluded by saying "more than an economic or security issue, the climate crisis is a moral issue. We have benefited from all the labors and the technology created by previous generations. How can we give the back of the hand to future generations? We need to step up and provide leadership."

Al Gore served as the 45th Vice President of the United States and continues to advise leaders in Congress and heads of state throughout the world on national and international affairs. Since his earliest days in the U. S. Congress, Al Gore has been the leading advocate for confronting the threat of global warming. In 2007, Mr. Gore received the Nobel Peace Prize for his efforts to reduce global warming.

Mr. Gore is the author of An Inconvenient Truth, a best-selling book on the threat of and solutions to global warming, and the subject of the movie of the same title, which is one of the top documentary films in history. Wednesday's keynote session was sponsored by Amgen, a leading human therapeutics company in the biotechnology industry.

The 2010 BIO International Convention is expected to draw nearly 15,000 industry leaders from 48 states and 60 countries. This year, the Convention program features more than 125 sessions in 17 tracks. New tracks for 2010 include Delivery and Manufacturing of Biologics, Global Drug Development and Marketing, Innovations in Vaccines, and MarketPlace Watch.

In addition, this year's BIO Exhibition covers more than 180,000 net sq. ft. and hosts more than 1,700 exhibitors. Product Focus Zones within the BIO Exhibition include BioProcess, Business Services, Clinical Trials, Contracts, Discovery and the BioPark.

The BIO International Convention helps to support BIO programs and initiatives. BIO works throughout the year to create a policy environment that enables the industry to continue to fulfill its vision of bettering the world through biotechnology innovation. For more information on the global event for biotechnology, including program and housing information, please visit http://convention.bio.org.

About BIO

BIO represents more than 1,200 biotechnology companies, academic institutions, state biotechnology centers and related organizations across the United States and in more than 30 other nations. BIO members are involved in the research and development of innovative healthcare, agricultural, industrial and environmental biotechnology products. BIO also produces the BIO International Convention, the world's largest gathering of the biotechnology industry, along with industry-leading investor and partnering meetings held around the world.

Air Force Scientists Test, Develop Bio Jet Fuels

While the world searches for more efficient ways to fuel automobiles and create usable energy, Air Force scientists are looking for cleaner, more efficient ways to fuel the military’s aircraft.

On March 25, an A-10 Thunderbolt II flew solely on a blend of biomass-derived fuel and conventional JP-8 jet fuel – the first flight of its kind.

Air Force Materiel Command fuels experts Jeff Braun, director of the Air Force’s alternative fuels certification office; Tim Edwards, a senior chemical engineer with the Air Force Research Laboratory’s propulsion directorate; and Betty Rodriguez, chief engineer for the alternative fuels certification office, direct the research and certification of synthetic and biomass-derived alternative aviation fuels from Wright-Patterson Air Force Base, Ohio, and they participated in a “DoD Live” bloggers roundtable and offered their perspectives on the history-making demonstration flight.

The A-10 was powered by a blend of conventional JP-8 and a biomass fuel derived from camelina, a nonfood rotation crop similar to soybean and mustard. The alternative fuels certification office is preparing to test fuels made primarily from plant oils and animal fats. They are part of a family of fuels Braun said are called “hydro-treatable renewable jet,” or HRJ, fuels. He and his colleagues hope to create biomass fuels that the Air Force will certify for use across its spectrum of aircraft and support vehicles.

The A-10 flight is the latest phase of a long research and development process evaluating candidate biofuels from various industry sources. Part of that process, Edwards said, is testing different kinds of biomass materials and biomass processing methods.

“This is the first step of many we’re going to follow through,” Rodriguez said. “We’re going to continue expanding the envelope, basically testing engines and testing aircraft.”

To a certain extent, researchers can tailor the new biofuels by specifying desirable chemical properties which enable clean burning, for example. Braun underscored the Air Force is “feedstock agnostic,” noting that what the fuel was made from isn’t important so long as it has the desired performance and safety specifications.

“The way we look at it is to figure out what fuels make the most sense from an aviation industry perspective -- which ones have the potential to make the most fuel the most affordably with the least environmental impact,” Edwards said.

He added that the Air Force Research Laboratory has invested a lot of money in environmental research covering lifecycle greenhouse gas footprints and other factors in developing materials for bio-fuels.

“We’re just trying to figure out which kinds of processes for making jet fuel for aviation seem to be the winners, and look into those for further development,” Edwards said.

A major benefit HRJ fuels offer the Air Force is that they can be produced within existing refineries – new facilities don’t necessarily need to be built. But some new plants are being built solely to produce biomass fuels such as HRJ or “green” diesel, Edwards said.

One such refinery is being built by Tyson Foods and will use animal fats from its food production factories to create biomass fuels. Another company, called AltAir Fuels, is building an HRJ plant near an existing refinery in Washington state, Edwards said.

“It turns out the primary cost comes from feed stock; the processing isn’t all that expensive,” Edwards said. “In places where you can get affordable feed stock, at least the industry seems to think it’s cost-effective, because they’re getting capital to start building plants.”

The Air Force is the Defense Department’s largest consumer of jet fuel, but burns only the equivalent of a mid-sized airline. It’s closely cooperating with industry as part of a consortium of commercial airlines and engine manufacturers called the Commercial Aviation Alternative Fuels Initiative. The expectation is that once biofuels are certified for use, production economies of scale will make them affordable, on par with petroleum-based jet fuel.

Biomass fuels also can be made from algae and other plant oils. Both options are being vigorously pursued by the aviation industry and the Air Force as well, Edwards said.

“Where we can get our hands on algae oils, we’ve proven that those fuels are pretty much the same as the camelina oil we flew on last week,” Edwards said. “Looking ahead to when algae hits it big – people are putting hundreds of millions of dollars into it – we’re helping to enable that algae feedstock for aviation applications.”

Reducing demand and increasing supply are two of the legs of the Air Force’s energy strategy, Edwards said, with a focus on creating and building more effective, cleaner engines. Rodriguez added that the advancement of biofuels and creating effective, efficient blended fuels that can be dropped in without any modifications to aircraft or systems are a big part of that.

Edwards said even as the Air Force prepares to begin certification testing of HRJ fuels, scientists at the Air Force Research Laboratory are exploring the next generation of new fuels, made from cellulosic biomass sources or derived from advanced fermentation processes that produce hydrocarbons. These aren’t nearly ready for certification, as they require further development, Rodriguez said, but they do show promise.

“We’re at the cutting edge of alternative fuels,” Rodriguez said. “Everybody’s pulling together to make this possibility a reality, to create a family of fuels we can burn safely and won’t impact the performance of our aircraft and ground support equipment.”

Air Force Scientists Test, Develop Bio Jet Fuels

While the world searches for more efficient ways to fuel automobiles and create usable energy, Air Force scientists are looking for cleaner, more efficient ways to fuel the military’s aircraft.

On March 25, an A-10 Thunderbolt II flew solely on a blend of biomass-derived fuel and conventional JP-8 jet fuel – the first flight of its kind.

Air Force Materiel Command fuels experts Jeff Braun, director of the Air Force’s alternative fuels certification office; Tim Edwards, a senior chemical engineer with the Air Force Research Laboratory’s propulsion directorate; and Betty Rodriguez, chief engineer for the alternative fuels certification office, direct the research and certification of synthetic and biomass-derived alternative aviation fuels from Wright-Patterson Air Force Base, Ohio, and they participated in a “DoD Live” bloggers roundtable and offered their perspectives on the history-making demonstration flight.

The A-10 was powered by a blend of conventional JP-8 and a biomass fuel derived from camelina, a nonfood rotation crop similar to soybean and mustard. The alternative fuels certification office is preparing to test fuels made primarily from plant oils and animal fats. They are part of a family of fuels Braun said are called “hydro-treatable renewable jet,” or HRJ, fuels. He and his colleagues hope to create biomass fuels that the Air Force will certify for use across its spectrum of aircraft and support vehicles.

The A-10 flight is the latest phase of a long research and development process evaluating candidate biofuels from various industry sources. Part of that process, Edwards said, is testing different kinds of biomass materials and biomass processing methods.

“This is the first step of many we’re going to follow through,” Rodriguez said. “We’re going to continue expanding the envelope, basically testing engines and testing aircraft.”

To a certain extent, researchers can tailor the new biofuels by specifying desirable chemical properties which enable clean burning, for example. Braun underscored the Air Force is “feedstock agnostic,” noting that what the fuel was made from isn’t important so long as it has the desired performance and safety specifications.

“The way we look at it is to figure out what fuels make the most sense from an aviation industry perspective -- which ones have the potential to make the most fuel the most affordably with the least environmental impact,” Edwards said.

He added that the Air Force Research Laboratory has invested a lot of money in environmental research covering lifecycle greenhouse gas footprints and other factors in developing materials for bio-fuels.

“We’re just trying to figure out which kinds of processes for making jet fuel for aviation seem to be the winners, and look into those for further development,” Edwards said.

A major benefit HRJ fuels offer the Air Force is that they can be produced within existing refineries – new facilities don’t necessarily need to be built. But some new plants are being built solely to produce biomass fuels such as HRJ or “green” diesel, Edwards said.

One such refinery is being built by Tyson Foods and will use animal fats from its food production factories to create biomass fuels. Another company, called AltAir Fuels, is building an HRJ plant near an existing refinery in Washington state, Edwards said.

“It turns out the primary cost comes from feed stock; the processing isn’t all that expensive,” Edwards said. “In places where you can get affordable feed stock, at least the industry seems to think it’s cost-effective, because they’re getting capital to start building plants.”

The Air Force is the Defense Department’s largest consumer of jet fuel, but burns only the equivalent of a mid-sized airline. It’s closely cooperating with industry as part of a consortium of commercial airlines and engine manufacturers called the Commercial Aviation Alternative Fuels Initiative. The expectation is that once biofuels are certified for use, production economies of scale will make them affordable, on par with petroleum-based jet fuel.

Biomass fuels also can be made from algae and other plant oils. Both options are being vigorously pursued by the aviation industry and the Air Force as well, Edwards said.

“Where we can get our hands on algae oils, we’ve proven that those fuels are pretty much the same as the camelina oil we flew on last week,” Edwards said. “Looking ahead to when algae hits it big – people are putting hundreds of millions of dollars into it – we’re helping to enable that algae feedstock for aviation applications.”

Reducing demand and increasing supply are two of the legs of the Air Force’s energy strategy, Edwards said, with a focus on creating and building more effective, cleaner engines. Rodriguez added that the advancement of biofuels and creating effective, efficient blended fuels that can be dropped in without any modifications to aircraft or systems are a big part of that.

Edwards said even as the Air Force prepares to begin certification testing of HRJ fuels, scientists at the Air Force Research Laboratory are exploring the next generation of new fuels, made from cellulosic biomass sources or derived from advanced fermentation processes that produce hydrocarbons. These aren’t nearly ready for certification, as they require further development, Rodriguez said, but they do show promise.

“We’re at the cutting edge of alternative fuels,” Rodriguez said. “Everybody’s pulling together to make this possibility a reality, to create a family of fuels we can burn safely and won’t impact the performance of our aircraft and ground support equipment.”