Jim Lane – Biofuels Digest https://www.biofuelsdigest.com/bdigest The world's most widely-read advanced bioeconomy daily Thu, 17 Sep 2020 22:26:08 +0000 en-US hourly 1 https://wordpress.org/?v=5.4.2 Competitive Edge: ChainCraft’s technology converts waste into medium chain fatty acids https://www.biofuelsdigest.com/bdigest/2020/09/17/competitive-edge-chaincrafts-technology-converts-waste-into-medium-chain-fatty-acids/ Thu, 17 Sep 2020 22:26:08 +0000 http://www.biofuelsdigest.com/bdigest/?p=128603

Q: What was the reason for founding your organization – what was the open niche you saw that could be addressed with a new product or service? What was the problem, or gap, or opportunity?

Three key needs were the basis behind development of ChainCraft:


  1. Valorization of organic waste streams. Food waste is estimated to cause an economic loss of 1 trillion USD annually {Lux Research, 2020}. Furthermore, only 16% of biowaste in Europe is to an extent re-used, much of which is converted to biogas, an imperfect and currently not profitable solution {BIC & Zero Waste Europe, 2020}. We developed a solution to use this feedstock for products of higher environmental and economic value.


  1. More sustainable supply of medium chain fatty acids (MCFA). MCFA of chain length C4 up to C8 are typically produced from petroleum or palm kernel oil. Both feedstock processes result in many environmental problems, including high carbon footprint and risk of land use change by deforestation. We felt the need for more sustainable supply of these MCFA.


  1. Low availability and high prices of the C6 MCFA (caproic acid), which has substantial added value for various applications.

Q: Tell us about your organization. What do you do?

We develop biobased chemicals from organic waste streams by use of biotechnology. Current commercial examples are our Medium Chain Fatty Acid products from food residues. Our product is a mixture of the C2 up to C8 linear fatty acids, unique in its high concentration of caproic acid (C6) and butyric acid (C4). For the coming years we plan to add fractionation and derivatization to our production processes.

The production process of our MCFA’s is based on mixed open culture fermentation and chain elongation. Please contact us in case you are interested in hearing more about this. Furthermore, we have various other projects in the pipeline, all driven by biotechnology, organic waste stream valorization and market needs for more sustainable solutions.

Q: What stage of development are you?  Choose one:

Commercial stage – have mature products or services on the market.

Q: What do your technologies, products or services do and accomplish – how does it (they) work, who is it (they) aimed for?

Our production process is all about natural (non-GMO) fermentation. It resembles the situation in your stomach, where a mixture of microorganisms is helping you digest all type of foodstuff. We have found the optimal conditions for our process to yield an attractive mixture of fatty acids. This exact mixture of fatty acids provides great benefits to livestock farmers in terms of gut health and productivity improvement of their animals, when added to the feed in dosages of 0.2-0.5% weight. The mixture also holds value for other industries, for instance in agrochemicals, plasticizer and food applications. Naturally, the fractionated and derivatized products will open up even more new markets for our technology in the future.

Q: Competitively, what gives your technology, product or service set an edge in cost or performance, sustainability, or any other aspect, that makes it stand out from the crowd, In short, what makes it transformative?

The cost advantage we can provide our customers is based on 2 elements: low-cost feedstock and efficient process technology.

Our feedstock comes from other organizations, which often have to pay a gate-fee to dispose it. Therefore, we can create value with these partners and are able to source constantly at low cost. Availability is not a concern as the annual volume of organic residual waste in Europe alone is estimated at 60 mln tons {BIC & Zero Waste Europe, 2020}.

Our technology is resilient and low-cost as we utilize a non-GMO, open/mixed culture fermentation at mild process conditions. Therefore, there is less need to sterilize our equipment and our process is less sensitive compared to single culture fermentations.

Besides these cost advantages, our process is substantially more sustainable compared to current production processes of MCFA’s as our carbon footprint and energy need is lower and there is no risk of land use change effects.

Q: What are the 3 top milestones you have accomplished in the past 3 years?

  1. Successful commissioning and start-up of our 2,000 tons/year MCFA plant in the Port of Amsterdam in 2019.
  2. Successful introduction of our unique MCFA based product in the animal feed market.
  3. Development of novel applications for our MCFA portfolio in cooperation with various partners.

Q: What are the 3 top milestones you will accomplish in the next 3 years?

  1. Increasing utilization of our MCFA plant to 100%.
  2. Engineering and construction of our flagship plant, ~10x the size of our current facility.
  3. Launching our MCFA based products in various other markets.


  1. Where can I learn more about ChainCraft?


Click here to visit ChainCraft’s website.

CO2 Solutions and Implications for Biofuels: The Digest’s 2020 Multi-Slide Guide to E100 Ethanol Group https://www.biofuelsdigest.com/bdigest/2020/09/17/co2-solutions-and-implications-for-biofuels-the-digests-2020-multi-slide-guide-to-e100-ethanol-group/ Thu, 17 Sep 2020 18:16:45 +0000 http://www.biofuelsdigest.com/bdigest/?p=128571

CO2 levels are a problem. But why is this important? What does it have to do with bankruptcy and food security? What is a proposed solution and how would it impact the biofuels industry? Could we even really do it?

Don Siefkes, Executive Director of the E100 Ethanol Group, shared this illuminating presentation that tackles some of these questions, talks about gasoline as largest emitter of new CO2, what biofuels leadership can do, and more.

Convergence Fermentation Tech: The Digest’s 2020 Multi-Slide Guide to Lallemand Biofuels & Distilled Spirits https://www.biofuelsdigest.com/bdigest/2020/09/16/convergence-fermentation-tech-the-digests-2020-multi-slide-guide-to-lallemand-biofuels-distilled-spirits/ Thu, 17 Sep 2020 00:38:17 +0000 http://www.biofuelsdigest.com/bdigest/?p=128552

Toilet paper and hand sanitizer were hot products, but now Lallemand’s Convergence and fermentation products are hot stuff. LBDS, a leading global supplier of fermentation ingredients and technical solutions for both fuel alcohol and distilled beverage production, shares the latest on their yeast and enzyme platform and tech for fuel ethanol production.

This presentation was on stage at FEW this week, and now you can see it for yourself here.

Solving the low carbon shipping fuel and energy algorithm – quickly! https://www.biofuelsdigest.com/bdigest/2020/09/15/solving-the-low-carbon-shipping-fuel-and-energy-algorithm-quickly/ Wed, 16 Sep 2020 00:17:19 +0000 http://www.biofuelsdigest.com/bdigest/?p=128509

By Adrian Tolson, Director, Lead, BLUE Insight

Special to The Digest

BLUE Insight’s Low Carbon Shipping Fuels and Energy Guide 2020 is a market first assessment of the leading low carbon marine fuels with potential to replace fossil fuels as the marine fuel of the future and analyses the companies, the R&D projects and collaborations, producing and supplying these fuels. We look at, amongst other criteria, the differing investment requirements, both shoreside onboard, potential price points, differing methods of production and overall applicability to international shipping.

The International Maritime Organisation’s (IMO) Greenhouse Gas (GHG) and CO2 reduction policies actually require a greater reduction than first thought, when viewed on a vessel by vessel basis. The IMO’s GHG policy aims to reduce shipping’s carbon intensity by at least 40% by 2030 and 70% by 2050, in comparison to a 2008 baseline. It also aims to reduce shipping’s overall GHG emissions by 50% – again against 2008 levels – with the aim of phasing them out completely, to make shipping a zero-emission sector.

The volume of goods shipped globally has doubled since 1995, and will continue to grow – and so – although impacted in the short term by events during 2020 – the total emissions of international shipping will grow. While this will be partially alleviated by increases in operational and technical efficiencies, the actual requirement is estimated by University Maritime Advisory Services (UMAS) to be 85% CO2 reduction per vessel by 2050.

The low or zero carbon shipping fuels and energy sources of the future will therefore require the potential to deliver individual vessels up to an 85% and in some cases a 100% reduction in CO2 emissions. If this seems daunting, the Guide does provide some glimmer of optimism; a number of fuels explored reduce CO2 by at least 85% at least as the point of combustion.

To achieve the IMO’s targets, the shipping industry requires astronomical investment and careful planning. According to UMAS, a capital investment of between US$1.4 and US$1.9 trillion will be required. In addition, the fuels of the future will need to replace the energy generated by more than 5 million barrels of fossil fuel per day or 300 million tonnes per annum – so any solutions need to be scalable. Moreover, none of the new fuels and energy used should inhibit society’s ability to produce food or require carbon-intense processing to produce. To add to the mix, much of the capital and infrastructure needed to meet the IMO’s target of reducing GHG emissions, requires land-based investments and developments that are largely out of the control of shipping itself. It’s a tall order, but there’s good reason – there is no Planet B.

The building of infrastructure will require coordination from across the supply chain. For the last 70 years, the global marine fuel industry has invested, developed, and maintained the same infrastructure used to produce, refine, transport and supply the same commoditised marine fuel products. However, with a change in fuels, comes the potential for a change of infrastructure, that requires collaboration and coordination along the supply chain. Shipowners don’t want to have vessels built to run on an alternative fuel with no access to that fuel, and suppliers of alternative fuels need the demand to be there.

Time is of the essence. UNCTAD reported in 2019 that the average age of a commercial vessel was nearly 21 years, making the requirement to find a low carbon propulsion solution for the marine industry even more pressing. To achieve the IMO’s reduction target, shipowners need to start placing orders for vessels that will operate on low carbon fuel to be sailing by 2029.

The options are plentiful. The BLUE Insight Guide covers 11 different fuels or technologies, all with advantages and disadvantages for varying sectors, these are:

  • Ammonia
  • Bio-LNG
  • Biofuel
  • Hydrogen
  • Methanol
    • Dimethyl Ether (DME)
  • Nuclear
  • Renewable Crude
  • Synthetic LNG
  • Batteries
  • Fuel Cells

Drop-in fuels will provide a cheaper and potentially easier option than fuels requiring more substantive adaptations to the supply chain of the vessel itself. Drop-in fuels have the potential to mitigate the infrastructure issue. These are fuels that can utilise existing storage, transport and bunkering infrastructure and vessel engines without requiring modification. Nominally these fuels can also be used as a blend with other fuels. The next stages of LNG, bio and synthetic, alongside biofuels, are accepted as direct drop-in fuels. These fuels, therefore, have an advantage over other alternative fuels due to the lower capital expenditure required to integrate them into the marine fuel market.

Companies have already begun using drop-in fuels or blending them with fossil fuels. For example, the Finnish company Gasum offers a marine bio-LNG and LNG fuel mix to its customers, and the Dutch company GoodFuels supplies drop-in HFO and MGO equivalent fuels that can be blended with VLSFO or MGO.

Shipowners should spread the risk of unreliable availability by using dual-fuel engines. One recent development that will support the challenge facing shipping as it tackles decarbonisation, is the development of the two-stroke dual-fuel engine; capable of running on two different fuels, normally LNG and VLSFO, and effectively mitigating the risk of the, currently unknown, eventual winners in the race to be the marine fuel of the future.

Carbon taxes and stakeholder pressure will have a greater effect on fuel choice than overall cost. Traditionally, marine energy, or bunker fuel as it’s more commonly known, has been treated as a commodity and the focus for shipping has been in securing the lowest possible price for fuel. This remains the largely the same in 2020, albeit with less prevalent availability in some ports and more variance in fuels types impacting price, but jump forward 10 years and the question of which types of lower carbon fuels and energy we see in shipping will be driven by pressure from charterers, shippers, consumers and politicians. These pressures will create different priorities for shipping. The aim to minimise cost will be offset by two factors; that the cost of shipping products does not generally represent a major component of the final price of that product, and an increasing willingness to pay for a higher cost fuels that meet GHG targets and sustainability criteria.

The use of CO2 in fuels needs to be defined and regulated. A number of new lower carbon fuels use CO2 in their production. CO2 can be sourced in a number of ways and the methods, origin and use of this CO2 can be a contentious subject. Regulations are needed that apply to both the use of recycled CO2, produced by industry and captured at point source, and biogenic CO2, part of the natural carbon cycle. Direct air capture, taking CO2 from the atmosphere, is in its infancy and is expected at first to be an expensive process, but one whose costs will decrease with economies of scale and developments in technology.

It is not a race for the silver bullet, rather the race for multiple silver bullets for individual shipping sectors. It is accepted across the industry that there will no longer be a single fuel for the marine industry, as differing sectors have different fuel, space and energy requirements making certain fuels better suited to them than others.

The short sea ferry sector, for example, has started to see the advantages of battery power and electrification. With frequent port calls and often short voyages, battery power is ideally suited to propulsion for ferries. Companies such as Canada-headquartered Sterling PBES have installed batteries on a number of Ro-Pax and passenger ferries operating effectively and safely in Scandinavia. On the other hand, for a large ocean container ship a drop-in biofuel has proven an immediate low carbon solution for the likes of tanker giant Stena Bulk. Ammonia – supported by shipping decarbonisation experts UMAS as the most viable marine fuel of the future given its prevalence, scalability and minimal infrastructural costs – and methanol pose other potential options.

Critically, the companies, projects and collaborations in the low carbon marine fuel race are not the traditional bunker suppliers or producers of the past. With the exception of one or two major oil companies, we discovered that companies with minimal marine fuel experience are aiming to occupy the space of bunker suppliers and producers of the future. This may change of course, and we would expect some mergers and acquisitions of some of the organisations in the Guide by more traditional marine fuel suppliers and traders. Some of these are small companies that are just beginning their journeys, such as Denmark based Kvasir Technologies, a company researching and developing a one-step process that turns biomass, primarily lignin, into a second-generation biofuel. Its work is promising enough to have led them to have signed a collaborative agreement with A/S Norden, the Danish shipowner.

We also see that some major shipowners have begun researching into their potential future fuel options. One such shipowner is Compagnie Maritime Belge (CMB), which, through a number of ongoing projects and joint ventures, is researching into the use of hydrogen as a marine fuel. CMB will work along the supply chain with companies producing hydrogen to ensure they have access to the zero-carbon hydrogen, green hydrogen. Other ship owning companies have joined coalitions to share knowledge and resources. For example, ship owning giant Maersk and Ro-Ro company Wallenius Wilhelmsen are part of the LEO coalition, alongside stakeholders from across the supply chain, researching the viability of a lignin-ethanol biofuel.

So, what can you do now? Shipping has more or less completed what is comparatively a simple fuel transition to low sulphur fuels in 2020, where some have benefited more than others (those investing in scrubbers, for example have been hit by the current low spread between VLSFO and HFO). Decarbonising the shipping industry is going to be a much more complex, but necessary change.

The BLUE Insight Low Carbon Shipping Fuels and Energy Guide 2020 is the first independent and impartial analysis of the future fuel options for the marine industry and its varying sectors, allowing for the market players to establish their own opinion. The Guide gives in depth insight into the companies on the forefront of shipping’s decarbonisation push, introducing the shipping, fuel and energy industries to the bunker suppliers of the future.

To download the free introduction and to purchase your own copy of the Guide, visit our website or email insight@blue-comms.com if you have any questions.

Enabling a Circular Economy: The Digest’s 2020 Multi-Slide Guide to Dolea’s Sustainable Straws https://www.biofuelsdigest.com/bdigest/2020/09/15/enabling-a-circular-economy-the-digests-2020-multi-slide-guide-to-doleas-sustainable-straws/ Wed, 16 Sep 2020 00:14:29 +0000 http://www.biofuelsdigest.com/bdigest/?p=128495

Finland has lots of trees and biomass, so Dolea is situated in a perfect place to create their paper drinking straws.

Paper straws may not sound very innovative to you, but what IS unique is Dolea’s creation of straws with no glue and that are repulpable. Check out their slide guide from ABLC Digital this summer to find out more about why not having glue in paper straws is pretty cool.

Evonik, Avril, POET Collaborations: The Digest’s 2020 Multi-Slide Guide to DSM’s Evolution https://www.biofuelsdigest.com/bdigest/2020/09/15/evonik-avril-poet-collaborations-the-digests-2020-multi-slide-guide-to-dsms-evolution/ Wed, 16 Sep 2020 00:10:52 +0000 http://www.biofuelsdigest.com/bdigest/?p=128469

From the early days of coal mining in 1902 to today’s nutrition, health and sustainable living segments, DSM has certainly evolved with the times.

Atul Thakrar, President of its Bio-based Products & Services, shared this illuminating presentation at ABLC Digital on their recent collaborations with companies like Evonik on sustainable salmon farming with a new algal oil with complete omega 3 fatty acids, Avril on a unique protein based on canola, POET on commercial biofuel and enzyme licensing and production, and more.

Lallemand launches new Convergence yeast, enzyme platform: could save ethanol producers $1M/year in replacing all external fermentation enzymes https://www.biofuelsdigest.com/bdigest/2020/09/14/lallemand-launches-new-convergence-yeast-enzyme-platform-could-save-ethanol-producers-1m-year-in-replacing-all-external-fermentation-enzymes/ Mon, 14 Sep 2020 22:48:34 +0000 http://www.biofuelsdigest.com/bdigest/?p=128434

In Wisconsin, Lallemand Biofuels & Distilled Spirits has announced a next generation advanced yeast and enzyme platform called Convergence, which combines a new yeast that generates virtually all the glucoamylase (GA) required for fermentation combined with a small amount of complementary exogenous enzyme.

The bottom line impact for a corn starch ethanol producer would be in the range of $1 million per year, according to Lallemand Biofuels & Distilled Spirits President, Angus Ballard.

The TransFerm and Alcolase background

“Our dream was to express through yeast all of the enzymes required for fermentation and displace all of the glucoamylase,” Ballard told The Daily Digest. “Could we get to 100 percent. It seemed unobtainable, but here we are. We do find that it’s better if we add Alcolase in very small quantities, but it’s a tote not a tank.”

TransFerm CV5 is a genetically modified yeast strain that combines best in industry yield enhancement technology with extraordinary levels of glucoamylase and trehalase expression. This yeast generates between 80% and 100% of the enzymes required in fermentation.

Alcolase 146 is a high-performance glucoamylase blend developed to maximize the fermentation performance of TransFerm CV5. This product provides optimal results at a significantly lower dose than other commercial enzyme blends. When used with TransFerm® CV5 it is supplied at no extra charge.

Worth noting that the TransFerm CV5 product not just the previous version with extra expression. LBDS redesigned the base frame and increased the robustness through directed evolution.

BASF, you’re being touted…

There are unsung heroes in every technology advance, many of them sitting right now in a lab in Lebanon, New Hampshire, which LBDS acquired in the Mascoma acquisition in 2014 and has substantively expanded and enhanced. These folk are the real deal in genetic engineering.

And LBDS’s Ballard took special note to frame the role of a partnership with BASF labs in San Diego. With Lallemand, BASF co-developed a new enzyme essential in this breakthrough. Asked about change in the style and pace of collaboration in COVID times, he noted that “there’s been a staggering change in what we can do through Zoom and Teams, we wouldn’t haven’t dreamed of today’s capabilities in co-development across the globe a few years back, it’s not without their challenges, collaborators have their own pace and culture, so you have to work at managing a relationship, but the benefit is there.”

The LBDS story has also been a story in partnership. Actually, the original Mascoma technology that led to the launch of the original TransFerm back in 2013 started as a partnership.

“From the first conversations,” Ballard recalled, “we were excited. Some at Mascoma at first we’re nervous that ‘Lallemand going to see us as a competitor, how is it going to work?’. And Yes, we’re in the market, but our future success is tied to the success of the industries we supply. Our attitude was ‘if you have new technology – we see you as a collaborator not a competitor.’ And that’s how we started the process of bringing Mascoma’s incredible ability in genetic modification and genetic engineering talents to our strengths in product development, manufacturing and marketing. It ended up being the easiest acquisition because we both saw the value. As a small-start up, Mascoma was struggling on the cash side as they all do and for us it was very important that they survived. When we acquired Mascoma, our vision went beyond fuels and towards our position as a of supplier yeast and bacteria, mindset of the commercial potential, and we have a GM yeast in our brewing business today and there are other business lines which might employ GM yeast.

“Something had evolved (with Mascoma and Lallemand) but we wanted to ensure, because it wasn’t just the tools, or the technology, it was the people, with this ability to do metabolic engineering.”

Progress to date

The news is fresh to many but not all — the technology has been trialling in 10 facilities around the US, where LBDS and partners confirmed the performance under live conditions. For now, it’s focused on the US market. It’s slower to obtain the regulatory approvals for this GM yeast for the Canadian, Brazilian, Argentine and other markets where corn starch ethanol — so that remains an expansion opportunity as those approvals are gained.

Next steps

Lallemand confirmed that it has the capacity to roll-out the technology with new ethanol producer customers — the trial process takes up to six weeks and Ballard noted that for an ethanol producer using traditional dry yeasts instead of a GM product, the financial impact could be well over the $1 million figure. “There are not many ways you can add a million to the bottom line without capital costs,” Ballard noted.

The LBDS backstory

Back in 2013, the emergence of the original TransFerm and TransFerm Yield+ rocked the industry when pilot-scale tests at ICM showed that TransFerm Yield+ consistently demonstrated ethanol yield improvements of up to 4%. TransFerm and TransFerm Yield+, were manufactured and distributed by Lallemand and jointly marketed and sold by Mascoma and Lallemand through their partnership, until the acquisition.

In March 2019, we reported that BioTork, LLC and Lallemand Biofuels & Distilled Spirits (LBDS) announced the formalization of a collaboration for the development of improved yeast strains for the ethanol industry. Located in Gainesville, FL, BioTork is a privately-owned biotechnology company focusing on the development of microbial strains and bioconversion processes capable of producing bio-based chemical commodities such as lipids, fuels, enzymes, plastics and other valuable compounds from affordable and renewable feedstocks. Its optimized microorganisms provide the improvements and robustness needed for cost effective industrial bioconversion processes. Lallemand Biofuels & Distilled Spirits (LBDS) is a business unit of Lallemand, Inc. Based in Duluth, GA, Lallemand Biofuels & Distilled Spirits is the leading supplier of fermentation ingredients and value creating technical services to the global fuel ethanol and distilled beverage industries.

In April 2019, we reported that DSM and LBDS signed a joint agreement under which DSM grants to Lallemand a non-exclusive, royalty bearing license to DSM’s low-glycerol yeast technology patents (U.S. Patent No. 8,795,998). The license agreement is part of a settlement that was reached following a 2018 US Federal Court jury verdict in Wisconsin. The referenced technology in the agreement is for use in the fermentation of first-generation biofuels.

In October 2017, we reported that Lallemand Biofuels & Distilled Spirits, acquired Lactic Solutions LLC. Lactic Solutions has been developing genetically modified lactic acid bacteria products specifically for the biofuels industry. According to their press release, these new products will create value for fuel ethanol producers through higher ethanol production yields and reduced consumption of antibiotics. This acquisition will be integrated into LBDS. The Lactic Solutions technology was developed by Professors Jim Steele and Jeff Broadbent from the University of Wisconsin-Madison and Utah State University, respectively.

Lallemand is a privately owned company specializing in the research, development, production, marketing and distribution of yeast, bacteria and other microorganisms for use in the food ingredient, human nutrition, animal nutrition, baking, wine, beer, distilled spirits, biofuels, plant care, cosmetic and pharmaceutical industries. Lallemand has approximately 4,000 employees located in more than 40 countries, on all continents.

The Bottom Line

Consolidated bioprocessing used to be called the Holy Grail — that is to say, saccharification and fermentation, one step, one bug. So, let’s note that the Grail has been found, something that was reserved for Sir Galahad in the Arthurian cycle of tails, yet seems to have been accomplished this year by a team of technologists working on the bench in Lebanon, NH and San Diego, CA and elsewhere. I guess we’ll have to refer to them as the Knights of the Round Benchtop, or perhaps in a nod to the ethanol producers as the Knights of the Round Fermenter. In any case, grail located, now available, as they say in late night television advertising, call now.

Biobased Polymers, PEF and Propanediol: The Digest’s 2020 Multi-Slide Guide to Dupont’s Biomaterials https://www.biofuelsdigest.com/bdigest/2020/09/14/biobased-polymers-pef-and-propanediol-the-digests-2020-multi-slide-guide-to-duponts-biomaterials/ Mon, 14 Sep 2020 22:46:53 +0000 http://www.biofuelsdigest.com/bdigest/?p=128418

From biobased propanediol for personal care products to polymers for apparel and packages, DuPont gets the value and advantages of biomaterials and is working with ADM to create breakthrough biomaterials too.

Michael Saltzberg, Business Director at DuPont Biomaterials, shared this illuminating presentation at ABLC Digital on DuPont’s approach to developing biomaterials, Zemea process tech where feedstocks are harvested, fermented and refined to manufacture propanediol, the Sorona biobased polymers for fabrics, carpets, etc., and PEF – a biomaterial solution for packaging.

Unlocking New Sources of Sustainable Investment: The Digest’s 2020 Multi-Slide Guide to ESG Investing in the Bioeconomy https://www.biofuelsdigest.com/bdigest/2020/09/13/unlocking-new-sources-of-sustainable-investment-the-digests-2020-multi-slide-guide-to-esg-investing-in-the-bioeconomy/ Sun, 13 Sep 2020 14:04:34 +0000 http://www.biofuelsdigest.com/bdigest/?p=128365

How to unlock the billions in this new investment stream for the bioeconomy projects you care about was the name of the game on DigestConnect this past Thursday.

Cindy Thyfault, CEO of Global Biofuture Solutions and Gerard Ostheimer, Senior Advisor at Below50, shared this illuminating presentation what can be done about the least tapped into type of financing, ESG sustainable finance, and how you can benefit whether your organization needs project finance, early-stage investment, or is dependent on partners and customers who will need those.

From Americas to EU, Asia, Africa, Who’s Got What?: The Digest’s 2020 Multi-Slide Guide to Biofuel Mandates Around the World 2020 https://www.biofuelsdigest.com/bdigest/2020/09/11/from-americas-to-eu-asia-africa-whos-got-what-the-digests-2020-multi-slide-guide-to-biofuel-mandates-around-the-world-2020/ Fri, 11 Sep 2020 09:10:25 +0000 http://www.biofuelsdigest.com/bdigest/?p=128031
Today, biobased mandates around the world. Where are the markets you can count on, how much can you count on? 65 countries in all, We’ll be focusing especially on new information out of Argentina, Brazil, Britain after Brexit, Canada, the European Union, China, India, Indonesia, the United States and more. Some changes because of renewed climate ambition, some in response to COVID-19 and collapsing oil prices. Here’s your up to date guide.