When we talk about biofuels, we talk about renewable fuels from organic matter, which is why they are capable of reducing environmental impact, in addition to contributing to energy independence. Among their great advantages is the fact that they can be used right away.
Advances in research have facilitated the development of different types of biofuels. Today we have first generation biofuels, which are obtained from agricultural crops, and so-called second generation biofuels (2G). The latter, which do not compete with food, are produced from organic waste, such as used cooking oils, agricultural or livestock waste or forest biomass, among others.
Currently, 2G biofuels appear to be a fundamental player in achieving the objectives set by the European Union in its Fit for 55 package of measures. The purpose of these measures is to reduce net greenhouse gas emissions by 55%. in 2030, compared to 1990, and reach climate neutrality in 2050. In this context, why are biofuels especially relevant?
Firstly, because they constitute the most viable immediate option in reducing emissions in sectors that are difficult to electrify, such as heavy transportation or industry. As mentioned before, they are produced from organic matter, which means they can reduce CO2 emissions by up to 90% throughout their life cycle compared to traditional fossil fuels. Secondly, because they do not involve making disruptive changes to their production or logistics. Javier Antúnez, director of Biofuels at Cepsa, explains it clearly to us: “Biofuels have a chemical nature similar to the fossil fuels used in current engines.” This implies that it is possible to carry out the total or partial replacement of the latter “without the need to make modifications to either the distribution system or the engines.”
All this does not mean that certain difficulties do not exist. “The production of biofuels can be more expensive than the production of fossil fuels in terms of direct production costs, since it requires an initial investment to adapt existing production facilities or build new ones, in addition to entailing additional costs associated with raw materials.” premiums,” explains Antúnez. However, they are difficulties that can be remedied with joint work and commitment: “As large-scale production develops, its cost will be more competitive,” he observes.
The cars and trucks that we see on the road today have been incorporating a portion of biofuels for years. In 2023, which is now ending, the percentage is 10.5%, but the increase is progressive and is expected to reach 12% in 2026. In other sectors, such as aviation or maritime transport, the regulation is more recent and It will mean a radical change in the coming decades.
During the last year, Europe has incorporated new decarbonization objectives in these two sectors, developing the ReFuelEU Aviation and FuelEU Maritime regulations where biofuels are main actors, since objectives for the introduction of sustainable aviation fuels (SAF) are incorporated and set a path to reducing emissions in fleets. This has caused many companies to begin testing its use. In the case of Cepsa, which in the last year has carried out tests and is working to promote its development and use.
“Our company already sells sustainable aviation fuel (SAF) in five of the main Spanish airports (Madrid, Barcelona, ??Palma de Mallorca, Seville and Malaga), through which more than 150 million passengers pass through each year,” the company tells us. Director of Biofuels of the company. And the purpose is to multiply its use in the coming years: “At Cepsa, our objective is to scale manufacturing until reaching a production capacity of 2.5 million tons of biofuels in 2030,” he says.
Decarbonization is a global responsibility in which companies have a decisive importance. But, in addition, actions that seek to reduce the carbon footprint represent a factor of innovation and a development opportunity that will contribute to improving society and generating new jobs. Cepsa moves along these lines, working to be a benchmark for the energy transition, accelerating its own decarbonization and that of its clients, all within the framework of its 2030 Positive Motion strategy.
Precisely in 2030, the company expects to have an annual production capacity of 2.5 million biofuels, paying special attention to SAF, sustainable aviation fuel, where it hopes to manufacture 800,000 tons per year. With that amount you could fly over the planet no less than 2,000 times. Because decarbonizing the airline sector, let us not forget, is also making tourism sustainable, one of the main pillars of the Spanish economy.
Cepsa has numerous projects underway that seek to realize its ambition of becoming a leader in the manufacture of 2G biofuels in Spain and Portugal. Initiatives such as the announcement, last April, of the construction of the largest 2G biofuels plant in southern Europe, together with Bio-Oils, make the firmness of its purpose very clear. Also its alliances with leading airlines for SAF research and production, supplies for passenger and freight ships, or its participation this year in the first test in Spain with 2G biofuels in rail transport, together with Maersk and Renfe.
The energy transition involves research and development of alternative models of energy production, distribution and consumption. We increasingly know more formulas to turn the challenge of mitigating the effects of climate change into a reality. And one of those that currently offers the most possibilities is the production and use of biofuels. Today, although there is still a long way to go, we can say that we are moving forward on that path with a firm step.
