The International Energy Agency’s new World Energy Outlook 2025 has a major shift in how the agency is framing the future of global energy. It’s going back to basics and once again providing an outlook based solely on policies already on the books today.
Given the frothy targets to reduce U.S. carbon emissions set by the 2016 Paris Agreement and an anticipated expanding role in that process for low-carbon-intensity (LCI) hydrogen that is barely being produced in 2024, it’s hard to believe there’s a path forward. Yet one recent study from industry participants in the National Petroleum Council (NPC), commissioned by the Department of Energy (DOE), provides detailed projections of how and where LCI hydrogen will develop, including regional variations. In today’s RBN blog we review that analysis.
Two major pieces of early-2020s legislation — the Bipartisan Infrastructure Law (2021) and the Inflation Reduction Act (IRA; 2022) — promise to provide billions of dollars in tax credits and other incentives for expanding the production of low-carbon-intensity (LCI) hydrogen. But the hype around clean hydrogen as a fuel of the future has lost some momentum of late, mostly due to spiraling costs. So we’re left with two questions: Can expanded production and use of LCI hydrogen significantly reduce carbon dioxide (CO2) emissions and, just as important, is LCI hydrogen production cost-effective?
Second chances don’t always come around, but when they do, you’d do well to learn from your previous experiences and make the most of them. For the Petra Nova carbon-capture/enhanced-oil-recovery (EOR) project southwest of Houston, its previous three-year run largely confirmed the preconceived notions of critics as a highly touted project that fell short of expectations for a variety of economic and technical reasons. But it also enjoyed some significant successes, and now the facility has been given a second life, courtesy of a new owner and higher oil prices. In today’s RBN blog, we look at the long-awaited restart of the Petra Nova project, what its owner hopes to gain from it, and what it could mean for the carbon-capture industry.
The U.S.’s effort to prioritize low-carbon energy entails some bumps and bruises along the way, an indication that the energy industry’s trilemma of availability, reliability and affordability can conflict with today’s economic realities and environmental priorities, even in a state like California with abundant financial and clean-energy resources and a commitment to decarbonization. In today’s RBN blog, we look at the state’s lofty goals to phase out fossil fuels, why it has been forced to put its transition away from natural gas and nuclear power on hold, and some of the biggest challenges ahead for the Golden State.
Cargo ships move more than 80% of the world’s internationally traded goods, making them essential to the global economy, but they’ve traditionally been fueled by heavy fuel oil or marine gasoil, both of which are emissions-intensive. With 60,000 or so ships in service, they account for an estimated 2.8% of global greenhouse gas (GHG) emissions, a percentage the International Maritime Organization (IMO) would like to reduce. At the 80th session of the IMO’s Maritime Environment Protection Committee (MEPC) in July, the group adopted a provisional agreement to eliminate GHG emissions from shipping by a date as close to 2050 as possible, with intermediate goals for emissions reduction by 2030 and 2040. Clearly, radical innovations will be required to meet the IMO’s goals. In today’s RBN blog, we look at some of the initiatives directed at emissions reduction in shipping and the challenges to (and opportunities for) operational improvements, especially regarding LNG carriers.
