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Abstract: The life cycle greenhouse gas (GHG) and fossil fuel benefits of black liquor recovery are analyzed. These benefits are due to the production of energy that can be used in the pulping process or sold, and the recovery of the pulping chemicals that would otherwise need to be produced from other resources. The fossil GHG emissions and non-renewable energy consumption of using black liquor in the kraft recovery system are approximately 90% lower than those for a comparable fossil fuel-based system. Across all scenarios, the systems relying on black liquor solids achieve a median reduction of approximately 140 kg CO2 eq./GJ of energy produced, compared to the systems relying on fossil fuels to provide the same energy and pulping chemical production functions. The benefits attributable to the recovery of pulping chemicals vary from 44% to 75% of the total benefit. Applied to the total production of kraft pulp in the U.S., the avoided emissions are equivalent to the total Scopes 1 and 2 emissions from the entire U.S. forest products industry. These results do not depend on the accounting method for biogenic carbon (because biogenic CO2 emissions are the same for the systems compared) and the results are valid across a range of assumptions about the displaced fossil fuel, the GHG-intensity of the electricity grid, the fossil fuels used in the lime kiln, and the level of cogeneration at pulp and paper mills. The benefits occur without affecting the amount of wood harvested or the amount of chemical pulp produced. [Copyright &y& Elsevier]

Abstract: A review of the four main wood energy sectors in the U.S. was conducted to explore historic trends and the impact of alternative energy prices and public policies on wood energy consumption. High oil prices have triggered the adoption of government regulation and financial incentives to promote greater use of wood energy over the last four decades. However, the amount of wood energy consumed in the U.S. industrial sector was driven mainly by the output of the pulp and paper products industry and not by energy prices or any particular public policy incentive. Residential consumption of wood energy was positively correlated with competing energy prices. Public policies seem to have had a greater impact on wood energy consumption in the electric power sector and over the last four decades have concentrated on promoting biopower with a recent shift to liquid cellulosic biofuels. High oil prices and a series of public policies such as tax credits, loans, grants, and renewable energy standards have resulted in higher consumption of wood energy from 2004 to 2009 in the residential, electric power and commercial sectors by an estimated 5, 2, and less than 1 percent annually, respectively. The impact of new federal programs such as the Biomass Crop Assistance Program remains to be observed. Continuation of public incentives and preferential regulations for renewable energy appears to be necessary for a steady increase in U.S. wood energy consumption. [Copyright &y& Elsevier]

Abstract: With an outlook for higher global energy prices and concomitant increase of agricultural resources for the pursuit of fuel, consumers are expected to seek more fuel-economic transportation alternatives. This paper examines factors that influence the importance consumers place on fuel economy, with attention given to differences between American and European consumers. In a survey conducted simultaneously in the United States (U.S.) and Belgium in the fall of 2006, respondents in both countries ranked fuel economy high among characteristics considered when purchasing a new vehicle. Overall, respondents in the U.S. placed greater emphasis on fuel economy as a new-vehicle characteristic. Respondents'' budgetary concerns carried a large weight when purchasing a new vehicle as reflected in their consideration of a fuel''s relative price (e.g. gasoline vs. diesel vs. biofuel) and associated car repair and maintenance costs. On the other hand, high-income Americans displayed a lack of concern over fuel economy. Concern over the environment also played a role since consumers who felt empowered to affect the environment with their purchasing decisions (buying low and clean emission technology and fuels) placed greater importance on fuel economy. No statistically significant effects on fuel economy rankings were found related to vehicle performance, socio-demographic parameters of age, gender or education. Importantly, the tradeoff between using agricultural inputs for energy rather than for food, feed and fiber had no impact on concerns over fuel economy. Finally, contrary to expectations, U.S. respondents who valued domestically produced renewable fuels did not tend to value fuel economy. [Copyright &y& Elsevier]

Abstract: Since the year 2000 or so there has been a rapid growth on fuel ethanol production and consumption, particularly in US and Brazil. Ethanol trade represented about 10% of world consumption in 2005, Brazil being the main exporter. The most important consumer markets—US and European Union (EU)—have trade regimes that constrained the comparative advantages of the most efficient producers, such as Brazil. This paper evaluates the fuel ethanol market up to 2030 together with the potential for international biotrade. Based on forecasts of gasoline consumption and on targets and mandates of fuel ethanol use, it is estimated that demand could reach 272Gl in 2030, displacing 10% of the estimated demand of gasoline (Scenario 1), or even 566Gl in the same year, displacing about 20% of the gasoline demand (Scenario 2). The analysis considers fuel ethanol consumption and production in US, EU-25, Japan, China, Brazil and the rest of the world (ROW-BR). Without significant production of ethanol from cellulosic materials in this period, displacing 10% of the gasoline demand in 2030, at reasonable cost, can only be accomplished by fostering fuel ethanol production in developing countries and enhancing ethanol trade. If the US and EU-25 reach their full production potential (based on conventional routes), the minimum amount that could be traded in 2030 would be about 34Gl. Displacing 20% of the gasoline demand by 2030 will require the combined development of second-generation technologies and large-scale international trade in ethanol fuel. Without second-generation technologies, Scenario 2 could become a reality only with large-scale production of ethanol from sugarcane in developing countries, e.g., Brazil and ROW-BR could be able to export at least 14.5Gl in 2010, 73.9Gl in 2020 and 71.8Gl in 2030. [Copyright &y& Elsevier]