First Name: | Garrett |
---|---|
Last Name: | Stone |
Email Address: | garrett.stone@aspirecorp.net |
Affiliation | ASPIRE CORP |
Subject | Comments to the Draft Regulation and Supporting Document presented Oct 16 2008 |
Comment |
Comments are with reference to the Draft Regulation posted here: http://www.arb.ca.gov/fuels/lcfs/101008lcfsreg_draft.pdf And to the Supporting Document posted here: http://www.arb.ca.gov/fuels/lcfs/101608lcfs_supdoc.pdf FIRST COMMENT With reference to Draft Regulation Table 2, page 4 We recommend that Table 2 LCFS Compliance Schedule for Diesel Fuel, (and Table 1 on page 3 for Gasoline Fuel) be modified to require a smooth decrease in fuel Carbon Intensity. We believe that the ANNUAL INCREASE in the amount of DECREASE in fuel Carbon Intensity on a fleet-wide basis is more likely to be a smooth curve rather than one that first jumps up and then back down three separate times (2011 to 2012, 2016 to 2017, and 2019 to 2020) as does the Compliance Schedule presented in Table 2. This point is especially clear when the proposed amount of ANNUAL INCREASE as shown in the Compliance Schedule is presented in chart form such as the one below. TABLE 2 - ANNUAL INCREASE IN % REDUCTION IN CARBON INTENSITY 2.0 X X 1.9 1.8 1.7 X 1.6 1.5 X 1.4 1.3 1.2 1.1 1.0 X 0.9 0.8 0.7 0.6 0.5 X X 0.4 0.3 X X 0.2 X 0.1 0.0 X YEAR 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 No doubt it is good policy to start with small annual reductions as low carbon fuels are introduced and then increase the size of the annual reductions as low carbon fuels gain wider use. However, unless there is a policy driven reason to require only a tiny annual reduction of 0.5% in the “final year” of 2020, it seems to be a better fit with the natural world to start with small reductions and steadily increase the size of the annual reduction. After all, each annual reduction is a “per cent of the baseline CO2 emission” so there is no “per cent of a per cent” issue here. And, steadily increasing the annual reduction makes sense. As low carbon fuels gain market share you would expect that a 2.0% reduction in 2020 would become as easy to make as a 0.2% reduction in 2011. With growing use of low carbon fuel, it seems unlikely that any later year would have a smaller reduction than an earlier year. It is also unlikely that the reduction curve would reach a “flat top” (see 2018 and 2019 in the chart) in any year prior to the “final year”. In fact, given steadily increasing use of low carbon fuels, it seems most likely that the largest annual reduction would occur in the “final year”. Especially since 2020 is not really “a final year” at all, just a milestone on the way to 2050. SECOND COMMENT With reference to Table 3, page 12 of the Supporting Document: LINE 3 Average Corn Ethanol CI = 68.2 LUC = 35 Total CI = 103.2 Comment: The only apparent reference for Carbon Intensity of Corn Ethanol on the CARB website is the one released 04/23/08: http://www.arb.ca.gov/fuels/lcfs/042308lcfs_etoh.pdf. The bottom line of the table on page 6 of the 04/23/08 document specifies a TWW CI for denatured corn ethanol of 75.6 g/MJ (dry mill) and 89.0 g/MJ (wet mill). A non-weighted average of those two values is 82.3 g/MJ and the Total CI, using 35 g/MJ for LUC, would be 117.3 g/MJ. What is the source for the new 68.2 g/MJ value for CI? Can you post the supporting calculation? |
Attachment |
www.arb.ca.gov/lists/lcfs-policy-ws/58-comments_in_response_to_the_draft_regulation_10-24-08.doc Original File Name: Comments in Response to the Draft Regulation 10-24-08.doc
Date and Time Comment Was Submitted: 2008-11-14 16:01:20 |
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