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Insects find their way onto Italian plates despite resistance

Insects find their way onto Italian plates despite resistance

In a small room near the Alps in northern Italy, containers filled with millions of crickets are stacked on top of each other.

Jumping and chirping loudly – these crickets are about to become food.

The process is simple: they are frozen, boiled, dried, and then pulverised.

Here at the Italian Cricket Farm, the biggest insect farm in the country, about one million crickets are turned into food ingredients every day.

Ivan Albano, who runs the farm, opens a container to reveal a light brown flour that can be used in the production of pasta, bread, pancakes, energy bars – and even sports drinks.

Eating crickets, ants and worms has been common in parts of the world like Asia for thousands of years.

Now, after the EU approved the sale of insects for human consumption earlier this year, will there be a shift in attitudes across Europe?

“We will oppose, by any means and in any place, this madness that would impoverish our agriculture and our culture,” Deputy Prime Minister Matteo Salvini wrote on Facebook.

But is that all about to change? Several Italian producers have been perfecting cricket pasta, pizza and snacks.

“What we do here is very sustainable,” says Ivan. “To produce one kilo of cricket powder, we only use about 12 litres of water,” he adds, pointing out that producing the same quantity of protein from cows requires thousands of litres of water.

Farming insects also requires just a fraction of the land used to produce meat. Given the pollution caused by the meat and dairy industry, more and more scientists believe insects could be key to tackling climate change.

At a restaurant near Turin, chef Simone Loddo has adapted his fresh pasta recipe, which dates back nearly 1,000 years – the dough is now 15% cricket powder.

It emanates a strong, nutty smell.

Some of the diners refuse to try the cricket tagliatelle, but those who do – including me – are surprised at how good it tastes.

Aside from the taste, cricket powder is a superfood packed with vitamins, fibre, minerals and amino acids. One plate contains higher sources of iron and magnesium, for example, than a regular sirloin steak.

But is this a realistic option for those who want to eat less meat? The main issue is the price.

“If you want to buy cricket-based food, it’s going to cost you,” says Ivan. “Cricket flour is a luxury product. It costs about €60 (£52) per kilogram. If you take cricket pasta for example, one pack can cost up to €8.”

That’s up to eight times more than regular pasta at the supermarket.

For now, insect food remains a niche option in Western societies, as farmers can sell poultry and beef at lower prices.

“The meat I produce is much cheaper than cricket flour, and it’s very good quality,” says Claudio Lauteri, who owns a farm near Rome that’s been in his family for four generations.

 

Diners at the Turin restaurant that serves the insect pasta are trying cricket-based products out of curiosity

 

But it’s not just about price. It’s about social acceptance.

Across Italy, the number of people living to the age of 100 and beyond is rising fast. Many point to the Mediterranean diet as the Holy Grail for a healthy lifestyle.

“Italians have been eating meat for centuries. With moderation, it’s definitely healthy,” says Claudio.

He believes that insect food could be a threat to Italian culinary tradition – which is something universally sacred in this country.

“These products are garbage,” he says. “We are not used to them, they are not part of the Mediterranean diet. And they could be a threat for people: we don’t know what eating insects can do to our bodies.

“I’m absolutely against these new food products. I refuse to eat them.”

While insect farming is increasing in Europe, so too is hostility towards the idea.

The EU decision to approve insects for human consumption was described by a member of Italy’s ruling far-right Brothers of Italy party as “bordering on madness”.

Prime Minister Giorgia Meloni, who has referred to Italy as a “food superpower”, created a Made in Italy ministry when she was elected, with the aim of safeguarding tradition.

“Insect products are arriving on supermarket shelves! Flour, larvae – good, delicious,” she said in a tone of disgust in a video.

Amid concerns that insects might be associated with Italian cuisine, three government ministers announced four decrees aimed at a crackdown. “It’s fundamental that these flours are not confused with food made in Italy,” Francesco Lollobrigida, the agriculture minister, said.

 

Cricket tagliatelle served with zucchini, zucchini cream, crispy bacon, parmesan and basil

 

Insect food is not just dividing opinions in Italy.

In Poland, it has become a hot topic ahead of an election this year. In March, politicians from the two main parties accused each other of introducing policies that would force citizens to eat insects – the leader of the main opposition party, Donald Tusk, labelled the government a “promoter of worm soup”.

Meanwhile, Austria, Belgium and the Netherlands are more receptive to eating insects. In Austria, they eat dried insects for aperitivo, and Belgians are open to eating mealworms in energy shakes and bars, burgers and soups.

“Unfortunately there’s still a lot of misinformation about eating insects,” says Daniel Scognamiglio, who runs the restaurant that serves the cricket tagliatelle.

“I have received hate, I have been criticised. Food tradition is sacred for many people. They don’t want to change their eating habits.”

But he has identified a shift, and says more people – often out of curiosity – are ordering cricket-based products from his menu.

With the global population now exceeding eight billion, there are fears that the planet’s resources could struggle to meet the food needs of so many people.

Agricultural production worldwide will have to increase by 70%, according to estimates by the UN’s Food and Agricultural Organisation.

Shifting to eco-friendly proteins – such as insects – might become a necessity.

Until now, the possibilities for producing and commercialising insect food had been limited. With the EU’s approval, the expectation is that as the sector grows, the prices will decrease significantly.

Ivan says he already has a lot of requests for his products from restaurants and supermarkets.

“The impact on the environment is almost zero. We are a piece of the puzzle that could save the planet.”

 

 


 

 

Source   BBC

 

EU Parliament confirms 2035 ban on new petrol and diesel cars

EU Parliament confirms 2035 ban on new petrol and diesel cars

The law, which requires that manufacturers achieve a 100% reduction in CO2 emissions from new cars sold in the EU by 2035, received 340 votes for, 279 against and 21 abstentions.

It sets an intermediate target of a 55% reduction in CO2 emissions for cars compared with 2021 levels and a 50% reduction for vans by 2030.

Low-volume manufacturers – those producing 1000 to 10,000 new cars or 1000 to 22,000 new vans per year – may be given an exemption from the rules until the end of 2035.

Those registering fewer than 1000 new vehicles annually will continue to be exempt thereafter.

By 2025, the European Commission will present methodology for assesssing and reporting the lifetime CO2 emissions of new cars and vans. Every subsequent two years, it will publish a report to evaluate the EU’s progress towards zero-emissions road mobility.

Then, by December 2026, it will monitor the gap between the legally determined emissions limits and real-world fuel and energy consumption data; and draw up methodology for adjusting manufacturers’ specific CO2 emissions.

Existing incentives for manufacturers selling more zero- and low-emissions vehicles (0-50g/km of CO2) will be adapted in line with sales trends, said the EU Parliament in a statement. These are expected to fall as uptake of battery-electric and plug-in hybrid vehicles increases.

The legislation was agreed in October 2022 and will now be sent to the Council of the European Union for formal approval. This will take place in the coming weeks.

Jan Huitema, the EU Parliament’s lead negotiator for the law, said: “This regulation encourages the production of zero- and low-emission vehicles. It contains an ambitious revision of the targets for 2030 and a zero-emission target for 2035, which is crucial to reach climate-neutrality by 2050.

“These targets create clarity for the car industry and stimulate innovation and investments for car manufacturers.

“Purchasing and driving zero-emission cars will become cheaper for consumers and a second-hand market will emerge more quickly. It makes sustainable driving accessible to everyone.”

Numerous manufacturers have existing electrification targets that put them on pace to comply with the new legislation.

French brands Renault and Peugeot also aim to go all-electric in Europe by 2030, while Volkswagen aims to reduce its carbon emissions per vehicle by 40% compared with 2018 levels by 2030.

Premium makers have also made headway on electrification: 41% of Volvo’s 615,121 new car sales in 2022 were plug-in hybrid (23%) and electric (18%), while Mini’s best-selling model was the Mini Electric.

Other manufacturers, such as Dacia, have plotted a different course: the Renault-owned company plans to meet CO2 targets by building lightweight, fuel-efficient ICE cars, critical to maintaining the brand’s price advantage.

Nonetheless, its sole electric car, the Dacia Spring, was one of Europe’s best-selling EVs in 2022, beating the likes of the Cupra Born, Hyundai Ioniq 5 and Polestar 2.

 

 


 

 

Source Autocar

MARS: UN unveils plans to track methane emissions from space

MARS: UN unveils plans to track methane emissions from space

Announced as part of the decarbonisation-themed day in the COP27 Presidency agenda, the Methane Alert and Response System (MARS) will be operated as part of the UN Environment Programmes International Methane Emissions Observatory. It has secured funding from the European Commission, US Government and the Bezos Earth Fund.

Data collected by MARS will be publicly available, in what is believed to be a world first. Additionally, major emissions events will be relayed to those with the power to step in with remediation, including national governments, states and corporates. These organisations will be able to ask the MARS team to provide advice.

Data will be collected from the energy sector in the first instance. Energy production is the world’s largest source of methane, which is often generated by flaring at oil and gas facilities or released via leaks in the sector. In time, data on methane from coal, waste and agriculture will be captured. Agriculture is the world’s second-largest source of methane, primarily from livestock and rice. As such, it will be these two agriculture sub-sectors which MARS focuses on.

Methane has been steadily rising up the climate agenda in recent years as science has improved. The Intergovernmental Panel on Climate Change (IPCC) has concluded, within the past 18 months, that at least a quarter of global heating to date is attributable to methane.

 

 

Global methane pledge

Spearheaded by the US, many of the world’s highest methane emitting nations have signed up to the ‘Global Methane Pledge’. This entails reducing methane emissions by 30% by 2030 against a 2019 or 2020 baseline (some nations have chosen 2019 as a baseline as emissions dipped in 2020 due to Covid-19 lockdown restrictions. In total, 130 nations and states have signed up for the Pledge.

The UN Environment Programme’s executive director Inger Andersen said that MARS represents “a big step in helping governments and companies deliver on this important short-term climate goal”. “Reducing methane emissions can make a big and rapid difference, as this gas leaves the atmosphere far quicker than carbon dioxide,” Andersen added.

The US Climate Envoy, John Kerry, and President, Joe Biden, were both on the ground in Sharm El-Sheikh today (11 November) to deliver speeches. Both of them emphasised the importance of cutting methane emissions this decade to give the world the best chance of meeting the Paris Agreement’s 1.5C pathway.

Earlier this year, the US partnered with the EU to set out joint measures to address methane emissions from the oil and gas sector.

The US Environmental Protection Agency (EPA) has confirmed today that it is bringing forward new proposed standards to bring energy sector methane down by up to 87% by 2030, against a 2005 baseline. If implemented in full, the EPA claims, the proposals will mitigate 36 million tonnes of methane between 2023 and 2035, equivalent to all of the greenhouse gas emissions of all of the US’s coal-fired power plants in 2020.

Internationally, the US signed a new joint declaration on reducing emissions from the fossil fuel sector, with a focus on methane. The other supporters of the declaration are the EU, the UK, Japan, Canada, Norway and Singapore.

Under the declaration, these nations have pledged to bring forward new policies and measures to eliminate venting and flaring and to force oil and gas companies to improve leak detection and repair efforts. Nations will either require or “strongly incentivise” nations from which they import fossil energies to reduce their emissions, as well.

 


 

Source edie

Maersk eyes ‘leapfrog’ to carbon neutral fuels in shipping

Maersk eyes ‘leapfrog’ to carbon neutral fuels in shipping

The Danish shipping giant is looking at ways of cutting emissions this decade, saying the industry needs to act with a “crisis mindset” in order to respond to the climate emergency.

For Maersk, this means ditching transition fuels such as liquified natural gas (LNG), which are cleaner than the heavy oil traditionally used in large vessels but are still harmful to the environment because they are made from fossil gas.

“From our perspective as a company, we believe we have to leapfrog to carbon neutral fuels for our vessels and for transportation in general,” said Morten Bo Christiansen, head of decarbonisation at Maersk.

“Any talk about so-called transition fossil fuels is simply not relevant from our perspective, it’s simply not solving the problem,” he told an online press briefing last month. “The last thing we need is another cycle of fossil fuel assets,” he added, pointing out that ships built today have an average lifetime of about 20 to 30 years and will therefore still be around in 2050.

International shipping accounts for 2.2% of global carbon dioxide emissions, according to the International Maritime Organisation (IMO), more than aviation’s 2% share. The IMO, a United Nations agency, has said it aims to halve greenhouse gas emissions from 2008 levels by 2050.

 

Methanol: ‘The here and now’

Because of the urgency to cut emissions already this decade, Christiansen said the first solution Maersk can turn to is methanol, which he described as a mature technology. “And we see later also ammonia,” he added.

The problem is that methanol today is mostly made from coal or natural gas, which are both polluting, Christiansen continued. This is why Maersk is looking at green methanol made from biomass gasification, or so-called “Power-to-X” where biogenic CO2 is added to hydrogen. “And same with ammonia, made from hydrogen and then just adding nitrogen.”

The hope is that these alternative shipping fuels will gradually become greener as biomass, ammonia and hydrogen are produced in growing quantities using sustainable production methods.

“But again, the ‘here and now’ perspective is that there is actually only one solution and that’s methanol,” Christiansen said, adding there are safety aspects to ammonia that need to be solved before it can be used on a commercial scale.

Maersk is seen as a trailblazer in the shipping industry when it comes to decarbonisation. On 2 June, the Danish firm called for a carbon tax on ship fuel to encourage the transition to cleaner alternatives. The Danish firm proposed a tax of at least $450 per tonne of fuel, which works out to $150 per tonne of carbon.

Maersk CEO Soren Skou called the tax proposal “a levy to bridge the gap between the fossil fuels consumed by vessels today and greener alternatives that are currently more expensive.”

 

Bottleneck

The main obstacle to green shipping fuels is scale. Production is still tiny and a massive increase in volume would be needed to decarbonise the shipping industry.

That requires quickly ramping up production of renewable electricity to produce green hydrogen “because that will very soon become the bottleneck here,” said Ulrik Stridbæk, head of regulatory affairs at Ørsted, the Danish energy firm.

“So we’re trying to match this with the electrons that will hopefully start to flow from the Baltic Sea,” said Stridbæk, who cited Danish government plans to build an “energy island” off Bornholm in the Baltic Sea to harness production of offshore wind to serve the Danish and German markets.

“This is the vision,” Stridbæk said. “Producing very large scale renewable electricity, and converting it” into green hydrogen and eFuels that can be used in the maritime and aviation sector.

Last year, Danish companies – including Ørsted, Scandinavian Airlines, and Maersk – launched the Green Fuels for Denmark initiative, with the aim of ramping up the production of renewable hydrogen in the country.

The first phase, targeted for 2023, would see the construction of a 10MW electrolyser to produce renewable hydrogen to be used as fuel for buses and trucks. By 2030, the capacity would reach 1.3GW, enough to supply the creation of more than 250,000 tonnes of sustainable fuel.

 

Access to renewable electricity

“Clearly the constraining factor here will be the production of these fuels and the access to the renewable energy that is needed,” said Maersk’s Christiansen.

However, the cost of producing green fuels – whether methanol, ammonia, or hydrogen – is prohibitively expensive at the moment. And while demand is expected to boom in the coming years, eFuels are expected to remain more expensive than oil until the end of this decade, Christiansen said.

“A market based system, some kind of carbon price would surely level the playing field and incentivise investments into this. That is clearly something that would help and would be needed in the long term,” he said.

At EU level, the European Commission is preparing proposals to mandate a gradual incorporation of green jet fuel in aviation, with percentages increasing over the years. A certification scheme for renewable and low-carbon fuels is also under consideration as part of the revision of the EU’s renewable energy directive.

The  proposal “will come with an updated set of incentives to promote the use of these fuels in various sectors,” the EU’s Energy Commissioner Kadri Simson announced in February.

The EU executive is also preparing a green fuel law for shipping – FuelEU Maritime – which is due to be published on 14 July.

A draft of that law, seen by The Guardian, has opted for a goal-based approach that would set increasingly stringent “greenhouse gas intensity targets” to be met for the energy used on board.

The result is that LNG would be eligible to power EU ships until around 2040, a prospect environmental groups described as “a disaster.”

 


 

Source EURACTIV

Australia’s miners urge Europe to define nuclear power and fossil fuels with carbon capture as ‘sustainable’

Australia’s miners urge Europe to define nuclear power and fossil fuels with carbon capture as ‘sustainable’

The Minerals Council of Australia has weighed into a European Commission climate policy debate, urging it to back fossil fuels with carbon capture use and storage (CCS) and nuclear power on a list of environmentally friendly developments.

In a written submission to the commission, the minerals council (MCA) said a proposed EU taxonomy for sustainable activities intended to shape investment under a European green deal was inconsistent in how it dealt with clean technologies because it favoured solar, wind and biofuels over nuclear and CCS.

The mining lobby group said it was concerned this approach would have a flow-on effect on the types of energy investments backed by EU-based companies across the globe and “increase the cost of reducing CO2 emissions”. It called for an overhaul.

InfluenceMap, a London-based thinktank that tracks corporate climate lobbying, said the MCA’s submission suggested it wanted to export its “negative approach to climate policy” by pushing for changes in other parts of the world that would allow continued use of coal and gas.

The MCA submission argued there was “no valid basis” for treating CCS and nuclear differently given EU countries currently used coal, gas and nuclear.

It quoted the International Energy Agency in saying emissions from existing energy fleets needed to be significantly reduced by 2030 if countries were to achieve the widely held goal of reaching net zero emissions by 2050. The minerals council said this would require technologies such as CCS.

“Underpinning the MCA’s concern is the broad-ranging investment impacts the taxonomy will have, not just within the European Union but anywhere European Union-based firms invest,” the submission said.

But InfluenceMap’s program manager, Rebecca Vaughan, said the MCA appeared concerned a science-led approach to dealing with the climate crisis would hurt the industries it represented.

“While the MCA says it wants the EU to take a technology neutral position, its submission appears to advocate for the continued use of coal and gas with carbon capture utilisation and storage, which is clearly at odds with the commission’s science-based policy,” Vaughan said.

The MCA has long been accused of hindering action to tackle the climate crisis in Australia, and campaigned aggressively against Labor’s two attempts to introduce a carbon pricing scheme.

In recent years it has come under pressure to change its anti-climate stance from its biggest members, BHP and Rio Tinto. It followed the big mining companies facing repeated calls from their investors to abandon the MCA over its commitment to coal.

It resulted in the MCA releasing a climate plan that said it was committed to the Paris agreement and reaching net zero emissions, but did not include a timeframe in which that target should be reached.

The EU taxonomy is intended to help it meet a target of at least a 55% cut in its emissions below 1990 levels by 2030 on the way to net zero by 2050.

It considers a development sustainable if it makes a substantial contribution to one of six environmental objectives, does no significant harm to any of the other five and complies with minimum business safeguards. The environmental objectives are: climate change mitigation, climate adaptation, sustainable use and protection of water resources, transition to a circular economy, pollution prevention and control, and protection and restoration of biodiversity and ecosystems.

The commission said it expected the taxonomy would “create security for investors, protect private investors from greenwashing, help companies to plan the transition, mitigate market fragmentation and eventually help shift investments where they are most needed”.

Tania Constable, the MCA’s chief executive, said “the technology-led transformation required” could not happen without Australia’s minerals and raw materials.

She said InfluenceMap had got it wrong. “[It] clearly opposes a lowest-cost, faster-paced approach to global decarbonisation,” she said.

“The MCA and all of its members are taking serious action on climate change and are committed to the Paris agreement and its goal of net zero emissions. The MCA advocates the inclusion of all low and zero emissions energy sources in the EU’s sustainable finance taxonomy because unequal treatment of nuclear and CCUS in particular undermines the EU’s own objectives.”

The final version of the EU’s sustainable finance rules was due in January but a decision was delayed until April after 10 countries objected to the initial proposal because they wanted gas to be deemed a sustainable energy source.

Nuclear energy plays a significant role in some EU countries, but the International Energy Agency (IEA) reported its future was uncertain in wealthy nations as ageing plants were expected to close due to cost and regulatory decisions. It said this trend could affect climate goals.

The forecast decline of nuclear has coincided with generation from cheaper renewable energy growing significantly from a low base.

CCS, which most commonly involves capturing emissions and pumping them underground, remains at a relatively early stage of development despite pledges of billions of dollars in funding. It is used in some industrial processes, but has sometimes been financially viable only when employed to increase oil extraction from an underground reservoir.

It is yet to be proved viable as a means of reducing emissions from fossil fuel power generation. One of the world’s most prominent CCS projects, the Petra Nova power generation facility in Texas, was mothballed last year because of its poor financial performance.

The Morrison government has backed CCS as one of five priorities to receive support under its low-emissions technology roadmap, and opened a $50m fund for applications earlier this month.

Several observers noted it was a relatively little funding if the government was serious about developing the long-stalled technology. Some of is expected to be will be dedicated to exploring the “use” of captured CO2 to turn it into products such as building materials.

Nuclear energy remains banned in Australia. Some Coalition MPs and industry leaders want the prohibition lifted.

 This article was amended on 23 March 2021 to include the EU’s criteria for a sustainable activity and the IEA’s assessment of nuclear generation.

 


 

Source The Guardian