Task 37: Energy from Biogas
Task 37: Energy from Biogas

02-2026 Newsletter Task 37

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Newsletter IEA Bioenergy Task 37: 02/2026

Renewable Transport Fuels: 2. Road Transport

Topics:

From Good to Great: How GHG reduction makes Biogas a Climate Champion
Registration is now open for a free international webinar on methane mitigation in biogas systems and landfills, hosted by IEA Bioenergy Task 37 and DBFZ.
Join us on February 19, 2026 at 14:00 CET for an expert-led session on turning methane reduction from “good” to “great.” Methane is a powerful climate forcer, and with 159 countries supporting the Global Methane Pledge, practical and scalable solutions are more urgent than ever. The webinar will cover strategies to reduce emissions from challenging sources such as digestate storage, feedstock handling, CHP/upgrading off-gases, composting, and diluted landfill gas at aging or closed sites. Biljana Kulisic (European Commission) will present updates to the EU Renewable Energy Directive methodology for calculating GHG savings from biogas and biomethane. Participants will gain a hands-on comparison of thermochemical vs. biochemical methane oxidation, including real-world applications, technical limits, and energy implications. Selected economic considerations will also be discussed, based on recent IEA Bioenergy work with contributions from Germany, Denmark, Finland, and Canada.
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End of internal combustion engines in 2035: towards a relaxation of the rules
Under pressure from manufacturers and Member States, the European Commission is considering relaxing the ban on new combustion engines after 2035. The original rule required 100% CO2 emission reduction for new cars by 2035, effectively banning ICE cars; the new proposal allows for a 90% cut, leaving room to other alternative fuels, including RNG. Despite this apparent openness, the European Commission has set one major condition: only combustion engines that run exclusively on highly efficient decarbonized fuels such as e-fuels or advanced biofuels—which could be authorized. The European Commission was initially scheduled to present its new “automotive package” on December 10. But according to European Commissioner for Transport, Apostolos Tzitzikostas, the presentation could be postponed by “a few weeks,” probably until early January.
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New rules to harmonize transport emissions calculations in the EU
On December 3, the ENVI and TRAN Committees of the European Parliament voted in favour for the approval of the Regulation on the accounting of greenhouse gas emissions of transport services (CountEmissions EU). This follows the provisional agreement reached on the 5th of November between the Council and the Parliament. The calculation and reporting of GHG emission data from transport services will remain voluntary unless legally obliged under specific national law. One of the key elements of the regulation is that GHG emission calculations must follow the Well-to-Wheel methodology, which covers emissions from energy production to vehicle use. This approach captures the full value of renewable and low-carbon fuels, and it is also a positive step into having this method reflected in the revisions of the regulations on CO2 emission standards for cars and vans and HDVs, which currently do not allow for a complete assessment of biomethane. The regulation will have to be voted by the Council and the Parliament during the next Plenary sitting. After that, it will be directly applicable to all Member States.
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New Holland T7 biomethane
Owned by the CNH Industrial group, New Holland continues to develop its biomethane range. Following the launch of the New Holland T6.180 Methane Power, the manufacturer has taken another step forward with the biomethane version of its T7.270 tractor. The T6 paved the way, but its limitations quickly became apparent to farmers who produce methane, who often have large farms. More power, more comfort, and more autonomy were needed. The T7 was born out of this demand. Specifically, the T7.270 has 270 horsepower, compared to 155 for the T6.180, and can carry up to 200 kg of gas, compared to 80 kg previously. Its weight, between 9 and 10 tons, allows it to tow larger implements, meeting the needs of the most well-equipped farmers. Beyond power, the T7 also meets an essential requirement: range. A T6 in intensive use requires two full tanks per day. With the T7, you can work a full day on a single tank. However, the additional cost of purchasing the T7 biomethane, estimated at +25% compared to a diesel model.
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BioNGV 2025 Panorama
Published by France Mobilité Biogaz, the BioNGV 2025 Overview reviews the main figures for the sector for the year 2024: consumption, vehicle fleet, share of BioNGV, network of public stations, and regulatory framework. France currently has more than 40,000 gas-powered vehicles, including more than 20,000 heavy-duty vehicles, which account for the bulk of the volume. Heavy-duty vehicle registrations increased by 13.4% compared to 2023. Nearly 3,850 new natural gas-powered vehicles were registered in 2024, including 415 coaches, 785 buses, and 1,852 heavy goods vehicles. For natural gas overall, the share of biofuel exceeded 50%. This is an encouraging first for the sector, which is aiming for 100% bioNGV by 2033. LNG consumption fell for the first time in 2024, down 17% from 2023. Faced with unfavorable European CO2 regulations the results are quite surprising.
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Scania defends its multi-energy vision
Recently, Scania has defended a pragmatic, multi-energy vision of the energy transition. Faced with European requirements to reduce emissions, the Swedish manufacturer has affirmed its commitment on all fronts, including biomethane. Like its competitors, the manufacturer is forced to make significant reductions in CO2 emissions and is therefore relying on all forms of energy to decarbonize. “Every gram counts…” because if the limits are exceeded, the penalties will be particularly heavy. They amount to €4,250 per gram of CO2 per ton/kilometer per vehicle. If Scania exceeds its annual target by 1%, it will cost it €100 million. Scania tries moving towards a high level of electrification in sales. By 2030, 50% of the vehicles sold must be electric. However, in 2024, they accounted for only 0.2% of sales within the Scania group. When it comes to decarbonization, Scania takes a pragmatic approach: 50% electric also means 50% other energies. In this regard, gas remains well positioned within Scania’s offering.
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In Italy, NGV accounted for a quarter of bus registrations in the first half of 2025
With more than 500 units sold, natural gas buses accounted for just over 25% of the Italian market in the first half of 2025. According to data published by ANFIA, 1,959 buses weighing more than 8 tons were registered in Italy in the first half of 2025. This figure marks a 21.5% decrease compared to the 2,496 units registered in the same period in 2024. Compressed natural gas buses are showing some stability. With 503 units registered, down slightly from the 528 units sold in 2024, they represent about a quarter of the market. Despite the overall decline in the market, registrations of battery-powered electric buses are growing strongly. They rose from 218 to 353 units.
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Canada’s clean fuel programs sees 417% jump in RNG in 2024
Environment and Climate Change Canada (ECCC) reported that the volume of fuel registered in the country’s Clean Fuel Regulation program jumped 417% from 2023 to 2024, an analysis by market intelligence firm cCarbon found. That’s a much larger increase than that of any other fuel included in the program, such as ethanol, biodiesel and sustainable aviation fuel. Clean fuel programs in North America have provided a powerful incentive for RNG production. That’s especially true for on-farm anaerobic digesters that process manure. Canada’s CFR program, like California’s LCFS, includes a boost to RNG’s carbon intensity score calculated from the emissions avoided by not letting manure decompose without gas capture.
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Hexagon Agility receives new wave of orders for RNG fuel systems
Hexagon Agility has received a new wave of orders totaling USD 4.2 million. These orders are for fuel systems installations in trucks powered by Cummins’ X15N natural gas engine, designed specifically for the North American heavy-duty truck market. This latest batch of orders have come from over 10 leading Class 8 fleets in the United States and Canada, and span multiple industries, including logistics, food & beverage, oil & gas, and construction companies.
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Decarbonizing California fleets with RNG transportation
For the fifth consecutive year, California fleets fueled with in-state bio-CNG were carbon-negative in 2024, based on an annual average carbon intensity score of -194.13 gCO2e/MJ. RNG sourced from dairy digesters, local landfills, wastewater treatment plants, commercial food waste facilities, and agricultural operations provides the most affordable and proven solution to decarbonize medium- and heavy-duty transportation today. At -194.13g CO2/MJ, bio-CNG holds the lowest average carbon intensity of any clean fuel option on California’s roadways today and is the only fuel with a negative carbon intensity.
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RNG is gaining ground in heavy-duty vehicle registrations in France for 2025
While electric vehicles remain marginal in France, NGV and B100 are establishing themselves as the main transition solutions in the freight transport segment. After eight months of registrations, AAA-Data reveals a renewed interest in NGV. Despite European policies pushing for rapid electrification, the French heavy goods vehicle market is showing a trend towards energy diversification. Iveco dominates the NGV market with 162 Daily vehicles weighing 3.5 tons and 282 gas-powered trucks registered in the first eight months of the year. NGV is even more prominent in the tractor segment. Of the 793 registrations made by IVECO, 206 were gas-powered, representing 26%. With 407 trucks and 208 tractors registered since the beginning of the year, Renault Trucks remains loyal to B100. Scania is also among those adopting a very open energy strategy. The manufacturer’s mix includes NGV (147 trucks, 66 tractors), B100, electric, and even ED95 ethanol. Volvo also has a balanced mix: NGV, B100, and electric coexist. In terms of NGV, the brand has registered 48 trucks and 137 LNG tractors.
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RNG, driving La Poste Group’s energy transition
With more than 4,000 trucks on the roads of France every day, La Poste has set itself ambitious targets: to achieve 50% of kilometers traveled using low-carbon energy by 2030, and 100% by 2040. Anne-Laure Charpenet, Director of Energy Transition for Transport and Delivery, explains how bioNGV fits into this decarbonization strategy and what role it plays in the energy mix for parcel and mail deliveries. La Poste has long been committed to ambitious climate goals, but medium- and long-distance transport, mainly by truck, remained an under-exploited area due to a lack of available technological solutions. Today, half of the low-carbon kilometers are covered by biogas, representing around 10% of our total journeys. The rest is divided between biofuels (B100 and HVO) and around 1% for electric vehicles. So, out of a total of 3,875 trucks in use, 491 run on biogas, 378 on biofuels, and 49 on electricity. The majority belong to our partner carriers. The main obstacle today is the lack of regulatory stability. The public authorities are placing all the emphasis on electric vehicles, including HDV’s, even though this technology remains much more expensive to purchase and operate.
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Isuzu improves the performance of its CNG trucks
With nearly 30 years of experience in the natural gas sector, Isuzu remains the only Japanese manufacturer to offer CNG and LNG trucks. Its GIGA range, available in CNG and LNG versions, continues to evolve to meet the needs of long-distance transport. For liquefied gas, the latest modifications made by the manufacturer to the on-board tanks offer ranges of over 1,000 km, with refueling times similar to those of diesel vehicles. The latest development does not concern the gas system itself, but the integration of a new safety device. Already fitted in the brand’s diesel trucks, the EDSS (Emergency Driving Stop System) is now being incorporated into the manufacturer’s CNG range. This system automatically detects risky situations using an on-board camera (DSM) and can apply progressive braking until the vehicle comes to a stop.
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Proponents push RNG as trucking’s most sustainable alternative fuel
Supporters of RNG joined at the American Trucking Associations’ Management Conference & Exhibition to highlight what they consider the most sustainable alternative to diesel fuel. The use of RNG is higher in California than in any other U.S. state because of stricter environmental regulations. At the same time, there are more than 100,000 heavy-duty vehicles on the road using RNG. Fueling with RNG can reduce emissions by 300%, achieving negative carbon-intensity results, while spending less per gallon of fuel, according to the Transport Project. J.B. Hunt’s experience with natural gas trucks has found that maintenance costs run “a couple cents a mile” higher than traditional diesel trucks. Currently, there are more than 500 facilities in the USA making RNG, a figure that is expected to double before the end of the decade. There are about 1,500 natural gas fueling stations across the United States, with half of those designed to handle large, heavy-duty vehicles.
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Suzuki unveils its first CNG motorcycle
At the Japan Mobility Show 2025, Suzuki surprised everyone with the unveiling of a compressed natural gas (CNG) version of its most popular scooter, the Suzuki Access, a highly regarded model in the Asian market, which can also run on compressed biogas (CBG). It maintains the classic design that characterizes the gasoline scooter sold in countries like India, but incorporates a distinctive livery that highlights its eco-friendly nature. The main change lies in the addition of a dual fuel system, with a small CBG tank located under the seat and a separate liquid fuel tank. The CNG or CBG tank has a capacity of 6 liters, while the gasoline tank holds an additional 2 liters. With both tanks full, the estimated range is around 170 kilometers, sufficient for daily urban use.
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Iveco Bus signs agreements with Île-de-France Mobilités
These framework agreements, concluded through the Public Transport Procurement Organization (CATP), are divided into three lots covering the supply of standard 12-meter electric buses, biogas-powered 12- and 18-meter buses, and 12-meter interurban biogas-powered vehicles. This acquisition could total up to 4,000 vehicles over a period extending until 2032. These vehicles are part of Île-de-France Mobilités’ plan to achieve a 100% clean bus fleet by 2030. The first delivery, comprising 154 GX 337 ELEC and 415 URBANWAY CNG powered by biogas (12 and 18 meters), are scheduled to start in 2026. They will join the vehicles already in operation. Since 2016, Île-de-France Mobilités has been implementing the world’s largest bus and coach renewal plan covering its 10,500 vehicles, with the goal of achieving a 100% clean fleet by 2030.
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Without biomethane, decarbonization of British heavy transport is at a standstill
While the United Kingdom aims to achieve “Net Zero,” heavy road transport remains the weak link in its decarbonization efforts. The transition to zero-emission vehicles is struggling to take hold for long distances, hampered by major technical, logistical, and financial obstacles. A recent report commissioned by the Green Gas Taskforce points out that a solution is already available: biomethane (RNG). This renewable gas offers the fastest and most economical way to reduce emissions from heavy freight over the next 20 years. Without clear political support, the report warns, there is a real risk that the decarbonization of transport will stall, prolonging the diesel era. The UK’s strategy relies heavily on the electrification of road transport. But the widespread use of electric trucks remains largely theoretical, particularly for 40- to 44-ton vehicles, which are at the heart of long-haul transport. Batteries, which are still heavy and expensive, limit operational capabilities. Electric trucks are not available in the 6×2 configuration, which is standard for 44-ton trucks. In 4×2 configuration, payload drops by 20% compared to an equivalent diesel model: an electric truck carries around 24 tons, compared to 29 tons for a diesel truck. For transport companies, this means potentially 20% more trucks for the same volume of freight—a major logistical and financial constraint.
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Ten years of decarbonization at Carrefour: Biogas remains our preferred energy source
At Carrefour, the energy transition is nothing new. As a particularly committed player, the group opted for biomethane in 2014. Ten years later, this energy source remains at the heart of its strategy. But Carrefour has tested all forms of energy. With a network of 600 carriers, the group has established itself as an influential player in the structuring of decarbonized logistics. With around 900 vehicles running on biogas by the end of 2025, out of the 1,200 under contract, Carrefour’s biomethane fleet is constantly growing. Carrefour’s logistics strategy is based on one major objective: to completely phase out diesel by 2030. The mix will be based on two main energy sources, biogas and electricity, which are expected to represent 60% and 40% of the group’s fleet respectively by that date. For long distances and rural areas, Carrefour will favor biogas. Electric vehicles are attractive for deliveries in city centers. They are quiet and help reduce traffic congestion by delivering at night. But they are not very happy with hydrogen, as it is very expensive and they are unable to make it profitable. The same goes for B100.
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Task 37 | Energy from Biogas
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