 Okay, welcome everyone to this session, which is focused on biofuels, and so terrific. Just in the nick of time, right? Okay, our first speaker up is Robert Kosak, who is the Founder and Board Member of Advanced Biofuels USA, and you can speak from either there or the podium, okay? This is where I can duck when you start throwing shoes or something. See, we didn't have the crowd here we had for previous speakers, which I think kind of reflects the whole problem of biofuels right now, that we don't seem to be a part of all the above discussion. I just like to have a speech written here, and I'm not sure if I'm going to give what I wrote, but just like to make a few comments that probably going to be, I know everybody wants to be in a positive mood today, and we're working together, but I would like to take sort of a different approach, where I think it's a more realistic approach. And as I said, the topic here was all the above is not the solution. And what I'd like to argue, well, let's start at the beginning. At first I'd like to say it doesn't surprise me that we have an administration that now has come up with the all the above, so-called all the above policy. I think we've forgotten why we were doing renewable fuels, why there was, why we were doing renewable, not alternative, not clean, not green, why were we doing renewables? And it's something called climate change. Remember greenhouse gases is as pointed out this morning by one of the representatives, we've hit a record level of CO2 in the atmosphere that hasn't been seen for Lord knows, I think it's over 60 million years. So that's what we're here about, but then you look at what's been going on in this country, the polling. In 2007, a Harris poll found that 71% of Americans thought that human activity, burning of fossil fuel, contributed to climate change. By 2009, the figure dropped to 51%. In 2011, in the same polling, only 44% of Americans thought that the burning of fossil fuels contributed to climate change. So it doesn't really surprise me that we have an administration that has come up with an energy policy that's called all of the above. Now what is all of the above policy is? Well, let's look at it. All of the above is not a policy at all. What all the above is, it's an acceptance of the energy status quo. So when we say all of the above, it means natural gas. It means deep drilling oil. It means fracking natural gas. It means so-called clean coal. Is there a place for biofuels in there? Well, we certainly hope so. But given the fact that, as I said, it's acceptance of the energy status quo, it means it favors the parties that are at or behind the status quo. And if you think about how much money is involved in the energy market, those are the people that are going to try to keep the status quo the way we are. So what is the energy status quo? Still, you hear all this great things about domestic fuel. Right now, 51% of our oil is still imported. We got that 51%, not 25%, not 10%. 51% of our oil is still imported into this country. That's what the status quo means. The status quo means a continuation of fracking to produce natural gases. So I could go on and talk about some of the good things. I hope I have a minute or two to talk about it. But I think we all have to look at ourselves and ask, why did this happen? Why did we allow a policy called all of the above? And how do we allow terms such as clean, green, sustainable, replace the reality that we need, which is renewable? And maybe we all have to look at ourselves and say, how did we let this happen? Those of us that are in policy positions, people consider themselves virus people that are on staff up here on the hill. How did this happen? Well, maybe we kind of lost our way. Maybe we thought that by growing vegetables in our backyard and driving a car that has batteries and engines that are made out of rare earth elements that are produced by people in places that quite truthfully do not follow environmental regulations or human rights regulations. Maybe we thought that was enough that if we just do those things for ourselves, maybe that was enough. And therefore, all of the above is fine because we don't want to get into fights over things that there are ways to go. So I'm just asking everybody should look at themselves and think about what can we do tomorrow to go to a real renewable thing. Just a couple things I want to point out, interesting things that's happening in renewable fuels associated with that. Say about 10, 15 years ago, everybody thought the internal combustion engine was dead and gone. It's reached the end of its life cycle. It's over 100 years old. We can't get any more efficient. What's been happening in the development of internal combustion engine that last 10 or 15 years is remarkable. The engines are getting smaller, more efficient, lighter, better mileage. Heck, I mean, you're getting cars out there now that can burn a liquid fuel and get the same mileage as a heavier, more expensive hybrid model. So these are the things that should be embraced, from my point of view. We were at a car race last weekend, two weekends ago in Detroit. Indy car races, cars that race at Indy. Those run on E85. These are the most powerful, fastest race cars in the world, and they chose E85 for its power. Sports car races, you go to American Le Mans, you go to Baltimore and Labor Day, you'll see them race the Ferraris, the Corvettes, the Porsches. They all went to E85 for power. And if you're looking at what's going on now, EPA has recently proposed in Tier 3 to allow up to E30 as a new certification fuel. And the reason that they're proposing this is that the car manufacturers have said, we need more octane. We need more power out of the fuel. So EPA is agreeing, and say, you're agreeing to a point. And saying, yeah, if you're going to meet the fuel economy standards of 2022, you're going to have to use bio ethanol or other bio components like that. So I think as we go forward, I think we have to scrap all of the above. What we have to do is to look at each sector. And I know a lot of you here from the electrical sector and not so much from the transportation sector. But I would say, forget all the above. Let's look at each system, be it electrical production, be it manufacturing, be it transportation. Let's look at the most efficient way to get rid of all the greenhouse gases as fast as we can. Not this incremental stuff of 3% per year, 5% per year, or waiting until the East Coast gets flooded. If we're really serious about this, if we really believe that climate change is the reason that we're doing this, as well as reducing imports for security reasons. If we really believe in that, then let's do it. Let's go all out. Let's find the best pathways. Now, right now, a lot of these pathways have major roadblocks in it. People familiar with cellulosic ethanol have heard something called about biomass recalcitrance. Well, it's there. It's a roadblock, but it can be overcome with the right science, if there's the funding, if there are universities and businesses in this country allowed to do it. And I mean, you've heard people call for an Apollo program or a Manhattan Project program. And I would have to say that if we're really in favor of reducing it, we just can't let all of the above status quo continue. If we're serious, let's do it like we did in Apollo. Let's do it like it was done in the Manhattan Project. I mean, like they said, this show has been going on for 16 years. Yes, that's good, but it shouldn't. It shouldn't have happened. It should have been dealt with already. You know, the Manhattan Project lasted, what, three, four years? The Apollo Project lasted eight. I think we can do better. Thanks. Thank you. And I think the exciting thing is in terms of hearing about all the solutions and knowing that they really are absolutely before us and that we're seeing them demonstrated today. We're now going to hear from Ezra Finken, who is the Director of Policy and External Relations with the Diesel Technology Forum. Thank you. Can everyone up? There we go. Yes, thank you. I'm Ezra Finken with the Diesel Technology Forum. Our membership represents companies that manufacture diesel engine vehicles and equipment. You're probably wondering why is diesel here an energy efficiency renewable energy meeting. But essentially, diesel is the most efficient power train out there. Diesel fuel has the highest energy content of any transportation fuel. In fact, petroleum-based diesel and bio-based diesel have a higher energy content to gasoline. Gasoline is number three on the list. And petroleum and bio are one and two. The diesel engine is one of the most efficient ways of transferring that energy content into power. In fact, that's why you see diesel powering all sorts of heavy-duty conveyances from long-haul trucks, buses, ferries, ambulances, school buses, you name it. Diesel is ubiquitous. This isn't gone unnoticed by all sorts of government folks who study the matter. In fact, the National Petroleum Council last summer, in a report to both the president and the secretary of energy concluded that in the foreseeable future, diesel will be the power train of choice in the heavy-duty world, given its ability to transfer the energy content of fuel into power. The inherent efficiency of the diesel engine hasn't gone unnoticed by consumers either. It's ubiquitous in the heavy-duty world, and it's growing in popularity in the light-duty sector as well. You see a lot of diesel cars on the road today, given their presence from some years ago, and you're going to see a lot more in the future. Consumers that are looking to purchase a car in the next two years and have made up their mind to purchase a diesel have done so overwhelmingly because they recognize the fuel efficiency of the diesel power train. In fact, if you go to fueleconomy.gov and you look at a diesel-powered car or light-duty truck and you compare that to its gasoline equivalent, depending on the make and model, you'll notice that it's about 20% to 40% increase in fuel economy. So consumers are turning on to the diesel power train in the light-duty market as well. Diesel is also clean, given the advent of ultra-low sulfur diesel in the 2006, 2007 time frame. New engine and after-treatment technologies were able to be developed and marketed that essentially eliminated the criteria pollutants from diesel engines. So what does that mean? So for example, relative to a truck manufactured in 1988, clean diesel truck that meets 2007 and now the 2010 engine standards for heavy-duty trucks, those trucks exhibit a 98% reduction in particulate matter and a 98% reduction in certain oxides of nitrogen, which is a smog-forming pollutant. And how do you get that? It's the advent of the low sulfur diesel fuel allowing for certain engine technologies like exhaust gas recovery that basically recirculates some of the unburned fuel back into the engine for combustion. And other really interesting technologies, diesel particulate filters that essentially scrub the particulate matter from the exhaust. And other technologies like selective catalyst reduction that essentially injects a little bit of ammonia in the exhaust fluid to turn the nitrogen dioxide into just raw nitrogen inerts around us and water. So I don't want to get into those technologies, but we have a booth here. And if you're interested, please feel free to stop by our booth and we'll tell you about all those cool technologies that are around. Also, the catch here with renewables is all of our members manufacture engines and equipment that are capable of running on biodiesel. I don't want to steal ants thunder there. But just a quick note there, biodiesel is considered an advanced biodiesel, has a capability of reducing greenhouse gas emissions by at least 50%. And all of our members manufacture equipment that is capable of running on certain blends of biodiesel. Typically in the heavy duty, the big long haul trucks, the heavy duty sector, most manufacturers are capable of that equipment is capable of running on a blend of about 20% biodiesel or B20. In the light duty car segment and light duty truck segment, typically they're approved to run on a blend of 5% or B5. In fact, some manufacturers are approving some cars and light trucks to run on a B20 blend. So diesel is clean, renewable, and very efficient. In fact, if you look at what's happening in Europe, you can definitely see the nexus between all three of that. The car segment in Europe has one of the strictest emission standards for both criteria pollutants and greenhouse gas or carbon reductions. And those have been in place for some years now. And as those standards get stricter and stricter and stricter, the share of the car segment, the diesel share of the car segment keeps going up because manufacturers can realize they can meet these strict emission reduction requirements by refining the diesel powertrain to essentially eliminate a lot of the criteria pollutants and meet some of these greenhouse gas or carbon requirements. I think it's really important to know that as we look at everything across every economic sector, improving the efficiency of everything that we do is critical if we're going to be able to replace fossil fuels in terms of the main energy resource used in the country. We simply must improve our efficiency overall. And diesel is looking at clean diesel and the whole world biodiesel is an important way to accomplish that in the transport sector. So we're now going to turn to Dr. Robert Doe. Is that correct? Who's the president and CEO of Selena Fuels Corporation. And this is a company that has done some very, very interesting projects. Dr. Doe. Thank you very much for the opportunity to speak today. I'm going to speak a little bit different about the certain part of the transportation that most people don't think about. And because a lot of people when they talk about transportation, we think of cars. And we brought up a lot of solutions to increase the mileage and looking at hybrid and electric technology. But the partners of ours, the airlines, which is the key large transport industries, which all of us use a lot, have different problems. And they would be here. They have a chance. They would present this that they can't go hybrid and they can't go electric. So they're going to need liquid fuels for many, many years, even if they all eventually buy a Dreamliner, which going to give them better safety. They will need jet fuel. And the current challenge in biofuel is that we make ethanol, the first generation of fuel. We make renewable diesel. But these are not stable. I mean, they cannot function in a jet engine. You're flying at 50,000. You look at your signal that says minus 50 degrees outside. At minus 50, all this fuel will be frozen. It requires specific kind of fuel that are able for you to fly at that time a kerosene, or what are called jet A1. So that's problem number one. Problem number two, the European Union and all the emissions issues of CO2. We talk about climate change. They have implemented carbon tax on jet fuel, as you heard. Any plane that has to fly in and out of Europe has to pay carbon tax. And you look at an airline, like our airline partner, like British Airways, they burn a billion gallon of jet fuel a year just at Heathrow. And that's 18 million tons of CO2. They have to pay $300,000, I mean, million dollars a year in carbon tax. Well, where does that money goes to you? You're paying the carbon tax. So there is a legislation issue right now. And now every airline in the world is making a commitment through Ayata to reduce their carbon footprint. By 2020, which is only eight, seven years from now, they have to be carbon neutral. In an industry that grows 5% a year, or 10% a year in China, that's a massive amount of jet fuel to go carbon neutral. And they can't go carbon neutral except for bio jet fuel. And suddenly, within the last three to four years, the largest market demand for renewable bio fuel are the airlines. They have a legislative driven process with the carbon tax. They have a demand for a greener market from all of us. We want to decrease our carbon footprint. And thirdly, it's the price of oil. 50% of the costs of airlines right now are their jet fuel costs. And airlines are going bankrupt because of it. A barrel of jet fuel for your information is $130 a barrel, $30 more than crude oil. So you think of crude oil at $100, jet fuel is $130. So and that's going to continue to go up. We all know that oil is not going to go down in pricing. So now we have the problems. And the airlines are facing these massive problems. Costs, volatility, oil price, and it's all affecting us. And they want bio jet fuel. And we can't make bio jet fuel from growing corns anymore, or we have to grow to the next generation. And the solution, and you look at what the airlines are doing, you see Delta last year, one of the largest airlines in the US, they went out and bought refinery. I mean, it's unheard of that you have an airline that goes out and go into the oil business to refine oil. But why they need to have control of their source of bio jet? Well, jet, because they're just a regular refinery. They don't go for a bio greener product. So what are the other airlines are doing? Well, the other airlines came to a solution provider, which is Solena. And now we are partnering with all the largest airlines in Europe, British Airways, Lufthansa, Scandinavian Airlines, as well as airline in the US. So we're working with American Airlines, United Airlines, FedEx, JetBlue, in order to develop and build what we call an integrated bio jet fuel facility utilizing a very well known technology called the Fisher-Tropes technology. We have a stand out there. You can come and see how the technology work a little bit more detail. But it's a technology that's been developed in the market for 30, 40 years during World War II, where coal is taken to gasify it into synthetic gas. And then synthetic gas would pressurize it and liquefy it into kerosene. The Germans are doing it in World War II. The South Africans are doing it now with coal because they have no oil resources. So they are making jets. So any airline that flies into South Africa flying out with this product. It's a product that's well demonstrated at work at minus 50 degrees. It meets all the standards. And what we have done is we take that same process, but integrate it with a process that uses high temperature plasma gasification that we can take renewable source of carbon, which is waste product. So household waste, commercial waste, or agricultural waste, or forestry waste. And then we gasify it into synthetic gas. And then from there, we make bio jet fuel, which is chemically equivalent to jet fuel. And under that process, we're rolling out our projects. Our first flagship project is in London. And it will make 3,000 barrels a day. In the parlance of refinery, it's very small. But it's a half a billion dollar project. And British Airways partner with us and would be the first commercial bio jet fuel plant in the world. After that, we're building it in Berlin for Lufthansa. We're working with FedEx to build one in Indianapolis, with American Airlines and United to build it in California. And what we hope is to get the policy in place with the government so we can provide our US government the capacity to buy bio jet fuel. The key to the solution that we have here is feedstock. We are using waste feedstock. So therefore, it's a cheap feedstock. Feedstock makes up 85% of the cost of bio fuel. So if you grow corn, the cost of corn is going to go up. It's because ethanol is very expensive. So the US has to put subsidies for ethanol because the cost of the feedstock. By utilizing a waste feedstock, we get it for free. And most of the time, we get paid to take it. And that give us a huge competitive edge would allow us to make bio jet at a lower price in oil. Because oil is continued to go up because of the cartel, whereby we can have a feedstock sources are stable. And it gives the airline the stability and less volatility in their hedging pricing of oil. So that's what we hope to roll out into the jet fuel market. I hope that you would learn more and talk to your policymaker about developing and policies in place to support it. Because this technology is rolling out on the commercial side. But as you know, the US government and the DOD is continuing to buy fuel at $30 a gallon. And there's to be a gap. And the policy change will come from you who's going to influence your Congress and your members about understanding the need for bio jet fuel. And like I said, we are out there and stand next to the podium. Come and ask us for more questions. Thank you very much. Thank you. And I think that it's important to also remember that there are a lot of different kinds of feedstocks and a lot of different kinds of fuels that are appropriate in terms of different applications. Because again, there isn't just one solution for everything. And indeed, one of the great wonders is that there are so many different kinds of renewable resources in applications that can fit all of the different needs that we have in our very complex economy. So we're now going to turn to Ann Steckel, who is the Vice President of Federal Affairs with the National Biodiesel Board. Thanks, Carol. It's great to be here with everyone today. As Carol said, I'm Ann Steckel with the National Biodiesel Board. And for those of you that don't know, the National Biodiesel Board is the trade association that represents the biodiesel industry. The biodiesel industry has about 200 plants in just about every state in the country. We use a variety of feedstocks to make up biodiesel. Biodiesel is a diesel replacement and also an enhancement. We use recycled restaurant grease. We use soybean oil. We use canola oil. We use camelina oil. We can use algae. We use animal fats. So we really are able to take a lot of these waste products, treat them under strict ASTM technical standards, and turn them into a fuel. So this has been a real value added benefit for our industry. We are, as Asra said, an advanced biofuel, which means we reduce greenhouse gas emissions by at least 50%. And depending on which feedstock we use, we can reduce greenhouse gas emissions compared to petroleum by up to 87%. And EPA went through, when they put in the renewable fuel standard into place, designating which fuels were qualified as which. And so EPA has designated us as an advanced biofuel. As Asra said, there's many benefits to biodiesel. And certainly greenhouse gas emissions is one of them. But obviously having a variety of feedstocks is another one of those. Clearly lessening our dependence on foreign oil is clearly one of the foremost foundations for the benefit of our industry. As I said, we have plants pretty much all across the country. All of our plants are optimized to run on a variety of feedstocks depending on which feedstocks are less expensive. And we're developing new feedstock technology as we speak right now. So clearly diversification for our industry is a very important thing. As Asra also mentioned, one issue that we don't have that perhaps other fuels have is that we don't have any issues with running on different kinds of engines. Most major engine manufacturers in the US have warrantied their engines up to a 20% blend of biodiesel. So it's commonly seen across the United States that if you use diesel, you can put up to a 5% blend of biodiesel in that. And it is even labeled on the pumps. So you may be using biodiesel if you're driving a diesel engine and you don't even know it. So we're certainly a product that's been around for a number of years and continue to grow at a pretty steady pace. Last year, we produced about a billion gallons of diesel. And while we're very proud of this number, and it was a huge milestone for our industry, you have to remember that we're blending it into a 60 billion gallon diesel pool. So we're still a very small part of the diesel pool. But we're a very growing industry. We're growing at a very sustainable rate. The renewable fuel standard has been very beneficial to our industry. The renewable fuel standard for diesel was put into place in 2010. So that was really the first year that we saw biodiesel start to increase its volume level significantly through the renewable fuel standard. Again, we're at a billion gallons last year. We are looking to be at at least 1.28 billion gallons this year, but because production has been so good, we're looking to hit around 1.6 billion gallons. Again, a milestone for our industry and something that we're very excited about. So as you guys talk to folks on Capitol Hill or as you're around visiting members of Congress or certainly visiting the expo, please stop by our booth. Mention biodiesel. It's an issue that we're very proud of. We have a website, it's nbb.org. Please feel free to visit that for more information and we're happy to provide that to you. So in addition to the renewable fuel standard, our industry has a dollar tax credit. It's a biodiesel incentive. And you were talking about Biojet. Biojet actually qualifies for that dollar tax credit as well, so biodiesel, renewable diesel, and Biojet all qualify for a dollar tax incentive, which has really been very helpful for our industry as we continue to grow out our transportation sector. It certainly helped with blending facilities, terminal expansion and things like that. It's allowed some of our plants that have been very small to be able to grow in a really sustainable way. So the tax incentive has really been, in terms of federal policy, very key for us. So as you talk to folks, please keep that in mind as well. Folks talk a lot about tax reform, what's going to happen with tax extenders. We'll have to see how that road goes. But for our industry, it's been very successful. Trying to keep it concise. If you guys have questions later, feel free to ask, happy to answer. Thank you. And rounding out this panel discussion is Steve Wilburn, who is the president and CEO of Firm Green Inc. To talk about yet another kind of biofuel. Good afternoon. I'm the president of Commune Online and I think we just spoke yesterday. So I'm the business development director for Firm Green Inc. We are a few for each company that specializes in biofueling projects. We are right now, my name is Enrique Ruiz and I'm the business development director and I live in Puerto Rico. Small Island that fills a lot of the effects from greenhouse gases and rising sea levels. You see a lot of places in Puerto Rico now that usually have beautiful beaches having half of the coastline that they used to have. So definitely very near to me all this theme of sustainability and renewable energy. The fuel that we deal with is biogas. Biogas being a source that is all around the world. We see it on the landfills where waste goes but also in places like Europe with an early digestion where it's a natural product that comes from the composition of organic materials. One of the things that I concentrate in business development director and being charged or focused on the part of project development is that renewable energy is a dream that we all have had for a long time but sometimes the dream has to the wall with the reality and one of the things that I try to talk to all the people all the time and I like the title of the conference is that renewable has to be sustainable in order to be effective. There's a lot of renewable energy projects and alternatives out there that you see and great ideas, great rhythms but when they are faced with reality they're not sustainable and sustainable has to be part of the equation. One of the things that I like from some of the panelists that I heard here like Dr. Doe is that definitely looking at alternatives where you can bring a problem that uses some material like waste that today goes to landfill or goes to some worse places like riverbeds can be used to be transformed into a product that's where I think the future of this industry is and one of the projects that are a flagship project right now we're taking the landfill gas from the largest landfill in Brazil in Rio de Janeiro this landfill was subject to a documentary a couple of years back called Waste Land where a lot of people leave off that landfill just picking up trash and stuff to make our livelihood we're taking that landfill now and modernizing a lot of their operation and we're taking the methane that was going up in the air from that landfill and actually doing a lot of harm not only to the globe in general but the people that were leaving off the landfill and we're taking that landfill gas we're cleaning it up but we're extracting the methane and we're sending that via pipeline for a petro gas refinery for them to substitute some of the fuels that they use in the refinery operations so that's one of the I would say beautiful things about the project is that some people never saw the marriage of the renewable or biofuel guys with refineries because those are the traditional oil and fuel poles in this project we're taking right now going online it's the largest landfill gas reclamation project just for reference typical landfill gas projects flow about 1,000 to a couple thousand cubic feet per meter of gas we're taking 12,000 cubic feet per meter of gas and making a renewable biomethane that is being going to be used on the refinery the beautiful thing about this fuel is that it has applications of the energy sector but also on the transportation sector as well and that gives a broad base of use I was never a big fan of waste to energy I have been in the waste business also for a long time and I also I saw the energy part being kind of a limited solution to the problem with the fuels we see transportation we see aviation we have a very broad market and a very broad effect that we can have displacing dirtier fuels but also enhancing the livelihood of the people that uses this product this type of product in their cars in the transportation public transportation and not only that we're taking something that was going today in the air we're creating some of the maintenance 21% 21 times sorry more both in greenhouse gas and CO2 so we're taking something that was creating the greenhouse gas effect and now taking it to a market we're displacing some dirtier fuels and also one of the vehicles that we use at one time in one of our projects was a fuel fuel vehicle that run on biodiesel with CNG so it could run on both so that's one of the beautiful things about the biofuels market is that everybody thinks about renewable energy and they stay with solar, wind and with the light switch on electricity but the renewable world right now we are part of it the biofuels, advanced fuels are there the key for our market, for our industry is the worst sustainable and growing corn for ethanol and I hope I'm not upsetting anybody that's not sustainable it's the same in some areas with biodiesel I like when they do the reclamation of the oils but in some cases they went overboard and they did the found oil in certain areas were not sustainable so sustainability where the growth of this industry is important because those projects that have not been sustainable usually have very nice curve that they have a big bang because they are subsidized, something like that but they fall as quick as they went up so sustainability is the one that gives you the smooth curve where you can grow an industry grow a market and actually make a mark for years to come and that's I think part of what everybody here has been talking about is making a mark going in the renewable market going in a sustainable way where we can grow and I invite you to visit us in Booth that we have here in the second floor there you can learn a little bit more about our project really, Janeiro and like I said it's a beautiful project we're taking landfill gas and making it into a biofuel that will do a lot of good and hopefully all the projects of that magnitude will come online we have some other projects right now I think the future with a bio mandate is very bright and we hope to be a very big part thank you very much that I had forgotten to write down your name after you told me this story so anyway, I'm glad that you were all here and we have a couple minutes if anybody's got any questions any quick, okay go ahead Marks of renewable energy consulting from the Department of Energy you've had a flyer of the members this week regarding to one of the issues of the future of the renewable fuel standard 2 and which is under threat right now in the House and the Senate can you please tell us a little bit about what the reaction your members have gotten from members of Congress sure, happy to touch on that as you said we did have a fly in this week we had over 100 members from all across the country come and visit their members of Congress to talk about biodiesel and how biodiesel has been a real success success story for the renewable fuel standard as I said we produced over a billion gallons last year and so this this flying is really an opportunity for our members to touch base with their members of Congress and folks in the administration to talk about while there may be other issues going on with the renewable fuel standard overall it is serving the intention that Congress put in and certainly biodiesel is a big part of why that's happening biodiesel is filled up over eighty five percent of the advanced bucket of the renewable fuel standard so we have certainly met and exceeded all of our goals that were qualified under the renewable fuel standard clearly we support over fifty thousand jobs so this has been really good for for the economy and obviously energy diversity has been a real positive aspect as well so this off this fly in was really just an opportunity for folks to talk to their members of Congress clearly Congress is looking at and may potentially be renewing revamping or opening up potentially the renewable fuel standard so we just wanted to talk about why we think it's it's going just fine okay any other questions or comments okay well thank you very very much and really appreciate your all being here and so make sure that you visit everybody over in the expo and we will start our next panel in just a couple minutes thank you