Carbon markets
Overview
Carbon markets are developing as a crucial economic lever in the challenge of reversing the accumulation of greenhouse gases in the Earth’s atmosphere, while CO2 remains a key factor in a range of industrial sectors.
National governments are embracing carbon markets, with a proliferation of carbon pricing policies worldwide. The private sector is channelling finance into projects that generate carbon emissions reductions and removals to mitigate their hard-to-abate emissions.
And the United Nations is making progress in building a global marketplace for carbon emissions reductions that will facilitate nations’ attempts to meet their obligations under the Paris Agreement.
Industrial sectors remain a key source of CO2 emissions and consumption, with innovation looking towards sustainable methods of production and utilisation.
Argus is setting the stage for an extended period of growth, evolution and interconnection of carbon market participants and initiatives.
Latest carbon markets news
Browse the latest market moving news on carbon markets.
Viewpoint: Policy delays refocus US SAF industry
Viewpoint: Policy delays refocus US SAF industry
Houston, 23 December (Argus) — US sustainable aviation fuel (SAF) production rose to a record this year, but mounting delays for policy clarity may send volumes abroad or force producers to dial back output in 2026. SAF output rose to an all-time high of 196mn USG through November of this year compared to 39mn USG in all of 2024, according to US Environmental Protection Agency (EPA) data. But growth next year is uncertain as the industry awaits final rules on a new biofuel tax credit, nearly a year after the US issued preliminary guidance. The Inflation Reduction Act's 40B SAF tax credit expired after 2024, ending a minimum $1.25/USG subsidy for producers and blenders of a fuel that produces half as many emissions as petroleum jet fuel. The move this year to the 45Z tax credit for all types of domestic clean fuel production was always expected to be rocky — in part because stricter carbon intensity rules left most types of SAF with less of a tax break than in 2024 — but the market also has been hurt by delayed final rules. The US government now expects to issue final regulations in the second quarter of 2026, though interim guidance could come sooner. Nonetheless, producers have begun selling 45Z credits at a discount to the book value of the credit. With producers looking for the market to rebound after a year of depressed margins and a drop in SAF values, this revenue stream is expected to become more common in future years but will still hinge on policy certainty. In a similar fashion, EPA expects to finalize new biofuel blend mandates in the first quarter next year, another delayed regulatory program affecting SAF margins. While jet fuel is not obligated under the program like conventional gasoline and diesel, SAF generates a D4 RIN that is used by refiners to show compliance with the EPA's standards. These RINs over the last five trading days were valued at about $1.08/RIN for credits with 2026 vintage . One USG of SAF generates 1.6 RIN credits, a substantial source of revenue for SAF producers and importers alike. EPA in a June proposal signaled a significant increase in the blending mandate in the category satisfied by D4 RINs. If EPA finalizes similarly ambitious quotas, it would support D4 prices and give SAF producers a boost in offering their product at a more competitive price. At the state level, multiple jurisdictions offer tax credits geared toward rewarding producers and airlines that increase SAF usage. The one that has made the most difference in boosting SAF demand is Illinois' $1.50/USG airline tax credit for SAF use. Minnesota has a similar policy. Washington, Nebraska and, most recently, Arkansas have enacted incentives available to SAF producers within their states. But those states have not produced any SAF that is not co-processed with petroleum fuel and they have no facilities being commissioned, according to Argus estimates. Uncertainty over federal policy continues to act as a roadblock for SAF producers looking to develop, finance, and bring their products to market in a timely and efficient way. The oldest tenured US producer of SAF, World Energy's facility in Torrance, California, was idled in July following a reorganization of refining assets. Industry newcomer XCF Global's plant in Reno, Nevada, is producing only renewable diesel, not SAF as originally planned, at least through 2025, spurred by difficult market conditions and lower demand. Given the absence of European-style SAF mandates in the US, domestic airlines are focused on meeting their minimum SAF usage goals at the lowest possible cost. Meanwhile, President Donald Trump's attacks on climate change policy has eroded industry-wide SAF demand. SAF prices reached all time lows in December, valued as low as $3.52/USG in the US west coast. But that's still a considerable premium to petroleum jet fuel, meaning uptake will be limited in the US absent new policies. If final incentives are delayed further, and new state policies do not make up the difference, US SAF producers could have reason to send their fuel abroad. And if arbitrage opportunities fail to materialize, producers may dial back production or pivot to production of other renewable fuels. By Matthew Cope Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.
Policy is key for Cop 30 sustainable fuels pledge
Policy is key for Cop 30 sustainable fuels pledge
London, 23 December (Argus) — A UN Cop 30 climate summit pledge, known as "Belem 4x", to quadruple "sustainable fuels" use over 2024-35 has so far drawn 27 signatories, including major biofuels producers and consumers. But such a substantial increase could face constraints, including feedstock and land availability, and will depend on supportive legislation. The signatories pledged at Cop 30 to "expand sustainable fuels use globally by at least four times by 2035 from 2024 levels", including by "adopting ambitious national policies". Sustainable fuels, in the context of the pledge, refers to liquid biofuels, biogases, "low-emissions hydrogen and hydrogen-based fuels", according to energy watchdog the IEA. The pledge follows an IEA report in October developed for the Cop 30 presidency, which found that a fourfold increase "is ambitious yet achievable". Under the IEA scenario, liquid and gaseous biofuels would meet around two-thirds of sustainable fuel demand in 2030, while hydrogen and hydrogen-derived fuels would "expand rapidly" after 2030. Cop 30 host Brazil proposed the pledge in September , based on the IEA's preliminary findings, and the commitment was launched with India, Italy and Japan at the pre-Cop event in Brasilia, Brazil in October. The pledge now has 27 signatories from Latin and North America, Asia, Africa and Europe, encompassing sustainable fuels producers and consumers. Canada, Indonesia, Mexico and the Netherlands are among the signatories. The pledge "sends an important political signal: scaling up sustainable fuels is not only necessary for climate goals, but feasible", the European Waste-based and Advanced Biofuels Association (Ewaba) told Argus . "Europe's biodiesel sector shows how sustainable biofuels can strengthen energy security, reduce import dependence and deliver immediate climate benefits using existing vehicles and fuel infrastructure," Ewaba added. Rising demand Sustainable fuels are typically used in transport sectors, which are among the highest-emitting, particularly in advanced economies. Although transport electrification is expanding, it is typically not moving fast enough to hit climate targets in line with the Paris Agreement, while shipping and aviation will require multiple decarbonisation solutions. Hydrogen and related fuels are also likely to see uptake from industry and power generation. Global demand for sustainable fuels doubled over 2010-24, and is already expected to grow this decade, boosted by policies designed to drive emissions reductions and support energy security. Conversely, the removal of tax credits for electric vehicles in the US, and recent weakening of the EU target for zero-emission cars are also likely to support increased biofuels consumption. The full implementation of existing and announced policies and targets, "plus the removal of market barriers, could lead to a near-doubling of sustainable fuel use in just six years", the IEA said. This could attract investment for new production capacity, it added. It also recommended prioritising infrastructure and supply chain development, as well as innovation funds for new technologies. The IEA found that sustainable fuels could cover 10pc of road transport demand, 15pc of aviation demand and 35pc of shipping fuel demand by 2035 — although it would "vary widely" by region. In an accelerated case, the IEA found that liquid biofuels could provide 8.07EJ in energy in 2030, up by 62pc from 2024 levels. The picture shifts by 2035 in the scenario, with biogas supply more than doubling and low-emissions hydrogen more than quadrupling, both from 2030. Land-use concerns But a near-term focus on increased biofuels production sparked concerns from several organisations about feedstock availability and the land conversion implications. "Such a massive uptake in biofuels could have calamitous consequences for the environment and climate, depending on how this pledge is interpreted," European non-governmental organisation (NGO) Transport & Environment (T&E) said. It flagged land cleared for crops such as palm oil, soy, sugarcane and corn. T&E projections show that "under current growth trends and policies, 90pc of biofuels will still be reliant on food and feed crops by 2030." The IEA noted "limited" expansion opportunities for biofuels from waste oils and fats, while it recommended improving crop yields for other feedstocks. But climate change is likely to hamper crop output. The UN Environment Programme warned recently that under a ‘business as usual' pathway, land degradation "is expected to continue at current rates, with the world losing fertile and productive land the size of Ethiopia or Colombia annually". Cop pledges often aim to drive an existing trend faster, and this is typically evident in the signatories — a coalition of the willing. Brazil has vast ethanol production capacity and strong domestic consumption mandates, like India, while another signatory, Chile, is forging ahead with renewable hydrogen production. The pledges, like all climate action, rely on strong policy, but commitment from key countries is more likely to achieve results. By Georgia Gratton Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.
Viewpoint: WCI changes still in the works
Viewpoint: WCI changes still in the works
Houston, 23 December (Argus) — The Western Climate Initiative (WCI) — the joint California-Quebec carbon market — has spent over two years waiting for clarity on potential program changes with growing concerns that it may not appear until 2026. Bullish sentiment initially pervaded the WCI market in December as California Air Resources Board (CARB) originally planned on publishing its long-awaited draft of cap-and-invest amendments by the end of the year. But this sentiment has been tempered by the possibility that CARB may instead release guidance on its plans because of the limited time left in the year, with a draft published in early 2026, sources said. The WCI partners are considering more-stringent program rules for 2027 and beyond, including increased incentives for participants to reduce greenhouse gas (GHG) emissions. But market participants may feel like they are experiencing deja vu — at this same time last year, they were expecting to see draft plans for updates to each program. CARB delayed publishing a draft of these program amendments multiple times over the last two years, which in turn has resulted in Quebec delaying the release of its own proposed changes. The agency earlier this year deferred to state legislators and their work to extend the state's 'cap-and-invest' program to 2045 from its previous 2030 sunset date. Lawmakers passed this program extension package, AB 1207 and SB 840, in September , putting the ball back in CARB's court. Staff at an October workshop said CARB planned to publish its amendment proposal, which includes changes required by the legislation, by the end of this year and bring it before its board for review by April. At the meeting, staff floated the idea of removing at least 118mn metric tonnes (t) from the 2027-2030 program allowance budgets to keep the program on target for a 40pc reduction in GHG emissions, compared with 1990 levels, by 2030. The agency previously considered setting a stricter 48pc or 55pc by 2030 target, which would have required the removal of a larger number of allowances through 2030. The change in the program's ambition was a central point of the agency's rulemaking discussions since they started in 2023 . The 40pc target is a more "viable" option at this time, but this decision is not final, CARB staff said in October. The change in the US economy and federal policy away from Inflation Reduction Act incentives and greenhouse gas regulation this year may have contributed to CARB's 2030 target shift, said Nick Roy, a national and state energy policy research associate with environmental policy think tank Resources for the Future. "It is probably true that there is not the governor's office pushing for the same level of ambition that they were originally because of federal policy changes," Roy said. WCI partner Quebec is considering removing 17.5mn allowances, equal to historical carbon offset use in the program, and limiting future offset use for compliance, the province's environment ministry said in an October 2024 market notice. The province has also weighed transitioning to a government purchase and retirement system to replace carbon offsets as part of these changes, but it has not provided further details. The province plans to publish its draft regulations in winter 2026, with adoption in spring-summer 2026. A formal proposal would shed light on CARB's plans going forward as well as how the agency plans to implement program changes required by AB 1207 and SB 840. CARB has one year to adopt the new regulations after it publishes the draft. Legal scrutiny Whether the administration of President Donald Trump plans to act on its threat of legal action against California's "cap-and-invest" program is still unclear. An 8 April executive order directed US attorney general Pam Bondi to evaluate legal action against state and local laws hindering the development or use of domestic energy resources. The order specifically cited California's carbon market. California Carbon Allowances for December delivery fell by more than $2.50/t to $26.74/t the day after the order, but have since climbed above $30/t. Market participants believe the Trump administration could target a proposed link between the WCI and the Washington state carbon markets. Such a link could happen in mid- to late-2027, according to California and Washington regulators. This could create a narrow window for any federal action before Trump leaves office in January 2029. The threat of federal legal action still pervades the market, but participants expect that a lawsuit becomes increasingly unlikely as time passes. By Denise Cathey Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.
Viewpoint: EU crop biodiesel demand set to rise in 2026
Viewpoint: EU crop biodiesel demand set to rise in 2026
London, 23 December (Argus) — European crop-based biodiesel use is likely to rise in 2026 as changes to the EU's recast Renewable Energy Directive (RED III) make waste-based biofuels less attractive for greenhouse gas (GHG) compliance. But looming feedstock caps could limit growth. RED III will end the practice of counting certain waste feedstocks twice towards compliance targets in major EU economies. Fuel suppliers may turn to cheaper crop-based biodiesel to meet their goals. Until now, member states could count biofuels from waste feedstocks listed in the directive's Annex IX — Part A (9A) and Part B (9B) — twice towards transport renewable energy targets. These include biodiesel such as used cooking oil methyl ester (Ucome) and Advanced Fame 0, made from feedstocks in 9B and 9A, respectively. Germany and the Netherlands plan to remove double counting in 2026 as they implement RED III. In Germany, the change applies only to biofuels produced from 9A feedstocks. But ending double counting means suppliers must deliver higher physical volumes of renewable fuel, making cheaper crop-based biodiesel more attractive. Overall renewable fuel requirements are rising under RED III, with the headline transport mandate more than doubling on an energy basis to 29pc from 14pc by 2030, alongside a 14.5pc GHG reduction target. In countries such as France, Spain and Belgium that still allow double counting, suppliers will continue to favour waste-based biofuels. Feedstock caps RED III also brings changes to caps on certain biofuel feedstocks. Germany is expected to slightly increase its cap on 9B fuels but keep an overall limit of 1.7pc. Hydrotreated vegetable oil (HVO), a drop-in biofuel also known as renewable diesel, is expected to meet most of the country's needs under the cap. As physical blending requirements rise because Germany will stop double counting 9A biofuels, blenders will need more HVO. HVO's chemical properties allow blending beyond the 7pc limit for methyl ester biodiesel in diesel. Greater use of UCO-based HVO will leave less room for Ucome because of the domestic cap. Market participants will likely look to high-GHG savings crop-based biodiesel and advanced biodiesel — produced from 9A feedstocks still uncapped — to meet targets. Advanced biodiesel demand could also outpace crop-based buying if further caps on crop-based fuels are introduced. But Argus Consulting forecasts about 1bn litres of additional rapeseed methyl ester (RME) demand next year as a result of these legislative changes. In the Netherlands, an expansion of the renewable fuels mandate from road fuels to include maritime and inland waterways will bring new feedstock restrictions. Sellers will be watching renewable fuel certificate prices in Germany and the Netherlands, which will be based on GHG savings under RED III. Many participants have already called for higher biodiesel blending capacity to ease pressure on the HVO market. Italy has drafted legislative changes to allow widespread use of B10 diesel at service stations, requiring distributors to supply B7 at 30pc of sites as a protectionist grade. By Christian Hotten Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.
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