Overview
Hydrogen is an increasingly important piece in the decarbonisation puzzle. Industrial players are seeking ways to take carbon emissions out of their hydrogen production processes, while green hydrogen producers see the gas as a viable outright alternative to hydrocarbons.
Future production routes range from methane reformation with carbon capture to pyrolysis, waste gasification and electrolysis, powered by renewable energy or fossil fuels. Combinations of processes and energy being used to produce hydrogen presents existing users of industrial heat and key chemicals a challenging landscape to navigate.
The Argus Hydrogen and Future Fuels service has been designed to provide industrial power, chemicals and energy users with crucial information to help them make well informed decisions. It covers the upstream for projects, midstream for transportation and storage, and downstream for ammonia and methanol. It also covers the latest technological developments and policy news on hydrogen from across the globe.
Latest hydrogen news
Browse the latest market moving news on the global hydrogen industry.
Singapore mulls keeping carbon tax at low end of target
Singapore mulls keeping carbon tax at low end of target
Singapore, 13 February (Argus) — Singapore is considering keeping its carbon tax at the lower end of the targeted range against the backdrop of slowing global momentum on climate action, said prime minister Lawrence Wong at the unveiling of the country's budget on 12 February. Singapore's carbon tax is now at S$45/t ($35.60/t) and is planned to reach $50-80/t by 2030. But in light of international developments, Singapore is assessing its carbon tax trajectory carefully, Wong said. Singapore currently has the highest carbon tax rate in Asia, and "if global climate momentum continues to weaken, we may need to position ourselves towards the lower end of the $50-80/t range by 2030," he said. Some governments are scaling back their climate ambitions, but this is not an option for Singapore, said Wong. A "key pillar" of the country's climate strategy is the carbon tax, which has already had an impact, with firms investing more in low-carbon solutions and raising energy efficiency, he added. Separately, Singapore has achieved its 2030 solar deployment target of 2GW peak (GWp) ahead of schedule, and it has therefore raised the target to 3GWp by 2030, said Wong. Beyond 2030, Singapore will continue to maximise solar deployment across all viable surfaces, and will progressively set higher targets. Singapore is also "advancing plans" to import low-carbon electricity from the region, said Wong, although further details were not provided. The country aims to import 6GW of low-carbon power by 2035 and has already signed a few supply agreements with neighbouring countries to achieve this. The country is looking at opportunities to diversify its energy mix , including hydrogen, geothermal energy and nuclear power. In terms of transport, the country aims to achieve 100pc cleaner vehicles by 2040, and incentives are already in place for the early adoption of electric vehicles, with charging infrastructure also being expanded across the country. Singapore also targets 1pc sustainable aviation fuel (SAF) use for flights departing the country this year. And in shipping, the government is looking at developing low-carbon ammonia bunkering solutions on Jurong Island. By Prethika Nair Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.
Q&A: Hydrogen industry banks on EU mandated demand
Q&A: Hydrogen industry banks on EU mandated demand
Brussels, 11 February (Argus) — The EU may only secure half its 10mn t of domestic hydrogen production goal by 2030, but lead markets and legally mandated demand mechanisms — including via made-in-Europe obligations — can promote uptake alongside the bloc's aspirational goals, Hydrogen Europe's Director for transport, industrial policy and sustainability Laurent Donceel told Argus . How important do you see lead markets legislation for hydrogen? This is a whole new political priority — creating demand for made-in-Europe sustainable products. The upcoming Industrial Accelerator Act focuses on creating lead markets through public procurement and subsidies. But mechanisms like revision of car and van CO2 standards may be equally important, providing captive demand for projects like Stegra in Sweden, Salzgitter in Germany and Hydnum Steel in Spain. The new CO2 car standards introduce 10pc compliance options including up to 3pc sustainable fuels and e-fuels and 7pc credits for clean steel. If manufacturers utilize 7pc for clean steel credits, under the forthcoming legislation, this could drive demand for 6mn t of green steel by 2035, requiring roughly 500,000t of green hydrogen on top of RED III targets. This is why the revised CO2 standards are so interesting. How will policy discussions in the European Parliament and among EU states impact uptake? European Commission analysis shows hydrogen would cover 10pc of energy end-use in Europe by 2050 as oil and gas decline. E-fuels would cover an extra 7pc — it's massive. Building on shortfalls in the Renewable Energy Directive (RED), many sectors could rely on e-fuels to comply with the maritime renewable fuel mandate, aviation and CO2 standards for cars. On revision of the emissions trading system (ETS), this should be the tool to cover the price gap between sustainable fuels, e-fuels, and fossil fuels for maritime, aviation, and other sectors. Free allowances must be conditional, tied to clean fuel uptake and decarbonization investments rather than granted unconditionally. Carbon prices are reaching €90/t — the highest since 2023. We understand sectors are concerned about competitiveness. But free allowances need to be linked to clear carbon leakage analysis and decarbonization investments. Will reform of the EU's carbon border threaten investments? The newly proposed article 27a in the reform of the carbon border adjustment mechanism (CBAM) creates a really bad signal. This clause allows the European Commission to consider exempting sectors from CBAM if there's proven market impact. We've already seen some big projects put on hold because of this concern. What do you want then? We're asking for article 27a to be scrapped entirely . The terms are pretty vague. It could happen retroactively. And there's no clarity as to how such a decision would be taken by the European Commission. This is a sword of Damocles hanging over all projects, including blue hydrogen [produced from natural gas] with carbon capture and storage. In the European Parliament there's good awareness of the dangers across parties. We hope member states do not only look from the side of agricultural policy and farmers, but for all clean industries pursuing decarbonization. Our assessment shows fertilizer price increases from CBAM in 2026 would be minimal, despite certain agricultural ministers' claims. Are EU states struggling to implement EU renewable goals for hydrogen? Targets are going to be hard to reach, with much of the demand coming through the refinery route. The 42.5pc renewable hydrogen target for industrial consumption faces significant headwinds due to cost issues in fertilizers, steel and ammonia. High energy costs and low willingness to pay make industrial decarbonization challenging. Together with developments in e-fuels, aviation and maritime, you'll get roughly 60pc of all regulatory mandated demand for hydrogen. Projects need captive demand. When we have harmonized regulation and strong penalties, you know that it is going to create the demand. The biggest is aviation. A full 1.2pc of fuel delivered at European airports in 2030 has to be synthetic sustainable aviation fuel (e-SAF). With 10pc aviation growth, you're at 49mn t of kerosene in 2030. Take 1.2pc of that — it's actually quite a big future market for e-fuels. Of the 2.8mn t of green hydrogen required by 2030 under RED III, data suggest we'll reach 1.7mn t through projects currently in the pipeline, refinery routes, aviation and maritime. That means some 85pc from domestic production and 15pc from imports based on binding agreements. That leaves roughly 40pc uncovered. Despite the EU likely falling short of the original aspiration of 10mn t domestic and 10mn t imports, the increase remains substantial. Between 2024 and 2030, we're seeing almost fivefold growth in hydrogen production from projects under construction or with final investment decisions. Are you having difficulties with the Union Database (UDB)? The UDB is a big issue. We are very concerned it's not going as fast as we want. It's important for end-users to show sustainability. But the whole framework of the mechanism is still not functioning, which slows down contracts between off-takers and producers. Originally designed for biofuels, it's now extending to sustainable aviation fuels, maritime fuels, and additional end-users. As you create new targets for end-users like maritime and aviation, they also need access to the UDB. It's turning into quite a monster of a tool, but in the end it should be the main point of reference. By Dafydd ab Iago Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.
Q&A: GravitHy expects policy clarity to shape economics
Q&A: GravitHy expects policy clarity to shape economics
London, 6 February (Argus) — Argus spoke with French direct-reduced iron (DRI) firm GravitHy's chief executive Jose Noldin to explore the company's strategy, cost position and partnership plans in a rapidly shifting competitive landscape. The company is progressing with its Fos-sur-Mer plant, scheduled to begin production in 2030. Edited highlights follow: Some other green steel companies will start with natural gas and gradually introduce H2, mostly because of the price of hydrogen. Does GravitHy plan to use green H2 from the start or have a similar strategy to others? We follow a different approach. While other projects adopt gradual strategies, we are fully committed to energy independence and decarbonisation, and we believe the technology for hydrogen production and its use in DRI is already mature. Our strategy is to start with hydrogen from day one. A key advantage of our site in France is access to baseload electricity, allowing us to produce and use hydrogen on site, which is more cost effective and technically sound. We will still use some natural gas to add carbon to the product, but only for carburisation, and hydrogen will be the reducing agent from the start. This is why we will install significant electrolyser capacity. GravitHy's competitiveness depends heavily on electricity and hydrogen prices in the EU. Which EU policy tools and trade measures support your cost position most? DRI/HBI production has two main site-specific costs: energy and cost of capital. Iron ore is a global commodity, so electricity becomes the differentiator. This is why choosing France, with its competitive and decarbonised nuclear-based mix, is essential. But competitiveness also requires a level playing field. Without strong policies ensuring others follow the same decarbonisation rules, European producers are at a disadvantage. Europe must remain committed to the Green Deal and Fit for 55 because decarbonisation is not only about climate, but also about industrial resilience, sovereignty and security. The fundamentals are set out in the Clean Industrial Deal and the Steel and Metals Action Plan. What matters now is implementation. We are waiting for the Industrial Accelerator Act to detail lead market mechanisms and define green steel in a way that incentivises resilient European value chains. North Africa, particularly Algeria, is rapidly scaling low-carbon DRI. Given this growing supply of low cost, hydrogen-ready DRI/HBI in nearby markets, how does GravitHy position itself competitively while producing in a higher cost environment? Competitiveness must be analysed globally and this is where policies matter. Imported material must face the same carbon costs, and safety and quality criteria. Projects outside Europe also face rising cost of capital and natural gas prices. When you add these factors together — plus CBAM payments, transport costs and a strengthened ETS — our projections show that early in the next decade, GravitHy can be competitive against natural gas-based HBI imports. There is confusion because people compare today's HBI prices with future costs for new projects. But the market will change: free allowances will phase out, CBAM becomes financially relevant and carbon prices will likely rise. Under these conditions, our modelling shows competitiveness around 2030. But this depends on EU policy implementation — especially the Industrial Accelerator Act and a strong ETS — to maintain clear decarbonisation incentives. Your current schedule targets commercial production in 2030, with testing beginning in 2029. Is this timeline still valid, given delays at other European decarbonisation projects? For now, yes. As engineering and procurement advance, we will confirm the dates. The timeline depends on permitting and reaching an investment decision, but it remains ambitious yet achievable. It will also depend on the progress of our engineering studies and procurement strategy. Europe faces tightness in DR-grade pellet supply. Has GravitHy secured long-term pellets, and how exposed are you to fluctuations? We have already signed a contract with Rio Tinto, one of our shareholders, for high grade pellets covering part of our needs. We are in discussions with other pellet suppliers to complete our strategy. Globally, there is existing pellet capacity and numerous new projects. If all materialise, there could be tightness, but this is a bottom-up situation. For the first wave of DRI projects, supply is sufficient. And if DRI capacity expands significantly, pellet producers will react as it is an attractive market. Mining companies are flexible and investment driven. So I am less concerned than many. Our aim is long-term partnerships across all inputs and we believe our project's value strengthens this position. GravitHy has recently signed an agreement with Marcegaglia, which aligns with Marcegaglia's plan to start electric arc furnace-based flat steel production in Fos around 2028. What does this co-operation entail? Potential supply agreement or infrastructure sharing? These projects are still in development, so the goal is to build strong value chains early. Collaboration is much easier at this stage than after plants are built. GravitHy, Marcegaglia and Elyse Energy are in the same area and there are many potential synergies: logistics, infrastructure, circular economy streams, resource use and environmental co-ordination. If you collaborate too late in heavy industry, it becomes difficult or impossible because of cost and technical constraints. The MoU is not a commercial negotiation, it is about exploring how to make development faster, more efficient, safer and more cost effective through collaboration. Are you exploring partnerships with northern European electric arc furnace/mini-mill projects? No. We remain a small but growing team focused on maximising our project in Fos. We look at northern Europe mainly to understand how we can support their decarbonisation by supplying the iron units they need, rather than forming MoUs similar to the one with Marcegaglia and Elyse Energy. There is only so much we can do with our current size; the focus is on maximising the project in Fos. By Elif Eyuboglu Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.
Kanadevia, Nippon Steel Engineering to explore merger
Kanadevia, Nippon Steel Engineering to explore merger
Tokyo, 5 February (Argus) — Japanese engineering companies Kanadevia and Nippon Steel Engineering agreed to explore merging their businesses to meet future demand growth for waste management and waste-to-energy plants. Kanadevia and Nippon Steel's wholly owned subsidiary Nippon Steel Engineering signed the initial agreement on 5 February to explore a possible merger by April 2027. The companies aim to finalise their decision by November 2026. Kanadevia and Nippon Steel Engineering expect demand for waste management plants in Japan to grow because of the many domestic plants that are ageing, which will require renewal. The companies also forecast a rise in demand for waste-to-energy plants overseas — especially in growing markets like north America and southeast Asia — given the drive towards decarbonisation. Kanadevia has expanded its decarbonisation businesses, including to waste-to-energy plants and hydrogen- and ammonia-related products. Kanadevia's Switzerland-based green technology subsidiary Kanadevia Inova added 11 UK biogas plants to its portfolio after buying low-carbon asset management firm Iona Capital. Kanadevia plans to start commercial operations of its plant, which will produce polymer-electrolyte-membrane water electrolyser stacks , in the April 2028-March 2029 fiscal year. It also plans to invest in building production facilities for ammonia-fuelled ship engines , aiming to begin operations in 2028-29. Kanadevia will sell 25pc of its stake in its subsidiary Hitachi Zosen Marine Engine by the end of March 2026. Kanadevia expects to own 40pc, while Japan's major shipbuilder Imabari Shipbuilding will raise its share from 35pc to 60pc after the sale. The move is intended to speed up the development of ammonia-fuelled ship engines by allowing Imabari Shipbuilding to lead the project. By Nanami Oki Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.
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