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Ryanair to run 12.5pc of its flights on SAF by 2030

  • Market: Biofuels, Oil products
  • 30/04/21

Low-cost airline Ryanair has set a target to power 12.5pc of its flights with sustainable aviation fuels (SAF) by 2030.

The company set the target today as it launched the Ryanair Sustainable Aviation Research Centre, founded in partnership with Trinity College Dublin. It has been set up with a €1.5mn donation from Ryanair, which Trinity will use to conduct research on SAF, zero-carbon aircraft propulsion systems and noise mapping for low-noise aircraft fleets.

"This partnership with Trinity College Dublin seeks to inform and improve future investment by the aviation industry to secure a carbon neutral future for aviation and noise reduction through investment in new technologies," Ryanair's director of sustainability Thomas Fowler said.

The European Commission has promised an EU-wide SAF mandate before the summer. Last month Ryanair, Wizzair and Easyjet wrote to EU transport commissioner Adina-Ioana Valean and commission vice president Frans Timmerman calling on them to include long-haul flights under the upcoming SAF blending mandate from the outset.

By Daniel Mackay

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News
28/04/26

Fossil-fuel talk participants call for framework

Fossil-fuel talk participants call for framework

Santa Marta, 28 April (Argus) — Some countries participating in a conference in Colombia to discuss a transition away from fossil fuels called for stronger international cooperation and legal frameworks to help manage the shift. Around 60 countries are participating in the First Conference on Transitioning Away from Fossil Fuels in Santa, Marta, Colombia, and co-hosted by the Netherlands from 24-29 April. The two-day conference, which gathers ministers and other high-level officials from the participating countries, began on Tuesday. The participating countries — which together account for around one-fifth of global oil production, one-third of consumption and one-third of the world's GDP, Colombia has said — mentioned frustrations over existing multilateral frameworks based on consensus and "influenced by interests of the fossil fuel industry". Colombia's environment minister Irene Velez-Torres called for "multilateralism without de facto vetoes" that is "capable of translating agreements into implementation". "We must pave the way for a legal instrument that names what it phases out and how we finance it," Panama's special representative for climate change Juan Monterrey said, also calling on participating countries to commit to banning drilling for hydrocarbons in specific zones. Monterrey also told Argus that he expects the event to set up a few permanent working groups or streams that can carry the work in the future. Other speakers at the plenary, such as Slovenia's state secretary Uros Vajgl, Germany's environment and climate action secretary Jochen Flasbarth and Spain's ecological transition minister Sara Aagesen also urged for "practical cooperation". Others, such as Nigeria's regional development minister, said that the countries must discuss the phase down, not out, of fossil fuels. Nigeria is a crude producer and its national energy mix is heavily reliant on fossil fuels. Brazil's secretary for climate change Aloisio de Melo said on the sidelines that a fossil fuel phase out would not be one-size-fits-all. "There is no ambition for a standard roadmap," he said, adding that it is important that each country takes ownership of its own process. Many countries also mentioned a recent International Court of Justice advisory opinion that said that countries have obligations to contribute to cutting emissions, and breaching those commitments could constitute a "wrongful act". Reality check Many participating countries also emphasized how the effects of the war in Iran on fuel prices have underscored the need to transition away from fossil fuels. EU climate commissioner Wopke Hoekstra called the energy crisis brought on by the war in Iran "a reality check". "We in Europe are losing half a billion euros each day this war continues," he said. It would be "irresponsible to ignore the second energy crisis in five years", the UK's special climate representative Rachel Kyte said. The war in Iran has shown that "a fast implementation of the agreed transition from fossil fuels is not just vital to combat climate change, but is also vital for energy security and energy," Cop 30 chief executive Ana Toni told conference attendees in Santa Marta. By Lucas Parolin Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.

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No clear timeline for Brazil fossil fuel phase out

28/04/26
News
28/04/26

No clear timeline for Brazil fossil fuel phase out

Santa Marta, 28 April (Argus) — Brazil has no set timeline to publish its roadmap to phase out fossil fuels, the environment ministry's secretary for climate change Aloisio de Melo told Argus . Brazilian president Luiz Inacio Lula da Silva on 8 December asked the energy, environment and finance ministries to draft a resolution by February mapping out the phase-out of fossil fuels. That had followed Lula's previous calls to create an international plan to move away from fossil fuels during a leaders' summit only a few days before the UN Cop 30 climate summit held in November in Brazil. But the call did not make it to the summit's final decision despite backing´ from over 80 countries . Instead, the Cop 30 presidency pledged to create a roadmap on the issue outside of official negotiations. But the Brazilian ministries never published the resolution requested by Lula. Instead, the plan has been submitted to the national energy policy council, which will be responsible for developing it, de Melo said in the sidelines of the First Conference on the Transitioning Away from Fossil Fuels , being held in Santa Marta, Colombia, from 24-29 April. The process to draft Brazil's roadmap has many moving parts and will "involve a lot of dialogue", de Melo said. "It's a process and we're not simplifying the approach," he said. "It's not just a matter of having big long-term goals, but of having a real trajectory with clear milestones, instruments, means and so on," which is "much more complex", he he said. One of the discussions surrounding the roadmap is its timeline, de Melo said, adding that the process "will take quite a bit of time" because it needs to have "a strong, solid institutional base that truly integrates with Brazil's energy planning". "It's not about having a document with some grand speeches and messages, but something that is actually consistent, solid and guiding over time and that transcends presidential administrations", he said. Phasing out fossil fuels could run counter to Brazil's plans of increasing crude production. It produces around 4mn b/d of crude , making it one of the 10 largest producers globally, according to its hydrocarbon regulator ANP. The country plans to expand crude output to 5.3mn b/d by 2030, according to energy research bureau Epe, hinging on new exploratory frontiers such as the southern Pelotas basin and the environmentally sensitive equatorial margin. But the production goals and the roadmap can coexist, de Melo said. The plan will focus on some decarbonization solutions that are "more or less ready and actionable" such as biofuels, he said. "But there are other solutions that are in the development and finalization phase." Additionally, Brazil's planned production growth will not take place in the short term, he said. So there is time to see how fossil fuels, mainly for transportation, will be used in a cleaner energy matrix over time. By Lucas Parolin Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.

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High jet prices could support European gasoline demand

28/04/26
News
28/04/26

High jet prices could support European gasoline demand

London, 28 April (Argus) — High jet fuel prices and reduced flight schedules could support European gasoline demand this summer as some consumers opt to drive rather than fly for leisure travel, market sources said. The price of jet fuel cargoes delivered to northwest Europe has soared since the US-Iran war began on 28 February, tightening supply to a region where demand exceeds local production capacity. Europe relies on the Mideast Gulf for around half of its jet fuel imports, according to Kpler. Delivered jet fuel cargo prices have averaged around $1,557/t since the conflict began, about 90pc above the five-year average for the period. Gasoline prices have also risen but to a much lesser extent, averaging about $967.75/t on a fob Amsterdam-Rotterdam-Antwerp basis, roughly 20pc above the five-year average. Europe is structurally long on gasoline and has not faced supply stress during the conflict so far. Since the war began, jet fuel prices have traded at a premium of around 61pc to gasoline benchmarks, compared with near-parity over the past five years, Argus assessments show. That widening price gap, combined with tighter flight availability, could begin to influence travel choices. While higher airfares alone may not deter consumers, cuts to short-haul flight schedules could prompt more people to seek alternatives to flying abroad this summer. "If short-haul flights continue getting cancelled, people are likely to drive to holiday destinations," one analyst told Argus . Another analyst pointed to fuel duty cuts across parts of Europe as an additional factor that will support gasoline demand. German consumers are delaying road fuel purchases until May to benefit from a temporary energy tax exemption , traders said. Smaller European economies including Sweden and Poland are also cutting fuel duties, while larger markets such as the UK and France have yet to introduce similar measures. "The weather is getting better and people will travel less and less by plane," one gasoline trader said, adding that European gasoline demand "looks ok" compared with east of Suez. By contrast, Asia-Pacific markets have seen sharper demand destruction because of greater exposure to crude and refined product supply from the Mideast Gulf, which remains severely restricted by Iran's effective blockade of the strait of Hormuz. European gasoline demand typically rises seasonally as peak summer approaches. This is usually reflected in the gasoline forward curve, where a contango structure implies strengthening time spreads through spring and summer. But the conflict has flipped the curve into backwardation, signalling stronger prompt market fundamentals. That tighter prompt balance is reflected in active physical trading, with at least 16 benchmark non-oxy gasoline barges exchanged this week and at least 60 oxy barges reported traded. Jet market liquidity, however, remains thin by comparison, while trading activity in physical spot windows has also quietened in recent weeks. "Just a couple of things have been trading," a broker said, potentially reflecting elevated jet fuel prices. Bid-offer spreads in paper markets remain at around $10/t, far wider than the typical 25¢-$1/t range, which may be discouraging counterparties from trading at workable levels. By George Maher-Bonnett Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.

News

Europe using US Jet A far from taking off

27/04/26
News
27/04/26

Europe using US Jet A far from taking off

Houston, 27 April (Argus) — Looming jet fuel shortages in Europe have led some aviation associations to call for allowing the use of Jet A from the US to supplement supplies of Jet A1, but hurdles regarding logistics, safety and pricing would need to be overcome, experts and market participants warn. Europe — like most of the world — uses A1-specification jet fuel, whereas the US uses Jet A. The two specifications are almost identical, but Jet A1 importantly has a freeze point of -47°C, which is 7°C lower than Jet A. Jet fuel supply to Europe has come under significant pressure since Iran's closure of the strait of Hormuz, through which 40pc of Europe's jet fuel imports transit. Europe is replenishing only half of its lost supply at the most and shortages are forecast to emerge in May-June. The US has become Europe's largest jet fuel supplier since the loss of Mideast Gulf flows, with arrivals set to surpass 500,000t in April, double the previous monthly record, Kpler vessel tracking data show. But not all US refiners are capable of producing Jet A1, and A1 cargoes require certification before export, a European trader at a US firm said. Aviation associations have called on the European Commission to allow the use of Jet A in Europe to help mitigate the supply crisis. "There has been talk about that for weeks" in the market, a European broker said. The European Commission could soon explore the matter , its transport minister said. The ruling could boost US jet fuel supply to Europe. US jet fuel stocks totalled 43.7mn bl as of 17 April, more than 10pc higher on the year. Opening the European market to Jet A would create an additional outlet for these barrels, potentially supporting US prices. "It would make my fuel more expensive here," a US fuel procurer said. It would also remove the need for US refiners to segregate Jet A and A1, granting them greater flexibility in placing jet fuel into either domestic or export channels. US market participants caution, however, that sustained export demand would depend on arbitrage economics and logistical capacity, not only regulatory change. Arbitrage economics to ship jet fuel from the US to Europe appear viable, market participants say. European jet fuel was trading around parity with US equivalents prior to the 28 February start of the US-Iran war. European prices have surged sharply because of the conflict, averaging more than $26/bl higher than US Gulf coast jet fuel since that date, Argus assessments show. A recent softening of transatlantic freight rates could further support arbitrage. Pie in the sky? But many consider the allowance of Jet A in Europe unlikely. Airlines could use the US grade for short-haul, lower-altitude flights in warmer areas because of its higher freeze point, although this would be extremely difficult from a logistical perspective. Fuel suppliers may need to dedicate specific storage tanks to Jet A, complicating refuelling operations, as it is unclear whether the two grades could be blended in one tank. "I wouldn't want to be on long-haul to Russia with [Jet A's] higher freezing point", a trader said. It is unfeasible for Europe to use Jet A, according to a senior fuel inspector. Not only are the specifications different, but Jet A1 requires strict traceability from crude sourcing to final blending, including refining components and approved additives. This is to meet Defstan 91-091, the standard specification for Jet A1 set by the UK Ministry of Defence. Jet A has no traceability requirements, the inspector added. The market impact of allowing Jet A in Europe is also unclear. It would increase the US' role as a swing supplier to Europe and heighten the sensitivity of the US to European price movements, as is already the case for diesel. In Europe, the use of Jet A and A1 could create a two-tier market, leaving certain producers at a disadvantage if there are significant margins between the two grades. From 2 March through 24 April, prices for Jet A1 have commanded a $2.10/bl premium over Jet A prices at the US Gulf coast, compared with prices that were near parity in the first two months of the year. Some market participants suggested that Europe could relax or waive the Defstan traceability requirements for Jet A1, supporting US exports without completely altering European specifications or US refining practices. By Amaar Khan and Craig Ross Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.

News

Divisions deepen over carbon pricing ahead of IMO talks

27/04/26
News
27/04/26

Divisions deepen over carbon pricing ahead of IMO talks

Dubai, 27 April (Argus) — Shipping industry groups and governments enter a critical round of talks at the International Maritime Organisation (IMO) this week facing deepening divisions over how to cut emissions, with no clear consensus on the design or cost of decarbonisation. The 84th meeting of the IMO's Marine Environment Protection Committee (MEPC), being held in London, follows a previous meeting in October that ended without agreement on a global emissions framework. IMO secretary=general Arsenio Dominguez later described the outcome as a "small setback", while stressing that the sector's decarbonisation efforts remain on track. At the centre of the dispute is the proposed net-zero framework (NZF), which includes a carbon pricing mechanism intended to accelerate the shift to low-emission fuels. Supporters see the framework as a necessary investment signal, while critics warn it would impose costs the sector is not yet equipped to absorb. A coalition spanning shipowners, shipping companies and ship registries — including Liberia, Panama and the Marshall Islands, which together account for a large share of the global fleet — has called for alternative approaches to be considered. The group has warned that support for the NZF "in its current form" has eroded. It is pushing for a more flexible, technology-neutral framework that would allow continued use of transitional fuels such as LNG and biofuels, while avoiding penalty-based mechanisms that could raise costs for operators and consumers. In contrast, a separate coalition of ports, logistics firms and clean fuel developers has urged governments to adopt the NZF, arguing that further delays would undermine investment in alternative fuels and slow the energy transition. The divergence highlights a deeper split within the shipping ecosystem. Shipowners and flag states are prioritising cost, fuel availability and operational feasibility at a time of heightened disruption in energy markets caused by the Iran war, while fuel suppliers and infrastructure developers are seeking regulatory certainty to underpin long-term investments. EU countries are expected to continue backing a carbon levy. The US has opposed such measures, which contributed to the postponement of a decision at last year's IMO meeting. Dominguez has also pointed to the current geopolitical environment — including disruptions to energy markets and shipping routes — as reinforcing the need to balance energy security, affordability and sustainability, a dynamic increasingly shaping the sector's approach to decarbonisation. Industry sources aligned with developing countries within the IMO told Argus that proposals based on carbon pricing or penalty mechanisms risk distorting trade flows and placing a disproportionate burden on emerging economies. They instead favour a more "pragmatic" and technology-neutral approach that reflects differing levels of fuel availability, infrastructure and economic capacity. The sources added that support from major flag states is procedurally significant, noting that backing from countries representing a large share of the global fleet will be critical to reaching any agreement. The result is a negotiation that is as much about cost allocation and regulatory design as it is about climate ambition. With no final decision expected at this week's meeting, discussions are likely to extend through the year, leaving shipowners, fuel producers and investors facing continued uncertainty over the future regulatory framework. Shipping accounts for around 3pc of global emissions and carries roughly 80pc of world trade, underscoring the importance of the IMO process for global energy markets and supply chains. By Bachar Halabi Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.

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