Dutch NEa sets 2023 HBE reduction contribution

: Biofuels, Emissions
22/06/08

The Dutch Emissions Authority (NEa) has set the renewable energy unit (HBE) reduction contribution for the 2023 compliance year at 44kg CO2 equivalent per HBE.

The annual obligation in the Netherlands monitors the increasing use of renewable energy in transport. In addition to this, most fuel suppliers also have an obligation to reduce the greenhouse gas (GHG) intensity of the fuels used, which is the reduction obligation. Since 2020 obligated companies have had to reduce the average chain emissions of fuels used by 6pc compared with 2010.

Each gigajoule of renewable energy that companies physically deliver to the Dutch transport sector generates one HBE, which fuel suppliers can trade to help achieve their annual obligation. For the 2022 compliance year, the targeted share of renewable energy in the Dutch transport sector was 17.9pc, up from 17.5pc in 2021. It increases to 18.9pc next year.

HBEs not only represent an amount of renewable energy, but also an amount of emission reduction, which is the HBE reduction contribution. This value is determined each year by the NEa on the basis of booked renewable energy and fossil fuels used. Based on the 2021 data the average reduction achieved per HBE was set at 44kg CO2e.

The NEa also announced that with effect from January 2022 the latest publication date of the HBE reduction contribution has been brought forward to 1 July prior to the compliance year. The NEa said this provides clarity to the market about the level of obligation in the coming year. Previously this was no later than 1 April during the compliance year.

By Daniel Mackay

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26/06/03

Air France-KLM flags secure summer jet fuel supply

London, 3 June (Argus) — Air France-KLM said jet fuel supply is secure for the peak summer travel season, becoming the latest European airline to signal stable availability after earlier concerns over disruptions linked to the closure of the strait of Hormuz. "All indicators are positive for the July and August peak travel season" in terms of availability at its French and Dutch airport hubs, chief executive Benjamin Smith said. The company is "continuously monitoring" fuel supply at destination airports but has committed to maintaining its summer flight schedule. Other European airlines have delivered similar messages in recent weeks. Last week, Germany's Lufthansa said there were "no signs" of supply risks at its six European hubs — Frankfurt, Munich, Zurich, Vienna, Brussels and Rome. Ryanair chief executive Michael O'Leary has said supply appears secure until September, while Jet2 said it does not expect disruption to its summer schedule. The improved sentiment reflects a more balanced supply picture. Higher regional refinery output, stockdraws and imports from the US and Nigeria have helped offset the loss of Middle Eastern supply following the effective closure of the strait of Hormuz, easing earlier fears of jet fuel shortages in Europe. European jet fuel prices have fallen in response, staying below $1,200/t for almost two weeks — the lowest level since the start of the US-Iran conflict, although still around 50pc higher than pre-war levels. Supply remains tight, however. Unplanned refinery outages could quickly disrupt supply to individual airports, while the ongoing lack of flows through the strait of Hormuz means the global jet fuel market remains undersupplied. Europe must continue to compete with other regions for imports, and market participants expect prices to remain elevated for several months. By Amaar Khan Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.

HVO-B7-Differenz auf niedrigstem Stand seit zwei Jahren

26/06/03

HVO-B7-Differenz auf niedrigstem Stand seit zwei Jahren

Hamburg, 3 June (Argus) — Der Aufschlag von HVO100 gegenüber B7-Diesel hält sich weiterhin auf niedrigem Niveau und erreichte im Zuge des Iran-Kriegs seinen geringsten Stand seit mindestens März 2024. Dies liegt an dem gestiegenen Preisniveau von fossilem Diesel sowie an den anhaltend hohen THG-Erlösen aus dem Inverkehrbringen von HVO. Tankstellenbetreiber folgen dem Großhandelstrend und verringern die Differenz an der Zapfsäule. Seit Ausbruch des Iran-Krieges ist der bundesdurchschnittliche Dieselpreis deutlich gestiegen (siehe Grafik). Dieser Preisanstieg im fossilen Geschäft betrifft HVO als synthetisches Dieselprodukt allerdings nur indirekt, da in der Produktion andere Grundstoffe wie Tallöl oder tierische Fette eingesetzt werden, die nicht über die Straße von Hormus gehandelt werden. Somit folgt HVO nicht derselben Rohstoff- und Raffinerielogik wie fossiler Diesel. Dennoch orientieren sich viele Marktteilnehmer weiterhin an Dieselbenchmarks in der Preisgestaltung, wodurch steigende Dieselpreise teilweise auch auf HVO übertragen werden — allerdings in abgeschwächter Form. Parallel zum gestiegenen Dieselpreisniveau üben anhaltend hohe Erlöse aus dem Handel mit Treibhausgasminderungen Druck auf die HVO-Preise im deutschen Markt aus. Höhere Erträge aus der THG-Minderung ermöglichen es Inverkehrbringern, HVO zu niedrigeren Preisen anzubieten, wodurch sich die Differenz zu fossilem Diesel weiter verringert, beziehungsweise das Produkt überhaupt wettbewerbsfähig gemacht wird. Die generierten Erlöse aus dem Inverkehrbringen von 100 Litern HVO sind seit dem Beginn der Erhebung durch Argus Ende Juli 2025 um etwa 42 €/100l auf circa 114 €/100l am 02. Juni 2026 angestiegen (siehe Grafik). Der Grund hierfür ist die Implementierung der RED III in deutsches Recht, die deutlich ambitioniertere THG-Ziele diktiert, sowie der Wegfall der Doppelanrechnung für fortschrittliche Kraftstoffe. Im Einkauf im Handelszentrum Amsterdam-Rotterdam-Antwerpen (ARA) vor der Generierung liegt HVO auf UCO-Basis am am 02. Juni etwa 67 €/100l teurer als HVO in Deutschland. Die Großhandelsdifferenz zwischen HVO und B7-Diesel an Tanklagern in Deutschland ist daher seit Anfang April durchschnittlich unter 3 €/100l gesunken. Vereinzelt lag der Aufschlag in diesem Zeitraum sogar unter 1 €/100l — dem geringsten Wert seit der Erhebung durch Argus . In den Regionen Süd, West, Südwest und Nord wurde HVO seit dem Ausbruch des Krieges in Nahost deshalb vereinzelt sogar mit einem Abschlag gegenüber dem jeweiligen regionalen Dieselpreis gehandelt. Im Monat vor dem Ausbruch des Krieges lag der HVO-Aufschlag gegenüber dem B7-Bundesschnitt noch bei rund 5 €/100l. Stetiger Anstieg im Endverbrauchersegment Auch an der Zapfsäule zeigt sich der Trend niedriger Preisaufschläge. HVO100 wird an vielen deutschen Tankstellen inzwischen mit einem Aufpreis von unter 10 ct/l gegenüber B7-Diesel angeboten. Teilweise liegt dieser sogar bei unter 5 ct/l, da Anbieter die gesunkene Großhandelsdifferenz weitergeben oder gezielt versuchen, das Produkt im Markt zu etablieren. Hintergrund sind unter anderem weiterhin bestehende Vorbehalte einzelner Verbraucher hinsichtlich der Motorenverträglichkeit von HVO. Vor dem Ausbruch des Krieges Ende Februar lag der HVO-Aufschlag gegenüber B7 vielerorts noch über 12 ct/l . Das Angebot an HVO100 an der Zapfsäule hat sich in den zwei Jahren seit der Zulassung zum freien Vertrieb an Tankstellen weiter ausgeweitet und liegt laut dem Verein Mobil in Deutschland e.V. inzwischen bei rund 700 Standorten bundesweit. Der Gesamtverbrauch wächst indes weiter an — mehrere Tankstellenbetreiber berichten gegenüber Argus , dass die HVO-Nachfrage an Tankstellen für Industriekunden teilweise zwischen 60 m³ und 70 m³ pro Monat liegt. Tankstellen mit einem größeren Fokus auf Privatkunden setzen vielerorts zwischen 10 m³ und 15 m³ HVO pro Monat um. Absatzmengen an Tankstellen mit gemischter Kundschaft lägen zwischen 25 m³ und 35 m³ pro Monat, allerdings kommt es auch hier zu regionalen Unterschieden. Argus schätzt, dass sich der HVO-Verbrauch in Deutschland im laufenden Jahr mehr als verdoppeln könnte — auf rund 2,6 Mrd. l, nach etwa 1,2 Mrd. l im Jahr 2025. Der Großteil entfällt weiterhin auf die Beimischung zu konventionellem Diesel, während HVO100 bislang nur einen kleineren Anteil ausmacht. Von Marcel Pott Entwicklung des B7-Bundesschnitts THG-Erlös aus dem Inverkehrbringen von 100l HVO Entwicklung des HVO-Aufschlags zum B7-Bundesschnitt Senden Sie Kommentare und fordern Sie weitere Informationen an feedback@argusmedia.com Copyright © 2026. Argus Media group . Alle Rechte vorbehalten.

Policy fragmentation key barrier for Corsia: Airlines

26/06/02

Policy fragmentation key barrier for Corsia: Airlines

Montreal, 2 June (Argus) — Policy fragmentation is the primary obstacle keeping airlines from taking firm positions in the market for credits compliant with the Carbon Offsetting and Reduction Scheme for International Aviation (Corsia), carriers told Argus on Tuesday on the sidelines of the International Civil Aviation Organization (Icao)'s climate week in Montreal. Experts across the board emphasized that Icao should persist with the implementation of Corsia's first phase as a global market-based mechanism, as uncertainty looms over the European Commission's revision of the scheme next month. "Corsia is a phenomenal start. It needs some tweaking, but let's keep going with it," British Airways director of sustainability Carrie Harris said. And Airbus vice president of regulatory and external engagement Bertrand de Lacome urged Icao to strengthen Corsia. "Icao should remain the global standard for policy, to avoid the fragmentation that creates such a burden to our industry," Boeing vice president of sustainability Allison Melia told delegates. But in practice, Corsia has faced challenges when implemented at the national level, Singapore SAFco's chief executive Seow Hui Tan said, noting "the devil is in the details at a national level". Only a handful of the 130 countries that have opted to comply with Corsia Phase 1 have implemented penalties for non-compliance in their national legislation. In Japan, for example, where the law would require airlines to withdraw their operating licenses in the event of non-compliance with Corsia, the penalty has successfully driven airlines to the market. Japanese airlines are also leading on Corsia credit retirements, even though the combined total of retired volumes remains small. Regardless of penalties having been adopted or not, some airlines still have a strong incentive to comply because this would help with their image and coordination with other decarbonization policies such as increasing the use of sustainable aviation fuels. Airlines repeatedly brought up uncertainty around regional policies — particularly the EU's upcoming revision of the scheme — as a primary concern holding them back from entering the market, when talking to Argus on the sidelines of the event. Many said it is likely that the European Commission will advise that the Corsia scheme is not sufficient to meet the Paris Agreement goals and has not strengthened. But they are split on the possible outcomes to the revision, with some arguing that the commission can only express its opinion, while it is down to national member states to decide whether they continue to implement Corsia. The EU's threat to expand the coverage of its emissions trading system to international aviation emissions — within any scope it may take — has stifled confidence among airlines around the world. One large Middle Eastern carrier is closely watching proceedings in Brussels amid expectations that the decision will have an impact around the world, Argus understands. Noting that this was a bigger concern for them than the temporary challenges from the US-Iran war, the airline is waiting until after the EU ETS review is published later this year to enter the market and hopes to purchase credits by the end of the year, a source told Argus . An intermediary working with airlines in Asia also said many carriers were waiting until the end of the year or the first quarter of 2027 to begin purchasing credits. As the jet fuel crisis is easing, airlines' main concerns will be alleviated once the EU sends clear policy signals in July, they said. Airlines are also looking for more diversified supply to come to the market, an end user said. Currently, the choice between mostly jurisdictional reducing emissions from deforestation (J-REDD+) credits and African clean cookstove units is too sparse and does not allow for flexibility, the end user added. At the same time, developers of Corsia-labeled projects are threatening to redirect efforts to different Article 6 framework markets if demand does not come to market soon for Corsia Phase 1. Many developers are small companies with little financial capability to hold positions for extended periods of time, and some are already trying to redirect credits to the wider voluntary carbon market for products labeled by the high-integrity Core Carbon Principles (CCP) tag. Demand for high-integrity carbon credits issued by highly-rated clean cookstove projects could push prices close to current Corsia levels, clean cookstove developer DelAgua's chief financial officer Rory McDougall said. Developers would have an incentive to switch to such markets if airline demand for Corsia Phase 1 credits continues to lag. By Alexandra Luca Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.

Carbon removals gap for 1.5°C goal is growing: Report

26/06/02

Carbon removals gap for 1.5°C goal is growing: Report

Berlin, 2 June (Argus) — National pledges fall short of pathways limiting global warming to 1.5°C this century by more than 5bn t of CO2 removal (CDR)/yr by 2050, a report published today found. Authors of the third annual state of CDR report today flagged the "fragility" of the sector, given the small number of countries with dedicated CDR policies, and of project developers and projects. The failure of a project, or policy changes, therefore risk slowing progress globally, report author Morgan Edwards from the University of Wisconsin-Madison said. The gap between what countries have pledged in their climate plans under the Paris Agreement — nationally determined contributions (NDCs) — and what will be necessary is likely to grow "significantly" over the years, report author William Lamb of the Potsdam Institute for Climate Impact Research said. Most countries' pledges rely on forests and land, Lamb said, with newer technologies playing only a small role. Delays in cutting emissions would make this gap even larger, Lamb warned. Countries have in total pledged around 2.7bn t of CDR by 2035 and about 3.6bn t by 2050, which would leave a shortfall of more than 5bn t in 2050, Lamb said. Closing this gap would require CDR to grow at rates comparable to, or faster than, solar power and electric vehicles, the report found. Cutting emissions remains the first and most important priority for tackling climate change, the authors emphasised, but CDR capacity is needed to address emissions that are hardest to eliminate. CDR is fundamental to return global warming to 1.5°C or below after an overshoot, report author Oliver Geden of the German Institute for International and Security Affairs said. The Paris climate agreement seeks to limit the global rise in temperature to below 2°C above the pre-industrial average and pursues a 1.5°C threshold. The report is "agnostic" and is not about "telling countries what to do", Geden said, but is more about raising demand and creating incentives. If a country has a net zero target, then its policies should reflect this, Geden said. There should be more robust demand for high-quality removals credits on the voluntary carbon market, report author Matthew Gidden of the University of Maryland said. Having more transparent and scientifically based monitoring, reporting and verification protocols would increase confidence in removal credits, Gidden said. More countries should "activate CDR in their NDCs" and in their climate policies in general, Juho Lipponen, co-ordinator of global initiatives the carbon capture, use and storage clean energy ministerial and the Mission Innovation for CDR said in reaction to the report. By Chloe Jardine Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.

EU committee mulls revised CO2 targets for cars, vans

26/06/02

EU committee mulls revised CO2 targets for cars, vans

Brussels, 2 June (Argus) — The European Parliament's environment committee today debated amending the EU's CO2 standards for passenger cars and vans to allow new vehicles powered exclusively by alternative fuels to be reclassified as zero-emission vehicles. The new vehicle category, proposed by Italian lawmaker Massimiliano Salini, received support from conservative and right-wing members. It would address a "flaw" in the current regulation, Salini said. EU law currently only allows for the sale of electric vehicles (EVs) as zero-emission from 2030 due to tailpipe approach to emissions. The alternative-fuel category would not normally achieve zero tailpipe emissions, Salini told the committee. "But they do ensure a carbon-neutral balance overall", he said. Centre-right EPP group member Salini's draft report aims also to raise the share of biofuels and e-fuels that carmakers can count towards fleet-wide CO2 reduction targets, increasing the limit from 3pc to 10pc. The text maintains low-carbon steel credits at up to 7pc. The environment committee is aiming to vote on its position on 4-5 November. Committee agreement typically requires support from the EPP group, the largest political group in parliament. "The EPP's intention is to find the majority in the centre," said German lawmaker Peter Liese, while noting that the "ban" on new car sales with internal combustion engines (ICE) from 2035 must be "abolished". "That must be the starting point of all negotiations," Liese said. Liese also called for e-fuels and biofuels to play a greater role. "It's true they are not 100pc climate neutral. But their contribution must be accepted as far as they are climate neutral," he said. "We need more technological neutrality," said Czech ECR conservative Alexandr Vondra, adding that targets for carmakers should be more "realistic". Vondra welcomed suggested amendments to cut the 2035 fleet-wide emissions-reduction targets for new light commercial vehicles from 100pc to 80pc. German Greens lawmaker Michael Bloss said high fuel prices are driving faster EV uptake , while ICE sales are falling. Bloss argued Salini's suggested flexibilities would lead to less investment. Bloss urged the committee to form compromises on the details around centre political groups. However, he said Salini's report seeks a right-wing majority. Passenger cars and vans are responsible for around 16pc and 3pc of the EU's total CO2 emissions, according to the European Commission. The EU has a net zero target for 2050, with interim targets of 55pc greenhouse gas (GHG) emissions reductions for 2030 and a net GHG cut of 90pc for 2040, both from a 1990 baseline. By Dafydd ab Iago Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.

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Dutch NEa sets 2023 HBE reduction contribution

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