Asphalt — North America market commentary

: Oil products
08/06/02

US East coast
Midwest wholesale rail quotes to the East coast for June supply was in the $500-540 fob range for PG 64-22. Even at these prices, Midwest wholesale asphalt supply was far from abundant as Midwest refiners were cutting runs as a result of high production costs and lagging asphalt prices.

Future cargo prices for PG 64-28 were being priced in the mid-$500 range on a delivered basis into the New England market. Some wholesale asphalt buyers said there does not appear to be an abundance of asphalt on the East coast, which is causing concern.

In southern Connecticut, prices were holding in the mid-$400s for PG 64-28 but were expected to increase to the low $500s in a week to 10 days. The price increase was expected to be around $80. The prices were exclusive of the gross receipts tax. One supplier was informing its customers of the imminent price change.

In Massachusetts, one supplier was raising its price by $100 from the upper $400s to the upper $500s. The price increase was for PG 64-28.

The East coast retail market was relatively stable, despite the substantial pressure from higher wholesale prices from other markets, together with the higher cost of production from crude price strength. But some big price increases were expected to occur on 1 June, according to various sources.

A western New York supplier had no price changes following its increase from $405 to $425 fob, effective 21 May. One Baltimore, Maryland supplier was holding its prices at $425-435 fob for PG 64-22

One inland Carolinas supplier was reported to have increased its prices to the $470 fob level.

In Atlanta, Georgia, one supplier raised its posted prices from $430 to $510, while another supplier was at $425. One supplier in the Chattanooga, Tennessee market raised its prices from the $430 fob level to $470 fob, effective from 24 May. The state index was lagging at $413.

On 24 May, one Florida supplier raised its Tampa price from $420 to $460. The supplier also raised its Jacksonville and southern Florida prices from $435 to $475.

US Gulf coast
A Gulf coast supplier sold 50,000bl of PG 67-22 for June loading at $415 fob. Previous transactions for late May were done at the $390 fob level for PG 67-22. The wholesale asphalt market in the Gulf coast was considered to be “tight” as suppliers were focussed on meeting their own terminal requirements for wholesale barrels.

An Alabama asphalt supplier raised its prices in northern and central Alabama by $25 to $425, effective from 23 May. Another Alabama supplier was reported to be increasing its price to the $500 fob level on 27 May. Last prices heard in southern Alabama were at $425 fob.

One southern Mississippi supplier raised its prices to the $425 fob level, while another raised its prices to $470 fob for PG 64-22, an increase of $40 compared with its previous prices. A further southern Mississippi supplier raised its prices to $465 fob on 24 May. Another Mississippi supplier was reported to be increasing its prices to $500 effective from 27 May.

One Texas supplier was raising its price by $100 on 1 June to $500 in the Houston market and $510 in Brownsville. Reduced supply availability in the Oklahoma market forced one supplier to keep its inland Texas market lower at $450 fob, to provide an incentive to its Oklahoma customers to pick up from the Texas market.

PG 70-22 in southern Texas had an $80 premium over PG 64-22 and was expected to go to the $580 fob level on 1 June. PG 76-22 had a $110 premium over PG 64-22 and was expected to move to the $610 fob level on 1 June. AC-10 had a $27 premium over PG 64-22, while AC-15P had a $108 premium over PG 64-22. AC-15P had a $108 premium over PG 64-22 in southern Texas markets. Emulsion grades were around the $765-830/st range.

In New Mexico, one supplier informed its customers that it would be raising its prices to the $475 fob level, effective from 1 June.

US Midwest
Midwest asphalt refiners have been cutting crude runs as a result of weak margins for asphalt production. Midwest wholesale asphalt range for barge sales rose to $460-520 fob for PG 64-22, compared with $430-510 in the previous week. One Midwest supplier had its prompt rail sales at $500 fob or higher. Some quotes were heard at prices as high as $540 fob for June delivery.

A Midwest refiner sold 50-60,000bl of roofing flux for June at $425 fob. The supplier said it was negotiating to sell another block of asphalt for June but the deal was not yet completed at the time of going to press. The premium for wholesale volumes of PG 58-28 was $20-50 over PG 64-22, depending on the supply source.

One supplier informed its customers that it was increasing its retail prices on 1 June by $75 across the board. With this increase, the supplier's prices in Oklahoma and Kansas would increase to $500 fob for PG 64-22.

In Minneapolis/St Paul, Minnesota, one supplier raised its prices by $60 to $450 fob for PG 64-22, effective from 27 May. Northern Illinois prices went to $475 on 27 May, an increase of $45. One supplier raised its Illinois prices on 27 May by $55 to $475 fob for PG 64-22.

One supplier reported the Chicago market to be at $550-570/st fob for PG 64-22. Northwest Indiana was at $520-560 fob for PG 64-22. One supplier in the Indianapolis market was at $480-520 fob, while another raised its prices to $465 on 27 May. Southern Indiana prices rose by $40 to $457 on 24 May.

One supplier raised its Detroit, Michigan prices and northern Ohio prices to $450, effective from 27 May. Northern Kentucky prices went to $475, an increase of $25, effective from 27 May. The Louisville, Kentucky price rose by $40 to $445 fob. Catlettsburg prices rose to $455 from $395 fob, an increase of $60.

Chattanooga, Tennessee prices rose to $470 fob on 24 May from $430 fob for PG 64-22. Knoxville prices rose by $40 to $475 fob, as did Memphis prices, to $455 fob. Nashville prices rose to $460.

US Rocky Mountain & West Coast
One Rocky Mountain refiner was focussed on running its coker, but said if it did have any asphalt, its price was preliminarily discussed around the $450 fob level.

Another wholesale asphalt supplier sold PG 64-22 at $425 fob and PG 58-28 at $440 fob by rail. The supplier said it had no additional wholesale asphalt to sell in June as it had reduced crude runs because of high production costs. The supplier said it was considering changing to a lighter and sweeter crude slate in June.

One Rocky Mountain supplier said it has no wholesale asphalt availability for June. The supplier said it was in a two-week unexpected hydro-treater turnaround and was running crude at 50pc of capacity, while maximizing the coker. The supplier said if it were to sell any wholesale asphalt in June, the prices would have to compete with coker economics, which were at around $525/st fob.

One wholesale asphalt buyer said it has seen a $100/st increase in its wholesale prices from its traditional wholesale suppliers from May to June.

Rocky Mountain refiners were uncertain about their availability of wholesale asphalt for July and no preliminary numbers were quoted. If wholesale suppliers have any asphalt available, they are only supplying their historical customers. One wholesale asphalt buyer said it has seen a $100/st increase in its wholesale prices from its traditional suppliers from May to June.

In Montana, there has been very little conventional asphalt bid. Recent bids on PG 64-28 were reported to be around the $525 fob level. The grade typically has a $60 premium over PG 64-22 in this market.

In Wyoming and Colorado there was very little new work bid. One supplier commented that with prices moving so rapidly, it would only quote new highway work at a number that was equivalent to coker economics. Older contacts on the books are around $350 fob, but these older contracts expire in June. One marketer commented that if July prices do not reach coker economics, it would move out of the retail asphalt market and focus only on the wholesale asphalt market.

In Oregon, the price range for May was at $450-525 fob for PG 64-22. One supplier forecast the June market would move to the $500-550 range.

One Arizona and Nevada supplier said its price would increase by $50-100 fob, effective from June. Last prices heard in Las Vegas, Nevada for May were at $535 fob. Arizona prices were in the $550-575 range for conventional asphalt.

In California, several suppliers are unwilling to give forward price quotes unless the quotes are tied to a pricing index. Since cities and counties do not have indexes, they are unable to get quotes from suppliers for summer or fall paving work. The city of San Diego adopted the CalTrans Asphalt Index to get pricing for jobs that will pave in the summer or beyond.

Almost all suppliers on the West coast are changing their prices once every two weeks or even more frequently to keep pace with rising crude costs.

Significant crude price increases over the past month have forced California suppliers to raise their asphalt prices significantly to keep pace with the rising production costs. At the same time, refiners have reduced runs as a result of weak margins. This could lead to tightness in the California market or neighboring markets over the summer months, especially if the flow of wholesale asphalt slows as wholesale suppliers begin to focus on meeting their own market needs during the peak paving months.

Some big price increases have been announced in California, effective from 1 June. In northern California, one supplier will be increasing its prices by $70 to $655. The range of selling prices in northern California was reported to be at $540-585 for PG 64-10 and PG 64-16.

In northern California, one supplier raised its prices on 1 June to $675 fob for PG 64-10, $680 for PG 64-16 and $685 for PG 70-10. Another supplier was raising its prices to $690 fob for PG 64-10 and PG 64-16.

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25/12/19

Mexico central bank cuts target rate to 7pc

Mexico City, 19 December (Argus) — Mexico's central bank cut its benchmark interest rate by 25 basis points to 7pc, its lowest level since June 2022, maintaining a slower pace in the easing cycle on inflation concerns. The decision marked the eighth rate cut this year and the fourth quarter-point reduction following four consecutive half-point cuts. This year's cuts follow five quarter-point cuts in 2024 from a cyclical peak of 11.25pc in March. The board approved the cut in a 4-1 vote, with deputy governor Jonathan Heath dissenting in favor of holding the rate at 7.25pc. Heath has been the lone dissenter in the past five decisions, consistently urging greater caution. The central bank said the decision reflected "the behavior of the exchange rate, the weakness of economic activity and the possible impact of changes in global trade policies," repeating language used in its last four statements. Gabriela Siller, chief economist at Banco Base, pointed to a "significant change" in the bank's forward guidance, noting a shift toward a less dovish tone. The board said it "will consider when to make further adjustments" to the policy rate, replacing the "will consider cutting" language used in November. Mexican bank Banorte also said the central bank struck a less dovish tone, pointing to a change in its forward guidance. Annual inflation rose to 3.8pc in November from 3.57pc in October, according to statistics agency Inegi. Core inflation, which excludes volatile food and energy prices, accelerated to 4.43pc from 4.28pc. The central bank now sees headline inflation ending 2025 at 3.7pc, up from 3.5pc in its November forecast, while core inflation is projected at 4.3pc, revised from 4.1pc. It also raised its headline and core forecasts for the first two quarters of 2026, while maintaining that both will converge to its 3pc target by the third quarter. The bank said the revisions mainly reflect a "more gradual-than-expected" easing in services inflation, along with a smaller contribution from accelerating consumer goods prices. The board also addressed recent tax reforms, which it expects will have a temporary and not necessarily proportional impact on prices, adding it will update its forecasts as it conducts a comprehensive assessment of the revised tax code's effects. By James Young Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

Viewpoint: Bitumen markets eye pockets of demand

25/12/19

Viewpoint: Bitumen markets eye pockets of demand

London, 19 December (Argus) — Paving activity may strengthen in some European and north African markets in 2026, but several others are expected to see continued declines in bitumen demand. Germany could lead any recovery, market participants said, as a new government plans to expand and maintain the road network. The country — once Europe's bitumen powerhouse — had a weak 2025, but paving work is expected to lift consumption from mid-2026. German bitumen demand has fallen by more than 20pc since 2021, while France and the UK are down by over 25pc in the same period. Budget constraints and high inflation drove these declines. Sweden, Norway and Denmark — already demand drivers in 2025 — could strengthen further in 2026. Road budgets are set to rise as governments prioritise infrastructure and the value of well-maintained highways, possibly linked to higher defence spending as Nato strengthens in Europe. North Africa has also drawn European Mediterranean surplus cargoes , and market participants expect demand from the region to increase next year, led by Algeria, Morocco and some Libyan consumption. Elsewhere, there is little cause for optimism. In France, most participants expect 2026 demand to be weaker than in 2025. With the government beset by regular upheaval and parlous public finances, road spending seems an unlikely priority. Several other northwest and central European countries will also see steady to lower bitumen consumption in 2026. Meanwhile, prospects for a peace deal between Ukraine and Russia remain slim, so a large upswing in Ukrainian import demand looks unlikely next year. Export opportunities outside Europe also appear limited, as Asia-Pacific and the Middle East remain well supplied and demand there stays slow. South Africa, now reliant on imports, is more likely to source from the Mideast Gulf or Pakistan than from the Mediterranean. The prospects of shipping product to the US could improve in the coming months, with Mediterranean bitumen values currently firm relative to crude and fuel oil. But large volumes seem unlikely. Some Mediterranean cargoes moved to the US last year, but the trend was short-lived. In the bitumen freight market, several new larger tankers will enter service in 2026, increasing vessel availability in what will still be a weak market. This could weigh on freight rates but help offset higher costs from the EU ETS scheme, which comes fully into effect in 2026 after its 2024 implementation. Bitumen prices fell in 2025 and are expected to stay under pressure through winter, before seasonal gains from March 2026. Markets should see greater strength relative to fuel oil in summer as bitumen demand typically rebounds then. Demand for bitumen was generally weaker across most European countries in 2025 than in 2024, weighing on prices. Budgets came under pressure and political challenges contributed to a lack of focus on infrastructure and road maintenance spending. Bitumen prices hit historic lows in 2025, partly offsetting inflation-driven increases in building, equipment and material costs. By Jonathan Weston Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

Korrektur: Diesel in 2026 teurer als erwartet

25/12/18

Korrektur: Diesel in 2026 teurer als erwartet

In der ursprünglichen Version wurde die CO2-Abgabe inkorrekt angegeben. Dies wurde sowohl in der Tabelle als auch in der Grafik korrigiert. Hamburg, 18 December (Argus) — Händler bieten B7-Diesel für Januar mit einem Aufpreis von 10 €/100l bis 17 €/100l an, teurer als von Argus berechnet. Das ist der bisher höchste Preisanstieg zum Jahreswechsel, der durch eine Erhöhung der CO2-Abgabe und THG-Quote verursacht wurde. Argus hat einen theoretischen Aufschlag von 8,50 €/100l für B7-Diesel berechnet (siehe Grafik). Ein möglicher Grund für den deutlich höher ausfallenden Aufpreis für B7 ist, dass Händler die THG-Kosten aufgrund anhaltender Unsicherheiten anders berechnen als Argus . Das Bundeskabinett hat am 10. Dezember über die Umsetzung der Erneuerbaren Energien-Direktive (RED III) der EU in deutsches Gesetz abgestimmt. Dadurch herrscht im Markt mehr Klarheit mit Blick auf die gesetzlichen Rahmenbedingungen in 2026. Zuvor dürften die Preisen für das kommende Jahr vor allem durch die Unsicherheit bezüglich der genauen Umsetzung von RED III getrieben worden sein. Die THG-Quote wird 2026 von aktuell 10,6 % auf 12 % steigen, weshalb für das Inverkehrbringen fossiler Kraftstoffe mehr THG-Zertifikate vorgewiesen werden müssen. Bis zur Abstimmung am 10. Dezember gingen Marktteilnehmer davon aus, dass fortschrittliche Kraftstoffe künftig nicht mehr doppelt auf die Erfüllung der THG-Quote angerechnet werden dürfen. Dies hat sich nun bestätigt. Der künftige Wegfall der Doppelanrechnung könnte das Beimischen von Biokraftstoffen attraktiver machen und Preise für sowohl Biokraftstoffe und die Übertragung von THG-Zertifikaten erhöhen. Marktteilnehmer rechnen außerdem mit einem Rückgang der Biokraftstoff-Importe aus Asien, wodurch die Quotenerfüllung und somit auch fossile Kraftstoffe in Deutschland teurer werden könnten. Grund hierfür ist zum einen die geplante Abschaffung der Vertrauensschutzregelung , die Käufer unrechtmäßiger THG-Zertifikate vor Aberkennung schützt. Auch herrschte noch Unsicherheit darüber, wie genau die Unterquote für erneuerbare Kraftstoffe nicht-biogenen Urpsrungs (RFNBOs) — wie etwa e-Fuels und grüner Wasserstoff — gestaltet wird. Ein Entwurf vom November beinhaltete bei Nichterfüllung der RFNBO-Unterquote eine Pönale von etwa 120 €/GJ, statt der zuvor vorgeschlagenen 70 €/GJ. Dies wurde mit der Kabinettssitzung am 10. Dezember ebenfalls bestätigt. Auch bei der Einpreisung der CO2-Abgabe für das nächste Jahr sehen sich Händler weiterhin mit Unklarheiten konfrontiert. Einige Händler verwenden für Kalkulationen aktuell einen CO2-Preis von 68 €/t CO2e. Darüber hinaus wird auch die Unsicherheit bezüglich des Auktionsverfahrens eingepreist, da die Auktionen erst im Sommer beginnen und die konkreten CO2-Kosten bis dahin nicht eindeutig sind. Manche Händler planen daher zusätzliche Rücklagen, um etwaige Nachzahlungen decken zu können. Die CO2-Abgabe wird im kommenden Jahr von einem Festpreismodell bei aktuell 55 €/t CO2e in ein Auktionsverfahren übergeleitet, bei dem der Preis einer Emissionsberechtigung zwischen 55 € und 65 € schwanken kann. Eine Emissionsberechtigung entspricht dabei einer Tonne CO2-Äquivalent. Unternehmen, die bei Auktionen leer ausgehen, können nachträglich Emissionsberechtigungen zum Festpreis von 68 € nachkaufen. Außerdem könnte im Sekundärmarkt für Unternehmen, die nicht an Auktionen teilnehmen, der Preis noch höher liegen. Einige Inverkehrbringer halten sich aufgrund dieser regulatorischen Unklarheiten weiterhin mit der Bekanntgabe von Januarpreisen zurück, was die Unsicherheit im Markt zusätzlich verstärkt. Mit dem Kabinettsbeschluss vom 10. Dezember könnten Händler ihre Preisgestaltung für Januar konkretisieren. Für Heizöl liegen die gemeldeten Aufschläge etwa zwischen 2,50 €/100l bis 4,50 €/100l und stimmen somit ungefähr mit den Berechnungen von Argus überein. Von Marcel Pott CO2-Abgabe je 100l € Kosten pro t CO2 B0/HE B7 E5 E10 45 € 12.04 11.22 10.26 9.73 55 € 14.72 13.72 12.54 11.90 65 € 17.40 16.21 14.82 14.06 68 € 18.20 16.96 15.50 14.71 *B7 mit 6,8 l FAME; E5 mit 4,8 l Ethanol und E10 mit 9,66l Ethanol THG- Erfüllungskosten je 100l € B0 B7 E5 E10 2025 9,13 9,70 6,83 6,74 2026 16,33 14,99 11,68 10,72 *Erfüllung der THG-Quote durch Blending und Zukauf von Zertifikaten, Erfüllung des RFNBO-Mandats durch Pönale Kumulierte Kosten THG-Quote und CO2 Abgabe Senden Sie Kommentare und fordern Sie weitere Informationen an feedback@argusmedia.com Copyright © 2025. Argus Media group . Alle Rechte vorbehalten.

Viewpoint: Japan's hybrid EV use keeps gasoline in mix

25/12/18

Viewpoint: Japan's hybrid EV use keeps gasoline in mix

Tokyo, 18 December (Argus) — Japan's gasoline consumption will continue falling because of its decarbonisation drive, but the country's gasoline consumption is unlikely to reach zero as gasoline-powered cars and hybrid gasoline-electric vehicles (HEVs) account for a vast majority of newly registered passenger cars. Japan's gasoline sales declined at least over 2016-24, with the exception of a slight year-on-year increase of 0.03pc in 2022, data from the Petroleum Association of Japan (PAJ) show. The country's gasoline sales totalled 330mn bl (904,100 b/d) in 2016, falling to below 280mn bl (767,100 b/d) in 2024. The country's transport sector accounted for 19.2pc of total CO2 emissions in the April 2023-March 2024 fiscal year, according to Japan's environment ministry. Half of the transport sector's CO2 emissions came from gasoline in the 2023-24 fiscal year. Tokyo renewed its global warming countermeasures plan in February 2025, which reiterated its target of having all new car sales be "electrified vehicles" by 2035 and to achieve net-zero CO2 emissions through the vehicle lifecycle by 2050, in efforts to abate emissions. But these "electrified vehicles" do not only refer to fully electric-powered EVs nor fuel cell vehicles (FCVs) but also include gasoline-consuming HEVs and plug-in hybrid electric vehicles (PHEVs). This means that Japanese passenger car owners will likely remain dependent on gasoline, even as gasoline consumption declines, given that Japan's preference for hybrids is likely to sustain its momentum for the foreseeable future. The country's gasoline requirement will fall by 2.4pc to 260mn bl (712,300 b/d) in the April 2026-March 2027 fiscal year, compared with the 2025-26 level, based on Japan's trade and industry ministry Meti's outlook. This downtrend is expected to continue by declines of 2.1-2.5 pc/yr at least until 2029-30, largely because of higher fuel efficiency and wider use of HEVs, Meti said. The number of newly registered passenger cars, including imported cars, totalled slightly below 2.4mn units over January-November 2025, data from the Japan Automobile Dealers Association (JADA) show. Out of this total, gasoline-consuming HEVs accounted for 60pc, and gasoline cars hold a 32pc share. Gasoline-powered cars and HEVs have jointly accounted for around 90pc at least since 2020. The share of HEVs in newly registered cars has also grown consistently every year, from 37.1pc in 2020 to 61.1pc in 2024, mostly replacing the share of gasoline cars, while the share of EVs has stalled at 0.6-1.7pc of the total of registered units every year over the same period, data from the JADA show. "The hybrid trend is likely to remain strong going forward. Compared with the time when it seemed the global shift to EVs would happen decisively and rapidly, the momentum now appears to have slowed somewhat," Japan's trade and industry minister Ryosei Akazawa said at an interview with reporters, including Argus , in October. The shift towards EVs has not been as strong as expected, which could have benefited gasoline car makers. But US tariffs on Japanese automobiles likely eroded the profitability of Japanese automakers, with 15pc of their domestic car output exported to the US in 2024, according to Meti. The US tariff rate was lowered to 15pc from 27.5pc in September, but is still far higher than 2.5pc, the rate before US president Donald Trump's additional 25pc automobile tariff took effect in April. To support Japanese automakers given the challenging tariff environment, Tokyo could freeze its environmental performance tax — a levy of 0-3pc — imposed on car owners at the point of acquisition depending on automobile features, such as fuel efficiency. This move could pave the way for gasoline-powered vehicles to regain momentum or pose obstacles to the expansion of EV cars' market share in the coming years. By Kohei Yamamoto Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

US House clears hurdle to pass permitting bill

25/12/16

US House clears hurdle to pass permitting bill

Washington, 16 December (Argus) — Republicans in the US House of Representatives have overcome an initial obstacle to passing a marquee permitting overhaul bill after committing to vote on key amendments that would strip out potential benefits for offshore wind. Republicans in the House voted 215-209 in a vote on Tuesday to approve a rule that will dictate the terms of debate for votes later this week on the SPEED Act, which has become the focus of bipartisan efforts to fast-track the permitting process for pipelines, electric transmission lines, railroads and other infrastructure. A group of far-right conservatives initially voted against the rule, but most reversed course during the vote in exchange for revisions that have yet to be made public. The Tuesday vote was one of the last remaining hurdles to House passage of the SPEED Act, which is expected to pick up some Democratic votes when it comes up for a final vote later this week. The House majority typically is responsible for putting up all the votes for a rule, meaning it would only take a few Republicans to block bill debate. Republicans were uncertain they would have enough votes for the rule, as far-right conservatives such as US representative Andy Harris (R-Maryland) and others were lobbying for changes. On Monday, US representative August Pfluger (R-Texas) urged attendees of a conference to put as "much effort as you possibly can" into persuading wavering Republicans to support the permitting bill. Pfluger is the chair of the Republican Study Commission, a caucus that represents a majority of House Republicans. "Go talk to them and let them know how important this is," Pfluger said during an event organized by the think tank the Conservative Coalition for Climate Solutions. Ahead of the vote, an industry coalition on Tuesday released a joint letter offering "strong support" for the bill. Among the signatories were the American Petroleum Institute, the US Chamber of Commerce, the Association of American Railroads and the US LNG Association. President Donald Trump has yet to take an explicit position on the SPEED Act, but administration officials are optimistic permitting legislation could be enacted. "I think we are at a time where the chance of a real permitting reform bill is higher maybe than it's ever been," US energy secretary Chris Wright said at the event on Monday. The SPEED Act would focus on the implementation of the National Environmental Policy Act (NEPA), a decades-old law that requires federal agencies to prepare environmental reviews of infrastructure projects. Pipeline companies and renewable energy developers alike blame the law for costly delays, both because of the time it takes for agencies to issue reviews and then the risks that permits will be thrown out because of lawsuits. The bill would narrow the scope of environmental reviews, aligning with a unanimous US Supreme Court ruling this summer. But the bill's most significant changes would make permits more durable. Even if a court found a NEPA review was flawed, the bill would keep permits intact during further analysis. And in a last-minute change, the bill would offer more permit "certainty" by limiting the government's ability to rescind prior approvals. That could protect pipeline permits such as the now-canceled Keystone XL pipeline, while also stopping Trump from halting more offshore wind projects. But the permit certainty language drew concern from far-right conservatives who oppose offshore wind. House Republicans in response agreed to vote on an amendment sponsored by Harris and others that would remove the "permit certainty" changes. Two other amendment votes also backed by Harris would stop expedited permitting treatment in the SPEED Act for offshore wind or any project that Trump has sought to block. Passage of those amendments could cost some Democratic support for the bill. Even if the bill passes, it is expected to be subject to major changes in the US Senate to attract enough support from Democrats to prevent a filibuster. Senate Democrats are hoping to insert language that would prevent what they describe as a "solar ban" being enforced by the Trump administration. By Chris Knight Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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