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Latvian says plans to suspend biofuels targets: Correct

  • : Biofuels
  • 22/05/13

Corrects Latvian blending mandate percentages in paragraph 4. This story was first published 10 May.

The Latvian government has confirmed a plan to temporarily suspend its blending mandate obligations for an 18-month period commencing the second half of this year.

The proposal will suspend blending mandates from 1 July 2022 until 31 December 2023. Fuel blenders will still have the option to blend biofuels, but blending mandate legislation will become voluntary.

The amendments to the legislation are being drafted and parliamentary debate will be required before the proposals enter law, the Latvian Ministry of Economics told Argus.

Currently, Latvian legislation calls for a 6.5-7pc mandate by volume for biodiesel in road fuel and a 9.5-10pc for ethanol in gasoline, according to official legislation amendments made in December 2019. Exceptions to this are provided for diesel used in winter conditions between 1 November and 1 April, and gasoline with an octane content of 98 or above, where the ethanol content can be a maximum of 5pc by volume.

Alongside Latvia, Finland has reduced its mandate by 7.5 percentage points for both 2022 and 2023, Sweden is scheduled to freeze its mandates for 2023 at 2022 levels and Norway plans to introduce changes to its mandates that would see the share of advanced and waste-based biofuels increase with the overall mandate decreasing.

The Czech Republic also proposes suspending or even scrapping its ethanol and biodiesel blending mandates. But like the Latvian legislation, this will need to be debated in parliament and will also require changes to the country's Clean Air Act.

Mandate changes have come in response to sharp rises in fuel costs following the outbreak of war in Ukraine, with food security concerns also cited by some as a reason for mandate amendments.

Among the larger EU markets, Germany is currently discussing an amendment to its crop cap, currently at 4.4pc by greenhouse gas (GHG) emission reduction, with food security concerns cited as a key reason for this.


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25/04/10

New tariffs could upend US tallow imports: Correction

New tariffs could upend US tallow imports: Correction

Corrects description of options for avoiding feedstock tariffs in 12th paragraph. Story originally published 3 April. New York, 10 April (Argus) — New US tariffs on nearly all foreign products could deter further imports of beef tallow, a fast-rising biofuel feedstock and food ingredient that had until now largely evaded President Donald Trump's efforts to reshape global trade. Tallow was the most used feedstock for US biomass-based diesel production in January for the first month ever, with consumption by pound rising month to month despite sharp declines in actual biorefining and in use of competing feedstocks. The beef byproduct benefits from US policies, including a new federal tax credit known as "45Z", that offer greater subsidies to fuel derived from waste than fuel derived from first-generation crops. Much of that tallow is sourced domestically, but the US also imported more than 880,000t of tallow last year, up 29pc from just two years earlier. The majority of those imports last year came from Brazil, which until now has faced a small 0.43¢/kg (19.5¢/lb) tariff, and from Australia, which was exempt from any tallow-specific tariffs under a free trade agreement with US. But starting on 5 April, both countries will be subject to at least the new 10pc charge on foreign imports. There are some carveouts from tariffs for certain energy products, but animal fats are not included. Some other major suppliers — like Argentina, Uruguay, and New Zealand — will soon have new tariffs in place too, although tallow from Canada is for now unaffected because it is covered by the US-Mexico-Canada free trade agreement. Brazil tallow shipments to the US totaled around 300,000t in 2024, marking an all-time high, but tallow shipments during the fourth quarter of 2024 fell under the 2023 levels as uncertainty about future tax policy slowed buying interest. Feedstock demand in general in the US has remained muted to start this year because of poor biofuel production margins, and that has extended to global tallow flows. Tallow suppliers in Brazil for instance were already experiencing decreased interest from US producers before tariffs. Brazil tallow prices for export last closed at $1,080/t on 28 March, rising about 4pc year-to-date amid support from the 45Z guidance and aid from Brazil's growing biodiesel industry, which is paying a hefty premium for tallow compared to exports. While the large majority of Brazilian tallow exports end up in the US, Australian suppliers have more flexibility and could send more volume to Singapore instead if tariffs deter US buyers. Export prices out of Australia peaked this year at $1,185/t on 4 March but have since trended lower to last close at $1,050/t on 1 April. In general, market participants say international tallow suppliers would have to drop offers to keep trade flows intact. Other policy shifts affect flows Even as US farm groups clamored for more muscular foreign feedstock limits over much of the last year, tallow had until now largely dodged any significant restrictions. Recent US guidance around 45Z treats all tallow, whether produced in the US or shipped long distances to reach the US, the same. Other foreign feedstocks were treated more harshly, with the same guidance providing no pathway at all for road fuels from foreign used cooking oil and also pinning the carbon intensity of canola oil — largely from Canada — as generally too high to claim any subsidy. But tariffs on major suppliers of tallow to the US, and the threat of additional charges if countries retaliate, could give refiners pause. Demand could rise for domestic animal fats or alternatively for domestic vegetable oils that can also be refined into fuel, especially if retaliatory tariffs cut off global markets for US farm products like soybean oil. There is also risk if Republicans in the Trump administration or Congress reshape rules around 45Z to penalize foreign feedstocks. At the same time, a minimum 10pc charge for tallow outside North America is a more manageable price to pay compared to other feedstocks — including a far-greater collection of charges on Chinese used cooking oil. And if the US sets biofuel blend mandates as high as some oil and farm groups are pushing , strong demand could leave producers with little choice but to continue importing at least some feedstock from abroad to continue making fuel. Not all US renewable diesel producers will be equally impacted by tariffs either. Some tariffs are eligible for drawbacks, meaning that producers could potentially recover tariffs they paid on feedstocks for fuel that is ultimately exported. And multiple biofuel producers are located in foreign-trade zones, a US program that works similarly to the duty drawbacks, and have applied for permission to avoid some tariffs on imported feedstocks for fuel eventually shipped abroad. Jurisdictions like the EU and UK, where sustainable aviation fuel mandates took effect this year, are attractive destinations. And there is still strong demand from the US food sector, with edible tallow prices in Chicago up 18pc so far this year. Trump allies, including his top health official, have pushed tallow as an alternative to seed oils. By Cole Martin and Jamuna Gautam Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

US absence unlikely to derail IMO talks


25/04/10
25/04/10

US absence unlikely to derail IMO talks

London, 10 April (Argus) — The US delegation's absence from the 83rd International Maritime Organisation's (IMO) Marine Environment Protection Committee (MEPC) meeting is unlikely to derail the outcome of discussions on a greenhouse gas (GHG) economic pricing mechanism, market participants told Argus . This comes after the US sent a statement to foreign embassies of countries partaking in the IMO GHG economic pricing mechanism talks, confirming the US' absence from the negotiations. The statement says: "President Trump has made it clear that the US will not accept any international environmental agreement that unduly or unfairly burdens the US or the interests of the American people," according to a document seen by Argus . It adds: "Should such a blatantly unfair measure go forward, our government will consider reciprocal measures so as to offset any fees charged to US ships and compensate the American people for any other economic harm from any adopted GHG emissions measures". The statement ends: "The US will engage with partners on energy and investment issues of common interest. We stand ready to work with you to advance our shared commitment to energy security and economic growth". "The US will not be engaging in negotiations at the IMO's 83rd Marine Environment Protection Committee. Consistent with President Trump's executive orders on international environmental agreements and on energy dominance, it is the administration's policy to put the interests of the US and the American people first in the development and negotiation of any international agreements", the US State Department told Argus . IMO member countries are voting this week on the economic pricing mechanism for marine GHG emissions, for which the structure is expected to be agreed by 11 April, according to IMO secretary-general Arsenio Dominguez. Even if the US does not engage in the GHG talks, it cannot unilaterally block decisions at the IMO, a spokesperson told Argus . Many of the GHG measures remain under discussion, with final approvals from the working group expected by 11 April. "The US doesn't have a huge share of the global ocean-going fleet, so their absence or opposition probably won't change the broader [IMO members] consensus", a Chile-based ship owner told Argus . US imposing "reciprocal" costs on foreign ships calling at US ports will almost certainly get passed on to [US] consumers, which could lead to higher prices for goods in the US, the owner said. If the measures are ratified by IMO member nations, US-flagged ships will probably not adhere to IMO's regulations when they call into ports of member countries, a Singapore-based shipbroker said. "We are not expecting any impacting on Asia-Pacific region yet, and it's subject to what is agreed at the MEPC and how levies are calculated," the shipbroker added. Despite not having veto power, the US remains the largest financial contributor to the UN, a Greece-based shipowner told Argus . If international shipbuilding credit lines begin to tighten under US influence, other countries may align with Washington's stance, it added. The IMO has 176 member countries. Greece, China and Japan account for the largest shares of the global ocean-going fleet. During the ongoing session, member states have approved interim guidance on the carriage of biofuel blends. The guidance allows conventional bunker ships certified for carriage of oil fuels under Marpol Annex I to transport blends of not more than 30pc by volume of biofuel , as long as all residues or tank washings are discharged ashore, unless the oil discharge monitoring equipment is approved for the biofuel blends being shipped. By Hussein Al-Khalisy, Madeleine Jenkins, Stefka Wechsler, Mahua Mitra, Natália Coelho, and Gabriel Tassi Lara Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

Bunker Industry seeks universal alternative fuels rules


25/04/08
25/04/08

Bunker Industry seeks universal alternative fuels rules

Fujairah, 8 April (Argus) — Bunker market participants urged the adoption of universal standards for alternative bunker fuels, warning that fragmented regulations are hampering the maritime sector's shift to lower-carbon options. Speaking at the S&P Global Commodity Insights FUJCON 2025, held in Fujairah, UAE, stakeholders highlighted inconsistencies and divergent regional policies, governing biofuels, methanol, ammonia and hydrogen as a key obstacle to scaling up adoption. The lack of harmonised standards on fuel certification, safety protocols and emissions accounting is creating uncertainty for operators and suppliers navigating a complex global market. "Shipping companies like us face an unfair situation, falling behind the policies, that are changing every day," Jens Maul Jorgensen, director of bunkering at Oldendorff Carriers said. The EU's emissions trading system (ETS) was extended to cover the maritime sector last year, and this year FuelEU Maritime came into effect, while the International Maritime Organisation (IMO) is lagging with global regulations, Jorgensen said. FuelEU Maritime, which came into effect this year, sets greenhouse gas (GHG) emissions reduction targets for vessels travelling in or out of Europe. Panel participants at FUJCON called for the replacement of "too many regulations" with universal, clear and policed rules. "If we do not ensure the proper policing of these rules, people will keep finding loopholes, and we do not need loopholes," according to chair of the International Bunker Industry Association Constantinos Capetanakis. The bunker market is under pressure to decarbonise as the IMO targets a 50pc cut in shipping emissions by 2050 from 2008 levels. Alternative fuels are central to this goal, but regulatory disparities complicate investment decisions, industry players said. Market participants warned that prolonged regulatory fragmentation could delay infrastructure investments and inflate costs for end-users. By Elshan Aliyev Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

Flooding on US rivers mires barge transit


25/04/07
25/04/07

Flooding on US rivers mires barge transit

Houston, 7 April (Argus) — Barge transit slowed across the Arkansas, Ohio and lower Mississippi rivers over the weekend because of flooding, which prompted the US Army Corps of Engineers (Corps) to close locks and issue transit restrictions along the waterways. The Corps advised all small craft to limit or halt transit on the McClellan-Kerr Arkansas River Navigation System (MCKARNS) in Arkansas because flows reached above 200,000 cubic feet per second (cfs), nearly three times the high-water flow. The heavy flow is expected to persist throughout the week, posing risks to those transiting the river system, said the Corps. Some barges have halted movement on the river, temporarily miring fertilizer resupply efforts in Arkansas and Oklahoma in the middle of the urea application season. The Corps forecasts high flows to continue into Friday, and the National Weather Service predicts several locations along the MCKARNS will maintain a moderate to minor flood stage into Friday as well. Both the Arthur V Ormond Lock and the Toad Suck Ferry Lock, upriver from Little Rock, Arkansas, shut on 6 April because of the high flows. Flows along the Little Rock Corps district reached 271,600cfs on 7 April. The Corps forecasts high flows to continue into Friday. Ohio and lower Mississippi rivers The Corps restricted barge transit between Cincinnati, Ohio, and Cairo, Illinois, on the Ohio River to mitigate barge transportation risks, with the Corps closing two locks on the Ohio River on 6 April and potentially four more in the coming days. Major barge carrier American Commercial Barge Line (ACBL) anticipates dock and fleeting operations will be suspended at certain locations along the Mississippi and Ohio rivers as a result of the flooding. NWS forecasters anticipate major flooding levels to persist through the following week. Barge carriers also expect a backlog of up to two weeks in the region. To alleviate flooding at Cairo, Illinois, where the Ohio and Mississippi Rivers meet, the Corps increased water releases at the Barkley Dam on the Cumberland River and the Kentucky Dam on the Tennessee River. The Markland Lock, downriver from Cincinnati, Ohio, and the Newburgh lock near Owensboro, Kentucky, closed on 6 April. The Corps expects the full closure to remain until each location reaches its crest of nearly 57ft, which could occur on 8 or 9 April, according to the National Weather Service (NWS). Around 50 vessels or more are waiting to transit each lock, according to the Lock Status Report published by the Corps on 7 April. The Corps also shut a chamber at both Cannelton and McAlpine locks. The John T Myers and Smithland locks may close on 7 April as well, the Corps said. The Olmsted Lock, the final lock before the Ohio and Mississippi rivers, will require a 3mph limit for any traffic passing through. The NWS expects roughly 10-15 inches of precipitation fell along the Ohio and Mississippi River valleys earlier this month, inducing severe flooding across the Ohio and Mississippi River valleys. A preliminary estimate from AccuWeather stated an estimated loss of $80-90bn in damages from the extreme flooding. By Meghan Yoyotte Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

GHG pricing mechanism to be finalised this week: IMO


25/04/07
25/04/07

GHG pricing mechanism to be finalised this week: IMO

London, 7 April (Argus) — The structure of the International Maritime Organisation's (IMO) economic pricing mechanism — aiming to reduce the cost gap between conventional marine fuels and zero/near-zero emission alternatives — will be agreed on by the end of the week, including details on the cost of carbon emissions and whether remedial units will be included, IMO secretary general Arsenio Dominguez said today. Dominguez said the focus of the economic pricing mechanism is not just to raise revenue, but also to support fuel transition. By the end of this week, Dominguez said he is confident that we will see the architecture of what the proposal looks like, including if a remedial unit will be included in the pricing mechanism and what the numbers will look like. Dominguez also said that non-compliant penalties, once agreed on as part of the proposal, will be implemented via a guideline which will be developed after this week. This will be in place by the "entry into force" in 2027, and will cover vessels above 5,000 gross tonnage (GT). Dominguez confirmed that the latest discussions between member states have favoured a "crediting" system for alternative marine fuels as opposed to a "flat carbon levy", although these details are set to be finalised by 11 April. He highlighted three main points being discussed — the definition of "znz" (zero and near-zero emission fuels and technologies), the pricing mechanism itself, and the approach of governance when it comes to implementing the mid-term measures. One of the main concerns raised by market participants on IMO's efforts has been potential regulatory conflicts, such as in the EU where the emissions trading system (ETS) was extended into maritime in 2024 and FuelEU Maritime came into effect in 2025. The concern could be that clashes between IMO global regulations and EU regulations could lead to uncertainty and confusion in the market, potentially weighing on fundamentals for alternative marine fuels. Dominguez said this topic has not yet been explored, but he expects EU member states to look into the respective legal clauses and there could be potential for a unified regulatory approach in line with the global regulation. IMO had also been looking at raising the limit on biofuel content onboard a Type I barge to 30pc from the current limit of 25pc. The proposal for this was submitted to MEPC 83, with a view to approval. "The guidance allows conventional bunker ships certified for carriage of oil fuels under Marpol Annex I to transport blends of not more than 30pc by volume of biofuel, as long as all residues or tank washings are discharged ashore, unless the oil discharge monitoring equipment is approved for the biofuel blend(s) being shipped.", IMO said. The MEPC circular on interim guidance on the carriage of blends of biofuels and Marpol Annex I cargoes by conventional ships was approved today, subject to final editorial review and then to be released as a circular. Dominguez addressed questions regarding the IMO carbon intensity indicator (CII) system, for which a review is expected. IMO's CII regulation, which came into force in January 2023, requires vessels over 5,000GT to report their carbon intensity, which is then scored from A to E. A and B vessel scores are regarded as superior energy efficiency, while C, D and E are considered moderate to inferior scores. Dominguez said the review is likely to take place in 2027, in which IMO will assess the positive aspects of CII so far and identify any further improvements needed. By Hussein Al-Khalisy Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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