Fastmarkets to Discontinue Two European SAF Cost-Based Assessments Reflecting Dutch HBE-IXB Credits

Why It Matters

Removing these benchmarks reduces pricing transparency for European SAF, forcing market participants to adjust cost models as Dutch policy aligns with RED III. The shift highlights the evolving role of government‑issued credits in SAF economics.

Key Takeaways

• Fastmarkets drops AG‑SAF‑0006 and AG‑SAF‑0007 assessments
• Dutch mandate now excludes aviation from HBE‑IXB credits
• Change aligns with EU RED III implementation schedule
• Final Dutch HBE unit closes May 1 2026
• Comments accepted until April 24 2026

Pulse Analysis

The Netherlands’ recent amendment to its biofuel mandate reflects a broader European push to tighten renewable fuel standards under RED III. By removing aviation from the national HBE‑IXB credit scheme, the Dutch government aims to harmonize its approach with EU‑wide objectives, encouraging genuine decarbonisation rather than reliance on blending credits. This policy shift directly impacts how sustainable aviation fuel (SAF) costs are calculated, as the previously available Dutch credit now no longer offsets fossil‑based jet fuel, prompting a reassessment of price signals across the continent.

Fastmarkets’ decision to discontinue the AG‑SAF‑0006 and AG‑SAF‑0007 assessments underscores the market’s dependence on transparent, credit‑adjusted pricing indices. Traders, airlines, and fuel suppliers have relied on these benchmarks to gauge SAF procurement costs and hedge against price volatility. With the credits removed, participants must turn to alternative reference points—such as pure cost‑of‑production models or other regional indices—potentially increasing price uncertainty and influencing contract negotiations. The move also signals that pricing services will adapt quickly to regulatory changes, ensuring that published data remains relevant and accurate.

Looking ahead, the discontinuation may accelerate the development of new credit mechanisms or market‑based instruments that better reflect the EU’s sustainability goals. Airlines seeking to meet corporate emissions targets will need to incorporate the revised cost structure into their fuel strategies, possibly accelerating investments in direct SAF production or alternative low‑carbon fuels. Investors and policymakers will watch how the Dutch transition influences other member states, potentially prompting a continent‑wide reevaluation of SAF subsidy designs and the role of government‑issued credits in the emerging green aviation economy.