Mercedes-Benz Taps ProLogium’s Gen4 Solid-State Battery in Next EV Push

Mercedes-Benz Taps ProLogium’s Gen4 Solid-State Battery in Next EV Push

Mercedes-Benz has secured priority access to ProLogium’s latest Gen4 solid-state battery cells, expanding a partnership that could help bring higher-energy, safer, and more efficient batteries to future electric vehicles.

The companies signed a joint testing agreement on September 24, 2026. Mercedes-Benz will test ProLogium’s Gen4 cells for electrical, thermal, and safety performance at its own facilities and at specialist testing centers.

One point is important: the official announcement describes “priority access,” not exclusive rights. The agreement gives Mercedes-Benz early access to test the technology, but it does not say that Mercedes has exclusive global rights to the cells.

The deal builds on nearly 10 years of cooperation between the two companies. Mercedes-Benz invested in ProLogium in 2022 and joined its board as part of efforts to develop next-generation battery technology.

Jörg Burzer, Mercedes‑Benz Group AG, Chief Technology Officer, said:

“At Mercedes-Benz, we are committed to shaping the future of electric mobility through technological leadership and innovation. Our long-standing partnership with ProLogium is a strong example of how we bring the best expertise together to advance next-generation battery technologies. By combining ProLogium’s pioneering solid-state battery approach with Mercedes-Benz’s deep battery development, testing, and integration capabilities, we are taking the next step in exploring advanced battery technologies for future electric vehicles.”

More Energy, Less Weight: Gen4’s Big Battery Pitch

Solid-state batteries replace the liquid electrolyte used in conventional lithium-ion cells with a solid material. The technology can allow manufacturers to use higher-capacity materials while reducing some fire and safety risks linked to liquid electrolytes.

ProLogium’s Gen4 lithium ceramic battery uses a fully inorganic electrolyte and ceramic separator. The company says its anode-less version can reach 430–470 Wh/kg and 1,000–1,100 Wh/L at the cell level.

ProLogium's Gen4 lithium ceramic battery
Source: ProLogium

These specifications come from the company. They show cell-level performance, not the energy density of a full vehicle battery pack.

ProLogium states that Gen4 combines high energy density with fast charging. It also performs well in low temperatures and has better safety features. Its active safety system is intended to help prevent thermal runaway.

The potential benefit for EVs is significant. Higher energy density means a battery can store more energy without adding as much weight. That could support longer driving range or allow automakers to use smaller battery packs for the same range.

Mercedes Has Already Put Solid-State to the Road Test

Mercedes-Benz has been testing solid-state batteries on public roads since 2025. In September 2025, the company reported that a modified EQS test vehicle traveled 1,205 kilometers on a single charge from Stuttgart to Malmö. The vehicle arrived with about 137 kilometers of remaining range.

That vehicle used lithium-metal solid-state cells supplied by Factorial Energy, not ProLogium. Mercedes-Benz announced that the new battery boosts usable energy by 25%. It also maintains a weight and size similar to the standard EQS battery.

The demonstration showed the potential of solid-state technology, but it was a test vehicle rather than a mass-produced model. The new ProLogium agreement gives Mercedes another route to develop the technology and compare different solid-state battery approaches.

The EV Battery Market Is Getting Bigger—Fast

The timing is important because global demand for EV batteries is growing rapidly. The International Energy Agency estimates that EV battery deployment hit 1.2 terawatt-hours (TWh) in 2025. This is nearly a 30% increase from 2024 and over seven times the level in 2020. EV batteries accounted for more than 70% of total battery deployment during the year.

Global electric-car sales also exceeded 20 million units in 2025, up about 20% year over year. One in every four new cars sold worldwide was electric. That is creating strong demand for batteries that can deliver better range, faster charging, and improved safety without sharply increasing vehicle cost.

But solid-state technology is entering a market already dominated by conventional lithium-ion batteries. The global battery industry remains heavily concentrated.

Electric vehicle battery sales share by chemistry and region
Source: IEA

The IEA says global lithium-ion battery manufacturing capacity exceeded 4 TWh at the end of 2025, up about 30% from 2024. China accounted for more than 80% of global manufacturing capacity and more than 80% of battery-cell production.

Chinese battery makers also supplied almost 75% of global EV battery deployment in 2025. This creates a major challenge for European automakers seeking more control over their battery supply chains.

Solid-state batteries could offer both a technology advantage and a chance to diversify supply. ProLogium is building its first overseas gigafactory in Dunkirk, France, giving Europe another potential source of advanced battery cells.

ProLogium Is Moving Toward Mass Production

ProLogium has already moved beyond the laboratory stage. The company began mass production of its Gen3.5 lithium ceramic battery in Taiwan in September 2026. A third-party TÜV test confirmed a 381 Wh/kg gravimetric energy density and 903 Wh/L volumetric energy density for its 185.4-Ah large-format cell.

ProLogium says its Taiwan gigafactory had shipped more than 800,000 cells by 2026. It is now preparing to bring Gen4 production to Europe.

The Dunkirk factory broke ground in February 2026. ProLogium’s current plan calls for 0.8 GWh of Gen4 production in 2028, with capacity rising to 4 GWh by 2030 and 12 GWh by 2032.

The company has also reserved land that could allow the site to expand to as much as 48 GWh in the future. This planned expansion will be important if automakers want solid-state cells at meaningful scale.

Europe Wants More Local Battery Production

The European link is important for Mercedes-Benz. The EU’s battery industry remains much smaller than China’s. By the end of 2025, Europe held just 6–7% of the world’s lithium-ion battery manufacturing capacity. In contrast, China dominated with over 80%.

Building more local battery capacity can reduce supply chain risks and support Europe’s automotive industry. Mercedes-Benz has been working on this through several battery partnerships and its wider electrification strategy.

The company says its Ambition 2039 plan aims for its new-vehicle fleet to be net carbon-neutral across the value chain and vehicle life cycle by 2039. Mercedes also targets reducing lifecycle CO2 emissions per passenger car by up to 50% by 2030 compared with 2020.

Mercedes-Benz Ambition 2039 plan
Source: Mercedes-Benz

Battery production is a major part of that strategy. Mercedes needs battery-cell partners to achieve net-carbon-neutral cell production. This could cut emissions from battery manufacturing by around 40%.

Could Better Batteries Also Cut EV Emissions?

Solid-state batteries are not automatically low-carbon. Their climate benefit depends on the materials used, where cells are manufactured, the electricity used in production, and what happens to the battery at the end of its life.

However, higher energy density—such as shifting from standard 250 Wh/kg cells to next-gen 450 Wh/kg designs—can slash cell weight by up to 50%, drastically reducing the amount of raw battery material needed for a given range. Furthermore, keeping batteries operating well past 320,000 km (200,000 miles) ensures better lifetime efficiency. This helps an EV emit up to 75% less CO₂ over its life compared to a gas-powered vehicle.
Mercedes-Benz also wants to reduce the use of critical materials. The company believes future battery tech might let it remove materials like cobalt from some designs. It is also working on improving battery recyclability. These factors make battery chemistry part of the wider EV sustainability story.

The Next EV Battery Race Goes Beyond Range

The Mercedes-ProLogium agreement is significant because it combines automotive demand with battery innovation and European manufacturing ambitions. Mercedes gets early access to ProLogium’s Gen4 technology. ProLogium gets another major automaker testing its cells and a potential path toward future vehicle applications.

For the energy transition, the potential prize is not simply longer-range EVs. Energy-dense batteries can lead to lighter batteries, more efficient vehicles, and less material use. This may also lower lifecycle emissions, but only if the cells are made sustainably and at a competitive cost.

The latest agreement is a testing and evaluation step. Still, it shows that the next stage of the EV battery race is moving from the laboratory toward commercial production, supply chain control, and lifecycle sustainability.

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Meta Backs U.S. Startup MacroCycle to Scale Recycled Plastic Capacity

Meta is expanding its efforts to address supply-chain emissions by backing a new source of recycled plastic in the U.S.

The technology giant has signed a multi-year agreement with circular plastics startup MacroCycle Technologies to purchase environmental attribute certificates (EACs) linked to recycled polyethylene terephthalate (rPET) from MacroCycle’s first commercial plant in the Southeastern U.S.

The agreement gives MacroCycle long-term demand for its recycled PET and could help the startup secure financing for plant construction. The facility is expected to produce 5,000 tonnes of recycled PET annually.

For Meta, the deal provides another route to address emissions associated with plastics in its supply chain. For MacroCycle, it brings a major corporate buyer into the project as the company moves from developing its technology to commercial-scale production.

The agreement also arrives as the global plastics industry faces a major recycling gap.

Plastic Production Is Growing Faster Than Recycling

The need for additional recycling capacity is significant.

The OECD projects that global plastics production and use will increase from 435 million tonnes in 2020 to 736 million tonnes by 2040 under its baseline scenario. Meanwhile, recycled plastics would account for only about 6% of total plastics use by 2040.

plastic production
Source: OECD

That gap creates pressure on companies to find more ways to keep plastic in circulation.

PET is one of the more established recycling streams, but the U.S. market still faces challenges around collection, processing capacity, and demand.

The latest data from the National Association for PET Container Resources (NAPCOR) show that the U.S. PET bottle recycling rate fell to 30.2% in 2024 from 32.5% in 2023. However, the North American PET bottle collection rate reached 39.2%.

At the same time, recycled PET imports reached a record level in 2024, accounting for 23% of total rPET supply in the U.S. and Canada. Domestic sales of rPET also declined 3% from 2023.

US PET BOTTLE
Source: NAPCOR

So, while the industry is recovering more PET, the market still needs reliable domestic capacity and buyers for recycled material.

Meta Targets Supply-Chain Emissions With Lower-Carbon Materials

Meta reported a greenhouse gas footprint of about 8.2 million metric tonnes of CO₂ equivalent, with Scope 3 emissions accounting for 99% of the total. The company says most emissions are tied to suppliers, making its supply chain a key area for emissions reductions.

That gives lower-carbon materials a growing role in Meta’s climate strategy.

The company already prioritizes post-consumer recycled plastics and recycled metals, including copper, aluminum and steel, in data center IT hardware such as server racks. It is also exploring lower-carbon materials for packaging and transportation.

Now, Meta is applying a similar approach to recycled PET.

Devon Lake, Head of Net Zero Strategy at Meta, said:

“Reaching net zero means advancing lower-carbon solutions across our supply chain and in the materials we use. We have been working to address emissions across our supply chain on materials like cement and steel, and our early procurement of materials from these sectors helped pave the way for the maturing markets we see now. We hope this transaction with MacroCycle will have a similar outcome in the plastics market.”

The EAC agreement is therefore part of a broader effort to create demand for lower-carbon materials. At the same time, it gives MacroCycle a long-term commercial commitment that can support developing new recycling capacity.

emissions meta
Source: Meta

MacroCycle Targets Hard-to-Recycle PET Waste

MacroCycle Technologies is targeting that opportunity with a different approach to recycling.

Founded in 2023 out of MIT and headquartered in Cambridge, Massachusetts, the startup has raised more than $10 million. Its early supporters include Breakthrough Energy, Clean Energy Ventures, and Volta Circle.

Unlocking SolvoGenesis

The company uses its proprietary SolvoGenesis™ platform, a solvent-based process designed to dissolve and purify PET while keeping the polymer chain intact.

That differs from conventional mechanical recycling, which can struggle with mixed, blended, or contaminated waste streams.

MacroCycle says its process can turn difficult PET waste into high-purity, virgin-quality recycled PET that can replace fossil-fuel-based material in applications such as packaging and textiles.

macrocycle
Source: MacroCycle

Stwart Pena Feliz, Co-Founder & CEO of MacroCycle Technologies, emphasized,

“Most recycling forces a trade-off: mechanical processes are cheap but degrade the material with every cycle and struggle with complex waste streams. Chemical processes that break PET all the way down to its monomers are energy-hungry and expensive.”

“SolvoGenesis™ sidesteps the tradeoff. We dissolve and purify PET while keeping the polymer chain intact, which is why we can take the mixed, blended, and contaminated waste that other processes reject and still come out with virgin-quality material at a fraction of the energy. The feedstock that is difficult for others to use is the feedstock we are built for.”

The company is now preparing to scale that technology commercially.

Meta’s EAC Deal Helps Create Demand

This is where the agreement becomes important for MacroCycle.

The company will generate third-party verified EACs from recycled PET produced at its first commercial plant. Meta will purchase those certificates over a multi-year period.

For an early-stage manufacturer, securing a long-term buyer can make it easier to finance new production capacity.

MacroCycle says Meta’s agreement provides the long-term product demand needed to help finance construction of its first American PET recycling and production plant.

The facility is expected to produce 5,000 tonnes of recycled PET each year. It will also create jobs through construction and ongoing operations while diverting PET and polyester waste from landfills and incinerators.

The structure also reflects a broader trend in clean manufacturing. Companies can use advance procurement and long-term purchasing agreements to support emerging technologies before they reach large commercial scale.

Meta has used similar procurement strategies in other lower-carbon materials markets, including cement and steel. The company hopes its partnership with MacroCycle can help create a similar market-development effect for plastics.

U.S. rPET Supply Creates Another Opportunity

The deal also comes as the U.S. recycled PET market faces a supply imbalance.

MacroCycle says the U.S. imports more than 40% of its virgin PET and more than 20% of its recycled PET. At the same time, domestic rPET capacity is shrinking.

NAPCOR’s data reinforces the importance of domestic capacity. Although U.S. PET bottle recycling remains above its previous decade average, rPET imports reached a record 23% of total supply in 2024.

That creates an opportunity for producers that can turn domestic plastic waste into recycled material for U.S. customers.

MacroCycle’s planned plant could help address both sides of the equation. It would divert PET and polyester waste from disposal while adding U.S.-based recycled PET production.

However, the first facility will still represent a relatively small share of the broader market.

US rPET bottle plastic recyling
Source: NAPCOR

MacroCycle Plans Larger Plants

MacroCycle sees the first 5,000-tonne facility as a starting point rather than an endpoint.

The company is working to secure additional buyers for its recycled PET. Future plants could produce as much as 50,000 metric tonnes of material annually, according to co-founder and CEO Stwart Peña Feliz.

That would give subsequent facilities a much larger role in the recycled PET market.

Meanwhile, for Meta, the agreement adds recycled plastic to its broader effort to reduce emissions across its value chain. With Scope 3 emissions making up nearly all of its reported GHG footprint, supplier-related emissions remain a major focus of that strategy.

The MacroCycle agreement will not solve the plastics industry’s recycling gap on its own. But it illustrates how corporate demand can help emerging recycling companies move toward commercial production.

All in all, as global plastic use continues to grow while recycled content remains limited, long-term procurement agreements could become an important source of demand for new recycling infrastructure.

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Federal Judges Restore $7B “Solar for All Program” After EPA Cancellation

Federal Judges Restore $7B "Solar for All Program" After EPA Cancellation

Two U.S. federal judges have ruled that the Environmental Protection Agency (EPA) acted unlawfully when it ended the $7 billion Solar for All program, reopening the path for a nationwide effort to expand solar power in low-income communities.

The first ruling came on September 18, 2026, when U.S. District Judge Mary McElroy in Rhode Island vacated the EPA’s decision to terminate the program. Four days later, U.S. District Judge Tanya Chutkan in Washington, D.C., also ruled that the EPA exceeded its authority when it canceled the program. 

The rulings matter for climate and energy markets because Solar for All was designed to fund more than 4 gigawatts (GW) of distributed solar and cut an estimated 30 million metric tons of CO2 equivalent over five years.

However, the money is not immediately flowing again. The EPA is reviewing the rulings and considering its options, including possible appeals.

What “Solar for All” Was Designed to Do

The Solar for All program was created under the Inflation Reduction Act as part of the $27 billion Greenhouse Gas Reduction Fund. In April 2024, the EPA selected 60 recipients to receive the $7 billion in grants. The money went to states, territories, Tribal governments, municipalities, and nonprofits to develop or expand solar programs for low-income and disadvantaged households.

The original plan was ambitious. EPA estimated the program could help more than 900,000 households access residential or community solar. It projected more than $350 million in annual electricity-bill savings. That’s more than $8 billion over the 25-year life of the funded solar assets. 

The program was also expected to support about 200,000 jobs nationwide. The grants were structured across several groups. EPA selected 49 state-level recipients for about $5.5 billion, six Tribal recipients for more than $500 million, and five multistate recipients for about $1 billion.

The Solar Projects Were Already Moving

The court rulings come after many recipients had already started building their programs. Solar for All money was intended to support more than simply installing rooftop panels. Grant recipients could use funding for financing, technical assistance, workforce development, interconnection and community engagement.

For example, the Illinois Solar for All program is still operating a 2026–2027 project cycle. Its current schedule includes applications for residential solar, public facilities, and community solar projects. 

New Jersey’s $156 million award was designed to support residential and community solar, including projects serving low- and moderate-income households. The state gave the example of a 2.82-MW community solar project expected to serve about 440 households and save subscribers more than $111,000 a year.

These examples show the practical role the program was expected to play. The legal fight therefore concerns funding for programs that had already moved beyond the planning stage.

Why the Judges Rejected the Cancellation

The EPA ended Solar for All in August 2025, following passage of the federal spending law known as the One Big Beautiful Bill Act. The agency argued that the legislation removed its authority and funding to continue the program. 

The EPA’s current website still states that Administrator Lee Zeldin announced the termination on August 7, 2025, saying the agency was acting to align with congressional intent. The courts reached a different conclusion about already obligated grants.

Judge McElroy found that Congress had funded and obligated the grants and that the EPA did not have authority to simply terminate them. She therefore vacated the termination decision. 

Judge Chutkan reached a similar conclusion in the Harris County case. She ruled that EPA’s program-wide elimination decision was “arbitrary and capricious, contrary to law, and in excess of statutory authority.” She vacated that decision, meaning the EPA cannot continue acting on the basis that the spending law required or authorized Solar for All’s termination.

The D.C. ruling is particularly significant because it addressed the EPA’s broader decision to eliminate the program, rather than only one grant.

Federal Judges Restore $7B Solar for All Program

Solar for All Could Cut Emissions and Energy Costs

The program’s environmental value comes mainly from expanding distributed solar, including rooftop and community solar systems.

EPA estimated the 4-GW-plus program could reduce 30 million metric tons of CO2e cumulatively over five years. That estimate was based on expected generation and the emissions that would be avoided by producing more electricity from solar. 

Distributed solar can also reduce exposure to rising electricity prices by allowing households and communities to generate part of their own power or subscribe to shared solar projects.

The climate benefit is also tied to the wider U.S. electricity transition.

The Energy Information Administration reported that wind and utility-scale solar generated 17% of U.S. electricity in 2025. Including small-scale solar, the combined share of wind and solar reached about 19%. Small-scale solar generation increased 11% in 2025, reaching about 93 billion kilowatt-hours. 

US electricity generation 2026 by source solar EIA
Source: EIA

Solar for All was designed to expand that growth into communities that have historically had less access to solar financing.

America’s Power Demand Adds to the Stakes

The potential return of Solar for All comes as U.S. electricity demand is entering a period of faster growth. EIA expects total U.S. electricity generation to increase 1.1% in 2026 and 2.6% in 2027. It also forecasts the combined share of wind and solar to rise from about 18% in 2025 to 21% in 2027. 

Solar power generation

Small-scale solar is already expanding rapidly. EIA estimates U.S. small-scale solar capacity reached about 59.5 GW at the end of 2025, up from 53.2 GW in 2024. Residential systems accounted for about 40.5 GW of that capacity.

That growth matters for the grid. Rooftop and community solar can produce electricity closer to where it is consumed and, when paired with storage, can also improve local resilience during outages.

Solar for All recipients were specifically allowed to use funding for storage and other enabling upgrades. EPA said the program could improve grid reliability and climate resilience in disadvantaged communities. 

The $7B Question: What’s Next?

The court rulings do not mean every Solar for All project can immediately spend its grant money again. Judge Chutkan noted that the EPA has said the funds will remain in a Treasury account through September 30, 2031.

The agency had also paused the closeout process for Harris County while the case was pending. That provides a potential path for the grants to move forward, but legal and administrative steps remain.

The EPA has said it is reviewing the decisions and considering an appeal. The separate lawsuits also mean the future of the program could remain tied up in federal courts for some time. 

For solar developers and community organizations, the uncertainty matters because project financing and construction schedules depend on when grant funding becomes available.

A Legal Test for U.S. Clean Energy Funding

The Solar for All rulings come at an important moment for U.S. clean energy. Solar deployment is growing, electricity demand is rising, and small-scale generation is becoming a larger part of the country’s power system.

At the same time, the federal government has changed its approach to several clean energy programmes, creating uncertainty for developers and investors. The two court decisions show that legal and funding risk can be as important to clean energy markets as technology and project economics.

The immediate issue is now implementation. The next stage will depend on whether the EPA accepts the rulings, appeals them, or begins restoring the affected grants. For now, two federal courts have made the same basic finding: the EPA could not use the 2025 spending law as authority to simply cancel the already obligated Solar for All programme.

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US, Argentina Launch $7B Andes-Atlantic Corridor to Expand Lithium, Copper, and Energy

The United States and Argentina are building a new economic corridor to move critical minerals, energy, and other resources from Argentina’s interior to global markets.

The Andes-Atlantic Corridor, launched during United Nations General Assembly week in New York, will connect Argentina’s mineral-rich northwest and the Vaca Muerta energy basin with Atlantic ports and Western markets. The plan covers railways, waterways, ports, pipelines, power infrastructure, and digital networks. The U.S. and Argentina say the corridor is designed to reduce transportation bottlenecks and attract more private investment into mining and energy.

Critical minerals sit at the center of the initiative. Argentina has major lithium resources and a growing pipeline of copper projects, while the U.S. is looking to strengthen supply chains for materials used in batteries, electricity networks, electric vehicles and advanced technologies.

The move also brings a significant U.S. financing commitment.

EXIM Opens Door to Up to $7 Billion

Alongside the corridor, the U.S. Export-Import Bank (EXIM) signed a U.S.-Argentina Build the Future Framework.

The agreement could mobilize up to $7 billion in financing through 2027 for projects across critical minerals development and processing, energy security, grid modernization, digital connectivity, commercial space and advanced technologies.

Importantly, the $7 billion is not a single mining investment. Instead, it creates a broader financing framework that can support eligible projects across several strategic sectors.

EXIM Chairman John Jovanovic said:

“EXIM is moving boldly into the industries of the future. To do this, we must secure our supply chains, support American jobs, and ensure American workers, products, and expertise reach all parts of the Western Hemisphere. We’re proud to enter into such an important partnership with Argentina and excited to see our two countries grow together.”

The framework could also help Argentina develop its mineral resources using U.S. equipment, technology, and mining expertise. EXIM said the cooperation is consistent with its Supply Chain Resiliency Initiative, which focuses on critical minerals and rare earth elements.

For Argentina, the financing could help address one of the biggest challenges facing large mining projects: infrastructure.

Lithium and copper deposits are often located far from major ports. Better railways, waterways, and power infrastructure can make it easier and cheaper to move minerals from mining regions to processing facilities and export markets.

A G7 Infrastructure Corridor

The Andes-Atlantic Corridor is also part of the G7 Partnership for Global Infrastructure and Investment (PGII).

The U.S. and Argentina describe it as the first PGII corridor in the Western Hemisphere. The initiative joins a broader network of strategic infrastructure corridors backed through the G7 framework.

The G7 connection gives the project a wider supply-chain role. Rather than focusing only on individual mines, the corridor links mineral production with transportation, energy and digital infrastructure.

This approach is significant as countries try to diversify supplies of strategic materials and reduce exposure to concentrated supply chains.

The State Department said the corridor will help “strengthen supply chains for critical minerals and energy,” including lithium and copper.

Argentina’s Lithium Supply Could Become More Important

Lithium is one of the clearest opportunities.

Argentina is already a major global lithium producer, with most of its production coming from brine deposits in the Andes. The country produced about 23,000 metric tons of lithium in 2025, according to the latest U.S. Geological Survey data, while its reserves stood at roughly 4.4 million metric tons.

lithium
Source: IEA

The country is also expanding its project pipeline. Better infrastructure could help new lithium operations reach export markets and connect more efficiently with international battery supply chains.

This is relevant to the U.S. because domestic lithium production remains limited. The 2026 USGS Mineral Commodity Summaries report said U.S. lithium production increased in 2025, but the agency withheld the exact production figure because of proprietary data concerns.

The United States therefore has an interest in developing additional reliable sources of lithium outside its borders while also expanding domestic production.

                   US Lithium data

US lithium
Source: USGS

Copper Adds Another Supply-Chain Link

Copper is just as important to the broader energy transition.

Electricity grids, electric vehicles, charging networks, renewable power projects and data centers all require copper. As electricity demand rises, access to new copper supplies is becoming an important part of infrastructure planning.

The U.S. produced approximately 1 million metric tons of recoverable copper in 2025, according to USGS data.

  • However, the United States still relies on imports to meet part of its copper needs.

Here’s the complete data on US copper:

us copper
Source: USGS

Argentina could provide another source.

The country has several large copper projects in the Andes, including projects that could eventually add significant new supply to global markets. Connecting these deposits to railways, ports, and reliable power could help move projects closer to commercial development.

The Andes-Atlantic Corridor specifically identifies copper and lithium among the critical minerals it aims to support.

Rare Earths Highlight the Processing Challenge

The U.S. is also trying to build more rare-earth capacity, which is used in permanent magnets, electric motors, electronics, defense systems, and other advanced technologies.

U.S. mines produced an estimated 51,000 metric tons of rare-earth-oxide equivalent in mineral concentrates in 2025, according to USGS. Production came mainly from Mountain Pass, California, while monazite was also recovered from mineral-sand operations in the Southeast.

But mining is only one part of the supply chain.

The United States is also working to expand processing and manufacturing capacity because critical minerals must be refined and converted into usable materials before they can support batteries, magnets, electronics, and other products.

This is why the EXIM agreement’s focus on development and processing is important. The framework is not limited to extracting minerals. It can also support infrastructure and technologies needed to move resources further through the supply chain.

US rare earth import

Energy Is a Major Part of the Corridor

The initiative extends beyond minerals.

Argentina’s Vaca Muerta shale formation is another major focus, with the corridor intended to improve infrastructure connecting the energy basin to export markets. The U.S. and Argentina are also looking at pipelines, power infrastructure and ports as part of the wider strategy.

EXIM separately signed a term sheet related to Argentina LNG, with up to $6 billion in potential financing under consideration for the project.

That makes the Andes-Atlantic Corridor both a minerals and energy infrastructure initiative.

For the clean energy economy, the mineral side is particularly important. Lithium supports battery storage and electric vehicles, while copper is essential for expanding electricity networks. At the same time, Argentina’s energy resources could provide additional economic activity and infrastructure investment.

From Mineral Resources to Supply Chains

The significance of the Andes-Atlantic Corridor goes beyond the headline $7 billion figure.

Argentina already has important mineral and energy resources. The challenge is connecting those resources to infrastructure, financing, and global customers.

The new U.S.-Argentina framework attempts to bring those pieces together.

In conclusion, the next test will be project execution. The two countries now need to move from the framework to actual financing, construction, mining, and processing projects.

And this could determine how quickly the Andes-Atlantic Corridor becomes a meaningful part of the Western Hemisphere’s critical mineral supply chain.

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Japan Airlines Cuts CO₂ to 9.13M Tons, Expands Carbon Credit Strategy

Japan Airlines (JAL) is broadening its carbon credit and removal efforts to achieve net-zero CO₂ emissions by 2050. However, it does not view offsets as a substitute for cutting emissions from its aircraft.

Instead, JAL is creating a layered decarbonization strategy. It starts with more fuel-efficient aircraft and operational upgrades, followed by sustainable aviation fuel (SAF). Carbon credits and removals will tackle emissions that are tough to eliminate.

  • This approach is evident in JAL’s emissions profile. In FY2025, the airline reported 9.13 million metric tons of net CO₂ emissions from aircraft, a drop from 9.69 million tons in FY2024 and below its FY2025 target of 9.21 million tons.

At the same time, JAL improved its emissions intensity to 0.8461 kg of CO₂ per revenue tonne-kilometer, down from 0.9595 kg in FY2024. The airline aims to reduce aircraft emissions to 8.28 million tons by FY2030, a 10% drop from its FY2019 baseline.

In contrast, emissions from ground facilities were notably lower at about 54,000 tons in FY2025.

This gap highlights why aviation faces a tough carbon challenge. Most of JAL’s emissions stem from aircraft fuel combustion, meaning major reductions must come from changes in aircraft, fuel, and operations, not just offsets.

SAF Remains Central to JAL’s Emissions Strategy

JAL is placing SAF at the core of its near-term emissions reduction plans.

The airline reached its FY2025 goal of replacing 1% of total fuel uplift with SAF, which is about 40,000 kiloliters. JAL aims for at least 10% SAF use by FY2030. This should lead to a 5% reduction in aircraft CO₂ emissions that year.

The airline has also invested in domestic SAF supply chains and projects to boost SAF production in Japan.

However, scaling SAF remains challenging. Global production is small compared to aviation fuel demand, and high costs, limited feedstocks, and infrastructure issues limit supply.

JAL expects some emissions to continue even after maximizing aircraft efficiency, making operational upgrades, and using SAF. Its long-term plan estimates that about 10% of residual emissions could remain by 2050. This creates a need for carbon removals and other high-quality credits.

japan airlines carbon credits
Source: SAF

JAL Tightens Its Carbon Credit Framework

JAL is now focused not just on buying carbon credits but also on selecting those that genuinely support its climate strategy.

In October 2025, the airline set up the JAL Group Carbon Credit Utilization Regulations. This framework outlines group-wide principles for choosing and using carbon credits. It also considers international standards, including ICAO’s CORSIA.

The airline emphasizes factors like additionality and permanence when assessing credits.

The airline has invested in BeZero Carbon, a carbon-credit ratings company, to evaluate credit quality and enhance transparency in carbon markets.

This approach is crucial because JAL’s strategy goes beyond merely offsetting emissions. The airline seeks to build a portfolio of credits that meets specific quality and compliance needs.

CORSIA and J-Credits Add Another Layer

CORSIA is becoming a key aspect of JAL’s carbon strategy. This global mechanism, created by ICAO, aims to tackle CO₂ emissions from international aviation through a market-based system.

JAL has participated in CORSIA from the beginning and has retired significant volumes of CORSIA-eligible credits.

  • The airline is also enhancing its use of Japan’s J-Credit system. J-Credits are government-certified units generated through activities like energy efficiency, renewable energy, and forest management that reduce or remove CO₂.

j credit

JAL’s interest goes beyond carbon reduction. The airline is developing a “locally produced, locally consumed” carbon-credit model, linking climate projects with regional economic activity in Japan.

This model can involve forests, conservation projects, and blue-carbon ecosystems like seaweed beds and tidal flats. JAL has also included J-Credits in its passenger offset strategy, allowing customers to support domestic projects.

Meanwhile, its voluntary passenger offset program is expanding. JAL recorded 5,012 carbon-offset users in FY2025, up from 2,310 in FY2024 and just 385 in FY2022.

japan j credit
Source: METI, JAPAN

Climeworks Deal Brings Carbon Removal Into the Strategy

JAL’s carbon strategy advanced in September 2026 with an agreement with Climeworks Solutions for carbon dioxide removal credits to meet CORSIA requirements.

This agreement combines CORSIA-compliant removals with Climeworks’ direct air capture (DAC) credits. It will also include other removal methods, like biochar and soil carbon sequestration.

The deal provides JAL access to engineered carbon removal without relying on a single pathway. Climeworks’ DAC technology captures CO₂ directly from the air for permanent storage.

Its Mammoth facility in Iceland aims to capture up to 36,000 tons of CO₂ annually once fully operational. Climeworks reported 675 tons of net carbon removal from Mammoth in the first half of 2026, compared to 119 tons during the same period in 2025.

Carbon Credits Complement, Rather Than Replace, Reductions

JAL’s strategy reflects the tough economics and technological limits of aviation decarbonization.

The airline must cut the largest share of emissions through aircraft renewal, operational efficiency, and SAF. Yet, aviation cannot fully eliminate all fuel-related emissions, especially on long routes.

So, carbon credits are a second layer of the strategy.

JAL combines CORSIA-eligible credits, J-Credits, domestic projects, passenger offsets, and carbon removals to build this layer. It focuses on additionality, permanence, and regulatory eligibility. This shows a market where buying a credit matters less than proving its quality and intended use.

For JAL, the path to net-zero isn’t based on offsets alone. The airline uses carbon markets to address residual emissions while pushing for reductions through aircraft efficiency, operations, and SAF.

As CORSIA grows and carbon removal tech advances, this mix could be key for airlines. It helps them cut down major emissions while tackling the tougher ones that remain.

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Microsoft and Relae Put CDR Delivery Risk in Focus at Climate Week NYC 2026

Climate Week NYC 2026 has put a growing issue in the carbon dioxide removal (CDR) market under the spotlight: Can carbon removal projects actually deliver the tonnes they promise?

As CDR moves from early-stage development toward larger commercial projects, buyers and investors are looking beyond the quality of carbon removal credits. They also want to know whether projects can deliver the contracted volume on time.

This is where delivery risk comes in.

Relae, formerly Carbon Direct, and Microsoft are addressing the issue through the sixth edition of their Criteria for High-Quality Carbon Dioxide Removal. Released during Climate Week, the 2026 framework adds a dedicated approach for assessing delivery risk alongside carbon removal quality for the first time.

The change reflects an important shift in the CDR market. A project can use a credible removal method and meet quality requirements, but that does not automatically mean it will deliver the promised tonnes.

What Is Delivery Risk in Carbon Removal?

Delivery risk is the possibility that a CDR project will fail to produce the amount of carbon removal it has promised or fail to deliver it within the agreed timeframe.

The reasons can extend well beyond the underlying technology. A project could face construction problems, higher-than-expected costs, financing delays, supplier failures, weak project management or regulatory obstacles.

The new Relae-Microsoft framework therefore looks at delivery as a broader project-development challenge.

The TECOP Framework

Its delivery risk assessment covers five areas within a new framework called TECOP. It covers Technical, Economic, Commercial, Organizational, and Political risks.

These factors examine whether a project has the technology, financing, contracts, management capacity, and external conditions needed to move from development to actual carbon removal.

Importantly, the framework distinguishes between open-system and closed-system projects, recognizing that different CDR approaches face different execution risks.

A facility-based project, for example, may depend heavily on construction, equipment, and storage infrastructure, while an open-system project can face risks linked to land, feedstocks, field conditions, and decentralized operations.

This makes delivery risk broader than simply asking whether a technology works.

Why Delivery Risk Matters in the Current CDR Market

The timing of the new framework is significant because the CDR market is entering a more execution-focused phase.

The market expanded rapidly in 2025. CDR offtake volumes reached about 64 million metric tons, more than double the 30 million tonnes recorded in 2024, according to a 2025 market review. Durable CDR accounted for 29 million tonnes of that volume, up from 8 million tonnes a year earlier.

However, contracted tonnes are not the same as delivered tonnes.

  • In the first quarter of 2026, durable CDR buyers contracted about 2.3 million tonnes, the strongest first quarter on record. Yet only about 145,000 tonnes were delivered during the quarter.

That gap illustrates why delivery has become a bigger issue for buyers. Developers may announce large future projects and sign long-term offtake agreements years before facilities or removal systems reach full-scale operations.

CDR

As commitments become larger, the consequences of delays also increase.

For buyers, delivery risk can affect when credits become available, how they plan their climate strategies and whether contracted tonnes arrive in the quantities expected. For developers, failure to meet commitments can affect financing, customer relationships and future contracts.

DURABLE cdr

Microsoft Shows Both the Scale and Concentration of CDR Demand

Microsoft’s role in the market makes the delivery question particularly important.

The company has contracted more than 78 million metric tons of CDR from more than 60 projects across 10 removal approaches, according to its January 2026 portfolio update. Microsoft said it was increasingly targeting near- to medium-term deliveries while maintaining longer-term purchases linked to its carbon-negative goal beginning in 2030.

This procurement strategy has helped provide developers with long-term demand signals. However, it has also contributed to a highly concentrated market.

  • CDR.fyi estimated in April 2026 that Microsoft accounted for 78.5% of disclosed durable CDR tonnes contracted, equal to more than 36.4 million tonnes.

microsoft cdr

Diversification of the CDR Market

The market has continued to diversify outside Microsoft. Sylvera reported that disclosed non-Microsoft offtake volume increased 73% year over year in the first half of 2026 to 12 million tonnes, even as total disclosed offtake volumes fell sharply.

That creates an important backdrop for the new delivery framework. CDR developers are not only competing for buyers. They are also moving from contracts and project announcements toward actual construction, operations, verification and delivery.

Relae and Microsoft Have Tracked CDR Quality Since 2021

Relae and Microsoft first introduced the CDR quality criteria in 2021.

The criteria have been updated annually as scientific understanding, project experience and the voluntary carbon market have evolved. The 2026 edition draws on lessons from diligence conducted across hundreds of real-world projects and adds delivery risk as a distinct assessment area.

Relae says it conducted 170 additional diligence reports since the 2025 criteria. Its assessment has now covered more than 900 projects, with fewer than 10% meeting its threshold for high quality. More than 60 subject matter experts contributed to the 2026 update.

The purpose is not to replace the existing quality framework. Instead, delivery risk adds another layer to project assessment.

The basic questions for buyers now become:

  • Is the removal scientifically credible?
  • Does the project meet quality requirements?
  • Can the developer actually deliver the contracted tonnes?
  • What could prevent delivery, and how resilient is the project to those risks?

Six Principles Still Define High-Quality CDR

The delivery framework sits alongside the existing quality requirements.

The 2026 criteria continue to assess six core areas across CDR pathways:

  • Social harms, benefits and environmental justice
  • Environmental harms and benefits
  • Additionality and baselines
  • Measurement, monitoring, reporting and verification
  • Durability
  • Leakage

These principles focus on whether the carbon removal is credible and whether the project avoids significant environmental and social harms.

Delivery risk addresses a different part of the equation: whether the project can execute its plan.

This distinction matters because a project can satisfy quality requirements while still facing financing, construction, supply-chain or regulatory problems.

Direct Counterparties Are Part of the Delivery Equation

The updated criteria also place greater attention on direct counterparties.

These are organizations that developers depend on to generate and deliver carbon removal. They can include feedstock suppliers, landowners, transportation companies, storage providers, local implementation partners, and major offtakers.

For many CDR projects, these relationships are essential to the project’s operating model.

A biochar developer, for example, may depend on a consistent supply of biomass. A geological storage project may rely on transportation and injection infrastructure. Nature-based projects can depend on landowners and local implementation partners.

The 2026 criteria therefore call for greater due diligence on these relationships and consideration of whether counterparties could introduce social or environmental risks.

This expands project assessment beyond the company selling the carbon removal.

CDR Pathways Face More Detailed Scrutiny

The updated criteria also increase the level of scrutiny for individual CDR pathways.

  • Enhanced rock weathering (ERW) faces stronger requirements around measuring actual carbon removal, managing potentially toxic elements, and protecting farmers. Projects are expected to use physical field measurements rather than relying solely on modeled results.
  • Afforestation, reforestation and revegetation (ARR) projects face updated requirements around dynamic baselines and statistically matched controls. These changes are intended to improve confidence that measured removals represent genuine additional climate benefits rather than changes that would have occurred without the project.

The framework therefore continues to evolve alongside the technologies it evaluates.

CDR FYI

The Next Phase: From CDR Commitments to CDR Delivery

The biggest change in the market may be the growing importance of the gap between contracted tonnes and delivered tonnes.

CDR.fyi’s 2026 data shows that buyers outside Microsoft and Frontier accounted for only a minority of contracted durable CDR volumes but a much larger share of deliveries and retirements to date. This suggests that market activity looks different when measured by actual delivered tonnes rather than future commitments.

The trend also helps explain why delivery risk is becoming more important as the sector matures.

Large CDR contracts can provide developers with revenue visibility and help unlock project financing. But those contracts also create expectations around timing and volume.

The market now needs to demonstrate that contracted tonnes can move through the entire chain: project development, financing, construction, operation, measurement, verification and delivery.

Relae and Microsoft’s framework does not guarantee that a project will meet those milestones. Instead, it gives developers, buyers and investors a structured way to identify potential weaknesses before they become delivery failures.

For the CDR industry, that represents a shift from asking whether carbon removal can work in principle to asking whether projects can execute at commercial scale.

The discussion at Climate Week NYC reflects this next phase. Carbon removal is no longer only about developing better technologies or securing large offtake agreements. It is increasingly about building projects that can deliver measurable, durable, and high-quality tonnes at the scale and time promised.

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Tesla (TSLA Stock) Leads 2,500 Electric Class 8 Trucks. Microsoft, PepsiCo Back U.S. Freight Decarbonization

The U.S. trucking industry is taking a major step toward electrification as shippers move from pilot projects to large-scale fleet commitments.

Smart Freight Centre and Catalyst Mobility, formerly CALSTART, have helped organize a 2,500-truck battery-electric Class 8 order through their Zero-Emission Truck Shipper-Carrier Alliance Leading Electrification (ZET SCALE) program. The organizations say the deal is the largest electric Class 8 truck order in the U.S. and could nearly double the country’s existing electric Class 8 fleet.

The press release says Tesla has been selected as the primary original equipment manufacturer (OEM) for the initial procurement following a competitive request-for-proposals process. Kenworth, Volvo and RIDE will remain secondary options for carriers whose operating requirements call for different truck configurations.

The development comes at a critical point for U.S. freight. Trucks move enormous volumes of goods across the country, but the sector remains heavily dependent on diesel.

Why Heavy Trucks Matter for U.S. Emissions

Transportation is the largest source of direct greenhouse gas emissions in the U.S. economy. Within transportation, medium- and heavy-duty trucks accounted for 23% of transportation-sector greenhouse gas emissions in 2022, according to the EPA.

transport emissions
Source: EPA

The emissions challenge is particularly significant for long-haul trucking. The U.S. Department of Energy estimates that long-haul freight trucks account for only about 7% of medium- and heavy-duty vehicles but around 38% of their greenhouse gas emissions, reflecting their high mileage, heavy loads, and energy consumption.

The broader medium- and heavy-duty vehicle fleet is also still dominated by fossil fuels. A DOE analysis found that about 92% of these vehicles ran on diesel and 7% on gasoline, with natural gas and propane accounting for roughly 1%.

That makes Class 8 trucks an important target for decarbonization.

Electric Truck Sales Are Growing, But From a Small Base

The U.S. electric truck market is expanding, although heavy-duty adoption remains relatively small compared with conventional trucking.

  • The International Energy Agency said global electric truck sales surpassed 400,000 units in 2025, with electric heavy freight truck sales nearly tripling to about 230,000 units.

U.S. electric truck sales increased 25% to roughly 17,000 units in 2025. However, more than 95% of those U.S. sales were medium freight trucks, partly because Rivian’s electric delivery vans are included in the category.

  • For the heavier Class 8 segment, the numbers are much smaller. Reporting based on the International Council on Clean Transportation’s 2026 market monitor put U.S. zero-emission heavy truck sales at about 875 units in 2025, representing only around 0.3% of the market.
Truck sales
Source: ICCT Report

The ZET SCALE procurement therefore stands out because its initial order is several times larger than annual U.S. zero-emission heavy-truck sales recorded in 2025.

Tesla (TSLA) Semi Gets a Major Commercial Opportunity

Tesla’s Semi is at the center of the new procurement. As per reports, Tesla has officially started high-volume production of its Semi electric truck at a new dedicated factory in Nevada. The company says the facility can produce up to 50,000 electric trucks a year.

The company currently lists the Semi with an estimated 500-mile range, energy consumption of about 1.7 kWh per mile, and gross combination weight of up to 82,000 pounds for the long-range version. The company says its Megacharger system can restore up to 60% of range in 30 minutes, with charging capability of up to 1.2 MW.

tesla semi
Source: Tesla

Tesla has also said Semi deliveries will start in 2026. However, the company has faced delays in bringing the truck to high-volume production. In July, Tesla said it was working to increase battery production to support production of the Semi at scale.

The ZET SCALE order allows Tesla to move from limited deployments toward a much larger commercial fleet base.

It also comes as Tesla prepares to expand the Semi beyond the U.S. Reuters reported in September that the company is targeting the European heavy-duty market, where several established truck manufacturers already offer battery-electric models.

Microsoft and PepsiCo Help Aggregate Demand

The bigger story behind the order, however, is not simply Tesla.

ZET SCALE is designed to solve one of the biggest challenges facing electric trucking: fragmented demand.

Individual fleets often hesitate to place large electric-truck orders because of higher upfront costs, uncertain residual values, charging requirements, and questions about how vehicles will perform across different routes.

The alliance pools demand from multiple shippers and carriers. Founding participants include Microsoft and PepsiCo, among others. By combining their requirements, ZET SCALE created a larger purchasing pool that encouraged truck manufacturers to compete for the business.

The model could also help reduce costs beyond the truck itself.

The key advantages include:

  • Bulk purchasing: Larger orders can improve pricing and strengthen the business case for electric trucks.
  • Shared infrastructure: Deployments are concentrated around freight hubs where charging assets can achieve higher utilization.
  • Financing support: ZET Financial plans to use a fair-market-value leasing structure designed to reduce residual-value risk for carriers.
  • Operational data: Fleet-specific analysis can compare electricity, diesel, maintenance, and financing costs.
  • Multiple OEM options: Tesla leads the first procurement, while Kenworth, Volvo and RIDE provide alternatives for different operating needs.

Ten Freight Hubs Form the First Deployment Wave

The initial deployments will focus on major freight corridors rather than spreading trucks thinly across the country.

ZET SCALE has identified 10 primary freight regions, including Southern California and Los Angeles, Northern and Central California, Seattle-Tacoma, Houston, Dallas, San Antonio, Chicago, Atlanta, and the Northern New Jersey-New York region.

This approach is important because electric trucking depends on more than vehicle availability. Charging infrastructure, route length, electricity prices, truck utilization, and local operating conditions all influence the economics.

Concentrating trucks around established freight hubs can allow fleets to share charging infrastructure and maximize vehicle utilization.

From 2,500 Trucks to 10,000

The 2,500-truck order is being positioned as the first phase rather than the final target.

ZET SCALE aims to expand the model to 10,000 or more electric trucks, while recruiting additional shippers and carriers and expanding into new regions.

That ambition comes as U.S. policymakers and industry groups continue to look for ways to reduce emissions from heavy-duty transportation. DOE’s SuperTruck 3 initiative, for example, is focused on electric and hydrogen fuel-cell technologies and targets a 75% lifecycle reduction in medium- and heavy-duty truck greenhouse gas emissions.

The challenge is no longer simply developing an electric Class 8 truck. The industry must build the commercial ecosystem around it.

ZET SCALE’s approach brings together shippers, carriers, manufacturers, financiers, and charging infrastructure around one procurement strategy. If the model works, it could offer a path for freight companies to electrify without each fleet having to solve the same cost and infrastructure problems independently.

For Tesla, meanwhile, the order could provide an important bridge from limited Semi deployments to a much larger commercial market.

And for U.S. freight decarbonization, the significance may extend beyond the 2,500 trucks themselves. The bigger test is whether aggregated demand can turn electric Class 8 trucks from an emerging technology into a scalable fleet solution.

The post Tesla (TSLA Stock) Leads 2,500 Electric Class 8 Trucks. Microsoft, PepsiCo Back U.S. Freight Decarbonization appeared first on Carbon Credits.

Mombak Targets $150M for Amazon Reforestation as Salesforce Joins Carbon Removal Buyers

Mombak Targets $150M for Amazon Reforestation as Salesforce Joins Carbon Removal Buyers

Brazilian carbon removal company Mombak has reached the first close of its second reforestation fund, targeting $150 million to finance restoration projects in the Amazon. At the same time, Mombak has signed a multi-year carbon removal purchase agreement with Salesforce, adding another major corporate buyer to its growing customer base.

The amount raised in the first close was not disclosed. The new fund also has access to a R$200 million credit line, worth about $38.9 million, from Brazil’s Climate Fund, operated by state development bank BNDES.

Mombak has already attracted major buyers including Google, Microsoft and McLaren Racing. The new Salesforce agreement is significant. It brings in another big corporate buyer and comes as demand for better carbon removals grows.

The company is starting its second major funding cycle. It used its first $120 million fund to support restoration in the Brazilian Amazon.

Mombak Opens Its Second $150M Amazon Fund

Mombak’s Amazon Reforestation Fund II will invest in projects that restore degraded land in the Brazilian Amazon. The company did not disclose the size of the first close or the investors involved. Its target is to raise up to $150 million.

The fund also has access to a R$200 million BNDES credit line. The funding comes through Brazil’s Climate Fund, a government climate-finance program managed through BNDES’s lending operations. The fund supports projects that reduce greenhouse gas emissions and help Brazil adapt to climate change.

Mombak could access nearly $189 million in potential capital from the equity fundraising target and credit facility. However, they haven’t raised the full $150 million target yet, and the credit line is debt, not equity.

The new funding comes as Brazil tries to expand forest restoration and attract more private capital into nature-based climate projects.

BNDES announced in June that R$834 million in new Climate Fund projects will help restore over 65,600 hectares. This includes planting more than 108 million native trees and creating over 27,000 green jobs.

Mombak is therefore part of a much wider push to use public finance to bring more private money into Brazilian forest restoration. Gabriel Haddad Silva, CEO of Mombak, noted:

“The market spent years asking whether high-integrity reforestation could actually deliver. We answered that with our first deliveries ahead of schedule. Now, we are scaling our operations, with renewed support from investors, customers and BNDES.”

The First Fund Planted Nearly 15 Million Native Trees

Mombak’s first reforestation fund raised $120 million from investors including an AXA fund, CPP Investments and Bain Capital. The funding supported restoration projects across 15 Amazon farms, where Mombak has planted nearly 15 million native trees.

The company has also begun delivering actual carbon removal credits.

In August, Mombak announced its first issuance of more than 21,000 tonnes of CO2 removals from native, biodiverse reforestation projects in the Amazon. The credits were certified by Isometric using a Core Carbon Principles-approved protocol. They were delivered over two years early.

Early delivery is notable because delivery delays have been a major problem in the voluntary carbon market. It also gives Mombak a track record to show potential investors and buyers before it scales its second fund.

Mombak expects a much larger issuance of about 80,000 tonnes of reforestation carbon removal credits by the end of 2026. These figures are issued or expected credits, not the total amount of carbon that the company’s new fund could eventually generate.

Salesforce Expands Its Carbon Removal Buying

The Salesforce agreement adds another major technology company to Mombak’s buyer base. The company has buyers like Google, Microsoft, and McLaren Racing. Earlier deliveries also went to McKinsey & Company, Bain & Company, Climeworks, Commons, and Union Square Ventures.

The financial value and volume of the new Salesforce agreement were not disclosed.

Salesforce is already an active buyer of carbon removals. Its FY2026 Stakeholder Impact Report says the company contracted 41,000 tonnes of carbon dioxide removal across six different pathways during the year. It also maintained a commitment to compensate for 100% of its annual emissions with high-quality avoidance and removal credits.

Salesforce climate and nature
Source: Salesforce

Salesforce’s climate strategy also includes direct emissions cuts. The company saw a 66% drop in Scope 1 and 2 market-based emissions compared to FY2019. It also achieved a 67% reduction in Scope 3 market-based emissions intensity.

That distinction matters. Carbon removals are being used alongside emissions reductions, not as a substitute for them.

Nature-Based Removals Are Scaling Fast 

Mombak’s expansion comes as corporate demand for carbon removals is growing, although the market remains concentrated.

CDR.fyi reported that durable carbon removal purchases excluding Microsoft and Frontier-linked buyers grew at a 151% compound annual rate from 2021 to 2025. Deliveries grew at a 131% annual rate over the same period.

Nature-based removals remain a much larger market than many engineered carbon removal technologies.

CDR.fyi‘s 2025 market survey found that about 11 million tonnes of nature-based removal credits were retired in 2024, compared with roughly 200,000 tonnes of durable engineered CDR. It also found that buyers expected nature-based removals to remain the larger category in the near term.

indexed-cdr-purchase-volume-growth-projections
Source: CDR.fyi

The broader carbon market is also attracting more investment. MSCI estimates that capital in the global carbon credit market hit $22 billion in 2025. This is up 72% from 2024 and over five times the level in 2021. The research points to growing use of long-term financing and offtake agreements to secure future carbon supply.

That model is especially important for reforestation. Projects need large amounts of capital before trees grow and begin generating verified removal credits.

BNDES Sees Demand Broadening Beyond Big Tech

Mombak’s new fund also comes as the buyer base for carbon removals could become more diverse. Technology companies have been major early buyers because of their growing emissions from data centers and AI infrastructure. But BNDES officials said that demand is also increasing from oil, mining, and steel companies.

Mombak’s CEO, Gabriel Silva, said better reforestation methods and higher productivity are lowering costs. This could make carbon removals appealing to more buyers. This could be important for Brazil.

The country has large areas of degraded land that could potentially support restoration, while its emerging carbon market is creating new ways to finance climate projects.

But voluntary reforestation credits remain different from credits issued under Article 6 of the Paris Agreement. Mombak’s current business is focused on voluntary carbon removal purchases. Its credits should not automatically be treated as internationally transferred mitigation outcomes.

Can Mombak Turn Fresh Capital Into Carbon Removals?

Mombak’s new fund combines three important parts of the carbon market: long-term investment, corporate offtake agreements and physical restoration.

The first fund showed that Mombak could attract institutional capital, plant millions of native trees and deliver its first credits earlier than planned. The second fund aims to take that model to a larger scale.

The challenge now is turning financial commitments into measurable and lasting carbon removals. Forest projects need strong land rights, long-term monitoring, credible carbon measurement and safeguards against reversal from fire, drought and other risks.

The market also needs more buyers. The Salesforce agreement helps on that front by adding another major corporate customer to the sector. Mombak’s wider buyer base suggests that demand is beginning to spread beyond a small group of technology companies.

For Brazil, the opportunity is larger still. BNDES is using public financing to help attract private capital into forest restoration, while companies such as Mombak are building commercial models around carbon removal.

The key test will be whether Mombak and other developers can turn that capital into verified, durable carbon removals at scale while delivering wider benefits for Brazil’s forests and communities.

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SGE, GE Vernova, Hitachi, and Samsung C&T Target Europe With 4.2 GW BWRX-300 SMR Fleet

Europe’s small modular reactor (SMR) market is nearing commercial deployment. Governments and energy firms seek reliable low-carbon power to boost renewable energy.

SGE, GE Vernova, Hitachi, and Samsung C&T signed a Memorandum of Understanding (MoU) to explore market opportunities for GE Vernova Hitachi’s BWRX-300 SMR in Central and Eastern Europe and the UK.

The agreement was signed on September 22 in New York during the Atlantic Council Nuclear Energy Policy Summit, coinciding with the United Nations General Assembly. The U.S. Department of State recognizes this partnership as part of wider U.S., Japanese, and South Korean cooperation on SMR deployment.

The four companies will evaluate potential markets, develop deployment strategies, and pursue commercial opportunities. This partnership combines reactor technology, nuclear engineering, construction, and European project development.

Europe Nuclear Generation Capacity

Nuclear power already plays a significant role in Europe’s electricity supply. France accounts for the largest share of nuclear capacity and generation.

  • The World Nuclear Association (WNA) reports 96 GWe of operating nuclear capacity across the European Union, with 98 reactors operating in 12 EU countries.
  • In 2025, nuclear plants generated about 650 TWh, making up 23.2% of EU electricity production, according to Eurostat and WNA. Renewables led at 47.2%.
nuclear capacity europe
Source: WNA

Beyond the EU, several European countries also operate nuclear reactors. The United Kingdom, Russia, Ukraine, Belarus and Switzerland add significant nuclear capacity and generation. Their 2025 generation totaled about 323 TWh, while their operating capacity was about 55 GWe.

The European Commission estimates that around €241 billion will be needed for EU nuclear energy through 2050. This includes extending the life of existing reactors and building new large-scale facilities. Additional investment will be required for SMRs, advanced modular reactors, and fusion.

This creates a growing market for smaller nuclear units, which can be deployed in fleets rather than single large reactors.

The global SMR market is attracting more investment, although estimates vary widely. A July 2026 report from Heimdall Insights valued the market at $6.5 billion in 2025, predicting $10.7 billion by 2030. Global Market Insights predicts a $3.6 billion market in 2025, with growth to $15.6 billion by 2035.

Global smr

However, installed capacity is much smaller than these market estimates suggest. Mordor Intelligence estimates global SMR capacity at 312.5 MW in 2025, rising to 912.5 MW by 2030.

  • Now focusing on Europe, the EU launched its first dedicated SMR strategy in March 2026 and aims for the first SMRs to operate in the early 2030s. Its Nuclear Illustrative Programme predicts EU SMR capacity could reach between 17 GW and 53 GW by 2050.

SGE Builds a BWRX-300 Pipeline

SGE is a Warsaw-based European SMR developer founded in 2019. It is a co-investor in projects using the BWRX-300 SMR, developed by GE Vernova Hitachi Nuclear Energy. The company is now developing the BWRX-300 as a standardized reactor platform for European markets.

In Poland, Decisions in Principle have been issued for 26 BWRX-300 reactors. SGE is focusing on three sites for the first 14 units, with the first Polish unit expected to be operational by 2032.

SGE and GE Vernova Hitachi are also creating a Polish reference design for the reactor, aiming for a repeatable model for future projects.

The UK is another key target.

Rafał Kasprów, CEO of SGE, noted:

“Europe is entering a new strategic era in which energy independence, security of supply and industrial resilience are becoming core elements of national and regional security.

This agreement brings together state-of-the-art American nuclear technology from GE Vernova Hitachi, the industrial and technological capabilities of Hitachi and Samsung, and SGE’s European BWRX-300 development platform. Our objective is to establish a standardized, cross-border BWRX-300 fleet across the European Union and the United Kingdom, creating a new layer of secure, reliable and low-carbon generation capacity.

By combining American technology, Japanese and Korean industrial strength, and European development capabilities and supply chains, we are building the foundations of a long-term nuclear strategic program designed to strengthen Europe’s energy security, strategic autonomy and industrial competitiveness.”

Shaping the UK SMR Fleet

In July, SGE announced plans for 14 BWRX-300 reactors across three UK sites, totaling about 4.2 GW of capacity. This fleet could supply around 11% of the UK’s electricity demand.

SGE’s proposal is now in the Preliminary Regulatory Assessment Deep Dive led by Great British Energy – Nuclear. The first site will host six reactors, with commercial operation aimed for 2034.

The UK is exploring several SMR options. In September, Reuters reported that EDF plans to develop 10 small nuclear plants in the EU by 2035 using its NUWARD technology, with projects in France, Italy, Poland, Belgium, and Finland.

This competition means technology developers must show more than reactor performance. Licensing, financing, construction timelines, supply chains, and the ability to replicate projects will all be critical.

The Key Advantages of BWRX-300 

The BWRX-300 is a 300 MW-class boiling water reactor from GE Vernova Hitachi Nuclear Energy. It features a simplified design based on established boiling water reactor technology, supporting standardized deployment.

Key characteristics include:

  • 300 MW-class output: A single unit provides a smaller block of firm electricity than traditional gigawatt-scale reactors.
  • Standardized design: Projects can use common engineering, manufacturing, and construction processes.
  • Modular construction: The design supports more factory-made components and repeatable construction.
  • Existing reactor experience: The BWRX-300 builds on decades of boiling water reactor operations.
  • Fleet deployment: Developers can add multiple units or deploy standardized units across locations.

Additionally, the BWRX-300 is gaining insights from a project in Canada.

Ontario Power Generation received a license in April 2025 to build one BWRX-300 at the Darlington New Nuclear Project. In March 2026, the Canadian Nuclear Safety Commission confirmed that the first regulatory hold point was cleared. OPG also applied for a 20-year operating license in March.

This Canadian project provides a reference as European developers navigate their own regulatory processes.

Four Companies, One European Fleet Strategy

The new partnership assigns distinct roles to each company.

GE Vernova Hitachi Nuclear Energy manages the BWRX-300 design and technology. Hitachi offers nuclear and industrial capabilities, while Samsung C&T provides engineering, procurement, and construction expertise. SGE leads European project development and market expansion.

This structure reflects a broader shift in the SMR industry. Developers are increasingly focusing on fleets rather than single reactors. Repeating designs could minimize engineering work, strengthen supply chains, and create economies of scale.

Jung Wook Kim, Executive Vice President and Head of Global Business Unit and Global Operation, Samsung C&T, expressed himself by saying:

“Samsung C&T is honored to open a new chapter in Europe’s SMR business together with GE Vernova, Hitachi and SGE. Building on Samsung C&T’s proven EPC capabilities, we will fully leverage the synergy created by this four-way partnership to strengthen Europe’s energy security and contribute to the realization of carbon neutrality.”

The SMR Race Is Heating Up

The BWRX-300 enters a European market with several competing reactor designs.

The European Commission’s SMR strategy supports fleet-based deployment, standardized industrial processes, stronger supply chains, and closer cooperation among regulators. It also aims for the first European SMRs to start deploying in the early 2030s.

For developers, the opportunity is vast, but execution remains a challenge.

The new MoU does not guarantee the construction of the proposed BWRX-300 fleet. Each project still needs regulatory approvals, financing, site development, and commercial agreements.

However, the partnership combines reactor technology, nuclear expertise, construction capability, and European project development at a time when the region is preparing for renewed nuclear investment.

If successful, BWRX-300 fleets could boost demand for reactors, engineering, construction, nuclear components, fuel services, and long-term operations in Europe.

The post SGE, GE Vernova, Hitachi, and Samsung C&T Target Europe With 4.2 GW BWRX-300 SMR Fleet appeared first on Carbon Credits.