Florida is entirely dependent on others for the vast amounts of refined products it consumes — every gallon of gasoline, diesel and jet fuel that’s pumped into cars, SUVs, trucks, locomotives and airplanes in the Sunshine State needs to be either shipped or trucked in. Now, a midstream company is planning a project that would enable large volumes of refined products to be railed into Florida by unit trains to three new storage and distribution terminals — and eventually several more. In today’s RBN blog, we discuss the plan.
Analyst Insights are unique perspectives provided by RBN analysts about energy markets developments. The Insights may cover a wide range of information, such as industry trends, fundamentals, competitive landscape, or other market rumblings. These Insights are designed to be bite-size but punchy analysis so that readers can stay abreast of the most important market changes.
U.S. LNG feedgas demand is at an all-time high, topping 13.8 Bcf/d in November. That surpasses the previous all-time high set in April this year, when feedgas demand peaked after Freeport LNG ramped up to full service following the prolonged outage that began in June 2022.
When it rains, it pours.
Recently Published Reports
|Chart Toppers||Chart Toppers - November 27, 2023||2 days 9 hours ago|
|TradeView Report||TradeView Crude Oil Price Analytics & Differentials - November 24, 2023||3 days 22 hours ago|
|TradeView Weekly Data||TradeView Weekly Data - November 24, 2023||4 days 21 hours ago|
Daily Energy Blog
U.S. diesel inventories are at their lowest level for May since 2000 and East Coast stocks recently hit their lowest mark for any week or month since the EIA started tracking them in 1990. Crack spreads for diesel — and, more recently, for gasoline — have gone parabolic, giving refiners the strongest financial signal ever to produce more diesel and gasoline as we enter the summer travel season. More jet fuel too. The problem is, U.S. refineries already are running flat-out. And Europe? It’s facing big cuts in crude oil and refined-products imports from Russia as well as much higher prices for — and possible shortages of — oil and natural gas, the latter being the primary fuel for operating refinery hydrocrackers, which upgrade low-quality heavy gas-oils into high-quality diesel, gasoline and jet. It’s a mess, and not easily fixable, as we discuss in today’s RBN blog.
It took a while, but domestic air travel is finally returning to pre-pandemic levels and international travel to and from the U.S. is showing signs of recovering too. As a result, U.S. production of jet fuel has been rising steadily in recent months and, since most jet fuel needs to be transported long distances from refineries to airports, so have flows of jet fuel on U.S. refined products pipelines. All of that is good news, but as pipeline flows rise, so may the stresses on some elements of the U.S. refined products/jet fuel distribution network, including pipelines, storage facilities and “last mile” jet fuel delivery trucks. In today’s RBN blog, we continue our look at jet fuel, this time with a look at the extensive web of U.S. refined products pipelines.
Just over two years ago, the jet fuel market experienced an almost existential shock. In the space of only six or seven weeks, demand for the refined product plummeted by more than 70% as COVID-related lockdowns and air-travel restrictions were implemented. Fortunately, life in the U.S. has been returning to normal — albeit with some bumps along the way — and demand for jet fuel (a.k.a. “jet”) has been rebounding to near pre-pandemic levels. That re-emphasizes a nagging challenge, though, namely transporting large volumes of jet from refineries and import docks to hundreds of major and minor airports. In today’s RBN blog, we continue our look at jet fuel, this time with an examination of where it's produced and consumed, and how it gets from refineries to airports.
Over the past few weeks, many U.S. refiners reported even-stronger-than-expected first-quarter results, and it’s likely their good fortune will continue. Why? Despite the skyrocketing price of crude oil — refiners’ primary feedstock — the prices of the gasoline and diesel they produce have risen even more. And it’s that now-yawning gap between crude oil and refined-products prices that’s been driving refining margins — and refiners’ profits — to near-historic levels. Refining margins, like the character and capabilities of thoroughbreds like “Rich Strike” in Saturday’s amazing Kentucky Derby, are unique to each refinery because of their different sizes, equipment and crude slates (among other things), but there’s a tried-and-true way to estimate the refining sector’s general profitability, as we discuss in today’s blog on U.S. refiners’ sky-high crack spreads.
The jet fuel market has been on a wild ride the past two-plus years. First, demand for the refined product took an unprecedented, COVID-induced nosedive in February and March 2020. By May 2020, Gulf Coast prices for jet fuel had plummeted to less than 50 cents/gal (from just under $2 at the start of that year) and refiners had slashed production to 505 Mb/d (from just under 1.9 MMb/d). It was a tough few months — the recovery from the market’s bottom was neither quick nor consistent. Domestic air travel is finally back, but with international travel slower to rebound, total jet fuel supply and demand are still off of their pre-pandemic levels. Jet fuel prices are taking off, though, last week hitting their highest mark since July 2008. In today’s RBN blog, we discuss the jet fuel market: how it’s rebounding, how it works and how it’s changing.
California has a long history of leading the U.S. in environmental regulations and of taking federal environmental rules to the next level. Back in the 1960s, for example, the state became the first to regulate emissions from motor vehicles. In more recent decades, it has led the way in reducing greenhouse gas emissions. Many of these progressive regulations migrate to other states over time, which adds significance to a Northern California environmental agency’s recent decision to put stricter limits on emissions from refinery fluidized catalytic cracking units, or FCCUs. In today’s blog, we discuss the new regulation and its potential implications.
We all hope that by the time you read this the operators of the ransomware-impacted Colonial Pipeline will have been able to restore service to more of the 5,500-mile refined products delivery system — maybe even to all of it. In any case, the shutdown of the Houston-to-New-Jersey pipeline system on Friday both exposes the vulnerability of the North American pipeline grid to malevolent hackers and reveals how, by its very nature, that same grid offers at least some degree of redundancy and resiliency built into it. A lot of that ability to respond to a crisis, whether it be a pipeline leak or a hack by an Eastern European criminal group called DarkSide, involves what you might call “market-inspired workarounds” — alternative suppliers reacting to an anticipated supply void and potentially higher prices by jumping into action. Today, we look at what the ransomware attack on the U.S.’s largest gasoline, diesel, and jet fuel transportation system can teach us.
The U.S. and Canada make quite a team. Friends for most of the past century and a half — and best buddies since World War II — the two countries have highly integrated economies, especially on the energy front. Large volumes of crude oil, natural gas, NGLs, and refined products flow across the U.S.-Canadian border, and a long list of producers, midstreamers, and refiners are active in both nations. One more thing: since the mid-2000s, the development of U.S. shale and the Canadian oil sands in particular has enabled refiners in both countries to significantly reduce their dependence on overseas oil — a big victory for North American energy independence. However, due to its smaller population and economy, Canada typically gets far less attention than its southern neighbor, so in today’s blog we try to right that wrong by discussing highlights from a new, freshly updated Drill Down Report on Canada’s refining sector.
Many countries like to talk about energy independence, but Canada is one of the few to come close to that elusive goal. For many years, Western Canada has produced more than enough crude oil to satisfy the demand of refineries in the region. More recently, a combination of rising Western Canadian oil production, and new and reworked pipelines, has enabled many of Canada’s eastern refineries to increase their intake of Western Canadian barrels. In the few remaining cases where they can’t, imported barrels from the U.S. have filled the gap, leaving crude imports from overseas accounting for just 1% of the market. Not surprisingly, Canada is also a net exporter of refined products, with refiners in Western Canada, and especially Atlantic Canada, producing far more than the country’s demand. Today, we conclude our series on Canada’s refining sector with a look at its growing reliance on Western Canadian crude oil and its ability to meet most of Canada’s need for gasoline and distillates.
Canada, like the U.S., is in the enviable position of having vast crude oil reserves as well as a robust domestic refining sector capable of satisfying national needs for gasoline, diesel, and other petroleum products. Refiners in both countries have also benefited in recent years from increasing oil production within their borders. Growth in the Alberta oil sands in particular has given refineries in both Western and Eastern Canada increased access to domestically sourced bitumen and upgraded synthetic crude oil. Today, we continue our series on Canada’s refining sector with a look at the refineries in the eastern half of the nation, and their increasing use of Canadian oil.
Long established as an oil-producing region, Western Canada has also become a major producer of refined products. With enough oil available to serve the nine refineries in the region, there is no need to import crude oil, making Western Canada one of the few parts of the world where the refineries are completely self-sufficient regarding oil supply. The region is also noteworthy in that, like the U.S. Gulf Coast, its refining capacity and gasoline, diesel, and jet fuel output is vastly greater than its own demand, resulting in a large surplus of refined fuels that can be sent across Canada and exported to the U.S. Today, we look westward, focusing on the nine refineries located in the Canadian West.
Canada may be the land of backyard hockey, lacrosse, and loonies, but Canadians have many similarities to folks in the U.S. The same holds true for Canada’s refining sector, which like its American counterpart has been adjusting to big changes in domestic crude oil production, a declining need for imported oil, and, most recently, a period of severe refined-product demand destruction caused by the pandemic. What Canadian refiners lack, though, is the attention they deserve. After all, nearly 2 MMb/d of crude oil flows through their 17 refineries. And, by the way, they now turn to U.S. producers for virtually all their oil imports — a far cry from where things stood before the Shale Era. Today, we kick off a three-part series that examines Canada’s refining sector in greater detail.
Motor gasoline, diesel, and jet fuel need to be delivered in large volumes to every major metropolis in the U.S. While most big cities are well-served, some by multiple pipelines or a combination of pipelines and barges, others are more isolated and susceptible to supply interruption. Nashville, the home of country music, is one such place; so are Chattanooga and Knoxville to its east. All three Tennessee cities depend heavily on stub lines off the Colonial and Plantation refined-products pipeline systems as they work their way from the Gulf Coast to the Mid-Atlantic states. When supplies on these pipes are interrupted — and they have been from time to time — these cities can experience shortages and price spikes, and be forced to turn to trucked-in volumes from Memphis and elsewhere. Today, we discuss a supply alternative now under development that will pipe motor fuels south from BP’s Whiting refinery in northwestern Indiana to a proposed Buckeye Partners storage and distribution terminal just west of Nashville.
For a few years now, refineries in the eastern part of PADD 2 — feedstock-advantaged and capable of producing far more refined products than their regional market can consume — have been eyeing the wholesale and retail markets to their east in PADD 1. Their thinking has been, if they could just pipe more of their gasoline and diesel into Pennsylvania, upstate New York, and adjoining areas, they could sell the transportation fuels at a premium and take market share. Well, things are looking up for PADD 2 refineries pursuing this strategy. Not only has new pipeline access to the east been opening up, but PADD 1’s refining capacity has been shrinking fast, leaving East Coast refineries less able than ever to meet in-region demand. Today, we discuss recent developments in the battle for refined-product market share in the Mid-Atlantic region.
It has been nearly a year since the novel coronavirus was first detected in China — that’s right, a year. In that time, we have seen significant parts of the world come to a near standstill, become all too familiar with video conferencing, and canceled family vacations and business travel. The fact that many of us have been stuck at home has wreaked havoc on the U.S. refining industry, with plummeting utilizations and some facilities shutting down, either temporarily or permanently. And, depending on how the U.S. transportation sector rebounds from the pandemic in 2021 and beyond, more refinery closures may be on the horizon. Today, we look at the U.S. facilities that are shutting down and tally up the capacity lost so far.