Refined product prices have remained elevated this summer even as crude oil prices have fallen from their 2026 highs set just a few months ago. In today’s RBN blog, we look at several factors that help explain the seeming disconnect between product prices and crude oil prices.
The price of the D4 Renewable Identification Number (RIN) has increased by 130% so far in 2026, accompanied by a 60% increase in the price of soybean oil and other renewable feedstocks. Today’s blog gives a high-level view of what is behind this year’s bull run in the D4 RIN and related commodities.
The U.S. is seeing softer domestic demand for traditional fuels, but pockets of the country remain highly dependent on imported gasoline, jet fuel and diesel. Today, we’ll zero in on which PADDs are at the highest risk for shortages and price spikes if the Iran war drags on for an extended period.
It’s been eight weeks since the steady flow of crude oil and refined product tankers out of the Persian Gulf ended, and the impacts on refineries and product suppliers in key parts of the world are becoming clearer. In today’s RBN blog, we discuss the state of refining in the U.S., Europe and the Asia-Pacific region.
The ongoing conflict between the U.S. and Iran and the near-total closure of the Strait of Hormuz isn’t just stranding significant volumes of refined products in the Persian Gulf. It’s also resulting in potentially extensive and long-lasting damage to some refineries there and trapping crude oil that Asian refiners depend on.
Despite ongoing efforts by Pemex to boost production of gasoline, diesel and jet fuel, the Mexican market still depends on imports from the U.S. for just over half of its refined product needs. And moving nearly 700 Mb/d of transportation fuels to population centers south of the border is no easy task.
U.S. exports of gasoline, diesel and jet fuel to Mexico have been mostly rising the past 15 years. Over that same period, the Mexican government’s policy on the import-related roles of state-owned Pemex and private companies has zigged and zagged, slowing efforts to develop new midstream infrastructure.
Utah legislators seeking to lower the state’s at-the-pump tax on gasoline and diesel have proposed a tax of up to 24 cents on every gallon of motor fuel produced at Utah’s five refineries. That has raised the ire of refiners and out-of-state consumers of Utah-sourced fuels, who cite several reasons why the move would be a mistake.
The six states in EIA’s PADD 1C subregion — Florida, Georgia, South Carolina, North Carolina, Virginia and West Virginia — consume massive volumes of refined products but produce very little themselves. That dichotomy spurred a multi-decade buildout of highly efficient pipeline, marine and trucking networks.
For the past several years, a potent combination of market developments has incentivized PADD 2/Midwest refiners — and their midstream partners — to move increasing volumes of refined products east. In today’s RBN blog, we’ll discuss what’s been happening lately and how it’s affecting refiners.
