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Klesch has deal for Curacao refinery

  • Market: Crude oil, Oil products
  • 23/12/19

German refiner and commodities trader Klesch Group and Curacao's state-owned refinery company RdK have signed a preliminary agreement to operate the Dutch-controlled island's 335,00 b/d Isla refinery and a deepwater terminal, the companies say.

Isla is currently operated by Venezuela's struggling state-owned oil company PdV under a lease that expires at the end of this month.

PdV agreed earlier this month to continue operating the refinery for at least another year while RdK concluded an agreement with a successor lessee.

Terms of the lease have not been released, including a date for the takeover of the century old refinery, but both said definitive conditions will be concluded by the middle of 2020.

Curacao's government instructed RdK to seek an agreement with an operator with which it could conclude a "long-term" lease for the facilities.

Klesch Group will be required to invest in Isla to modernize its units and make sure the facility complies with environmental standards, the government said.

PdV once used Isla to process crude into gasoline, naphtha, diesel, jet fuel, asphalt, base oils and lubricants, and to blend its diluted extra-heavy crude with light crude for export. But most of the complex has been off line for most of the past two years because of a lack of feedstock, maintenance and utility services. A thermal cracking unit at the refinery is currently processing Venezuelan heavy crude.

PdV's loss of access to the Bullen Bay deepwater terminal will deprive it of critical storage space to tranship its cargoes on to larger vessels for Asian markets.

Curacao has been temporarily exempted from US sanctions on companies doing business with PdV, and is keen to end the relationship with the Venezuelan firm.

The agreement between RdK and Klesch is the second negotiated by Curacao for a successor to PdV.

RdK and Chinese state-owned Guangdong Zhenrong Energy (GZE) concluded a 40-year lease of Isla in November 2016 after PdV indicated it was not interested in renewing its agreement. But the island's government unilaterally cancelled the agreement with GZE in January 2018, saying the company did not have the money to deliver the project, and did not have "the unconditional support of the Chinese government as it had indicated when signing the agreement."

By Canute James


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19/07/24

Q&A: Aviation may pull feeds away from marine: BV

Q&A: Aviation may pull feeds away from marine: BV

London, 19 July (Argus) — Biofuel feedstocks could be routed away from marine fuels to meet demand from the aviation sector if the latter is willing to pay higher prices associated with sustainable aviation fuel (SAF), Bureau Veritas (BV) Marine & Offshore's global market leader for sustainable shipping Julien Boulland told Argus. Edited highlights follow: Marine biodiesel has been the largest alternative fuel uptake, with over 1mn t sold in Rotterdam and Singapore last year. But with Argus assessments showing premiums above $225/t to VLSFO dob ARA, how do you see marine biodiesel demand in the medium- to long-term? Shipowners and ship operators have to run an individual cost-analysis on whether the premiums could be offset by potential savings under EU emissions trading system (ETS) and FuelEU Maritime regulations, as well as any future regulations such as the International Maritime Organisation (IMO) economic pricing mechanism . In terms of emissions, biofuels still emit CO2 on a tank-to-wake basis, but less on a well-to-wake basis compared to their fossil equivalents. This will also vary depending on the feedstock for the biofuel as well as the production process. Under the current IMO regulations for energy efficiency, including the Ship Energy Management Plan (SEEMP) and its requirements for fuel reporting (DCS), there might be some indirect commercial benefits for owners, too. For example, a better CII (Carbon Intensity Indicator) score may make a vessel more appealing to charterers and help its owner secure more favourable rates. There are also other factors to consider, such as Scope 3 emissions rights, which can influence demand, as we currently see from voluntary demand from cargo owners seeking those documents. But this will also have a geographic impact on demand, as larger container liner companies usually utilise the east-west route and they might prefer to opt for bunkering the marine biodiesel blend in Singapore due to lower prices. What are the risks associated with bunkering marine biodiesel in relation to conventional ship engines? How significant is the recent FOBAS report that implied a correlation between the use of "unidentified" biofuels and engine pump injector damage? We have supported our shipowner clients in numerous pilots to trial biofuels such as fatty acid methyl ester (Fame) and hydrotreated vegetable oil (HVO) in variable blends. Overall, these trials have gone smoothly, but we have learned a few things along the way. Firstly, engines do not need to be modified, but since biofuels have slightly different physical properties, it is necessary to find the right engine adjustments. A very good knowledge of the fuel properties is key in determining the right adjustments, and the new revision of ISO 8217 on marine fuel specifications is crucial in supporting this process. Another key finding is the importance of receiving full information on fuel characteristics from the supplier. Finally, BV plays a key role in ensuring full fuel certification on several aspects, including sustainability and physical properties. Used cooking oil (UCO) can also feed into SAF and with potentially greater refining margins. Do you think some feedstocks will be pulled away from marine? When it comes to methanol, we believed marine would take up more of the feedstock compared with the chemicals industry due to greater willingness to pay larger premiums. But with biofuels, it seems to be the other way around where aviation could end up pulling biofuel feedstocks away from maritime. In terms of fuel consumption, the marine and aviation industries are comparable but if aviation are willing to pay more, then it will likely get more of the feedstocks required to produce SAF. What are the implications of the new ISO specifications, what are the key takeaways for marine biodiesel uptake? More has to be done, but now we have parameters for assessing biofuel blend specifications. It was very well accepted by the industry, and now operators and shipowners have a standard to rely on. But it doesn't resolve the question around feedstock cross-industry competition. However, it does also open the door for off-spec Fame residue blends to become ISO-certified — depending on further testing. With IMO aiming for "global regulations for a global market", how do you see conflicts between different regulations affecting the market? We are closely following the IMO development process for a global economic pricing mechanism. IMO has assigned a working group of technical experts to look at this mechanism from an apolitical perspective. In terms of potential regulatory conflicts , we have the example of the Netherlands, where the Dutch emission authority requires the delivery of Proof of Sustainability (PoS) certificates for applying to the scheme of Dutch renewable tickets (HBE-G) which can be traded, but this PoS cannot be used for other purposes, such as the EU ETS. To circumvent this hiccup, we may see the development of new digital certificates, such as an accompanying ISCC-certified Proof of Compliance (PoC). By Hussein Al-Khalisy Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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Weather sparks uncertainty for Vietnam’s bitumen demand


19/07/24
News
19/07/24

Weather sparks uncertainty for Vietnam’s bitumen demand

Mumbai, 19 July (Argus) — Expectations of Vietnam's bitumen consumption in July-August are mixed, given an easing in the monsoon season in some regions but an upcoming typhoon season in other parts. The mixed expectations will likely keep importers uncertain about future seaborne purchases. Consumption in Vietnam has been lower than normal in the last quarter because of unfavourable weather, political uncertainties, a lack of new paving projects and delays in disbursement of project funds, according to market participants. The lower consumption kept inventories higher and weighed on demand for spot seaborne volumes, with many importers only focused on taking delivery of their term contract shipments. Some importers in Vietnam are cautious and did not report consumption rising noticeably as weather in the key consuming south and central regions continues to be wet and not suitable for road paving, while the country is also set to experience typhoons next month. Consumption will stay low until September because the typhoon season starts next month, and the first region to get hit is the north before moving towards the south, a key importer told Argus . It is raining in the south and central regions, according to the importer. "The north is alright now but there is no good pick up [in consumption]," the importer said, adding that imported cargo inventories in the region are still notably higher. This is in contrast to expectations from other Vietnamese importers and some Asian traders, which said that consumption and demand for seaborne bitumen are expected to be higher in July and August as compared to previous months this year, given favourable weather in north Vietnam and more enquiries for Singapore cargoes, to restock in August. Consumption in the south and central regions are stable-to-weak, but overall demand in July and August are set to pick up as some new road projects are in the pipeline, a market participant said. Inventories are falling in some parts of the region and there is a need to replenish stocks now, while the domestic selling price is also expected to increase, participants said. "Demand in Haiphong and north Vietnam is good, and we are able to sell more than last month," another importer told Argus . "If the weather continues to be good, then demand will improve further in the coming weeks and that can increase import appetite." Vietnam is a net importer and typically secures most of its seaborne volumes from Singapore, Thailand, Taiwan, and China. Vietnam imported 1.04mn t of bitumen in 2023, up by 20pc from 866,000t imported in 2022, according to GTT data. Singapore cargoes accounted for about 32pc of Vietnam's total imports last year, while Thailand, Taiwan, and China together accounted for about 35pc of the total imports, the data showed. This compared to a 33pc and 40pc share, respectively, in 2022. Middle East penetration Some importers are worried that domestic prices are unlikely to rise in the near term, because of increased availability of relatively cheaper Middle East-origin cargoes in the region. They noted that this would cut domestic appetite for Asian cargoes and would in turn weigh on imports. Vietnam imported about 252,000t of bitumen from the Middle East in 2023, accounting for about 24pc of the total imports, show GTT data. This compared to 135,000t imported in 2022, which accounted for about 16pc of the total imports. Imports from the Middle East totalled 156,000t over January-May, nearly tripling from 55,000t imported during the same period last year. The region's imports from Singapore during the five-month period this year totalled 135,000t, down from 150,000t a year earlier. Imports from the Middle East increased as the inter-regional price arbitrage with Singapore was wide open. The Argus assessed ABX 1 fob Singapore prices averaged $421.50/t for the week of 12 July, while fob Iran bulk prices averaged $294.50/t for that week. Vietnam importers noted that Middle East-origin bulk cargoes were priced at low-$400s/t on a cfr basis, which was still lower than prevailing fob Singapore levels during the period. By Sathya Narayanan Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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Australian Enterprise gas drives Beach’s Apr-Jun output


19/07/24
News
19/07/24

Australian Enterprise gas drives Beach’s Apr-Jun output

Sydney, 19 July (Argus) — Australian independent Beach Energy produced more gas and liquids during April-June than the previous quarter but ended its 2023-24 fiscal year to 30 June with output down against a year earlier. April-June sales gas production of 20.2PJ (539mn m³) was 10pc higher than the previous quarter's 18.3PJ and up on April-June 2023's 19.6PJ as it commissioned its Enterprise field in Victoria state's Otway basin. Beach's total 2023-24 production of 18.5mn bl of oil equivalent (boe) was 5pc down on the 19.5mn boe achieved in 2022-23, with natural field decline and rainfall resulting in Beach's oil output falling by 11pc from the previous quarter to 7,400 b/d from 8,300 b/d in January-March. The firm shipped a second 79,000t Waitsia cargo from the Woodside-operated 16.9mn t/yr North West Shelf LNG terminal during the quarter, consisting of Xyris gas plant production and third-party surplus gas sourced through swaps. It expects to achieve the first gas at its delayed 250 TJ/d (6.7mn m³/d) Waitsia gas plant in Western Australia's onshore Perth basin in early 2025 ahead of a 3-4 month ramp-up period. The firm has released a wider than usual production guidance for 2024-25 of 17.5mn-21.5mn boe, to account for uncertainty on the timing of Waitsia commissioning and output growth. Beach identified A$135mn ($90.5mn) in field operating cost savings and sustaining capital expenditure reductions as part of its strategic review findings released on 18 June. Beach confirmed it expects to recognise an A$365mn-400mn pre-tax impairment charge in its full-year results following reassessment of its Bass basin assets in Australia and Taranaki basin project in New Zealand. It is targeting new gas supplies of 150 TJ/d over the coming 12-18 months from the Enterprise, Thylacine West and Waitsia fields. By Tom Major Beach Energy results (mn boe) Apr-Jun '24 Jan-Mar '24 Apr-Jun '23 2022-23 2023-24 Production 4.8 4.5 5.0 19.5 18.2 Sales 5.4 4.8 5.7 20.7 21.3 Sales revenue (A$) 433 392 450 1,617 1,766 Realised gas price (A$/GJ) 10.30 9.70 9.50 8.80 9.50 Source: Beach Energy Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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Brazil's flood-hit airport to resume flights in Oct


18/07/24
News
18/07/24

Brazil's flood-hit airport to resume flights in Oct

Sao Paulo, 18 July (Argus) — The Salgado Filho international airport in Porto Alegre, in flood-hit Rio Grande do Sul state, will begin receiving some flights in October, Brazil's port and airport ministry said. The airport, which is managed by Germany's Fraport, will initially receive roughly 50 flights/d, with the goal of resuming full capacity by year-end. Prior to the floods, the airport had forecast that it would have 5,404 domestic and international flights (180 flights/d) and transport over 608,000 passengers in April. But it was forced to shut in late April after the record floods that hit the state. The economy of Rio Grande do Sul state contracted by 9pc in May from the previous month, according to preliminary estimates by Brazil's central bank. The floods have left at least 182 dead and nearly 600,000 people displaced, according to the state's civil defense. Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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Urgent action needed for UK to hit net zero goals: CCC


18/07/24
News
18/07/24

Urgent action needed for UK to hit net zero goals: CCC

London, 18 July (Argus) — The UK increased the rate at which it reduced greenhouse gas (GHG) emissions last year, but "urgent action" is needed for the country to meet its targets in 2030 and beyond, independent advisory body Climate Change Committee (CCC) said in its progress report published today. The report assesses the UK's progress towards its net zero goals against policy set out by the previous Conservative government. The new Labour government, which has been in power since 5 July, has already set the scene for a stronger decarbonisation agenda , but it "will have to act fast to hit the country's commitments", the report says. The committee tracked progress on 28 key indicators. Of the 22 that have a benchmark or target, only five are assessed as being "on track". The UK's GHG emissions last year stood at 393mn t/CO2 equivalent (CO2e), down on the year by 5.4pc, or 22mn t/CO2e, provisional data show. This estimate excludes contributions from international aviation and shipping, as these are not included in the UK's 2030 target of a 68pc cut in GHG emissions from a 1990 baseline. And last year's reduced emissions resulted primarily from a drop in gas demand, the CCC says. Combined gas demand in 2023 averaged 156mn m³/d, down from nearly 175mn m³/d a year earlier. While progress has been made, the previous administration "signalled a slowing of pace and reversed or delayed key policies", the report says. The reduction in emissions last year is "roughly in line with the annual pace of change needed" to reach the 2030 target, but the average annual rate over the previous seven years is "insufficient", the committee says. The new government has placed strong focus on decarbonising electricity in its first days in office, but this is "not enough on its own", CCC acting chief executive James Richardson said. The average annual rate of GHG reduction outside the electricity supply sector over the previous seven years was 6.3mn t/CO2e, but this will need to more than double until 2030 if the UK is to meet its targets, the CCC says. In order to reach targets, "annual offshore wind installations must increase by at least three times, onshore wind installations will need to double and solar installations must increase by five times" by 2030. By comparison, oil and gas use should be "rapidly" reduced and the expansion of the production of fossil fuels should be limited, according to the report. The CCC also recommended that about 10pc of UK homes will need to be heated by a heat pump by 2030, in comparison with about 1pc today. The committee criticised the exemption of 20pc of properties from the 2035 phase-out gas boiler plan, saying it is "unclear" how the exemption would reduce costs as fewer consumers would have to pay to maintain the distribution grid. Gas-fired power generation in recent months has dropped on the back of high wind output and brisk power imports. Power-sector gas burn was 25mn m³/d in March-June, roughly half of the three-year average for the period. But if UK power demand increases with electrification, gas-fired power generation could maintain its role in the country's power mix, particularly if it is combined with carbon capture, use and storage technology, for which fast development and scale-up will need to happen this decade, the CCC says. "Biases" towards the use of natural gas or hydrogen must be removed where electrification is the most economical decarbonisation solution in an industry sector. Power prices need to be reduced "to a level that incentivises industrial electrification". Oil, gas industry to meet climate goals The UK's oil and gas sector "is on track to meet its own climate goals and is not slowing down", offshore industries association OEUK said today in reaction to the CCC's report. The UK needs a plan for reducing oil and gas demand and cutting its reliance on imports, according to OEUK chief executive David Whitehouse. "We should be prioritising our homegrown energy production," he said. The sector reduced its emissions by 24pc in 2022 from 2018, meaning it met its target to reduce emissions by 10pc by 2025 early. The industry halved its flaring and venting and cut methane emissions by 45pc in 2022 compared with 2018, Whitehouse said. OEUK plans to reduce emissions by a quarter by 2027 and by half by 2030 against 2018 levels. And it aims to achieve net zero by 2050. By Georgia Gratton and Jana Cervinkova Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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