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Industry wary of Trump tariffs on Canada, Mexico

  • Market: Crude oil, Natural gas, Oil products
  • 03/12/24

US president-elect Donald Trump's plan to impose 25pc tariffs on all imports from Canada and Mexico could have a profound impact on the US oil and gas industry and the US' diplomatic efforts, energy industry representatives said at an industry conference on Tuesday.

Cenovus Energy, the second-largest oil and gas producer in Canada, is paying close attention to Trump's rhetoric on trade, and trying to "educate" policymakers in the incoming Trump administration on how tariffs on Canada could impact North America's deeply integrated energy system, Cenovus director of US government affairs Steve Higley said at the North American Gas Forum in Washington, DC.

The US in 2023 imported 3.9mn b/d of crude oil from Canada and 730,000 b/d from Mexico, accounting for 60pc and 11pc of US crude imports, respectively, according to US Energy Information Administration (EIA) data. Refineries in the US Midwest's PADD 2 region also process about 2.5mn b/d of Canadian crude, Higley said.

The US also exports a significant amount of natural gas to Mexico — 6.2 Bcf/d (176mn m³/d) in 2023, according to the EIA — which is another "reminder of how integrated the North American energy system is," said Dustin Meyer, senior vice president of policy at the influential trade group American Petroleum Institute (API). Retaliatory tariffs by Mexico, threatened by Mexican president Claudia Sheinbaum last week in response to Trump's initial threat of tariffs, would likely impact that gas trade. Sheinbaum and Trump have since taken on a more conciliatory tone toward the subject after the two had what Trump called a "wonderful" conversation.

API repeatedly called on Trump in his first administration to de-escalate his trade dispute with China, which it said threatened investment in US LNG. A section of API's website on trade titled "The Truth about Tariffs" reads: "Tariffs are taxes on imported goods that increase costs for consumers."

Aside from the threat of tariffs causing "alarm" in Canada, it is not clear how US consumers would benefit from a tariff on all Canadian products, including oil and gas, said Robert Johnston, senior director of research at Columbia University's think tank Center on Global Energy Policy.

On the diplomatic front, there is a "tension" between the incoming Trump administration's argument that US oil and gas production must be increased to support American allies, when it is also threatening tariffs to support American industry over that of its trade partners, Johnston said.

The initiation of new trade disputes could also erode the US' ability to compete with China, said Jason Grumet, chief executive of trade group American Clean Power Association.

"Are we trying to take China on alone, or are we trying to build a global economy of the democratic nations who have been our allies for 50 years?" Grumet asked.

Whether the incoming Trump administration will actually go ahead with tariffs on Canada and Mexico is far from certain. From its rhetoric, the administration appears to care deeply about narrowing the US' trade deficit, leveraging its massive energy production on the global stage, and keeping energy prices low for US consumers, Meyer said.

But "if that's the vision, what is the form that specific policies take?" he asked.


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24/03/25

US venue case crucial for future clean air fights

US venue case crucial for future clean air fights

New York, 24 March (Argus) — The US Supreme Court on Tuesday will hear arguments about the proper court venue for Clean Air Act lawsuits, which could be pivotal for future enforcement of federal air pollution rules. The court is considering both a case involving the Environmental Protection Agency's (EPA) rejections of small refiners' requests for hardship exemptions from a biofuel blend mandate and the agency's separate denials of state plans for addressing ozone-forming NOx emissions. Judges are not expected to decide the legality of EPA's decisions, just the proper courts for settling the disputes. But the cases are still significant: legal uncertainty to date has affected both EPA programs implicated by the Supreme Court's review and could upend enforcement of future rules if the court does not provide sufficient clarity. Federal ozone season NOx allowance prices essentially flatlined last year as participants were hesitant to trade due to risks from so many court cases. And small refinery exemptions are crucial for biofuel demand, so biofuel producers are wary of empowering more lower courts to reconsider denied exemption requests. The Clean Air Act says that EPA actions that are "nationally applicable" or otherwise based on "nationwide scope or effect" should proceed before the US Court of Appeals for the District of Columbia Circuit, while "locally or regionally applicable" actions head to regional circuit courts instead. But judges have disagreed about how to apply those criteria, since many EPA rules have far-reaching effects but on their face target individual states or facilities. Regulated industry fears that EPA could say a broad set of regulations have nationwide scope, centralizing review in the DC Circuit, which is seen as friendlier to federal regulators and where a majority of judges are Democratic appointees. Local conditions — such as a small refinery in Indiana serving local farmers that cannot handle higher biodiesel blends — get short-changed when various companies' concerns are assembled together, they argue. But EPA under the prior administration and Democratic-led states argue that sending these cases to the DC Circuit, which is more experienced with the complexities of federal rulemaking, makes more sense than letting industry seek out favorable jurisdictions. And they highlight the possibility of courts leaving emitters in one part of the country with laxer rules. "The fundamental risk is that you'll end up with decisions on the same point of law coming out differently in different places — and not an expedient way to resolve that," said Brian Bunger, a Holland & Knight partner and the former chief counsel at the Bay Area Air Quality Management District. For instance, both the DC Circuit and the conservative-leaning 5th Circuit agreed that EPA erred when it denied some refiners exemptions from biofuel blend mandates — but they said so for slightly distinct reasons. The 5th Circuit, for instance, went further by saying refiners reasonably relied on past EPA practice and thus the agency incorporating new analysis into its review of waiver requests was unfair. As a result, EPA recently used different criteria when weighing a waiver request from one refiner in the 5th Circuit's jurisdiction than it used for another refiner, according to partially redacted decisions obtained by Argus through a Freedom of Information Act request. The agency said it could not consider at all whether CVR Energy's 75,000 b/d refinery in Wynnewood, Oklahoma, is able to pass on the costs of program compliance to consumers because of the 5th Circuit decision but could weigh such information when deciding a similar petition from Calumet's 15,000 b/d refinery in Great Falls, Montana. The agency issued those decisions in the waning days of former-president Joe Biden's term. While President Donald Trump has pledged a vastly different approach to environmental regulation, his administration for now has not signaled a different stance than the Biden administration on whether these types of disputes should proceed before the DC Circuit. Schrodinger's case It is still unclear whether the judges view the cases as a tricky technical dispute or part of a broader trend of federal agencies overstepping their authority. Tuesday's hearing could provide clues. Of the court's nine justices, four previously served on the DC Circuit and could see value in sending more complex regulatory cases to the expert court, Bunger said. But the court's conservative majority could also be wary of giving EPA too much authority to set venue. Refiners argue that the agency repackaged dozens of individual exemption denials into two larger regulatory actions as a strategy to get the cases before a friendlier court. The Supreme Court has looked skeptically at other EPA rulings and last year overturned a decades-old legal principle that gave agencies leeway when interpreting ambiguous laws. Final Supreme Court decisions usually arrive by late June. However the court rules, businesses say that it should provide a clear enough explanation to prevent similar venue disputes from reemerging. The US Chamber of Commerce told the court it takes no position beyond urging the court to "adopt an interpretation that provides clarity and predictability to all stakeholders." By Cole Martin Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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EU readies tweak for CO2 car standards


24/03/25
News
24/03/25

EU readies tweak for CO2 car standards

Brussels, 24 March (Argus) — The European Commission is expected to approve this week a legal proposal which would increase flexibility for compliance with CO2 standards for cars and vans. The commission is expected to adopt, by written procedure, a legal proposal on 25 March, targeting additional flexibilities around penalties for cars and vans to meet CO2 emissions performance standards. The proposal is expected to enable compliance with CO2 targets to be calculated over a three-year period , rather than for single years. EU leaders last week called for the legal proposal to be put forward "without delay". EU leaders have also called on the commission to "take forward the review" foreseen in the CO2 for cars regulation. Industry has urged the EU to allow for low carbon and zero emission fuels to be accounted for under the CO2 standards. Separately, further delay to the EU's official emissions reduction goal for 2040 appears likely. The commission does not currently have a "concrete date" to give on the GHG proposal for 2040 but it "does not seem" to be scheduled for presentation this week. The official work program for the commission had listed the 2040 GHG target, an update to the European Climate Law, in the first quarter of 2025. The delay to the EU's 2040 GHG proposal further impacts presentation of an updated EU climate plan — known as a nationally determined contribution (NDC) — which will cover the timeframe up to 2035. The commission said several parties have already missed the 10 February deadline for submission of updated NDCs to UN climate body the UNFCCC. By Dafydd ab Iago Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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Estonian climate ministry to push for EU ETS 2 repeal


24/03/25
News
24/03/25

Estonian climate ministry to push for EU ETS 2 repeal

London, 24 March (Argus) — Estonia's parliament has granted the country's climate ministry a mandate to push for the repeal or postponement of the EU's second emissions trading system (ETS 2) covering road transport and buildings, scheduled to launch in 2027. The Estonian parliament's EU affairs committee granted the ministry a mandate to begin consultations with the European Commission and EU member states on repealing the EU ETS 2 directive, because of the administrative burden and uncertainty posed by transposing the measure. If Estonia fails to garner sufficient support, it will join existing proposals by the Czech Republic and Poland to postpone the introduction of the new system for two years. This additional time could be used to find a way to limit the burden of imposing the measure, the committee said. These proposals would require a qualified majority of EU member states to pass. If not adopted, Estonia's climate ministry would instead start negotiations to postpone the launch of the system to 2028 or exclude road transport from its scope. The committee approved the mandate — which followed positions submitted by the government and subsequent amendments and opinions by the parliament's environment and economic affairs committees — "after a long and heated political debate", its chairman Peeter Tali said. The commission last year adopted a supply cap of 1.036bn carbon allowances in 2027 for the new system, which will cover upstream emissions from fuel combustion in buildings, road transport and small industry not covered by the existing EU ETS. For the first three years of operation, the system will have a price cap of €45/t of CO2 equivalent, adjusted for inflation, which if surpassed for a period of two months would trigger the release of 20mn allowances from its market stability reserve. By Victoria Hatherick Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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German Rhine oil product barge demand rises sharply


24/03/25
News
24/03/25

German Rhine oil product barge demand rises sharply

Hamburg, 24 March (Argus) — The closure of Shell's 147,000 b/d Wesseling refinery and a power unit failure at the Miro refinery have led to increased demand for oil products barges on the Rhine this week, although low water levels significantly drove freight costs up. Heating oil prices in the Cologne area have risen since mid-March, with Shell looking to supply the area through barge imports since it has shut down crude processing at Wesseling. Meanwhile, buyers are increasingly switching to alternative loading points in neighboring regions, which has raised product sales in a few tank farms along the Rhine and Main rivers. Suppliers now need more barges for resupply, shipping operators said. Demand for barges has also increased from the 310,000 b/d Miro refinery in Karlsruhe after one of the power plants failed on 18 March, which affected production temporarily. Market participants shipped more Naphtha by barge toward Amsterdam-Rotterdam-Antwerp (ARA) or other inland locations. Demand for oil product deliveries to the refinery has also increased. The combination of low water levels on the Rhine and increased demand for barges towards the end of week ending 23 March have pushed freight rates up, particularly on the Main and upper Rhine. The water level at Kaub over the weekend fell to 1.10 m, forcing loading capacity to be reduced by more than half. More barges are needed to transport the same amount of product, and shippers expect freight rates to rise further this week. By Johannes Guhlke Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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Red Sea diversions resume, but few vessels affected


24/03/25
News
24/03/25

Red Sea diversions resume, but few vessels affected

London, 24 March (Argus) — Some shipping is avoiding the Red Sea again after Yemen-based Houthi forces ended a brief ceasefire, but few returned to the route in the first place. Already one clean products tanker that loaded gasoil in the Mideast Gulf in the second week of March has diverted away from the Red Sea route, vessel tracking data show. The Sti Guard, which loaded 530,000 bl of gasoil from Qatar's Ras Laffan plant on 10 March, rerouted on 14-15 March to avoid the Gulf of Aden and Bab el-Mandeb strait. The ship is now taking the longer voyage around South Africa to discharge in northwest Europe in the second half of April. The diversion comes after the Houthis announced earlier this month that they were restarting attacks on commercial shipping in retaliation for Israel preventing humanitarian aid deliveries from reaching Gaza. The US reacted to the announcement by launching a series of airstrikes targeting Houthi forces in Yemen from 15 March. The Houthis claim to have attacked US military ships in response. Yet the swift increase in the threat level for ships transiting the Bab el-Mandeb strait between Yemen and Somalia is likely to have far less impact on oil trade than when the Houthis first began attacking commercial shipping in late 2023. Much of the shipping that avoided sailing past Yemen last year did not return when the Houthis declared their ceasefire in January. Around 275,000 b/d of clean products sailed through the Bab el-Mandeb strait in February towards the Suez Canal, up from 90,000 b/d in January, after the Houthis announced a reduction in vessel attacks. But this was still substantially below the 1mn-1.2mn b/d that was moving on that route before the Houthi strikes began. On the whole, the return to the Red Sea has been slow, as the cost of additional insurance can be enough to wipe out any savings made from the shorter journey, meaning that there are only a few vessels that could divert back around the Cape of Good Hope. Cape fears Taking the Bab el-Mandeb/Suez Canal route cuts out 16 days of voyage time from the Saudi port of Ras Tanura to Rotterdam. But the financial benefits are less clear-cut. Shippers would save $700,000 in vessel hire and fuel costs compared with the longer Cape of Good Hope route. But transiting the Suez Canal requires a $525,000 fee. And shippers also have to pay an extra war risk insurance premium of around $420,000 — 0.4pc of the hull and machinery value of the tanker — to go past Yemen and run the Houthi gauntlet. Even with a 50pc no-claims discount on this war risk premium, the transit and extra insurance fees still wipe out any savings made on the shorter route. At the same time, the economics of shipping diesel from Asian refineries to Europe are becoming less favourable. Singapore 10ppm gasoil swaps have climbed to trade $23/t below Ice Rotterdam gasoil futures from discounts of $30-35/t in late February (see graph). The limited financial profit could mean that charterers will not be anxious to return to using the Suez Canal and those that have done may quickly gravitate back to taking the longer way around southern Africa without suffering any particular financial impact. Some shippers are still happy to take the shorter route, despite the heightened threat of attack. At least two clean products tankers, the Al Dasma and Sea Star, remain on track to transit the Bab el-Mandeb strait. And tankers carrying Urals crude from Russia's European ports to India are likely to continue to move through the Red Sea. Of the 53 tankers currently transporting Urals, just one is going around South Africa, Kpler data show. It is possible some vessels which recently loaded Urals in the Baltic and Black Sea could still take the cape route. By John Ollett Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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