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Japan’s coastal shipping volumes fall in 2024

  • Market: Coal, Coking coal, LPG, Metals, Oil products
  • 26/02/25

Volumes transported on coastal vessels in Japan fell in 2024 because of a decline in shipments of automobiles, cement and oil and chemical products.

Shipping volumes on cargo ships in the domestic coastal market fell by 2.8pc on the year to around 198mn t in 2024, according to data from the Japan Federation of Coastal Shipping Associations.

The decline partly reflected a drop in vehicle output in the wake of scandals over faulty safety data. Shipping volumes in the automobile sector totalled 44mn t last year, down by 11pc from 2023. Transportation of cement and feedstock materials, such as limestone, fell by 8pc to 25mn t and by 3pc to 45.6mn t respectively over the same period.

But deliveries of coal and coke rose by 12pc to 18.7mn t, as coal demand from the power sector rebounded after maintenance work a year earlier. Transportation volumes of steel products increased by 4.3pc to 36.4mn t over the period.

Operations of coastal tankers also slowed last year. A series of technical problems at domestic refiners created alternative demand for refined products, which would typically lead to an increase in coastal shipping. But the longer voyages needed to deliver such products to distant refineries resulted in a drop in shipping utilisation as a whole, the association said.

Shipments of lighter oil products, such as gasoline, kerosine, jet fuel and diesel, fell by 2pc on the year to 58.7mn kl (1mn b/d) in 2024. Volumes fell as high prices for gasoline and kerosine capped demand for the fuels, despite government subsidies.

An expansion of renewable energy also weighed on oil demand. Tanker deliveries of fuel oil fell by 10pc to 22.5mn kl, pressured by lower demand from the power sector.

Shipments of chemical products dropped by 8pc to 7.2mn kl last year, while deliveries of high-pressured liquids such as LPG and vinyl chloride monomer remained steady at around 6mn t.

The survey covered 58 operators that together account for more than 80pc of total coastal shipping volumes, the association said.


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UK steel importers oppose other countries' caps


28/03/25
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28/03/25

UK steel importers oppose other countries' caps

London, 28 March (Argus) — Steel importers in the UK suggest the imposition of a cap on any other countries' quotas could effectively stop trade, given the small volume of the quotas. In a recent submission to the Trade Remedies Authority, UK Steel said 15pc caps should be introduced on other countries quotas for hot-dip galvanised, plate and rebar. But in its submission to the TRA, trading firm Salzgitter Mannesmann argues that any cap based on a percentage of the quota "will ultimately most likely remove rather than reduce imports as shipments from many third countries, notably the far east, require a certain base volume to ship economically to the UK". Other trading firms and service centres told Argus they share the same view. Salzgitter Mannesmann also suggested a new country quotas for individual importers be added to the safeguard based on their imports over the past two or three years. The only local producer of hot-dip galvanised coil, Tata Steel, would be likely to argue against this as volumes from some countries, notably Vietnam, have increased dramatically in recent years. Salzgitter Mannesmann also suggests Tata Steel cannot produce hot-rolled coil over 1.85m wide, for which the UK has to totally rely on imports. Traders have for some time argued that there should be no import constraints on material, such as 2m wide, as there can be no injury to the producer on grades it cannot produce. Service centre Sebden Steel said the current measures make it "impossible" for the UK to be flooded with cheap foreign imports, and that people are "misinformed by mainstream media and UK Steel". "The UK producer is in a safe place already and any additional measures will only serve to cause injury to independent steel service centres, independent steel stockholders and the UK manufacturing base, which will all be faced with a further tightening of the supply chain and increased costs," it said. Importers, unsurprisingly, question why Tata Steel, now a re-roller until its electric arc furnaces are installed, can import on much more favourable terms than others. Tata has a much bigger quota than the rest of the market, at around 2.3mn t, but the main problem for importers is that the company has fewer constraints on where it can source, with only a 40pc cap on any given country within that quota. Independent service centres, which all compete with Tata Distribution, can only import much smaller quantities from different locations, given the fragmented composition of quotas; the other countries quota for 1A, for example, is less than 100,000 t/yr. EU mills have far and away the largest quota to sell 1A HRC into the UK, but given their higher costs compared with Asian producers, they struggle to compete; Tata's imports come from all over the world, as well as some from its sister mill in IJmuiden, the Netherlands. By Colin Richardson Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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Australia's Aurelia Metals to boost Cu, Zn processing


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Oil, biofuel groups meet to align on RFS policy


27/03/25
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27/03/25

Oil, biofuel groups meet to align on RFS policy

New York, 27 March (Argus) — Energy and farm groups met last week at the American Petroleum Institute to negotiate a joint request for President Donald Trump's administration as it develops new biofuel blend mandates, according to five people familiar with the matter. The private meeting involved groups from across the supply chain, including representatives of feedstock suppliers, biofuel producers, fuel marketers, and oil refiners with Renewable Fuel Standard (RFS) obligations. The groups coordinated earlier this year around a letter to the Trump administration on the need to update the RFS and are now seeking agreement on other program elements. According to the people familiar with the matter, the groups agree on pushing the Environmental Protection Agency (EPA) to set higher blend mandates under the program's D4 biomass-based diesel and D5 advanced biofuel categories. 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