The spread between the world’s two benchmark crude oil markers – Brent and WTI – is currently hovering at US$6/b. This is the widest gap between the two for a long while, first breaching the tight US$2/b spread range since 2015 in the run up to Hurricane Harvey as traders fretted that widespread refinery closures along the US Gulf would impact US crude consumption.
Those refineries have come back online, but the spread is still persisting. It is so large that India’s Reliance – an opportunistic buyer if there was any – bought a massive million barrel cargo of US crude oil last week. All across Asia, key buyers are taking advantage of this new arbitrage window to stock up on (cheaper) American crude, some for the very first time. Indian refiners – notably state refiners IndianOil, HPCL and BPCL – are leading the way, with buyers from South Korea, Japan, Thailand and Singapore also in the fray. Chinese activity is still minor, but one has to imagine they can’t be that far behind.
When the Brent-WTI spread hit its all time high at US$28/b in September 2011, there was a similar enthusiasm for US crude. Volumes then, however, weren’t readily available. The WTI discount to Brent then was because oil generated from the burgeoning US shale revolution was trapped in Cushing, Oklahoma – the main price settling point for WTI – at a time when global demand was soaring. In other words, the discount was due to the inability of sufficient WTI volumes to make it into the wider market. The oil was there, but midstream infrastructure to ship it to Houston and from there to the wider world, was inadequate. A rush to expand existing pipelines and build new ones – transportation by train was even used at one point to clear volumes – occurred, and when it did by 2014, the Brent-WTI spread had decreased. The lifting of the US crude export ban in 2015 narrowed things even further, to a range of US$2-3/b.
In 2017, that lack of infrastructure is no longer there. Supply has caught up with the ability to meet demand, and as US oil exports soared, WTI prices have closed the gap with Brent, which is used as the main international marker, including Middle Eastern grades. In such a competitive scenario, we would expect both benchmarks to move towards parity.
But even before Hurricane Harvey reared its head, the Brent-WTI spread was already growing. The circumstances this time are different. On the Brent side, there is a ‘fear premium’ being priced in; tensions in the Middle East – between Qatar and the rest of GCC, tensions between Iraq and its Kurdish province – have been raising the spectre of supply disruptions. More significant though is that on the WTI side, there is now once again an abundance of supply. But unlike before, that supply can make it to market. Which is why we are seeing such strong volumes of US crude exports. Some six million barrels are earmarked to be shipped from the US to Asia for November so far; up from usual monthly shipments of 2-3 million barrels. The cheap prices are enticing, but Asian refiners are being forced to look further afield for crude as OPEC and some non-OPEC sellers have been cutting availability as part of their supply freeze.
US crude exports reached an all-time weekly high at the end of September. That jump in demand should naturally reduce the spread. The Brent physical market is tight, meaning that Brent’s strength is not artificial but demand driven. A break towards US$60/b appears possible soon. But a look over the future curve indicates that the current Brent-WTI spread will persist through October 2018, having doubled since May 2017. This suggests that the sheer amount of supply coming out of the US will negate demand drivers to keep WTI significantly lower than Brent, where supply is a lot steadier.
That’s good news for Asian buyers, as the avenue of cheaper US crude remains open to them for far longer. With OPEC likely to extend, or even deepen, the supply freeze beyond the current deadline of March 2018, Brent-linked crude volumes will be in short supply. The distance from Houston to Yokohama, Singapore or even Paradip is vast - VLCCs have to go through the Suez as the Panama Canal is too narrow – but at current and projected spreads, well worth the distance.
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In 2021, the makeup of renewables has also changed drastically. Technologies such as solar and wind are no longer novel, as is the idea of blending vegetable oils into road fuels or switching to electric-based vehicles. Such ideas are now entrenched and are not considered enough to shift the world into a carbon neutral future. The new wave of renewables focus on converting by-products from other carbon-intensive industries into usable fuels. Research into such technologies has been pioneered in universities and start-ups over the past two decades, but the impetus of global climate goals is now seeing an incredible amount of money being poured into them as oil & gas giants seek to rebalance their portfolios away from pure hydrocarbons with a goal of balancing their total carbon emissions in aggregate to zero.
Traditionally, the European players have led this drive. Which is unsurprising, since the EU has been the most driven in this acceleration. But even the US giants are following suit. In the past year, Chevron has poured an incredible amount of cash and effort in pioneering renewables. Its motives might be less than altruistic, shareholders across America have been particularly vocal about driving this transformation but the net results will be positive for all.
Chevron’s recent efforts have focused on biomethane, through a partnership with global waste solutions company Brightmark. The joint venture Brightmark RNG Holdings operations focused on convert cow manure to renewable natural gas, which are then converted into fuel for long-haul trucks, the very kind that criss-cross the vast highways of the US delivering goods from coast to coast. Launched in October 2020, the joint venture was extended and expanded in August, now encompassing 38 biomethane plants in seven US states, with first production set to begin later in 2021. The targeting of livestock waste is particularly crucial: methane emissions from farms is the second-largest contributor to climate change emissions globally. The technology to capture methane from manure (as well as landfills and other waste sites) has existed for years, but has only recently been commercialised to convert methane emissions from decomposition to useful products.
This is an arena that another supermajor – BP – has also made a recent significant investment in. BP signed a 15-year agreement with CleanBay Renewables to purchase the latter’s renewable natural gas (RNG) to be mixed and sold into select US state markets. Beginning with California, which has one of the strictest fuel standards in the US and provides incentives under the Low Carbon Fuel Standard to reduce carbon intensity – CleanBay’s RNG is derived not from cows, but from poultry. Chicken manure, feathers and bedding are all converted into RNG using anaerobic digesters, providing a carbon intensity that is said to be 95% less than the lifecycle greenhouse gas emissions of pure fossil fuels and non-conversion of poultry waste matter. BP also has an agreement with Gevo Inc in Iowa to purchase RNG produced from cow manure, also for sale in California.
But road fuels aren’t the only avenue for large-scale embracing of renewables. It could take to the air, literally. After all, the global commercial airline fleet currently stands at over 25,000 aircraft and is expected to grow to over 35,000 by 2030. All those planes will burn a lot of fuel. With the airline industry embracing the idea of AAF (or Alternative Aviation Fuels), developments into renewable jet fuels have been striking, from traditional bio-sources such as palm or soybean oil to advanced organic matter conversion from agricultural waste and manure. Chevron, again, has signed a landmark deal to advance the commercialisation. Together with Delta Airlines and Google, Chevron will be producing a batch of sustainable aviation fuel at its El Segundo refinery in California. Delta will then use the fuel, with Google providing a cloud-based framework to analyse the data. That data will then allow for a transparent analysis into carbon emissions from the use of sustainable aviation fuel, as benchmark for others to follow. The analysis should be able to confirm whether or not the International Air Transport Association (IATA)’s estimates that renewable jet fuel can reduce lifecycle carbon intensity by up to 80%. And to strengthen the measure, Delta has pledged to replace 10% of its jet fuel with sustainable aviation fuel by 2030.
In a parallel, but no less pioneering lane, France’s TotalEnergies has announced that it is developing a 100% renewable fuel for use in motorsports, using bioethanol sourced from residues produced by the French wine industry (among others) at its Feyzin refinery in Lyon. This, it believes, will reduce the racing sports’ carbon emissions by an immediate 65%. The fuel, named Excellium Racing 100, is set to debut at the next season of the FIA World Endurance Championship, which includes the iconic 24 Hours of Le Mans 2022 race.
But Chevron isn’t done yet. It is also falling back on the long-standing use of vegetable oils blended into US transport fuels by signing a wide-ranging agreement with commodity giant Bunge. Called a ‘farmer-to-fuelling station’ solution, Bunge’s soybean processing facilities in Louisiana and Illinois will be the source of meal and oil that will be converted by Chevron into diesel and jet fuel. With an investment of US$600 million, Chevron will assist Bunge in doubling the combined capacity of both plants by 2024, in line with anticipated increases in the US biofuels blending mandates.
Even ExxonMobil, one of the most reticent of the supermajors to embrace renewables wholesale, is getting in on the action. Its Imperial Oil subsidiary in Canada has announced plans to commercialise renewable diesel at a new facility near Edmonton using plant-based feedstock and hydrogen. The venture does only target the Canadian market – where political will to drive renewable adoption is far higher than in the US – but similar moves have already been adopted by other refiners for the US market, including major investments by Phillips 66 and Valero.
Ultimately, these recent moves are driven out of necessity. This is the way the industry is moving and anyone stubborn enough to ignore it will be left behind. Combined with other major investments driven by European supermajors over the past five years, this wider and wider adoption of renewable can only be better for the planet and, eventually, individual bottom lines. The renewables ball is rolling fast and is only gaining momentum.
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