New Kazakhstan prime minister targets energy sector

  • Spanish Market: Crude oil, LPG, Oil products
  • 12/01/22

Kazakhstan's new prime minister Alihan Smaiylov identified priorities for the energy sector at today's first meeting of his government, which was appointed in the wake of the violent unrest that swept the country last week.

He ordered development of measures for regulating the oil products market. Protests against rising prices for LPG — widely used as motor fuel in Kazakhstan — were the starting point for last week's upheaval. The government reduced LPG prices and froze prices for other motor fuels in an attempt to quell the initial protests. Smaiylov said proposals for excise taxes on gasoline producers and intermediaries should be developed within a week. And he ordered the economy ministry and other government agencies to develop proposals for reform of the Samruk-Kazyna sovereign wealth fund, which holds the state's stakes in shares in oil and gas firm Kazmunaigaz, Kazakh Railways and other companies.


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18/06/24

Q&A: LGE calls for more EU backing as Congress begins

Q&A: LGE calls for more EU backing as Congress begins

Brussels, 18 June (Argus) — The European Parliament election on 6-9 June is expected to result in centre-right Ursula von der Leyen remaining as president of the European Commission despite an increase in support for far-right groups. The election came just before European LPG association Liquid Gas Europe's (LGE) 2024 Congress in Lyon, France, over 18-20 June. Argus' EU correspondent Dafydd ab Iago spoke with the LGE's general manager, Ewa Abramiuk-Lete, about the election and the EU's climate and energy policies on the eve of the conference: What do you want from the newly constituted parliament and commission? A positive overarching framework from Brussels is needed to drive demand for renewable gases such as bioLPG and renewable and recycled carbon DME in heating and transport. For instance, retrofitting diesel or gasoline engines after 2035 is a potential solution for legacy fleets. But this goal is currently missing at the EU level. Energy taxation is another critical issue, with the current directive unchanged for more than 20 years. It's crucial that revenue from energy taxation is re-invested into the production of renewable fuels to avoid a vicious cycle. Do you expect parliament to push for a clearer future for renewable liquid gas fuels despite plans to phase out ICE [internal combustion engine] vehicles? There's obviously a trend towards electrification. And as set out in the current legislation, the European Commission will come forward with definitions of CO2-neutral fuels. But member states have woken up to the gravity of the ban on ICE vehicles. Legislative solutions need to come really fast. We don't want to wait two more years until the effect of the new CO2 standards for cars fully kicks in. Can a new parliament tweak existing legislation on the EU's 2030 climate and energy goals? The ICE phase-out has intensified scrutiny of the Green Deal, at the member state level and in the European Parliament. But significant changes to the 2030 goals are unlikely as the targets are set for 2030. And Europe remains committed to achieving climate neutrality by 2050. Considerations to be examined include the role of liquid gases, especially in rural areas that account for about 3pc of EU energy demand. They rely on LPG as an off-grid solution. Does the EU need to rethink the 2040 goals? The suggested 2040 strategy set out by the outgoing commission still has to translate into legal proposals for parliament and member states to decide upon. The major question is where the industry will get to in 2040. Achieving 90pc net greenhouse gas savings by 2040, and then climate neutrality by 2050, will require significant investment. We expect an increase in the production of renewable gases by 2030, and a further scale-up towards 2040. But the industry also needs investor security. Some countries such as Italy, the Czech Republic and Spain have mentioned renewable LPG in their national energy and climate plans. That provides some degree of investor security. Will LPG still be part of the EU's heating and transport picture as we move towards 2030 and 2035? Yes, particularly for industrial use as Russian gas is being phased out. Major industries such as steel and ceramics need high heat that was previously supplied by natural gas, which cannot be replaced everywhere with electricity. There is significant interest from energy-intensive industries. For heating and boilers, the commission is developing guidance documents defining fossil boilers, which must outline a future pathway for boilers, especially important for off-grid areas. Those guidance documents need to recognise that boilers can run on both fossil fuels and renewable blends. Is an extension of the ETS [emissions trading system] to transport and heating proceeding smoothly for the LPG sector? The expansion of the ETS is new for many in the sector, requiring firms to establish trading for ETS allowances. While some companies were already under the ETS, the EU-wide extension now includes medium and small-sized firms, which face crucial upcoming deadlines. Companies must estimate their emissions and purchase allowances, adding costs for consumers. And implementation has been challenging for some member states, particularly in identifying relevant companies falling under the ETS, making the process more difficult than anticipated. Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Q&A: DCC Energy eyes further LPG and low-carbon growth


18/06/24
18/06/24

Q&A: DCC Energy eyes further LPG and low-carbon growth

London, 18 June (Argus) — Dublin-based DCC Energy continues to expand and diversify, completing 15 acquisitions over the past year that included two in the LPG sector. The company, which owns several LPG retail subsidiaries in Europe, the US and Hong Kong, bought Germany's Progas and the US' San Isabel Services Propane at the same time as it increasingly moves into low-carbon energy markets such as solar, biofuels and energy management services. Argus' Oliver Binks spoke with DCC Energy chief executive Fabian Ziegler about the company's 2023-24 results and its future plans: DCC Energy has been moving into new markets as part of the energy transition. What share of the company does LPG represent? We launched our Cleaner Energy in Your Power strategy last year, aiming to double our profit [and halve carbon emissions] by 2030. We think backwards from the customer, helping them through the energy trilemma, and provide energy solutions consisting of molecules — increasingly green — and often self-generated renewable electrons. We are ahead of schedule. LPG is about half of our profits but only 15pc of our carbon emissions. We believe in LPG's longevity. It is a societally very useful fuel. Like the World LPG Association renaming itself to World Liquid Gas Association, we now move our own definitions from LPG to LG — liquid gas. DCC Energy has said it plans to grow its LPG offering by 50pc by 2030. Which areas geographically and sectorally is the company targeting? Our LG journey took us from Ireland to [the UK], to Europe and to the US. We have just strengthened our position in Germany with the acquisition of Progas. A key growth region is the US. We made a small acquisition there last year. We are currently focused on making our business operationally excellent, namely around serving our customers. For now, the strategy places more emphasis on strengthening in each market rather than expansion into new territory. We like our residential businesses, but we are targeting more growth in the commercial sector, where the case for multi-energy packages is greater. Overall, we aim to grow our LG business, but we need to create more sustainable credibility for LG. We are scaling up biopropane sales across Europe and trialling rDME [renewable DME] in the UK and Sweden, particularly with commercial and industrial customers, to enhance LG's relevance as a long-term low-carbon solution for Europe. DCC Energy's profit rose strongly in the 2023-24 fiscal year ending in March, but overall sales volumes dropped slightly. How much did the LPG segment fare? LG is often a mature market in Europe, however our LG sales volumes increased modestly in the year and we believe they can keep growing. We continue to drive the move from oil to gas for commercial and industrial customers. Many customers really appreciate the ability to make affordable CO2 reductions and having their own energy in a tank reliably supplied by DCC companies. LPG sales in the UK and Ireland came under pressure from a warm winter but still grew on expanding commercial and industrial deliveries. What drove this? Our businesses in Ireland and the UK continue to grow owing to diverse customer segments that are not all weather dependent. Under our Cleaner Energy in Your Power strategy, we act as an energy transition partner. Customers recognise the fiscal and carbon benefits of LG over heavier forms of fuel, driving growth in the transition. And some customers are investing in new off-grid facilities and choosing LG as their fuel sources. And it helps that we can provide broader energy packages entailing electron solutions. We also aim to increase our supply resilience with storage access at Teesside and our Avonmouth terminal project. DCC Energy also reported strong profit growth in Scandinavia driven by LPG. What are your plans in this region? We saw significant LG sales growth [in Scandinavia] last year when natural gas prices skyrocketed and customers wanted security of supply. Our Scandinavian business aims to lead the energy transition, with a focus on understanding our customers' needs and helping them reduce their carbon emissions. We aim to support large-scale production of rDME in Sweden and Norway and to see 50pc of sales coming from a wide range of renewable products by 2030. We have successfully run pilot tests in Sweden with rDME-LG blends at customers' sites, we invested in a rDME-LG blending facility, aiming for first customer deliveries in 2024, and received government funding for replacing LG with 100pc rDME at Bjorneborg Steel. DCC has acquired Germany's Progas and the US' San Isabel Services Propane over the past year. Do you have plans for further takeovers in the LPG sector? We have been one of the most active global buyers of LG businesses for several decades and will continue to pursue attractive acquisitions that strengthen our existing businesses, expand our markets and bring other important capabilities. We see a lot of potential in the US, where our DCC Propane business has achieved significant growth through many acquisitions since we entered that market in 2018. We continue to see many interesting opportunities in the US, which is far more fragmented than most European markets, with the top 20 propane retailers accounting for 40pc of the market and over 4,000 independent [firms accounting for 60pc]. Progas owns the Brunsbuttel and Duisburg LPG terminals in Germany. Given Poland faces a looming supply deficit when EU imports from Russia are banned from December, is DCC Energy looking at supplying Poland from these sites? The Brunsbuttel and Duisburg terminals were welcomed into DCC's portfolio in northwest Europe, where their primary role remains unchanged — to provide supply security to our customers. Spare capacity might be used to support the Polish market. We see the capacity of our existing infrastructure in Germany to be sufficient to support our business there. Earlier this year, we created a central supply and trading team out of Amsterdam, called DCC LPG Procurement, which will look at more infrastructure plays. But we are not in the supply business for the sake of it. Our strategy focuses on our customers and providing them with sustainable solutions. Germany is a good example. Our priority in Germany is a seamless integration of Progas and Tega, [acquired in 2018], that is good for customers and our employees. And building out a leading energy management services business. Flogas recently commissioned the Teesside LPG terminal near to Dimeta's upcoming rDME plant. Does Flogas plan to distribute DME or other renewable gases from the site? Being at an energy hub clearly opens possibilities for sourcing low-carbon energy sources such as rDME that can be unlocked for our customers. With the likelihood that rDME will need to be blended with propane to achieve supply without changing infrastructure and equipment, it will be important for rDME sources to be logistically close to sources of propane. Teesside is well placed to offer this solution. At what stage is the Avonmouth terminal project at? The first 17,000t tank is fully refurbished and two truck racks have been put in place such that Avonmouth terminal now already plays an important role in providing supply security to our customers in southwest England. A further 17,000t tank will be refurbished and a connection will be made to the Bristol port to enable midsize LPG carrier imports. We expect first imports in 2026-27. Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Tropical storm warning for South Texas coast: Update


18/06/24
18/06/24

Tropical storm warning for South Texas coast: Update

Updates with closure of Galveston, Texas City ports. New York, 18 June (Argus) — A tropical storm warning has been issued for parts of South Texas and northeastern Mexico, bringing with it the risk of heavy rainfall and flooding. The warning is in effect for the Texas coast from Port O'Connor south to the mouth of the Rio Grande, as well as the northeastern coast of Mexico, according to the National Hurricane Center. "The disturbance is very large with rainfall, coastal flooding, and wind impacts likely to occur far from the center along the coasts of Texas and northeastern Mexico," the center said overnight. Maximum sustained winds this morning remained near 40 mph and the disturbance is forecast to become a tropical storm by Wednesday. The system has been classified as a potential tropical cyclone by the center since it has not yet become better organized, but is expected to become the first named storm system of the year by early Wednesday. The port of Corpus Christi in South Texas and the Houston Ship Channel remained open as of Tuesday morning, but the nearby ports of Galveston and Texas City closed to inbound and outbound shipping traffic at 10pm ET Monday due to heavy weather, the US Coast Guard said. The system was expected to disrupt ship-to-ship transfer operations off the Texas coast as of Monday evening because of heavy seas. In the Gulf of Mexico, the transfer typically is from an Aframax or Suezmax onto a very large crude carrier (VLCC) at designated lightering zones near Corpus Christi, Galveston and Beaumont-Port Arthur. Prolonged lightering delays can prevent crude tanker tonnage from becoming available and exert upward pressure on freight rates, while also adding to demurrage fees. The storm is expected to turn towards the west-northwest and west tonight and Wednesday, with the system forecast to approach the western Gulf coast late Wednesday, the NHC said. Rainfall totals of 5 to 10 inches are seen across northeast Mexico into South Texas, with maximum totals of 15 inches possible. Flash and urban flooding are likely to follow with river flooding. By Stephen Cunningham and Tray Swanson Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Нефтетранспорт - НАП: спрос на автоперевозки битума растет


18/06/24
18/06/24

Нефтетранспорт - НАП: спрос на автоперевозки битума растет

Moscow, 18 June (Argus) — Отгрузки битумных вяжущих, по прогнозу Национальной ассоциации перевозчиков (НАП), в текущем году останутся примерно на уровне 2023 г. Но в целом наблюдается рост транспортировки битумных материалов автомобильным транспортом при снижении отгрузки железнодорожным транспортом. Об изменениях в этом сегменте транспортировки, о проблемах, с которыми сталкиваются перевозчики, и об удорожании поставок рассказал Argus президент НАП Андрей Белов. — Как изменилась логистика грузовых автоперевозок российских темных нефтепродуктов, в частности битума, за последние несколько лет? — Тенденции, которые наблюдались в 2022 г., продолжились и в прошлом, и в этом году. Одной из них является крайне незначительное поступление техники и запчастей европейских производителей, теперь основные поставки грузовиков и комплектующих в Россию осуществляются из Китая. Другой особенностью является увеличение среднего плеча доставки битума и полимерно-битумных вяжущих (ПБВ). Если в 2022 г. среднее расстояние транспортировки продукта по России составляло 225 км в одну сторону, то в 2023 г. это значение увеличилось до 420 км. В качестве еще одной тенденции нужно выделить рост поставок битума и его модификаций автотранспортом и неуклонное снижение объемов железнодорожных отгрузок. С одной стороны, это связано с дефицитом вагонов для перевозки нефтяных грузов, а с другой — с развитием нефтебаз и битумных терминалов: объем может быть поставлен сначала на нефтебазу или терминал, а затем уже конечному покупателю, и для таких перевозок гораздо удобнее задействовать автотранспорт. Кроме того, потребители чаще всего отдают предпочтение автоперевозкам, когда нужно получить продукт при определенной температуре, чтобы сразу задействовать его в производстве. — Каков прогноз автоперевозок битума на этот год? — Мы ожидаем, что объем перевозок битума и его модификаций автомобильным транспортом в этом году будет в диапазоне 7,6—8 млн т, как и в прошлом году. Стоит отметить, что соотношение поставок автомобильным и железнодорожным транспортом по итогам 2023 г. составило 91% к 9%, тогда как несколькими годами ранее пропорция была 85% к 15%. — Рынок автоперевозок уже несколько лет сталкивается с нехваткой водительского состава. Какие пути решения данной проблемы вы видите? — Все определяется общей демографической ситуацией в стране. В профессии водитель в России работают мужчины, средний возраст которых составляет 55 лет. Привлечь молодые кадры крайне сложно из-за того, что исторически сложилось, что в прошедший период 30—35 лет эта профессия не считалась престижной. От года к году проблема нехватки водителей усугубляется. В отдельных компаниях из-за дефицита водительского состава простаивает 10—15% парка. Пути решения проблемы крайне ограниченны, одним из способов является увеличение заработной платы. Ежемесячная ставка на сцепку для экипажа из двух водителей в зависимости от региона составляет от 200 000 до 300 000 руб. Зарплата делится пропорционально рабочему времени, как правило, 15 дней в месяце работает один водитель и столько же другой, либо рабочие дни распределяются в соотношении 20 к 10, а в следующем месяце водители экипажа меняются графиками. Проблема сегмента перевозки битума, относящегося к транспортировке опасных грузов, заключается еще и в том, что стаж вождения водителя грузового транспортного средства должен составлять не менее 1 года. Водитель должен также пройти дополнительное обучение, по итогам которого получить допуск к перевозке опасных грузов. В настоящее время многие компании стараются привлечь водителей из других сегментов перевозок за счет покрытия расходов на обучение. — Как сейчас обстоят дела с обновлением автопарка после ухода с рынка западных производителей? Что с запчастями? — В 2022 г. различные компании активно закупали у дилеров транспортные средства европейского производства за счет скопившихся запасов, а также начали тестировать технику из Китая. Обновление и расширение перевозчиками парков в 2023 г. продолжилось за счет китайских грузовиков: их опыт эксплуатации в России небольшой, мнения по поводу качества и то, как они ведут себя на дороге, совершенно разные. В настоящее время в парках транспортных компаний, которые входят в НАП, преобладают грузовики европейского производства возрастом до пяти-семи лет, доля которых составляет 90—95%. Касаемо рынка запчастей можно сказать следующее: компании-перевозчики получают детали по программе параллельного импорта, используют аналоговые запчасти, а также продлевают срок службы узлов и агрегатов, которые критически не влияют на безопасность грузоперевозки. — Как формируются тарифы для отгрузок грузов автотранспортом? Как они изменились по сравнению с прошлым годом? — Тарифы активно растут в последние несколько лет. Стоимость транспортировки в 2023 г. увеличилась на 10% относительно 2022 г. В этом году тарифы повышались уже несколько раз. Исходя из макроэкономической ситуации в стране мы ожидаем, что автоперевозки подорожают и в 2025 г. в среднем на 15%, а в 2026 г. — на 10%. — Какие точки роста грузовой базы вы видите в России и в странах ближнего зарубежья и Азии? — Перевозки объемов в страны ближнего зарубежья и Азии зависят от внутреннего потребления в России и носят выраженный сезонный характер: в зимний период поставки автотранспортом менее востребованы, а в летние месяцы на экспортных маршрутах всегда не хватает парка, в том числе из-за ожидания в прохождении пограничных переходов, а такими перевозками занимается ограниченный круг компаний. Пока мы видим, что производство битума в России остается примерно на том же уровне, что и в прошлом году, а выпуск ПБВ растет. Значительного увеличения внутрироссийских автоперевозок и отгрузок на экспорт мы не ожидаем. НАП Национальная ассоциация перевозчиков (НАП) начала свою деятельность с марта 2021 г. на базе Национальной ассоциации перевозчиков нефтепродуктов (НАП НП) и объединяет более 40 автотранспортных компаний, отгружающих темные и светлые нефтепродукты и другие грузы. По итогам прошлого года компании, входящие в НАП, перевезли около 4,5 млн т битума. Основными задачами НАП являются консолидация и помощь перевозчикам в организации рабочего процесса, сокращение расходов транспортных компаний и защита их интересов. Андрей Белов Родился в июле 1963 г. в Куйбышевской области. В период 1980—2000 гг. проходил службу в Вооруженных силах СССР и России. В 2000—2017 гг. работал в группе компаний Юникойл, специализирующейся на производстве, хранении и отгрузках нефтепродуктов, где прошел путь от специалиста до генерального директора одной из дочерних структур. С 2017 г. по февраль 2021 г. работал в НАП НП. С марта 2021 г. — президент НАП. Вы можете присылать комментарии по адресу или запросить дополнительную информацию feedback@argusmedia.com Copyright © 2024. Группа Argus Media . Все права защищены.

Ecuador cuts power as heavy rains hurt hydro


18/06/24
18/06/24

Ecuador cuts power as heavy rains hurt hydro

Quito, 18 June (Argus) — Ecuador restarted daily two-hour power outages this week across the country because of issues in the 1.5GW Coca-Codo Sinclaire, 156MW Agoyan and 230MW San Francisco hydroelectric plants. Heavy rainfalls near Coca-Codo Sinclair have increased sediments in the Coca river that feeds the plant, forcing six of its eight turbines out of operation. The plant is the largest generator in the country and is in the provinces of Napo and Sucumbios, in the northeast of the country. In addition, Agoyan's engine house flooded also because of the massive rainfalls and landslides in the central highlands of the country where the plant is located. And the San Francisco plant, downstream of Agoyan, stopped generating as well because it uses the same water supply as Agoyan. Ecuador has lost about 1.5GW-1.9GW of power capacity in recent days because of these issues and 400MW of power capacity available for imports from its northern neighbor Colombia were not enough to prevent the need for rolling outages. The energy ministry will update its plans for outages this week based on the status of the three hydroelectric plants. Ecuador implemented 2–8-hour blackouts for 12 days from 16-30 April because of a lack of rain in the main hydroelectric plants after dry conditions also led to 35 days of blackouts from October-December 2023. By Alberto Araujo Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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