Indian oil minister warns of consequences of Opec+ cuts

  • Spanish Market: Crude oil, Oil products
  • 04/10/23

India has been a key actor in the reshaped oil market of the past two years, absorbing much of Russia's redirected crude exports to cement its position among the world's fastest-growing oil demand countries. And it is pursuing further growth in oil products, through ambitious plans for refinery construction. But it remains a price-taker, and has been vocal on the need to allow developing economies room to breathe. India's oil minister Hardeep Singh Puri spoke to Argus at the Adipec conference in Abu Dhabi on 3 October about Opec+, oil prices and supply, and those refinery plans. Edited highlights follow:

You were expressing concerns around Opec production cuts when prices were around $75/bl. Now it is a different situation, and we are at around $90/bl. What is your message to Opec and Opec+ ministers? They are about to meet again to decide if any changes are needed to policy.

There is a context to everything. When I was expressing concern, even then I said it is your sovereign right, every producer's sovereign right, to decide how much crude oil you want to produce. You tell me that you don't determine the price, to which I say my understanding is that the amount of oil which is produced and released into the market in turn determines the price.

So, when at $75/bl, I was making a philosophical point. Today, well the price has come down by $5/bl since yesterday, but I'm making a point in a different context. What has happened in the last few months is that 5.2mn b/d of oil production has been taken off through voluntary production cuts. I am not getting into who has done it or why it was done. As against 102mn b/d that you had, you're down by 5.2mn b/d. Now, what has happened is they say that "we are trying to anticipate" because there is a reduction in demand. This is neither here nor there. You have got a problem on your hands.

This has happened once earlier. In 2008, the price had gone up to $130/bl and it came crashing down to $36/bl, which was neither in the interest of producers nor of consumers.

My limited point is that if you think that an unrealistic price can be taken and sustained by the market, then I place the following facts before you. It is not my opinion, the fact is half the world is either under, in, or slightly below recession. Even the economies which are not in recession are flirting with the whole idea of recession. Quarter to quarter, growth is 0.1pc down, 0.8pc up — that is not a very healthy situation.

Secondly, clearly you have a lot of inflationary liquidity caused by stimulus packages etc during the pandemic. You have the liquidity in the market, people have been trying to raise interest rates to mop up the liquidity. If on top of that you get high prices, then it tips that inflationary situation into a really big [arc]. That is the consistency in my argument of between $75/bl and $90/bl.

I talk to the main companies in the world, some of them think, well, it will peak and then come down to $70-75-80/bl. That's neither here nor there. We have to be responsible for what we do.

On behalf of India, my position has always has been that it's a sovereign right to determine how much you want to [produce], but don't be unmindful of the consequences. And it can become a self-fulfilling prophecy that demand will drop because people don't have the capacity to sustain it. My take is that in the last 18 months this has driven some 100mn people into abject poverty. People have gone back to using unconventional or non-conventional firewood for cooking and other purposes.

Therefore, it's not [a question of] how much it affects India. Of course India would be happier if oil prices were $80/bl or below, but India will survive. India has the capacity. We are also a major producing country now, we're also a major exporting country now. But it's a question of what happens in the global economy, which is far from recovered from a number of crises.

What about the idea that higher prices are needed to drive the investment required to sustain production in the longer run?

I have heard this argument many times earlier. Sure, there should be more investment. But when you take 5.2mn b/d out, it is not due to a lack of investment. You've taken it out because you want to do supply-side management.

So, if we talk about India's crude imports, the pattern of crude imports has obviously changed in the last year and a half or so. First we saw rising imports from Russia and then reduced flows from the Middle East. Over the last few months, we have seen something of a reversal on that side. How do you see this evolving going forward?

I think it's a very simple explanation. The Indian government doesn't buy oil. We tender. Our companies, some of them are purely private-sector companies, while some are public sector, but at arms length. They will issue tenders and they will buy oil from wherever they can get it at the cheapest price.

There was a time before February 2022 when our total imports from Russia wouldn't show up in any calculation. They were what you guys call de minimis — 0.2pc. It didn't show up. But you know where the market started going and Russia wanted to export etc. The Russians still produce 11mn b/d and they consume 4mn b/d or so. They still have to sell the 7mn b/d. So, what happens if India is not buying it? And if India starts buying Middle Eastern oil instead, then the price will go up even more. So, it's a complicated situation.

My own sense is that this price sensitivity being a determinant should also be seen in terms of the diversification we have done. Earlier we used to buy from 27 countries — we are buying from 39 countries now. And then there are all manner of people who come in and say, well, we want to sell oil. As long as I'm clear it's not sanctioned oil or something like that, we will buy it.

In terms of the Russian oil payment structure, is that something done in rupees?

There are some discussions on it. I think we've done a rupee payment with the UAE in one consignment, but it is a small percentage — 10pc only.

So, this is not something we are likely to see much more of in the future?

No, no, we would be happy to do it but then it takes two to tango. You need to work on an ecosystem to be able to do that. Somebody asked me today if I see de-dollarisation. I think it's too early for that. I still see the US as the major economy, the world's largest economy that's going to be around for a long time.

A big Saudi delegation came to India after last month's G20 summit. Were there any discussions around the Ratnagiri refinery joint venture with Saudi Aramco?

The discussion is still on but let me give you a perspective on that. Typically, a refinery in India is about 11mn t/yr (220,000 b/d). This predates me as minister. The discussion in Ratnagiri was for a large refinery of 60mn t/yr, which is huge. So, I think you're probably better off in terms of sure ground footing to have three refineries of 20mn t/yr each because there are local issues. Not just in India, even outside, I don't know if anybody has experience in producing and running a refinery of 60mn t/yr. It is very high.

We are keen on it. We are expanding our refining capacity. We're at about 252mn t/yr, we are taking that to 300mn-330mn t/yr and ultimately to 400mn-450mn t/yr. We have very good relations with the Saudis. Very important, not only in the energy sector, but elsewhere. But on individual projects, I would not know. We have a lot of actors who would act on this.

There were issues regarding land ownership around the refinery. Is there anything that could be done from the government side to move things along?

The government will encourage, but I think it's better if you can break it into three 20mn t/yr refineries rather than a 60mn t/yr one. There has been a lot of talk about it.

When you see the Saudis in China, for example, you're seeing a lot of downstream investment going into China. Is this something India is also looking at and thinking you'd like to attract as well?

We are open to all manner of investments. But obviously Indian companies will look at bilateral investments in terms of what is win-win for them. If they're already strong in an area, why would they want outside investment now? Fortunately, for the energy sector, we have a large number of companies who are doing very well. IOC, ONGC, HPCL and BPCL, they are doing well but are also looking to acquire assets outside. So, it is a question of synergies and doing good commercial negotiations.

So focusing on Saudi investment is not something India is necessarily looking to do?

India is looking to do business with everybody. India, we have $16bn of investment in Russia — Russia has $13bn of investment in India. There is a lot of Saudi investment which we welcome to India, from the UAE or all over the world.

Following recent discussions with Iraq, there was an announcement that India would like to increase oil imports beyond the total 1bn bl that it currently takes annually. Is there any reference point for the size of such an increase?

It's all price sensitivity. In India, the government does not do the oil buying. We don't do the target setting either. Typically, we used to import 4mn-5mn b/d roughly for our refining, out of which we equally divided 800,000 b/d between four or five suppliers, and the rest would come from outside. I've seen the Iraqis move up very quickly. I think it's over 1mn b/d [that Iraq supplies to India] now if you look at the total capacity. I see that the supply is increasing. And there is a good reason for all this. This is a tender which is being floated and you decide if you want to respond with a price. Some others may be discussing charging an Asian premium or some extra price etc, obviously the market will move away from that.

So this is more about economics than a political initiative?

There is no politics in this. We are happy with the politics of everyone. You know ultimately it is the price at which you can bring it to the consumer.


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20/05/24

Q&A:Shipping needs cultural shift to decarbonise: Total

Q&A:Shipping needs cultural shift to decarbonise: Total

Amsterdam, 20 May (Argus) — A cultural change in buying behaviour and supply patterns is necessary for the shipping sector to meet its decarbonisation targets and may be the biggest hurdle to overcome, strategy and projects director for TotalEnergies' marine fuels division Frederic Meyer told Argus. Edited highlights follow: What is the biggest challenge standing in the way of the maritime industry in meeting decarbonisation targets and the fuel transition ? A cultural change is required — for decades the maritime sector has relied on by-products with high energy density from the crude refining process such as fuel oil. The industry will now have to pivot its attention towards fuels developed for the purpose of consumption within the maritime industry. This will also require time as the sector looks to level up, and it remains to be seen whether there will be enough time to meet the International Maritime Organisation (IMO)'s net-zero by or around 2050 targets. But we have seen some good progress from cargo owners who are seeking scope 3 emissions related documents. How does TotalEnergies see marine biodiesel demand moving in the short term? In the short term, there is little incentive for the majority of buyers in the market. This is due to a lack of any regulatory mandates, as well as limited impact from existing regulations such as the IMO's carbon intensity indicator (CII) and the EU's Emissions Trading System (ETS). Despite providing a zero emission factor incentive for biofuels meeting the sustainability criteria under the EU's Renewable Energy Directive (RED), EU ETS is still on a staggered implementation basis beginning with only 40pc this year, rising to 70pc next year and 100pc in 2026. Further, EU ETS prices have been quite low, which also weighed on financial incentives for marine biodiesel. Therefore, many buyers are currently waiting for further incentives and signals from the regulators before purchasing marine biodiesel blends. Another point impacting demand is the current edition of ISO 8217, which does not provide much flexibility when it comes to marine biodiesel blend percentages and specifications. The new 2024 edition will likely provide greater flexibility for blending percentages, as well as a provision for biodiesel that does not meet EN14214 specifications. This will provide greater flexibility from a supply point of view. However, there remains stable demand from buyers who can pass on the extra costs to their customers. And how do you see this demand fluctuating in the medium to long term? If the other alternative marine fuels, such as ammonia and methanol, that are currently being discussed do not develop at the speed necessary to meet the decarbonisation targets, then marine biodiesel demand will likely be firm. Many in the market have voiced concerns regarding biofuel feedstock competition between marine and aviation, ahead of the implementation of sustainable aviation fuel (SAF) mandates in Europe starting next year. With Argus assessments for SAF at much higher levels than marine biodiesel blends, do you think common feedstocks such as used cooking oil (UCO) will get pulled away from maritime and into aviation? With regards to competition among different industries for the same biofuel feedstock, suppliers may channel their feedstock towards aviation fuels due to the higher non-compliance penalties associated with SAF regulations as opposed to those in marine, which would incentivise greater demand for SAF. An area that can be explored for marine is the by-product when producing SAF, which can amount to up to 30pc of the fuel output. This could potentially feed into a marine biodiesel supply pool. So it's not necessarily the case that the two sectors will battle over the same feedstock if process synergies can be found. Regarding fuel specifications, market participants have told Argus that the lack of a marine-specific fuel standard for alternatives such as marine biodiesel is feeding into uncertainty for buyers who may not be as familiar with biofuels. What impact could this have on demand for marine biodiesel blends from your point of view? Currently, mainstream biodiesel specifications in marine biodiesel blends are derived from other markets such as the EN14214 specification from road diesel engines. But given the large flexibility of a marine engine, there is room to test and try different things. For "unconventional" biofuels that do not meet those road specifications, there needs to be a testing process accompanied by proof of results that showcase its safety for combustion within a marine engine. Some companies may not have the means or capacity to test their biodiesel before taking it into the market. But TotalEnergies always ensures that there are no engine-related issues from fuel combustion. Suppliers need to enact the necessary testing and take on the burden, as cutting out this process may create a negative perception for the product more generally. Traders should also take on some of the burden and test their fuels to ensure they are fully compatible with the engine. With many regulations being discussed, how do you see the risk of regulatory clashes impacting the industry? The simple solution would be an electronic register to trace the chain of custody. In the French markets, often times the proof of sustainability (PoS) papers are stored onto an electronic database once they are retired to the relevant authority. This database is then accessible and viewable by the buyer, and the supplier could also further deliver a "sustainability information letter" which mirrors the details found in the PoS. It is important for the maritime sector to adopt an electronically traceable system. What role could other types of fuels such as pyrolysis oil potentially play in the maritime sector's decarbonisation targets? We have teams in research and development at TotalEnergies which are studying the potential use of other molecules, including but not limited to pyrolysis oil, for usage in the maritime sector. It may become an alternative option to avoid industry clashes, as pyrolysis oil would not be an attractive option to the aviation sector. We are currently exploring tyre-based pyrolysis oil, but have only started doing so recently so it remains an untapped resource. We need to figure out the correct purification and distillation process to ensure compatibility with marine engines. For the time being we are specifically looking at tyre-based pyrolysis oil and not plastic-based, but we may look at the latter in a later stage. The fuel would also have to meet the RED criteria of a 65-70pc greenhouse gas (GHG) reduction compared with conventional fossil fuels, so we are still exploring whether this can be achieved. By Hussein Al-Khalisy Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Iran's president dies in helicopter crash


20/05/24
20/05/24

Iran's president dies in helicopter crash

Dubai, 20 May (Argus) — Iran's president Ebrahim Raisi has died in a helicopter crash alongside his foreign minister Hossein Amir-Abdollahian, state media reported early today. The two were confirmed dead more than 12 hours after news broke on 19 May afternoon that a helicopter carrying them had suffered "a hard landing" in Iran's East Azerbaijan province as he was returning from Azerbaijan, where he had inaugurated the Qiz Qalasi dam, alongside his Azeri counterpart Ilham Aliyev. "Ayatollah Seyed Ebrahim Raisi, the eighth president of the Islamic Republic of Iran, who had an air accident on Sunday evening as he was returning to [the Iranian city of] Tabriz from the inauguration ceremony of the Qiz Qalasi dam…reached martyrdom, along with his companions," Iran's state news agency Irna reported. The governor of Iran's East Azerbaijan province, Malek Rahmati, and Ayatollah Mohammad Ali al-Hashem, the representative to the province of Iran's supreme leader Ayatollah Ali Khamenei were also on board the helicopter. More than 50 search and rescue teams were dispatched, with support from allied countries, including Russia. Moscow said on 19 May it had sent 47 specialists, all-terrain vehicles and a BO-105 helicopter. Difficult weather conditions, nightfall, and the mountainous terrain had "complicated efforts" by the search and rescue teams to first locate the exact site of the crash, and then reach it, said Iran's interior minister Ahmad Vahidi. But officials on 20 May reported that the search had narrowed, with the head of Iran's Red Crescent Pir Hossein Kolivand confirming at around 06:00 local time (02:30 GMT) that the wreckage had been found. On arriving at the site, rescuers confirmed that there were "no signs of life." Images shared by state media showed only the helicopter's tail had remained intact, with the entirety of the helicopter's cabin significantly damaged and charred. The investigation into the cause of the crash is continuing, but all Iranian officials are pointing to the bad weather as the primary reason for the helicopter losing control. Iran's cabinet held an extraordinary meeting in the aftermath of announcement of the president's death. This was chaired by the country's first vice president Mohammad Mokhber, who will assume the president's powers and functions with the approval of the supreme leader, as per the constitution. A council, consisting of the speaker of the parliament, head of the judiciary and the first vice president, will now be obliged to arrange for a new president to be elected within a maximum of 50 days. This requires that an election now be held on or before 9 July. By Nader Itayim Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Houston refiners weather hurricane-force winds: Update


17/05/24
17/05/24

Houston refiners weather hurricane-force winds: Update

Adds Calcasieu comment, update on flaring reporting Houston, 17 May (Argus) — Over 2mn b/d of US refining capacity faced destructive winds Thursday evening as a major storm blew through Houston, Texas, but the damage reported so far has been minimal. Wind speeds of up to 78 mph were recorded in northeast Houston and the Houston Ship Channel — home to five refineries with a combined 1.5mn b/d of capacity — faced winds up to 74 mph, according to the National Weather Service . Further South in Galveston Bay, where Valero and Marathon Petroleum refineries total 818,000 b/d of capacity, max wind speeds of 51 mph were recorded. Chevron's 112,000 b/d Pasadena refinery on the Ship Channel just east of downtown Houston sustained minor damage during the storm and continues to supply customers, the company said. ExxonMobil's 564,000 b/d Baytown refinery on the Ship Channel and 369,000 b/d Beaumont, Texas, refinery further east faced no significant impact from the storm and the company continues to supply customers, a spokesperson told Argus . Neither Phillips 66's 265,000 b/d Sweeny refinery southwest of Houston nor its 264,000 b/d Lake Charles refinery 140 miles east in Louisiana were affected by the storm, a spokesperson said. There was no damage at Motiva's 626,000 b/d Port Arthur, Texas, refinery according to the company. Calcasieu's 136,000 b/d refinery in Lake Charles, Louisiana, was unaffected by the storm and operations are normal, the refiner said. Marathon Petroleum declined to comment on operations at its 593,000 b/d Galveston Bay refinery. Valero, LyondellBasell, Pemex, Total and Citgo did not immediately respond to requests for comment on operations at their refineries in the Houston area, Port Arthur and Lake Charles. A roughly eight-mile portion of the Houston Ship Channel from the Sidney Sherman Bridge to Greens Bayou closed from 9pm ET 16 May to 1am ET today when two ships brokeaway from their moorings, and officials looked in a potential fuel oil spill, according to the US Coast Guard. The portion that closed provides access to Valero's 215,000 b/d Houston refinery, LyondellBasell's 264,000 b/d Houston refinery and Chevron's Pasadena refinery. Emissions filings with the Texas Commission on Environmental Quality (TCEQ) are yet to indicate the extent of any flaring and disruption to operations in the Houston area Thursday evening, but will likely be reported later Friday and over the weekend. Gulf coast refiners ran their plants at average utilization rates of 93pc in the week ended 10 May, according to the Energy Information Administration (EIA), up by two percentage points from the prior week as the industry heads into the late-May Memorial Day weekend and beginning of peak summer driving season. The next EIA data release on 22 May will likely reveal any dip in Gulf coast refinery throughputs resulting from the storm. By Nathan Risser Houston area refineries Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Brazil's Rio Grande do Sul reallocates gas supply


17/05/24
17/05/24

Brazil's Rio Grande do Sul reallocates gas supply

Sao Paulo, 17 May (Argus) — Natural gas supply in Brazil's Rio Grande do Sul had to be redistributed because of the historic floods in the state, with diesel potentially making its way back as an power plant fuel to leave more gas available for LPG production. Gasbol, the natural gas transportation pipeline that supplies Brazil's south, does not have capacity to meet demand from the 201,000 b/d Alberto Pasqualini refinery (Refap), state-controlled Petrobras' Canoas thermal power plant and natural gas distributors in the region, according to Petrobras' then-chief executive Jean Paul Prates said earlier this week. The Santa Catarina state gas distributor has adjusted its own local network to meet peak demand in neighboring Rio Grande do Sul via the pipeline transportation network. The Canoas thermal plant is running at its minimum generation at 150GW, with 61pc coming from its gas turbine. The plant was brought on line to reinstate proper power supply after transmission lines in the south were affected by the floods. Petrobras plans to use a diesel engine to increase power generation. The current approved fuel cost (CVU) for diesel in the Canoas plant is of R1,115.29/MWh. Petrobras is also operating Refap at 59pc of its maximum installed capacity, at 119,506 b/d. Heavy showers in Rio Grande do Sul since 29 April brought unprecedented flooding to the state, causing a humanitarian crisis and infrastructure damage. The extreme weather has left 154 people dead, 98 missing and over 540,000 people displaced, according to the state's civil defense. By Rebecca Gompertz Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Houston area refiners weather hurricane-force winds


17/05/24
17/05/24

Houston area refiners weather hurricane-force winds

Houston, 17 May (Argus) — Over 2mn b/d of US refining capacity faced destructive winds Thursday evening as a major storm blew through Houston, Texas, but the damage reported so far has been minimal. Wind speeds of up to 78 Mph were recorded in northeast Houston and the Houston Ship Channel — home to five refineries with a combined 1.5mn b/d of capacity — faced winds up to 74 Mph, according to the National Weather Service . Further South in Galveston Bay, where Valero and Marathon Petroleum refineries total 818,000 b/d of capacity, max wind speeds of 51 Mph were recorded. Chevron's 112,000 b/d Pasadena refinery on the Ship Channel just east of downtown Houston sustained minor damage during the storm and continues to supply customers, the company said. ExxonMobil's 564,000 b/d Baytown refinery on the Ship Channel and 369,000 b/d Beaumont, Texas, refinery further east faced no significant impact from the storm and the company continues to supply customers, a spokesperson told Argus . Neither Phillips 66's 265,000 b/d Sweeny refinery southwest of Houston nor its 264,000 b/d Lake Charles refinery 140 miles east in Louisiana were affected by the storm, a spokesperson said. There was no damage at Motiva's 626,000 b/d Port Arthur, Texas, refinery according to the company. Marathon Petroleum declined to comment on operations at its 593,000 b/d Galveston Bay refinery. Valero, LyondellBasell, Pemex, Total, Calcasieu and Citgo did not immediately respond to requests for comment on operations at their refineries in the Houston area, Port Arthur and Lake Charles. A roughly eight-mile portion of the Houston Ship Channel from the Sidney Sherman Bridge to Greens Bayou closed from 9pm ET 16 May to 1am ET today when two ships brokeaway from their moorings, and officials looked in a potential fuel oil spill, according to the US Coast Guard. The portion that closed provides access to Valero's 215,000 b/d Houston refinery, LyondellBasell's 264,000 b/d Houston refinery and Chevron's Pasadena refinery. By Nathan Risser Houston area refineries Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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