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Europe using US Jet A far from taking off
Europe using US Jet A far from taking off
Houston, 27 April (Argus) — Looming jet fuel shortages in Europe have led some aviation associations to call for allowing the use of Jet A from the US to supplement supplies of Jet A1, but hurdles regarding logistics, safety and pricing would need to be overcome, experts and market participants warn. Europe — like most of the world — uses A1-specification jet fuel, whereas the US uses Jet A. The two specifications are almost identical, but Jet A1 importantly has a freeze point of -47°C, which is 7°C lower than Jet A. Jet fuel supply to Europe has come under significant pressure since Iran's closure of the strait of Hormuz, through which 40pc of Europe's jet fuel imports transit. Europe is replenishing only half of its lost supply at the most and shortages are forecast to emerge in May-June. The US has become Europe's largest jet fuel supplier since the loss of Mideast Gulf flows, with arrivals set to surpass 500,000t in April, double the previous monthly record, Kpler vessel tracking data show. But not all US refiners are capable of producing Jet A1, and A1 cargoes require certification before export, a European trader at a US firm said. Aviation associations have called on the European Commission to allow the use of Jet A in Europe to help mitigate the supply crisis. "There has been talk about that for weeks" in the market, a European broker said. The European Commission could soon explore the matter , its transport minister said. The ruling could boost US jet fuel supply to Europe. US jet fuel stocks totalled 43.7mn bl as of 17 April, more than 10pc higher on the year. Opening the European market to Jet A would create an additional outlet for these barrels, potentially supporting US prices. "It would make my fuel more expensive here," a US fuel procurer said. It would also remove the need for US refiners to segregate Jet A and A1, granting them greater flexibility in placing jet fuel into either domestic or export channels. US market participants caution, however, that sustained export demand would depend on arbitrage economics and logistical capacity, not only regulatory change. Arbitrage economics to ship jet fuel from the US to Europe appear viable, market participants say. European jet fuel was trading around parity with US equivalents prior to the 28 February start of the US-Iran war. European prices have surged sharply because of the conflict, averaging more than $26/bl higher than US Gulf coast jet fuel since that date, Argus assessments show. A recent softening of transatlantic freight rates could further support arbitrage. Pie in the sky? But many consider the allowance of Jet A in Europe unlikely. Airlines could use the US grade for short-haul, lower-altitude flights in warmer areas because of its higher freeze point, although this would be extremely difficult from a logistical perspective. Fuel suppliers may need to dedicate specific storage tanks to Jet A, complicating refuelling operations, as it is unclear whether the two grades could be blended in one tank. "I wouldn't want to be on long-haul to Russia with [Jet A's] higher freezing point", a trader said. It is unfeasible for Europe to use Jet A, according to a senior fuel inspector. Not only are the specifications different, but Jet A1 requires strict traceability from crude sourcing to final blending, including refining components and approved additives. This is to meet Defstan 91-091, the standard specification for Jet A1 set by the UK Ministry of Defence. Jet A has no traceability requirements, the inspector added. The market impact of allowing Jet A in Europe is also unclear. It would increase the US' role as a swing supplier to Europe and heighten the sensitivity of the US to European price movements, as is already the case for diesel. In Europe, the use of Jet A and A1 could create a two-tier market, leaving certain producers at a disadvantage if there are significant margins between the two grades. From 2 March through 24 April, prices for Jet A1 have commanded a $2.10/bl premium over Jet A prices at the US Gulf coast, compared with prices that were near parity in the first two months of the year. Some market participants suggested that Europe could relax or waive the Defstan traceability requirements for Jet A1, supporting US exports without completely altering European specifications or US refining practices. By Amaar Khan and Craig Ross Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.
Romanian gov’t faces collapse after coalition split
Romanian gov’t faces collapse after coalition split
London, 27 April (Argus) — The Romanian government could collapse after one of the country's until recently ruling parties joined forces with an opposition grouping to try to topple the current coalition government. The centre-left Social Democratic Party (PSD), formerly part of the governing coalition, and the far-right Alliance for the Union of Romanians (AUR) announced on Monday that they are preparing a no-confidence motion to be put to parliament next week. The two parties may be able to muster a combined 219 votes, 14 short of the simple majority needed to pass the motion. But they could secure another 41 votes from the other opposition parties to bring down the government. The coalition was until last week led by Ilie Bolojan from the centre-right National Liberal Party (PNL). But the ruling alliance between the PNL, the PSD and the centre-right Save Romania Party fell apart on 20 April after the PSD suddenly withdrew from the arrangement. Monday's announcement provoked little response from the Romanian bond or currency markets. Shares in publicly listed state-owned energy companies moved in mixed directions at market close on 27 April. Electricity provider Electrica was down by 3.3pc on Monday, nuclear generator Nuclearelectrica fell by 1.75pc, while gas grid operator Transgaz was up by 0.77pc and gas producer Romgaz rose by 0.94pc. Romania generates around a quarter of its energy from natural gas, IEA estimates show. But high domestic Romanian gas production limits the country's reliance on imports, with domestic output able to account for approximately 93pc of gas demand in 2025, gas grid operator Transgaz data show. Bolojan today took interim leadership of the energy ministry for the 45-day period until the government has to form a new coalition. Bolojan had previously been involved in talks over the acquisition of domestic fertilizer producer Azomures by state-owned Romgaz from Switzerland-based trading firm Ameropa. By Aidan Hall and Alexandra Luca Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.
Divisions deepen over carbon pricing ahead of IMO talks
Divisions deepen over carbon pricing ahead of IMO talks
Dubai, 27 April (Argus) — Shipping industry groups and governments enter a critical round of talks at the International Maritime Organisation (IMO) this week facing deepening divisions over how to cut emissions, with no clear consensus on the design or cost of decarbonisation. The 84th meeting of the IMO's Marine Environment Protection Committee (MEPC), being held in London, follows a previous meeting in October that ended without agreement on a global emissions framework. IMO secretary=general Arsenio Dominguez later described the outcome as a "small setback", while stressing that the sector's decarbonisation efforts remain on track. At the centre of the dispute is the proposed net-zero framework (NZF), which includes a carbon pricing mechanism intended to accelerate the shift to low-emission fuels. Supporters see the framework as a necessary investment signal, while critics warn it would impose costs the sector is not yet equipped to absorb. A coalition spanning shipowners, shipping companies and ship registries — including Liberia, Panama and the Marshall Islands, which together account for a large share of the global fleet — has called for alternative approaches to be considered. The group has warned that support for the NZF "in its current form" has eroded. It is pushing for a more flexible, technology-neutral framework that would allow continued use of transitional fuels such as LNG and biofuels, while avoiding penalty-based mechanisms that could raise costs for operators and consumers. In contrast, a separate coalition of ports, logistics firms and clean fuel developers has urged governments to adopt the NZF, arguing that further delays would undermine investment in alternative fuels and slow the energy transition. The divergence highlights a deeper split within the shipping ecosystem. Shipowners and flag states are prioritising cost, fuel availability and operational feasibility at a time of heightened disruption in energy markets caused by the Iran war, while fuel suppliers and infrastructure developers are seeking regulatory certainty to underpin long-term investments. EU countries are expected to continue backing a carbon levy. The US has opposed such measures, which contributed to the postponement of a decision at last year's IMO meeting. Dominguez has also pointed to the current geopolitical environment — including disruptions to energy markets and shipping routes — as reinforcing the need to balance energy security, affordability and sustainability, a dynamic increasingly shaping the sector's approach to decarbonisation. Industry sources aligned with developing countries within the IMO told Argus that proposals based on carbon pricing or penalty mechanisms risk distorting trade flows and placing a disproportionate burden on emerging economies. They instead favour a more "pragmatic" and technology-neutral approach that reflects differing levels of fuel availability, infrastructure and economic capacity. The sources added that support from major flag states is procedurally significant, noting that backing from countries representing a large share of the global fleet will be critical to reaching any agreement. The result is a negotiation that is as much about cost allocation and regulatory design as it is about climate ambition. With no final decision expected at this week's meeting, discussions are likely to extend through the year, leaving shipowners, fuel producers and investors facing continued uncertainty over the future regulatory framework. Shipping accounts for around 3pc of global emissions and carries roughly 80pc of world trade, underscoring the importance of the IMO process for global energy markets and supply chains. By Bachar Halabi Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.
Libya's NOC announces sulphur export tender
Libya's NOC announces sulphur export tender
London, 27 April (Argus) — Libyan state-owned refiner NOC has issued its latest sales export tender for two cargoes of 6,000t each of sulphur for loading in May. The tender is expected to close on 29 April and is for May delivery out of Mellitah. The first 6,000t cargo's laycan dates are 7-9 May and the second cargo's laycan dates are 24-26 May. NOC did not offer April-loading sulphur, and its last export tender was for loading in March. NOC's last sulphur export tender closed on 16 February before the Middle East conflict started, and was for two lots of 8,000t of sulphur for loading in Mellitah with the first cargo's laycan dates of 1-3 March and the second on 17-19 March. Many oil refineries across north Africa and the Mediterranean reduced sulphur production rates due to a lack of crude availability after the Middle East conflict broke out at the end of February, and availability of sulphur has dropped as a result. By Fenella Rhodes Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.
关税持续升级,如何影响并重塑市场格局?
关税持续升级,如何影响并重塑市场格局?
中东局势升级下的全球大宗商品市场:供应链与价格重构
中东局势升级下的全球大宗商品市场:供应链与价格重构
Refining Under Strain: Supply Disruptions & Rising Oil Market Risk
Refining Under Strain: Supply Disruptions & Rising Oil Market Risk
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