Tag: oil

The US Doesn’t Have An Oil Problem – It Has A Refinery Problem

One of the enduring weaknesses of the modern US economy is the lack of redundancy.  As long as most of the world is operating normally and there are no serious geopolitical disruptions, America’s “just in time” system works fine.  But, throw a monkey-wrench into distribution, global exports, freight systems, shipping or elements of production and cracks quickly form in the armor.  

This does not mean that the US economy can’t adapt; the pandemic shutdowns were horrifically pointless but they did prove that the system has the ability to function despite deep deficiencies.  However, when it comes to the management of vital resources, such as energy resources, it’s clear that some changes need to be made in the near term.  

Before the war in Iran a large portion of the public was oblivious to the fact that the US is the largest exporter of oil in the world, and of the foreign oil supplies we do receive, only 8% come from Gulf nation producers.  A mere 7% of those supplies travel through the Strait of Hormuz.  In other words, the US doesn’t rely on the Gulf for oil.  With the new Venezuelan deal and oil flows from the gulf back to 98% of pre-conflict levels, the war is even less of a concern when it comes to US energy. 

The problem is, there is a global oil refinery capacity shortage, and the US is not adapting as it should.  

Ukrainian drone strikes against Russian refineries have recently forced the Kremlin to cut off all diesel exports to other countries.  Russia is the second largest supplier of diesel in the world with 12% of all exports.  This loss to global markets is straining already struggling refineries and causing prices to climb.  The only country with the ability to increase refining capacity quickly is the US, but it’s not happening.  

The last time a full-conversion refinery was built in the US was Marathon’s Garyville, Louisiana plant. It came online in 1977 at about 200,000 b/d and has since been expanded to about 617,000 b/d.  Most U.S. capacity growth since the 1970s has come from expanding existing sites, not building new ones.    

In five decades, no major infrastructure has been added.  This means that as aging plants shut down, or as they are closed down due to state policies, US refining capacity will continue to fall and the ceiling for supply vs demand will get tighter and tighter. 

Currently, national demand for distilled products is 8.7 million b/d, and production provides only 9.5 million b/d – That’s an extremely narrow gap at 95%-98%.  Unfortunately, this gap has narrowed further due to refinery closures in 2025.  The largest drop in U.S. capacity came from the shutdown of the LyondellBasell’s Houston plant (about 264,000 barrels per day) and the Phillips 66’s Los Angeles plant (about 139,000 barrels per day). Together those removed about 400,000 b/d; small expansions elsewhere offset some of that, but not enough.  

The Houston plant was built in 1918 and was so old any expansion or updating would have been too costly.  Plants in California, on the other hand, have been closing due to crushing regulations.  Valero’s Benicia plant (about 145,000 b/d) stopped refining this spring and was taken out of monthly capacity later.

The answer to refinery shrinkage has long been “expansion creep” in existing facilities because it’s faster than building brand new infrastructure, but this is not going to help for much longer.  Current facilities are limited in their ability add on more capacity and these measures do not account for abrupt global changes, wars and crisis events. 

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Zelensky Vows To Hammer More Russian Refineries As G7 Greenlights Emergency Fuel Dump

President Volodymyr Zelensky told Reuters in an exclusive interview that Ukraine plans to intensify attacks on Russian oil refineries in response to continued strikes on Ukrainian cities. The threat comes as the Trump administration pressures European allies to release up to 100 million barrels of emergency oil and diesel stocks ahead of the Northern Hemisphere winter, with a global refining crunch already straining fuel supplies.

Zelensky told the outlet that Ukrainian intelligence had obtained documents outlining what he described as Russian President Vladimir Putin’s new war doctrine to broaden attacks on civilian infrastructure ahead of winter.

“We saw documents and we know that they allow them to attack infrastructure, logistics, and especially to attack in the cities, in the villages, everywhere, roads, schools, hospitals,” Zelensky said. “To pressure people to leave the capital, leave different cities: this is the goal of the operation.”

Zelensky then said, “We have to respond in any way (we can). With their attacks on our energy, we have to respond on their energy. First of all, oil refiners, etc.: what gives money to them for this war. But we will not respond, of course, just like them, on any civilian objects.”

Zelensky’s plan to further destroy Russia’s refineries comes as the Trump administration seeks to revive peace negotiations. Zelensky said Russia had shown no willingness to discuss either peace talks or a ceasefire covering energy infrastructure.

The Trump administration’s move to pressure European countries and other G7 members into releasing as much as 100 million barrels of emergency oil and diesel stocks, as confirmed by French President Emmanuel Macron on Friday, is likely in response to Zelensky’s expanding drone and missile attacks on Russian energy assets, as stockpiles for critical fuels are well below seasonal levels for this time of year. 

The International Energy Agency is coordinating the emergency release, which will take place over the next four months, according to Macron.

Goldman energy analyst Nikhil Bhandari warned last month that the global refining crisis stems from a combination of disruptions in the Strait of Hormuz and, more importantly, Ukraine’s bombardment of Russian refineries. Those attacks have prompted Moscow to extend its diesel export halt, suggesting the refining crisis could linger well into next year and keep refined-product prices elevated. 

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HYPOCRISY: Crazed Democrat Gov. Maura Healey, Who Sued Exxon and Bragged She “Stopped Two Gas Pipelines,” Now Begs Trump’s Energy Secretary to Fast-Track a Natural Gas Expansion Days Before Re-election

Massachusetts Democrat Governor Maura Healey is suddenly singing a very different tune on natural gas.

Far-left Massachusetts Governor Maura Healey, the same Democrat who sued ExxonMobil over climate change and once boasted that she stopped gas pipelines from entering the state, is now pleading with the Trump administration to rush federal permits for a natural gas pipeline expansion.

Healey sent a letter Thursday to Energy Secretary Chris Wright urging the administration to speed reviews and permits for Enbridge’s Algonquin Reliable Affordable Resilient Enhancement project, known as RARE, according to her office and CommonWealth Beacon.

She asked Wright to “work across the Administration to ensure that the federal reviews and permits needed for RARE move without delay,” and that “sufficient staff and resources are dedicated to completing the required reviews in time to preserve the project’s planned 2028 in-service date.”

The governor’s own press office confirmed the ask. In an October 1 release, Healey called on the Trump administration to expedite federal review of the Algonquin expansion she says she has previously supported.

Her office said the project would supply gas to about 600,000 customers and cut gas bills by roughly $40 million a year. The savings would come largely from reducing reliance on higher-cost imported liquefied natural gas through the Everett LNG terminal.

In January, the Massachusetts Department of Public Utilities approved two 10-year agreements between Eversource gas utilities and Algonquin to take the new supply. Enbridge, not ratepayers, would pay for the development, Healey said.

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DOJ Seeks $61M in Iranian Oil Proceeds Laundered Through Binance Accounts

The U.S. Department of Justice has filed to forfeit $61 million in crypto it says was generated from Iranian black-market oil sales.

The U.S. Department of Justice said Monday it is seizing and seeking to forfeit $61 million in cryptocurrency that it alleges came from black-market sales of sanctioned Iranian oil.

That sum is a fraction of the operation prosecutors describe in the civil forfeiture complaint. A cluster of self-custodied wallets received and distributed more than $1.5 billion in oil proceeds, routing funds to Islamic Revolutionary Guard Corps-linked businesses, other crypto addresses and an Iranian exchange, according to the filing. Two China-based firms, Blessed Trust and Hexa Whale, allegedly used trading accounts at Binance to launder proceeds and funnel them to the Iranian government and its proxies.

It comes after the U.S. tries to crack down on Iran’s use of the leading cryptocurrency: the U.S. in July said that it had frozen crypto linked to the Iranian regime, mostly in the form of Tether’s stablecoin; Iran started a bitcoin-backed insurance service for its counties shipping companies earlier this year.

There was no mention of bitcoin in Monday’s claim — but the Iranian government is also using bitcoin to skirt around sanctions. Bitcoin has no issuer, so no blacklist function and bitcoin held without intermediaries can’t be frozen

“The Government of Iran relies on black-market sales of sanctioned crude oil to fund its military and foster terrorism in the Middle East and around the world, along with other malign efforts to develop a nuclear program and ballistic missiles capable of delivering nuclear payloads,” Deputy U.S. Attorney Sean S. Buckley said in a statement. 

“As alleged in the complaint filed today, the Government of Iran used a network of cryptocurrency actors in China and elsewhere to launder more than $1.5 billion in illicit oil money intended to benefit the Iranian military and the terror-designated IRGC.”

The filing alleges that the illicit oil money was laundered via Chinese companies Blessed Trust Limited and Hexa Whale Trading Limited.

Once the money was laundered, it was funneled back to Iran’s government, its agents, and its proxies, feds said. 

The U.S. Treasury’s Office of Foreign Assets Control in July said Iran had been dodging sanctions by accepting pay in bitcoin from ships passing through the Strait of Hormuz. 

OFAC said at the time that Hormuz Safe, developed by Iran’s Ministry of Economy, “accepts payment in bitcoin and other digital assets” so it can bypass sanctions. 

The Financial Times last week reported that the Middle Eastern country was using bitcoin to settle cross-border transactions through Iranian crypto exchanges after the central bank advised its countrymen to do anything necessary to help the economy.

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Iran’s Disappearing Oil Is Becoming Everyone’s Problem

Iranian oil is disappearing from the market just as its biggest buyer returns for more. China’s recovering crude demand is colliding with the loss of a supplier that sustained its independent refiners through the crisis, forcing them to compete for increasingly expensive alternatives. The consequences reach beyond China: every replacement barrel tightens supplies for other buyers, while Tehran faces a growing incentive to disrupt the Strait of Hormuz, which is now carrying an unexpectedly strong 13 million barrels a day (just 5 million below pre-crisis level), while its own oil remains trapped.

Iranian crude has long been an underestimated part of the global oil balance. After Bashar al-Assad’s government fell in December 2024, breaking the political relationship that sustained Iranian shipments to Syria, China became Iran’s only crude buyer – in 2025, it received an average of 1.4 million b/d. The war initiated by the US and Israel in late February initially made Iran even more important to Chinese buyers: while Tehran blocked other tankers from crossing Hormuz, its own cargoes passed freely, lifting Chinese intake of Iranian oil to around 1.76 million b/d in April.

That competitive edge ended with the US blockade announced on April 13. Loaded tankers could no longer leave the Gulf, while empty vessels could not enter. Loadings at Kharg Island, Iran’s main export terminal, collapsed from 1.8 million b/d in March to 260,000 b/d in May. A June 17 memorandum allowing Iranian cargoes to pass for 60 days offered temporary relief: loadings recovered to 740,000 b/d in June and 890,000 b/d in July. But the reprieve expired in August, shipments slumped again to 250,000 b/d, and no Iranian loadings were observed in the Gulf in September.

The more important part of the story, however, was unfolding outside the Strait. Iran had accumulated a vast floating stockpile that allowed deliveries to China to continue even when fresh cargoes could not leave the Gulf. In mid-April, that cushion stood at about 160 million barrels, spread across waters around South, Southeast and East Asia. Drawing on those stocks, China still imported 1.37 million b/d of Iranian oil in May, just 10% below February’s level. But the buffer was shrinking; floating storage fell to 106 million barrels by mid-June before the temporary reopening replenished it to 128 million by mid-July.

That replenishment of available floaters has since stopped. China still received 980,000 b/d of Iranian crude in August, but only 475,000 b/d in September, with arrivals ceasing from September 26 (all of the last arriving cargoes had been loaded in June).

Iran still has around 86 million barrels on the water, the lowest volume since January 2025. Yet 23 million barrels (more than a quarter) are trapped inside the Gulf. The total has barely changed since Chinese arrivals have wound down to an almost complete halt over the past two weeks, with evident loadings in the Kharg island stopping completely. With onshore storage gradually filling up (Kpler data suggests Iranian storage tanks are now 60% full, storing around 70 million barrels), Iran will face the inevitable choice of cutting production. Whilst roughly 2.2 million b/d of production is relatively safe due to demand from its refineries, Tehran’s pre-war crude output of 3.2 million b/d seems to be no longer achievable.

For China’s ‘teapots’ (the smaller independent refineries concentrated in Shandong province), this removes a cornerstone of their crude supply. Accounting for roughly a fifth of Chinese crude imports, these refiners have built their purchasing strategies around discounted sanctioned barrels, particularly from Iran and Russia. Now they must search for barrels farther away, from the Middle East, West Africa and South America. In mid-September, ten Chinese independent refiners reportedly sent traders to Singapore to secure available supplies from the mentioned regions.

The shift is visible at Shandong’s ports. Qingdao, connected by pipeline to 12 independent refineries, relied on Iran for 40% of its 690,000 b/d incoming flows in 2025. In recent months, it has increased purchases of Brazil’s Tupi and Buzios grades and even started receiving Guyana’s Golden Arrow in July, while still relying on Saudi and Russian supplies. Nevertheless, intake has fallen to a record low of around 150,000 b/d over the past three months.

At Dongying, on Shandong’s northern Bohai coast, situated near 32 independent refineries, Russia and Iran supplied virtually all of last year’s 330,000 b/d intake, accounting for two-thirds and one-third respectively. Iranian deliveries started to decrease in summer months, with just two cargoes arriving in August and just one in September. Total intake fell to a mere 220,000 b/d in September as crude-deprived refiners were compelled to cut refinery throughputs.

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16 U.S. Trucking Companies File For Bankruptcy In Less Than A Month As Diesel Prices Soar

Diesel prices have exploded over the past month, creating another major cost shock for an industry that was already operating on thin margins. The national average climbed from roughly $5.60 per gallon at the end of August to a record $6.53 in late September, an increase of about 17% in just a few weeks. Prices have eased slightly from that peak, but the EIA’s latest weekly reading still puts diesel at $6.38 per gallon, compared with $5.60 at the end of August.

Now the financial damage is beginning to show up. Sixteen American trucking companies have entered bankruptcy proceedings in less than a month, affecting more than 250 jobs, according to FreightWaves and the Independent. Eight filed for Chapter 11 bankruptcy, allowing them to continue operating while restructuring their debts, while seven entered Chapter 7 and are liquidating their assets and shutting down.

Among the larger companies seeking Chapter 11 protection are Xoco Transport and Globemaster. Neither specified the cause of its financial problems in federal court filings, and diesel is hardly the industry’s only problem. Carriers have also been grappling with rising labor, insurance, maintenance and regulatory costs, while seasonal slowdowns can leave them without enough revenue to absorb those increases.

But the sudden surge in fuel costs adds another layer of pressure because trucking companies have limited options when diesel jumps this quickly. They can absorb the expense and sacrifice margins, pass it through with higher freight rates and risk losing business, or cut workers and equipment. The latter can keep a company alive temporarily, but it also reduces shipping capacity and the amount of revenue the carrier can generate.

And for now, there is little reason to consider the diesel problem resolved. Prices remain near historic highs and are still heavily tied to the war with Iran and the resulting disruption to global energy supplies.

Even as crude shipments through the Strait of Hormuz have begun recovering, refined-product flows remain constrained, inventories have been depleted and damaged Middle Eastern refining infrastructure continues to limit supply. Until those disruptions ease materially, diesel remains another major transmission mechanism through which the Iran war is feeding directly into the U.S. economy.

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Why Even A Temporary Diesel Export Ban Is A Bad Idea

Energy analysts spent much of the past week laying out all the reasons why a presidential ban on exports of diesel fuel is a no good, terrible, very bad idea. As the Institute for Energy Research detailed on Thursday, such a ban would not only fail to lower diesel pump prices for any appreciable amount of time, it would also inevitably result in higher gasoline prices and supply shortages as refiners are forced to cut back runs because they have no outlet for the diesel volumes currently being exported to the global market. 

Late in the week, we saw the emergence of an alternative proposal from politicians and industry critics: A temporary ban of “only” 90 days. This, they claim, would have the benefit of helping Republican candidates in their mid-term election campaigns while also allowing refiners to see a clear light at the end of the tunnel.

As a siren song it all sounds lovely. But in the real world, it’s also nonsense.

Whether we like it or not, capital does not care if some farmers in Iowa, Nebraska and Texas might go under because diesel prices are too high. Capital does care about two hard factors: The anticipated rate of return on its investment, and the consistent application of U.S. laws and regulations. 

A 90-day pause might as well be a permanent ban where capital deployment is concerned. It would send the signal to investors that the government, even in a Republican presidency, might step in at any time to do major damage to your rates of return. 

Former President Joe Biden’s killing of the Keystone XL pipeline on his first day in office in 2021 did enormous harm to that second key factor. Biden and his autopen cancelled that long-term multi-billion-dollar project which was already under construction without siting a single violation of U.S. law or regulation. The developer — Trans-Canada, now TC Energy — had moved forward with its federal permits fully secured with the faith that no future administration would intervene to cancel the billions of dollars it had already invested by January 20, 2021. 

A Trump intervention into diesel markets would do similar harm. Perhaps even more given that it would send the signal to investors that they now cannot have faith in the consistent application of the law even in a Republican administration. 

The current crisis shines a spotlight on the folly inherent in half a century of federal regulations that have made it near-impossible to build new refineries in the United States. America needs additional refining capacity and fast to be able to restore the country’s level of energy security to pre-Iran Conflict levels. 

But here’s the thing: These are multi-billion-dollar projects which take years, often decades to execute. Convincing investors to consider pouring billions of capital dollars into such projects requires their confidence that U.S. law will be applied fairly and consistently across multiple presidents of both political parties. Biden’s Keystone XL cancellation made doing that much harder. 

Sure, there is a new greenfield refinery under construction at the Port of Brownsville, Texas today— but that project benefits from a big injection of capital by India’s Reliance Industries. A big question remains whether American investors will have the confidence to step up and invest in the series of new refining operations needed to keep more of America’s domestic production at home. 

Any ban on exports for any length of time implemented for transparently political reasons would almost certainly answer that question in the negative. America cannot afford for that to happen.

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‘Survival Mode’ – Farmers Crushed As Trump’s War On Iran Sends Diesel Cost Soaring

As Donald Trump’s war on Iran nears the seven-month mark, the economic damage is reverberating all over the world, and all across the United States. Among the Americans who are feeling the most pain from a war their federal legislators never declared are the nation’s farmers, who are growing increasingly desperate under the weight of rising costs for diesel, fertilizer and equipment.

It’s a demographic that leans hard to the right, but now feels let down by Trump and others in Washington. “It’s his war that caused this, this war in Iran. We’re not winning that war. And many farmers feel like we shouldn’t be there,” farmer John Boyd, Jr told CNN. Trump says the war in Iran is necessary to prevent the country from building a nuclear weapon. However, going back to 2007 and up to the eve of the war, the US intelligence committee has repeatedly assessed that Iran was not building one. 

“I’ve done this 34 years. I have never worried and stressed like I have the last year,” North Carolina farmer Matt Bell told CBS News. “We’ve cut everything we can cut.” Trying every option he can think of to improve his cash flow, Bell has put off replacing equipment, produced some of his own fertilizer, and opened a pumpkin patch and hayride business for the fall. The rising costs come after a difficult period had already weakened his operation’s financial security. 

“The last several years in agriculture have been terrible, and we have just cut the fat anywhere we could. But we’re just getting to the point now there’s nothing left to cut. You cannot run without fuel. You cannot run without fertilizer. You have to have that,” Bell said. 

As a result of a major reduction in oil exports from the Persian Gulf, the nationwide average cost for a gallon of diesel hit $6.49 this week, up 75% from a year ago, according to the AAA. Lately, the price volatility has led Bell’s diesel distributors to offer price quotations that are only good for a matter of hours. He’d budgeted $35,000 for fuel in 2026, but blew past that number in August. “Every piece of equipment on this farm runs on diesel,” he emphasized. 

In an interview with Sky News, Texas cattle rancher Lynn Fleming said her August outlay for few was almost double what she’d paid in recent years. “Obviously the main [factor] is what we’re facing everyday with the Iranian situation,” Fleming said. Her husband, Robert, said he felt blindsided by the war. “We had no idea that he was going to pull the prank with the Strait of Hormuz. He didn’t tell us … he was going to go do the military maneuvers and try to control the oil supply over there. We had no warning of what was going to happen.” A major cornerstone of Trump’s 2024 campaign was his pledge to be a “peace president” who would refrain from starting any new wars.    

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As Gas Prices Soar, Congress Goes Home

Instead of six more weeks of winter, we will have at least six more weeks of war, brought to us by Secretary Hegseth and his boss, President Trump, with the help of Speaker Johnson who avoided a procedural vote, taking it upon himself to adjourn, under the Rule 1, Clause 13, of the House of Representatives.

Consider. The Administration, compelled by Israeli interests, has driven America into a war of choice against a nation that represented no threat to our country. The war against Iran is becoming more dangerous every day, more casualties, more expense, and more devastating economic and moral consequences.

On September 15, the House of Representatives expressed its constitutional will and voted 220–204 to direct the President to end American participation in the war against Iran.

This constitutional crisis extends beyond one resolution or one cabinet secretary. The House exists as an independent branch of government, with its own authority over war, appropriations and impeachment.

The Speaker, by preventing a recorded vote on the Hegseth Impeachment and sending members home, prevented the House from exercising one of its most consequential checks on executive power. The practical effect was to protect the Administration from an immediate confrontation with a chamber that had voted to end the war.

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America Is Making More Diesel Than It Has Since 2019. It Still Costs a Record $6.29.

The most useful number inside this week’s record diesel prices is not $6.29. It is $1.97 — the gap between a gallon of on-highway diesel and a gallon of regular gasoline. Sit with that one, because it is the whole story.

Diesel holds roughly 14% more energy per gallon than gasoline — 137,381 Btu against 120,166 Btu, using the Energy Information Administration’s own 2026 conversion figures. It currently costs 45.5% more to buy. Every argument ever made for paying extra for a compression-ignition engine was built on the first number. The pump is being priced off the second.

Record diesel prices are not, whatever your instinct says, a story about a crude oil shortage. The United States is on track to produce more crude this year than in any year in its history. American refiners are making more diesel than they have since 2019. The fuel set a nominal record anyway. Understanding why means looking past the barrel and at the machinery that cuts it apart.

The number that broke the record

The EIA’s weekly survey put the national average on-highway diesel price at $6.285 per gallon on Monday, September 14. The agency says that is the highest figure in nominal terms since the series began in 1994, and the highest in inflation-adjusted terms since 2022. We flagged the moment diesel first pushed past $6 earlier this month.

The velocity is the part that should worry people. Diesel climbed 31.8 cents in a single week. In the Lower Atlantic it jumped 49.1 cents in seven days. Year over year, diesel is up roughly 68%. Regular gasoline over the same twelve months is up roughly 36%. West Coast diesel averages $7.250 a gallon. California averages $8.039.

Two fuels, one barrel, wildly different trajectories. That divergence is the clue.

American refineries are already running flat out

Here is the fact that reframes everything. U.S. distillate production averaged 5.1 million barrels per day from January through August, the most since 2019, and refineries ran at 97% utilization in the week ending September 11. There is no idle capacity waiting to be switched on. The industry is not holding back. It is redlined.

What changed is where the diesel goes. Refining activity has fallen in Russia, China and the Middle East, leaving the rest of the world short of middle distillate and bidding for America’s. U.S. net distillate exports have sat near or above the 2021–2025 high since February. Inventories, which normally build through summer, went sideways instead. By September 11 they were 15.8 million barrels, or 13%, below the five-year seasonal average.

The United States is not running out of diesel. It is selling diesel to people willing to outbid you for it.

That shows up in the crack spread, the rough measure of what a refiner earns turning crude into product. The EIA’s September Short-Term Energy Outlook raised its 2026 distillate crack spread forecast to $1.57 a gallon, up 20.8% from the previous month’s estimate, and lifted the 2027 figure to $1.25. Refiners are not the villains of this story. They are unambiguously the beneficiaries.

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