Productos del petróleo
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Desde 1970, Argus lleva ofreciendo transparencia de precios a la industria del petróleo y proporcionando información valiosa sobre todos los mercados mundiales de productos refinados y biocombustibles.
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Petróleo: nuestra cobertura de mercado
Argus es el proveedor líder e independiente de inteligencia de mercado para los mercados mundiales de energía y commodities. Nuestras evaluaciones del precio e inteligencia de mercado están disponibles para todo tipo de productos de petróleo refinado. Explore la cobertura más relevante para su sector.
Últimas noticias sobre productos del petróleo
Últimas noticias sobre productos del petróleo.
Mexico inflation quickens in May
Mexico inflation quickens in May
Mexico City, 9 June (Argus) — Mexico's consumer price index (CPI) accelerated to an annual 4.42pc in May, with strong pressures on meat and egg prices and modest acceleration in core inflation. The index increased for a fourth consecutive month, accelerating from 3.93pc in April after reaching a four-year low of 3.59pc in January. The result from statistics agency Inegi came in above the 4.37pc median estimate of analysts polled in Citi Research's 5 June survey to reach the fastest inflation since November 2024. It also pushes CPI to above the central bank's long-term objective inflation range of between 2pc and 4pc. Nevertheless, the central bank has been clear in its communication that the rate-cutting cycle will continue, with a likely half-point cut in the target interest rate to 8pc at the next policy meeting on 26 June. Core inflation, which excludes volatile food and energy, reached an annual 4.06pc in May from 3.93pc in April, ending a run of eight consecutive months below the 4pc level. Within the core, consumer goods inflation rose to 3.67pc from 3.38pc the previous month. while services accelerated to 4.63pc from 4.56pc in April. Meanwhile, annual non-core inflation surged to 5.34pc in May from 3.76pc in April, largely tied to agricultural goods prices. Annual energy inflation in May reached 3.5pc with regular 87-octane gasoline inflation just 0.54pc, as prices remain capped at Ps24/l ($4.78/USG) under a voluntary price cap between fuel retailers and the government. Month-over-month, headline CPI rose by 0.28pc in May after a 0.33pc increase in April. Core prices were up by 0.30pc from 0.43pc from April, while non-core prices sped 1.24pc, driven by a 3.5pc month-over-month acceleration in meat and egg prices, as well as produce prices speeding 2.8pc from April. This more than offset the moderation in energy prices with a second tranche of seasonal subsidies starting in May, slowing electricity inflation 18pc monthly. Looking ahead, Mexican bank Banorte said it would continue to monitor inflationary pressures on eggs and poultry after a ban on the import of the products from Brazil, as well as the evolution of the screwworm outbreak in the south of the country and on the coming tropical cyclone season and its impacts on fruits and vegetables prices. By James Young Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.
Brazil real closes strongest to dollar since October
Brazil real closes strongest to dollar since October
Sao Paulo, 6 June (Argus) — The Brazilian real closed today at its strongest level to the US dollar since October, boosted by central bank tightening as well as a weakening greenback globally. The real ended the trading session at R5.559 to the greenback at the end of the session, its strongest since 2 October. The real has strengthened by 11.1pc to the US dollar since 31 December. The real has been gaining ground on the US dollar since 19 December 2024, when it reached a historical low of R6.29/$1 due to domestic fiscal concerns at the same time as the US dollar was strengthening globally. But a government spending cut package eased market sentiment. Additionally, the central bank in May raised its target interest rate by 0.5 percentage point to 14.25pc, its sixth since September, as the bank moved to boost a real that depreciated by 21.5pc over the course of 2024. Even as the real has strengthened this year, partly thanks to central bank tightening, inflation has risen to 5.53pc in April from 4.42pc in September, according to government statistics agency IBGE. The DXY dollar index, which tracks the greenback against six other major trading currencies, has fallen from a more than two-year high of 110.19 in mid-January to 99 on Friday, near its lowest in more than three years amid mounting uncertainty over US president Donald Trump's on again-off again tariff levies and his spending and tax bill that is expected to boost the US deficit has rattled bond markets and weakened the dollar. By Lucas Parolin Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.
Jones Act rates unaffected by Trump ship talk
Jones Act rates unaffected by Trump ship talk
New York, 6 June (Argus) — Freight rates for the Jones Act fleet of US-built and crewed vessels that transport oil and other liquids between US ports have responded little to US government shakeups in 2025. The rate for a Houston, Texas-Port Everglades, Florida voyage on a Jones Act medium range (MR) tanker dropped by 8¢/bl to $3.29/bl between 3 January and 30 May per Argus assessments, down by only 2.3pc in that time despite US president Donald Trump's February announcement to bolster US shipbuilding . Trump has expressed a desire to boost US shipbuilding, while shorter-term remedies to an aging US-flagged fleet could come in the form of converting foreign-flagged vessels rather than building new ships domestically . The cost to build an MR tanker at a US shipyard is about $210mn,compared with $50mn to build the same vessel in South Korea, according to Macquarie Bank. Vessels re-flagged in the US are eligible for US government contracts, such as Military Sealift Command loadings, alongside other support programs extended by the US to vessels flying its flag. But they do not meet all the requirements to join the Jones Act fleet shipping between US ports, specifically the US-built requirement. A lack of newbuilding activity has helped keep $/d rates elevated for the less than 50 Jones Act MR tankers that are typically under multi-year time charter contracts. Jones Act $/d rates have remained rangebound since the start of the year between $86,000/d and $91,000/d per Argus assessments, an order of magnitude higher than the $8,952/d averaged by internationally flagged MR tankers carrying refined products like diesel from the US Gulf coast to Pozos, Colombia in the same period. Most of the downward pressure on Jones Act rates in 2025 likely came from declining crude prices amid roiling market uncertainty surrounding on-again and off-again US tariffs. The response from shippers involved with the Jones Act fleet has been "more skepticism rather than optimism" and there had not been "any serious reaction by the market to the administrative initiatives", according to a Jones Act shipowner. "There has been a push to ease the re-flagging of foreign built vessels into the US flag fleet, but of course these will not be Jones Act vessels and their introduction to US flag does not benefit the domestic shipyards which is the co-ultimate target, that and labor," the contact told Argus . "The shortage of US mariners is, of course, another important issue as well that will have to be wrestled with." By Ross Griffith Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.
Straßengüterlogistik vor großen Herausforderungen
Straßengüterlogistik vor großen Herausforderungen
London, 6 June (Argus) — Das schwache wirtschaftliche Umfeld in Deutschland sowie der gleichzeitig zunehmende Investitionsbedarf für die Flottendekarbonisierung stellt die Branche vor schwierige Entscheidungen. Zusätzlich wird in den kommenden Jahren ein beträchtlicher Anteil der Kraftfahrer in Rente gehen. Auch im Jahr 2025 kommt die deutsche Wirtschaft bisher nicht nachhaltig in Schwung. Nachdem es im ersten Quartal erste Anzeichen von Erholung gab, sieht es im April bereits wieder weniger positiv aus: Die Mehrheit der Wirtschaftszweige in der deutschen Industrie verzeichnete laut Daten des Statistischen Bundesamts teils merkliche Dämpfer. So ging die Metallerzeugung und -bearbeitung um 6,7 % zurück, der Maschinenbau um 2,4 % und die Produktion von Metallerzeugnissen und Kfz beziehungsweise Kfz-Teile um jeweils 2,3 % und 0,6 %. Dies trifft insbesondere die Transportbranche, die von Aufträgen aus dem verarbeitenden sowie produzierenden Gewerbe und der Baubranche abhängig ist. Und für den Rest des Jahres sind bislang laut Prof. Dr. Dirk Lohre von der Fakultät Wirtschaft und Verkehr an der Universität Heilbronn auch keinerlei Wachstumsimpulse zu erwarten. So bewegen sich die Prognosen für die sogenannten gesamtwirtschaftlichen Leitdaten wie Bruttoinlandsprodukt, privater Konsum und die Ausrüstungsnachfrage wie beispielsweise nach neuen Maschinen für 2025 seitwärts. "Ähnlich ist das auch bei dem für Deutschland wichtigen Export und Import, wo eigentlich für dieses Jahr keine wichtigen wesentlichen Impulse zu erwarten sind", so Prof. Dr. Lohre gegenüber Argus . Doch nicht nur die schwächelnde Industrie belastet deutsche Flottenbetreiber — gleichzeitig müssen diese im Rahmen der deutschen Klimaziele die Dekarbonisierung vorantreiben. Doch sowohl die Anschaffung neuer LKWs mit nachhaltigen Antrieben, der Aufbau von entsprechender Lade- beziehungsweise Tankstelleninfrastruktur oder auch der Umstieg auf nachhaltigere Kraftstoffe wie beispielsweise HVO ist mit hohen Kosten verbunden. Diese Investitionen sind zwar notwendig, stellen Flottenbetreiber aber mit Blick auf die stagnierende Wirtschaftsleistung vor große Herausforderungen. "(…) Wir haben heute eine gesamtwirtschaftliche Situation, in der es schwierig ist, solche Dinge umzusetzen, aber irgendwann wird das Thema wieder in den Vordergrund treten. Und wenn man dann nicht wirklich weiß worauf man setzt, dann glaube ich hat man echte Nachteile.", so Josef Heiß, Geschäftsführender Gesellschafter bei BTK Logistik. Außerdem macht auch der wachsende Fachkräftemangel in Deutschland vor der Transportbranche nicht halt. Logistiker beklagen Schwierigkeiten bei der Nachwuchssuche — was sich in einer zunehmend alternden Belegschaft spiegelt. Nach Berechnungen von Prof. Dr. Lohre waren im Jahr 2023 knapp 36 % der Kraftwagenfahrer in Deutschland 55 Jahre alt oder älter: "Und wenn Fahrer bis 60 im Durchschnitt arbeiten, heißt das, die gehen in den nächsten 5 Jahren in den Ruhestand." Dies wird die Laderaumkapazitäten, die bereits jetzt in Europa trotz der schwierigen Wirtschaftslage zu etwa 80 % ausgelastet sind, zusätzlich strapazieren. "Wir steuern auf eine Situation zu, nicht nur in Deutschland sondern in ganz Europa, dass uns Fahrer fehlen werden.", so Heiß. Doch nicht nur das Personal wird knapp — durch Insolvenzen und Abwanderungen von Fuhrparks vor allem nach Osteuropa verringert sich parallel auch das generelle Angebot an Laderaum. Von Johannes Guhlke Senden Sie Kommentare und fordern Sie weitere Informationen an feedback@argusmedia.com Copyright © 2025. Argus Media group . Alle Rechte vorbehalten.
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