By: Editorial Team, StoneX Media
When a refinery cracks a barrel of crude oil, it prioritizes the products with the best margins. Diesel, jet fuel and gasoline come first. Marine fuel sits at the bottom of that stack, and in a market where higher-margin products have absorbed most of the refinery focus, bunker supply has been quietly losing ground. The pressure is now showing up in Singapore's bunker market, where tightening inventories and widening price spreads are pointing to something far bigger than a local imbalance.
Tom Beney tracks global freight flows as Senior Vice President of Ocean Freight at StoneX, covering commercial, shipping and freight operations across international markets. His work monitoring bunker price dynamics across major hubs and fringe ports gives him a direct read on how refinery output decisions translate into operational constraints for ship operators.
The economics of refining explain the shortage before it ever reaches a ship. When refineries respond to demand signals from transport fuels, marine fuel is the first product to lose production capacity, drawn as it is from the residual end of the barrel. "What had to happen in the marine fuel business was that prices needed to go up to re-establish marine fuel as a viable alternative to the refineries," Beney explains. In the main bunker hubs, Rotterdam, Singapore, New Orleans and Gibraltar, prices have risen sharply in response, but the adjustment has been uneven and the real pressure is still building at smaller ports.
"The spreads between the major bunker ports and the fringe bunker ports has really exploded to a point which is really a disaster for ship owners," Beney says, and unlike crude oil, marine fuel carries no strategic reserve buffer that can cushion a sudden shortfall. Ship operators are now calling ahead to port agents to reserve fuel before arrival, because availability at fringe ports is no longer guaranteed. When pre-booking fails, ships deviate to alternative bunkering locations, adding time, cost and inefficiency to trades that are already working on tight margins.
Dry bulk moves the building blocks of the global economy. Iron ore, bauxite and coal are not high-value commodities, and that matters because fuel represents a far higher proportion of voyage cost than in other shipping segments. In Beney's view, "as that percentage goes up, trades start to reduce." He illustrates the point with grain, noting that roughly 700 million tonnes move around the globe annually, but if bunker costs rise far enough, European buyers will simply source locally rather than importing, cutting off the trade altogether.
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--- Written by Gus Farrow, Senior Manager, StoneX TV
--- Expert: Tom Beney, Senior Vice President of Ocean Freight at StoneX
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Singapore's bunker fuel market handles hundreds of ship refueling daily, and the signals coming from its inventory levels are beginning to flash warnings across global trade. As refineries deprioritize marine fuel in favor of higher-margin products, the knock-on effects for shipping costs, dry bulk trade and supply chain reliability are becoming harder to ignore.
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