Mabux: Global Bunker Prices

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MABUX ARA LNG Bunker Index
Port LNG$/mton MGO LS$/mton Date
ARA
1 041.00
0.00
870.00
-10.00
Jun 15
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Port	LNG$/mton	MGO LS$/mton	Date
ARA	1 041.00	0.00	870.00	-10.00	Jun 15

MABUX Global Bunker Index

380HSFO$/mton		VLS FO$/mton		MGO LS$/mton		Date
585.14	-24.89	743.24	-16.80	1 101.62	-23.36	Jun 18

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MABUX Market Differential Index (MDI)

Correlation between market bunker prices (MBP) and MABUX Digital Bunker Price Benchmark (DBP)

All Indexes in $/mton	380HSFO			VLS FO			MGO LS			Date
All Indexes in $/mton	MBP Index	DBP Index	MDI	MBP Index	DBP Index	MDI	MBP Index	DBP Index	MDI	Date
Rotterdam	485	570	-85	570	627	-57	870	1 053	-183	Jun 18
Singapore	465	597	-132	650	705	-55	918	1 046	-128	Jun 18
Fujairah	580	538	+42	1 196	629	+567	1 395	1 109	+286	Jun 18
Houston	520	580	-60	618	669	-51	928	1 024	-96	Jun 18

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Digital Bunker Prices
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Analytical Section
- Daily and Weekly Bunker analyses and Future Curves
- World and regional Bunker indices
- Bunker Price Forecast for 40+ ports
- Digital Bunker Prices
MABUX for Industry
- API for integration with your application, custom solutions available upon demand
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Latest News
- 2026-06-18
  Port of Long Beach reveals ‘significant interest’ from shipping lines in claiming its $1m methanol bunkering prize
  Port of Long Beach CEO Dr Noel Hacegaba has told ship.energy the port is ‘hearing significant interest’ in its recently announced Clean Fuel Bunkering Challenge from shipping lines with dual-fuel, methanol-capable vessels operating in the area. The prize,... Read more
- 2026-06-18
  Braemar joins the Sustainable Shipping Initiative
  Braemar has become a member of the Sustainable Shipping Initiative (SSI) and will join SSI’s ‘Commercial Pathways to Transition’ platform Braemar joins SSI’s ‘Commercial Pathways to Transition’ platform, bringing shipbrokers’ frontline market intelligence... Read more
- 2026-06-18
  MOL inks bio-LNG supply agreements with Titan and Axpo for European operations
  Mitsui O.S.K. Lines (MOL) has signed new supply agreements in Northern Europe and the Mediterranean region to expand the use of bio-LNG fuel on MOL-operated LNG-fuelled car carriers. Netherlands-based Titan, part of Molgas, will continue to supply... Read more
- 2026-06-18
  Danish startup Kvasir Technologies raises €10 million to scale marine biofuel
  Denmark-based startup Kvasir Technologies has raised €10 million in a Series A investment round to accelerate the scale-up and commercialisation of its marine biofuel. In a statement issued today (18 June), Kvasir Technologies announced that European... Read more
- 2026-06-18
  MOL and JERA sign long-term charter contract for two ammonia carriers
  Mitsui O.S.K. Lines (MOL) and JERA have signed a long-term time charter contract for two very large gas carriers. In a statement issued on 18 June 2026, MOL said that the vessels will transport low-carbon ammonia produced at the Blue Point Project... Read more
- 2026-06-18
  MIDSOMMAR HOLIDAYS IN SWEDEN
  DEAR FRIENDS, PLEASE BE INFORMED THAT DUE TO THE MIDSOMMAR HOLIDAYS IN SWEDEN, OUR OFFICE WILL BE CLOSED ON JUNE 19, 2026. HOWEVER, SOME UPDATES, OIL-FUTURES SETTLEMENTS, AND RELATED TOOLS WILL STILL BE AVAILABLE ON OUR WEB PLATFORM. IF YOU NEED... Read more DEAR FRIENDS,
  PLEASE BE INFORMED THAT DUE TO THE MIDSOMMAR HOLIDAYS IN SWEDEN, OUR OFFICE WILL BE CLOSED ON JUNE 19, 2026.
  
  HOWEVER, SOME UPDATES, OIL-FUTURES SETTLEMENTS, AND RELATED TOOLS WILL STILL BE AVAILABLE ON OUR WEB PLATFORM.
  
  IF YOU NEED ASSISTANCE DURING THE HOLIDAYS, FEEL FREE TO CONTACT US ANYTIME AT info@mabux.com.
  
  BEST REGARDS,
  THE MABUX TEAM
  Source: MABUX
- 2026-06-18
  Oil slips again as US, Iran sign peace deal
  Oil prices fell in early trading on Thursday after the U.S. and Iran signed an interim agreement that would end the Iran war, reopen the Strait of Hormuz and waive U.S. sanctions on Tehran’s oil, resolving the largest energy supply disruption in history. Brent... Read more Oil prices fell in early trading on Thursday after the U.S. and Iran signed an interim agreement that would end the Iran war, reopen the Strait of Hormuz and waive U.S. sanctions on Tehran’s oil, resolving the largest energy supply disruption in history.
  
  Brent crude futures were down 89 cents, or 1.12%, at $78.66 a barrel as of 0005 GMT, and U.S. West Texas Intermediate fell 98 cents, or 1.28%, to $75.81 a barrel.
  
  The benchmarks resumed their decline, reversing gains made on Wednesday after U.S. President Donald Trump said he could resume his bombing campaign if Iran’s leaders "don’t behave".
  
  "The sell-off extended as energy markets continued to aggressively price in a faster-than-expected return of Iranian barrels following the recent U.S.-Iran memorandum of understanding," IG market analyst Tony Sycamore said in a note.
  
  The 14-point memorandum begins a 60-day negotiation period during which Iran will allow toll-free passage through the Strait of Hormuz, a key oil and gas shipping lane. The deal calls for traffic through the strait to be restored to its full capacity within 30 days.
  
  The preliminary accord defers many of the more difficult issues such as Iran’s nuclear program, and also requires the U.S. and its partners to come up with a $300 billion plan to finance Iran’s recovery.
  
  If the agreement is successfully implemented and the strait reopened, this year’s supply crisis could turn into a significant supply glut in 2027, the IEA cautioned on Wednesday, forecasting in its monthly market report that supply will outstrip demand by 5.05 million barrels per day next year as Middle East oil returns to the market.
  
  The U.S. Federal Reserve is also increasingly weighing whether it will need to raise interest rates later this year to rein in inflation, which could slow economic growth and suppress oil demand.
  
  Nine of 19 Fed policymakers now think a rate hike will be needed, Wednesday projections showed, a departure from three months ago when none of them held that view.
  
  Source: Reuters/Investing.com
- 2026-06-18
  The Diesel Demand Shock Nobody Is Pricing In
  The Truck Exception Isn't as Big as You Think When I recently argued that the internal combustion engine may already have passed its peak, many readers responded with a familiar objection. Cars are one thing, they argued, but trucks are different. Passenger... Read more The Truck Exception Isn't as Big as You Think
  
  When I recently argued that the internal combustion engine may already have passed its peak, many readers responded with a familiar objection.
  
  Cars are one thing, they argued, but trucks are different.
  
  Passenger vehicles can be electrified because they drive predictable distances, return home every evening, and increasingly benefit from lower operating costs. Long-haul trucking, by contrast, depends on heavy payloads, long distances, and energy densities that batteries supposedly cannot provide. While electric cars may be replacing gasoline vehicles faster than expected, freight transport remains, according to many skeptics, the permanent home of diesel.
  
  At first glance, the argument sounds compelling. After all, nobody seriously expects a fully loaded truck to drive from Lisbon to Warsaw on a single battery charge anytime soon.
  
  The problem is that this debate often focuses on the most difficult edge cases rather than on how freight transport actually works. And once you look at the geography of freight movements across Europe, a very different picture begins to emerge.
  
  The Geography of European Freight
  
  Recent European freight flow data paints a fascinating picture of how goods actually move across the continent. What stands out immediately is that the densest concentration of truck traffic is not centered on political capitals or national borders. Instead, it converges around Europe's major ports, particularly Antwerp and Rotterdam, the gateways through which a huge share of Europe's imported goods first enter the continent.
  
  From there, freight disperses through a dense network of highways linking ports to factories, warehouses, logistics centers, and major urban regions. The pattern closely follows the historic industrial corridor stretching from England through the Low Countries and the Rhine Valley into northern Italy—the so-called "Blue Banana" that has served as Europe's economic heartland for centuries.
  
  This matters because every one of those freight corridors represents economic activity, but it also represents diesel consumption. Road freight remains one of the largest sources of fossil fuel demand outside the power sector and accounts for a significant share of Europe's remaining dependence on imported hydrocarbons.
  
  The Myth of the 2,500-Kilometer Truck
  
  One of the most persistent misconceptions about trucking is that extremely long-distance journeys define the sector. In reality, freight data suggests something quite different.
  
  The longest routes certainly exist, and they remain important. Goods move between Spain and Poland, Italy and Scandinavia, and countless other long-distance corridors. However, the majority of truck movements are far shorter. Most freight activity takes place in regional and medium-distance networks connecting ports, industrial clusters, distribution centers, and cities.
  
  That distinction changes the electrification debate entirely.
  
  Much of the criticism directed at electric trucks focuses on the most difficult applications imaginable: a fully loaded vehicle travelling thousands of kilometers across Europe. Critics are correct that batteries still face limitations in such circumstances. Physics remains stubborn, and energy density still matters.
  
  But focusing exclusively on those routes risks missing where most diesel is actually being consumed. Most trucks are not crossing entire continents every day. They are transporting containers from ports to logistics hubs, supplying factories, delivering goods to warehouses, and operating predictable regional routes. Increasingly, those journeys fall well within the capabilities of today's battery-electric trucks.
  
  The Economics Are Starting to Look Familiar
  
  In many ways, the debate resembles the conversation around electric cars a decade ago.
  
  Back then, critics focused on the occasional family driving across Europe on holiday while overlooking the fact that most daily driving consisted of commuting, shopping, school runs, and local travel. Eventually, it became clear that people rarely needed the extreme range they thought they did.
  
  Freight transport may be approaching a similar moment.
  
  Electric trucks are unlikely to replace every diesel truck simultaneously, nor do they need to. The first wave of adoption will occur where economics and operational realities already align: predictable routes, regular returns to base, high vehicle utilization, and distances that comfortably fit within existing battery ranges.
  
  Coincidentally, those conditions describe a large share of Europe's busiest freight corridors.
  
  Why Ports May Become the New Oil Fields
  
  The concentration of freight around ports and logistics hubs also creates a significant advantage for electrification.
  
  One of the greatest challenges facing alternative fuels has always been infrastructure. Building a continent-wide network for hydrogen, biofuels, or synthetic fuels requires enormous investments spread across thousands of locations. Electricity benefits from a different dynamic because freight activity naturally clusters around a limited number of strategic nodes.
  
  Ports, warehouses, logistics centers, and industrial parks therefore become natural charging hubs. Rather than attempting to decarbonize every road simultaneously, policymakers and investors can focus on the locations where truck traffic is most concentrated and where vehicles already spend time loading, unloading, and waiting.
  
  In many respects, the ports that once served as Europe's gateways for imported oil may increasingly become the gateways for freight electrification.
  
  Decarbonizing the Fat Part of the Curve
  
  Transport transitions rarely happen uniformly. Aviation faces different challenges than passenger vehicles. Shipping faces different challenges than urban delivery fleets. Long-haul trucking will almost certainly prove more difficult to decarbonize than regional freight for years to come.
  
  However, it would be a mistake to conclude that because one segment remains challenging, the entire sector must remain dependent on fossil fuels.
  
  The freight data suggests precisely the opposite. The most difficult long-haul routes represent only a portion of total trucking activity, while the majority occurs in dense regional networks where electrification is increasingly practical. That means Europe does not need to solve every freight challenge before making substantial progress. It simply needs to start with the largest and most accessible opportunities.
  
  All Roads Lead to the Port
  
  For decades, diesel dominated freight transport because it solved every problem simultaneously. It offered range, flexibility, rapid refueling, and a mature infrastructure network that spanned the continent. Battery-electric trucks do not yet offer all of those advantages, particularly on the longest routes.
  
  Yet the structure of Europe's freight system suggests that may not matter nearly as much as many assume.
  
  Freight activity is heavily concentrated around ports, industrial clusters, logistics hubs, and regional corridors—the very places where electrification makes the most economic and operational sense. The future of trucking may therefore not depend on solving the most difficult transcontinental journey first. It may depend on electrifying the thousands of shorter journeys that occur every day between ports, warehouses, factories, and cities.
  
  If that happens, a surprisingly large share of Europe's diesel demand disappears long before anyone solves the final 2,500-kilometer haul.
  
  The skeptics are right that not every truck route will go electric tomorrow. What they may be underestimating is that most of them do not need to travel nearly as far as they imagine. Source: Oilprice.com
- 2026-06-18
  Clean Energy Investment Hits $2.2 Trillion, Nearly Double Fossil Fuels
  Windmills behind a field of not blooming tulips in the Netherlands Despite historic political headwinds against the global decarbonization effort, clean energy spending continues to see a meteoric rise around the world. The International Energy Agency’s... Read more Windmills behind a field of not blooming tulips in the Netherlands
  Despite historic political headwinds against the global decarbonization effort, clean energy spending continues to see a meteoric rise around the world. The International Energy Agency’s World Energy Investment 2026, published in May of this year, projects that of the $3.4 trillion dollars that the world will spend on energy investments this year, $2.2 trillion will go to clean energy, and just $1.2 trillion will go to fossil fuels.
  
  This marks a historic shift in energy spending and in energy security priorities on a global level. Worldwide, energy markets are in a state of extreme upheaval thanks to compounding energy crises coming from many different directions and causes. We can read a lot into the fact that clean energy is being buoyed by energy security anxieties. Looking at where the money is flowing shows us clearly that, to global leaders, clean energy now represents the future of safety, affordability and resilience. This is a massive pivot from how energy security has been viewed historically.
  
  Until now, coal, oil, and gas have represented safety and security, stalwart and trustworthy in comparison to the great clean energy experiment.
  
  Ongoing conflict in countries at the center of global flows of oil and gas has created a huge degree of uncertainty and volatility in fossil fuel markets. While most of the world was still struggling to recover from oil and gas price shocks and redrawn energy supply chains stemming from Russia’s 2022 invasion of Ukraine, markets were hit with a whole new – and much more extreme – wave of energy supply disruptions from the United States’ and Israel’s war in Ukraine.
  
  These conflicts give clean energies a critical advantage in terms of energy autonomy and independence. “Wind and solar cannot be embargoed, blockaded, or shut off by a foreign power,” David Frykman, General Partner at Stockholm-based venture capital group Norrsken, wrote in a March op-ed for Fortune. “Every terawatt-hour of domestic renewable generation is a terawatt-hour that no adversary can weaponize.”
  
  And that independence also saves a lot of money for fuel-importing countries. The International Energy Agency estimates that clean energy and efficiency allowed the world’s five largest fuel-importing regions to save $260 billion in avoided fossil fuel imports in 2025. “That is not only a climate benefit,” Forbes recently editorialized. “It is independence.”
  
  In addition to ongoing disruptions to oil and gas supply, there are also major upsets happening on the demand side of the equation. The artificial intelligence boom is causing energy demand projections to soar to unprecedented heights, leaving the public and private sectors alike scrambling to add energy capacity as quickly and cheaply as possible. Newly released UN research shows that data centers’ consumption of water and energy is expected to fully double by the end of the decade, meaning that energy production will have to keep the same breakneck pace of expansion.
  
  “Power demand from artificial-intelligence data centers continues to boost investment in renewables, with US data-center electricity consumption projected to triple by 2035 from 2024 levels,” Bloomberg recently reported. A lot of this investment has come from the emerging economies in the Global South, as renewables have quite simply become too cheap to fail.
  
  While the data overall paints a clear trend toward renewables, however, the granular data is more complicated and nuanced. “Markets with supportive revenue mechanisms have maintained momentum on renewable energy investment,” says Meredith Annex, Head of Clean Power at BloombergNEF. “Whereas projects in markets where revenue certainty is shifting, particularly when it’s down to large swings in policy as in the US or mainland China, are seeing a boom-bust cycle ahead of those changes.”
  
  And while investors around the world are pouring more money into clean energies than ever before, governments are continuing to provide trillions of dollars to prop up and subsidize the fossil fuel industry. But even when considering public spending on fossil fuels, clean energies still come out ahead in the investment numbers. The writing is on the wall: we are officially leaving the petro-era and entering the age of electricity. Source: Oilprice.com
- 2026-06-18
  MABUX: Bunker market to continue downward movement on Jun. 18 following U.S.–Iran peace agreement.
  The MABUX World Bunker Index — a composite benchmark reflecting daily prices for 380 HSFO, VLSFO, and MGO — continued its downward trend on Jun. 17, marking the fourth consecutive day of declines. 380 HSFO: USD/MT: 610.03 (-19.61) VLSFO: USD/MT 760.04... Read more The MABUX World Bunker Index — a composite benchmark reflecting daily prices for 380 HSFO, VLSFO, and MGO — continued its downward trend on Jun. 17, marking the fourth consecutive day of declines.
  
  380 HSFO: USD/MT: 610.03 (-19.61)
  VLSFO: USD/MT 760.04 (-26.66)
  MGO: USD/MT 1 124.98 (-22.75)
  
  Prices remain under pressure, while physical premiums continue to be supported by tight prompt availability across key supply hubs. The next major catalyst for the market will be the anticipated signing of the US-Iran agreement on Jun. 19. Equally important will be the extent to which the agreement translates into a normalization of cargo movements and bunker fuel supply flows. Any tangible improvement in physical availability could accelerate the easing of premiums, while delays or disruptions may continue to support the current supply-driven price structure.
  
  As of Jun. 17, the MABUX Market Differential Index (MDI), which measures the spread between Market Bunker Prices (MBP) and the MABUX Digital Bunker Benchmark (DBP) — registered the following dynamics across the four major global bunkering hubs: Rotterdam, Singapore, Fujairah, and Houston:
  
  • HSFO segment: Rotterdam, Singapore, and Houston remained undervalued relative to the MABUX benchmark. The degree of undervaluation narrowed by 22 in Rotterdam and $ 5 in Houston, but widened by $23 in Singapore. Fujairah remained the sole overvalued port in the HSFO segment, with its premium declining by $10. Singapore's MDI exceeded the $100 threshold.
  
  • VLSFO segment: The undervaluation trend persisted in Rotterdam, Singapore, and Houston. The discount decreased by $20 in Rotterdam, $2 in Singapore, and $1 in Houston. Fujairah remained the only overvalued hub, with its premium increasing further by a further $22 and staying well above the $100 threshold.
  
  • MGO LS segment: Fujairah also remained the only overvalued port in the MGO LS segment, despite its premium declining by $13. Rotterdam, Singapore, and Houston continued to be undervalued. The degree of undervaluation widened by $4 in Rotterdam, $9 in Singapore, and $17 in Houston. MDI values in Rotterdam, Singapore, and Fujairah remained well above the $100 threshold.
  
  MABUX expects global bunker indices to maintain their downward trend on Jun. 18 as the United States and Iran sign a peace agreement, easing concerns over potential supply disruptions in the Middle East: minus 5-20 USD/MT, VLSFO: minus 5–20 USD/MT, MGO LS: minus 10–30 USD/MT.
  Source: MABUX

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