PANAMA CITY (ICIS)–The Panama Canal is working to develop new products and services for different client segments while managing capacity constraints that have affected operations, particularly following the severe drought impacts of 2024, an executive at the Panama Canal Authority (PCA) said. Arnoldo Cano, manager of strategic planning at the PCA, outlined plans to make the canal more resilient through future droughts. Additionally, the PCA is working with private and public bodies to come up with new business lines which can guarantee a healthy financial performance. Cano was speaking to delegates at the logistics conference organized annually by the Latin American Petrochemical and Chemical Association (APLA). LARGER VESSELS”The canal’s growth practically since its opening has not been driven by an increase in the number of transits – the growth in volume and canal business has really been driven by growth in transit size, as vessels transit roughly the same number of transits each year but are evidently much larger,” said Cano. “The expansion with a third set of locks has allowed a significant increase in the number of massive transits, almost a multiplication of cargo volume from that route.” However, this growth was severely impacted by the 2024 drought, which caused a significant drop in both transit numbers and cargo volumes. Cano said that ensuring water supply represents one of the most important initiatives to minimize the probability of similar disruptions recurring. Beyond water security, the canal is developing new business models to serve different types of clients more effectively. The current booking system operates on a first-come, first-served basis with prior reservations to ensure maximum capacity utilization. “This model has been successful for certain types of clients, especially service clients and data clients who benefit from the system. But we need alternative approaches,” said Cano. “We continue exploring alternatives for clients never registered in different businesses, who we think could benefit enormously from different schemes to ensure canal capacity is available to clients, so they have certainty of access to a transit slot when they need to make the decision to transit through the canal.” The Panama Canal connects more than 180 ports worldwide, making it a critical nexus for international shipping. Cano said the PCA is working hard to develop “flexible solutions” that provide certainty regarding transit dates, costs and capacity availability while maintaining the waterway’s sustainability. The PCA continues working on initiatives both independently and in collaboration with government and private sector partners to enhance the value proposition beyond simply reducing transportation costs through shorter routes, he concluded. The APLA logistics conference ran in Panama City on 20-21 May.

PANAMA CITY (ICIS)–Latin America’s chemicals transportation sector is grappling with a severe driver shortage, an aging workforce, and mounting safety challenges that threaten regional supply chains, according to industry executives this week. The trucking industry across the region faces multiple structural problems, with the average driver’s age reaching approximately 55 years, with younger workers showing reluctance to join the profession. In Mexico, the problem has become especially acute, according to Pablo Alvarez, a consultant at Excellence Freight, who estimated the country suffers from a shortage of nearly 100,000 truck operators, with similar patterns emerging across other Latin American countries. Alvarez was speaking to delegates at the logistics conference organized annually by the Latin American Petrochemical and Chemical Association (APLA). ROAD SECURITY, TOUGH LIFESYTYLE“Road security has emerged as a primary concern deterring potential drivers. Organized crime, kidnappings, assaults, murders, and the risk of death are some of the major factors deterring them,” said Alvarez. “With drivers carrying valuable chemical cargoes sometimes worth millions of dollars, they are becoming attractive targets for criminal organizations.” The lifestyle demands of long-haul trucking further compound recruitment challenges for chemicals firms. While wages are quite competitive as the industry tries to overcome the driver shortages, truck operators frequently spend extended periods away from home, with some trips lasting up to 10 days to cross regional borders. This creates work-life balance issues that particularly affect efforts to attract younger workers and women to the profession. As wages are already competitive, companies must therefore improve working conditions beyond just salaries, said Martin Rojas, an executive at the International Road Transport Union (IRU). “After a long trip, probably 10 days to reach the destination, being received properly is very important. We see practices where drivers wait 12 hours for loading or unloading only to be rushed through the remainder of their tasks, and that is simply not good,” said Rojas. Infrastructure limitations further complicate operations, with many drivers forced to park alongside highways due to insufficient rest facilities. Meanwhile, long wait times at border crossings also add to operational inefficiencies and driver frustration. WIDER LATIN AMERICAThe labor shortage has broader implications for Latin America’s chemical industry, which relies heavily on road transportation to move products across the region’s vast distances. Companies are beginning to explore collaborative approaches to address working conditions, professional development, and industry image to make trucking a more attractive career. “We have much more to offer operators than just wages. This is a great opportunity for the industry to help the transportation sector fulfill this region’s needs and attract people to work as transport operators,” concluded Rojas. The APLA logistics conference in Panama City was held on 20-21 May.

LONDON (ICIS)–The European Parliament has voted to support changes to the EU’s carbon border adjustment mechanism (CBAM) to ease the administrative burden on 90% of importers. MEPs on Thursday voted to adopt a new “de minimis” mass threshold of 50 tonnes, which will exempt most importers who import only small quantities of CBAM goods, such as SMEs and individuals. At the same time, environmental objectives would remain achievable because 99% of total CO2 emissions from imports of iron, steel, aluminium, cement and fertilizers would still be covered by the rules, the European Parliament said in a statement. “This approach enables us to simplify matters for companies without dismantling or weakening the CBAM,” said rapporteur Antonio Decaro, who is chair of the environment, climate and food safety committee. “We will continue to work quickly to bring legal clarity and certainty to all CBAM stakeholders,” Decaro added. The European Parliament is now ready to start negotiations with the European Council on finalizing the legislation, it said.

LONDON (ICIS)–The European Parliament made the decision to impose higher tariffs on fertilizers and certain agricultural products from Russia and Belarus on Thursday. The new rates are expected to come into effect from 1 July, to give stakeholders time to prepare for the changes. The move is a significant one, aimed at addressing both food security concerns within the EU and limiting financial resources available to Russia amid its ongoing conflict with Ukraine. Tariffs on nitrogen-based fertilizers will increase gradually over three years, starting from 6.5% + €40/tonne from 1 July 2025 and potentially reaching around 100%. This steep rise in tariffs is designed to make trade economically unfeasible. An additional duty of 50% will be applied to specific farm produce imported from these countries. EU tariffs for urea, AN, CAN and UAN of Russian origin Time period Proposed tariff From 1 July 2025 until 30 June 2026 6.5% ad valorem + €40/tonne From 1 July 2026 until 30 June 2027 6.5% ad valorem + €60/tonne From 1 July 2027 until 30 June 2028 6.5% ad valorem + €80/tonne From 1 July 2028 6.5% ad valorem + €315/tonne ad valorem “according to the value” The primary goal of these tariffs is twofold: To safeguard EU food security by reducing dependency on imports that may be compromised due to geopolitical tensions. To limit the revenue streams that support Russian military operations in Ukraine. These measures could lead to increased prices for fertilizers and affected agricultural products within the EU, impacting farmers’ production costs. There may also be shifts in supply chains as producers seek alternative sources or adjust their strategies in response to higher import costs. This action reflects broader efforts by the EU to respond strategically to international conflicts while ensuring stability within its own markets. Thumbnail image source: Shutterstock

BARCELONA (ICIS)–Participants at the Asia Petrochemical Industry Conference (APIC) expect chronic oversupply conditions hurting the chemical sector will start to rebalance by 2028-2030. China overcapacity, trade war is causing an unprecedented crisis Polyethylene (PE), polypropylene (PP), paraxylene (PX) in structural oversupply Hopes for rebalancing by 2028-2030 as plants shut down, capacity build slows Demand is flat but India is the exception – a beacon of growth for the region Taiwan, Thailand struggle to compete against China, Middle East Trade war will cause “cataclysmic” changes in global trade Sustainability still seen as a growth driver, especially for polymers Growing reliance on US ethane for chemical production in Asia In this Think Tank podcast, Will Beacham interviews John Richardson from the ICIS market development team and ICIS deputy news editor for Asia, Nurluqman Suratman. Editor’s note: This podcast is an opinion piece. The views expressed are those of the presenter and interviewees, and do not necessarily represent those of ICIS. ICIS is organising regular updates to help the industry understand current market trends. Register here . Read the latest issue of ICIS Chemical Business. Read Paul Hodges and John Richardson’s ICIS blogs.

SINGAPORE (ICIS)–Singapore’s Ministry of Trade and Industry (MTI) on Thursday maintained its 0.0-2.0% GDP growth forecast for 2025, while confirming 3.9% GDP growth for the first quarter. GDP grew 3.9% in Q1 2025 Heightened uncertainty, hesitancy weigh on outlook Key exports to be at lower end of 1-3% for 2025 The forecast was maintained even as the US reached agreements with China and the UK recently, as inflation growth in the US and heightened uncertainty weigh on consumption, MTI said in a statement. However, the outlook appeared slightly improved compared to April as major economies engage in trade talks with the US. Significant uncertainty could lead to more hesitancy in economic activity, while a re-escalation in tariff actions would ignite a global trade war, “which will upend global supply chains, raise costs and cause a sharper global economic slowdown”, MTI said. “Against this backdrop, the growth of outward-oriented sectors in Singapore is expected to slow over the course of the year,” said MTI. US tariff measures are expected to weigh adversely particularly on Singapore’s manufacturing sector, given its export exposure to the US market and slowing growth in global end-markets. The transport engineering cluster, however, is a bright spot for Singapore, MTI said. Global trade is also expected to soften in the second half of the year as front-loading exports slow, and these factors combined for MTI’s 2025 GDP forecast being maintained at 0-2%. Q1 GDP GROWTHSingapore’s manufacturing sector expanded by 4.0% year on year in the first quarter, declining from the 7.4% growth in the previous quarter, driven by the electronics, precision engineering and transport engineering clusters, MTI said. Overall, Singapore’s GDP grew by 3.9% in the first quarter of 2025, down from 5.0% growth in the previous quarter. “On a year-on-year basis, GDP growth in the first quarter was largely driven by the wholesale trade, manufacturing and finance & insurance sectors,” MTI said. Meanwhile, the accommodation and food & beverage services sectors contracted in the first quarter. Separately, the southeast Asian country also expects non-oil domestic exports (NODX) to be at the lower end of its 1-3% forecast for 2025 amid tariffs and economic headwinds, according to Enterprise Singapore (EnterpriseSG) on Thursday. NODX grew by 3.3% year on year in Q1 2025, improving from 2.4% growth year on year in the previous quarter. In the first quarter, Singapore’s petrochemical exports amounted to Singapore dollar (S$) 4.45 billion ($3.45 billion), declining by approximately 4.2% from the same period in 2024. Focus article by Jonathan Yee

SINGAPORE (ICIS)– ChemOne Group is planning to incorporate bionaphtha as a feedstock for its upcoming $5.3 billion Pengerang Energy Complex (PEC) in Johor, Malaysia, a senior company executive said. The PEC is expected to process 150,000 barrels/day of condensate plus a side feed of naphtha, that will in turn produce 2.5 million tonnes/year of aromatics, 3.8 million tonnes/year of energy products output, and hydrogen output of 26,000 tonnes/year, according to Mobin Rahman, ChemOne Group’s Vice President for Technology. Construction of the PEC project is expected to start by mid-2025 after its operator secured an agreement for $3.5 billion of financing, with the start-up of the complex expected in Q4 2028. The hydrogen produced will be used to support the production of hydrogenated vegetable oil (HVO), which in turn can be processed into sustainable bionaphtha, according to Rahman. “The incorporation of bionaphtha as a feedstock in PEC will then advance ChemOne’s work in creating a sustainable, circular petrochemical chain,” he said. Bionaphtha, a byproduct of HVO and sustainable aviation fuel (SAF) production, is increasingly used in Asia’s petrochemical industry for sustainable plastics, packaging, and fuel blending. “The petrochemical industry globally is heavily reliant on fossil-based naphtha as a feedstock in steam crackers to produce olefins. Bionaphtha thus presents itself as a renewable alternative to fossil-based naphtha,” Rahman said. “This signals the potential for greater integration of bionaphtha into the petrochemical industry as its technology matures and supply increases,” Rahman noted. However, its relatively higher cost as compared to conventional fossil-based naphtha makes its adoption limited. Moreover, converting bionaphtha to paraxylene (PX) through catalytic reforming is challenging primarily due to the feedstock’s composition and the inherent limitations of the process. Bionaphtha, derived from bio-crude oils, often contains a high proportion of normal paraffins and other non-aromatic components, which are difficult for catalytic reforming to convert into aromatics. BIONAPHTHA USE IN ASIA INCREASING   Major petrochemical companies in Asia are incorporating bionaphtha in their steam crackers as a drop-in feedstock in place of fossil-based naphtha, or in a mix with fossil-based material to produce partially renewable chemicals. “As a region that consumes the most plastics globally, the demand for plastics remains constantly high,” Rahman said. “When coupled with the increasing eco-conscious preferences among consumers, we see a resulting heightened demand for bioplastics. This has, as such, been a significant driver in the region’s demand for bionaphtha as a feedstock for its production.” In line with the global green transition, multiple countries in Asia have also enacted fuel blending mandates. Singapore, for example, has set a 1% SAF blending mandate from 2026 onwards. Given the current mandate by countries to ensure that SAF is blended with jet fuel, the production of SAF, and consequently the use and production of bionaphtha, is set to rise, Rahman said. The International Air Transport Association (IATA) estimates that SAF could contribute to a 65% reduction in emissions, much needed by the aviation industry to achieve net zero emissions by 2050. Just like fossil-based naphtha, bionaphtha can also be used as a gasoline blending component – offering a more sustainable fuel blend to help countries and companies achieve their decarbonization goals, according to Rahman. While carbon capture & storage (CCS) and green hydrogen also offer valuable decarbonization strategies, bionaphtha provides a relatively easier and expected to be more readily available pathway. “Looking ahead, the global momentum towards sustainability will likely continue to see an increasing demand for bionaphtha in petrochemical production processes.” BIOPLASTICS USE GROWING One of the most promising downstream applications for bionaphtha lies in bioplastics, Rahman noted, including polyethylene furanoate (PEF), bio-polyethylene (bio-PE) and bio-propylene (bio-PP). PEF is a fully bio-based alternative to PET, while bio-PE and bio-PP are drop-in biopolymers with varying levels of bio-content, with bio-PP currently achieving up to 40% through the bio-mass balance process. In South Korea and Japan, leading beauty brands are already incorporating bio-naphtha into packaging and product development, setting a precedent for other industries to follow, Rahman noted. Companies like Japanese producer Nippon Shokubai and Indonesia’s Chandra Asri are exploring the use of bionaphtha in super absorbent polymer production (SAP), utilizing mass balance processes and independent certification bodies to ensure transparency and sustainability. South Korea’s LG Chem has also been manufacturing eco-friendly plastic products using bio-naphtha since 2020. LG Chem since 2021 has been shipping its bio-balanced SAP products – also certified with ISCC Plus – to overseas markets. ISCC PLUS is an international certification system that verifies the sustainability of bio-based and bio-circular raw materials throughout the supply chain. Separately, Mitsubishi Chemical has partnered with Japanese beverage company Suntory and apparel manufacturer Goldwin to use sustainable plastics for their end-products. The conglomerate also locked in partnerships with providers of the key bioplastics ingredient bionaphtha. It announced a strategic partnership with Finnish company Neste for the bioplastics supply chain. SUSTAINABILITY MANDATES TO PLAY KEY ROLE  Regulatory frameworks and sustainability mandates play a significant role in accelerating the adoption of bionaphtha, Rahman said. “Policies surrounding the reduction of plastic waste – like Japan’s Plastic Resource Circulation Act for example – can incentivise manufacturers to adopt more sustainable production materials, while also encouraging retailers and consumers to opt for biobased plastics as an alternative to single-use plastics.” “In addition to that six other Asian governments – Philippines, China, South Korea, India, Bangladesh, and Malaysia – are regulating plastic waste, thereby building a potential market for biobased alternatives.” Other regulatory frameworks surrounding the general reduction of carbon emissions also help drive the adoption of bionaphtha in the petrochemical sector, as companies seek to harness potential financial incentives and avoid regulatory penalties, Rahman noted. “Take for example carbon taxes implemented in countries like Singapore, with carbon tax rates that will increase at least thrice within the decade to reach $80 per tonne of GHG [greenhouse gas] by 2030,” he noted. “Companies looking to comply with such regulatory requirements, or to be eligible for carbon credits and offsets, may turn towards bionaphtha to help reduce lifecycle greenhouse gas emissions along the supply chain.” South Korea’s emission trading scheme also specifically rewards companies that integrate renewable feedstocks into their petrochemical production, providing a financial incentive for the adoption of bionaphtha in the industry, Rahman added. BIONAPHTHA MARKET SET FOR RAPID GROWTH  The market size for bionaphtha continues to expand at a compounded annual growth rate (CAGR) of 19% and is projected to reach more than 3 million tonnes by 2032, according to Rahman. The expansion is due to increased environmental awareness, policies that encourage the use of sustainable energy, and improvements in production technology, he said. “Currently, about 15% of sustainable aviation fuel (SAF) production results in bio-naphtha as a byproduct. If demand continues to rise, this ratio can be increased to 40%, but the industry must also grapple with the limited availability of bio-based raw materials such as waste cooking oil.” “To ensure long-term viability, diversification of feedstock sources and the development of alternative production methods are imperative.” COST COMPETITIVENESS REMAINS AN ISSUEThe key challenge for bionaphtha revolves around cost competitiveness, and this is especially pertinent for Asian petrochemical producers who operate on thinner margins compared to their Middle East and US counterparts who benefit from cheaper feedstocks, according to Rahman. “Investing in low-carbon technologies is difficult for Asian producers if it further erodes their profit margins,” he said. “Besides, in terms of feedstock, while bio-based alternatives such as bionaphtha are available, many petrochemical complexes still rely on fossil-based naphtha.” “This is due to the comparatively higher prices of its alternatives, limited supplies depending on international supply chains, as well as potentially incompatible infrastructure where retrofitting is too costly.” Steam cracking operates at temperatures above 800°C and consumes large amounts of energy. This is mostly powered by fossil fuels, as its alternative – the electrification of steam crackers, requires high-capacity renewable energy that is not cost-competitive in Asia at the moment. “Even if high-capacity renewable energy becomes more accessible, the electrification of steam crackers requires a complete redesign or a retrofit that would incur very high costs. As such, decarbonizing these steam crackers poses significant technical and economic hurdles for businesses,” Rahman said. TECHNOLOGY TO THE RESCUETechnological advancements – like the introduction of new hydrotreating catalysts, help to improve conversion efficiency and reduce coke formation, according to Rahman. Other innovations like mild hydrocracking configurations that allow for targeted production of bionaphtha fractions can also enhance the overall efficiency of bionaphtha production, he said. More importantly, however, advancements that allow for better hydrogen recovery are particularly crucial in enhancing both the scalability and efficiency of bionaphtha production. “Especially in complexes like ChemOne Group’s PEC, where hydrogen is produced as a by-product and used in the downstream production of hydrogenated vegetable oils, embedding strong hydrogen recovery systems can help improve yield efficiency and reduce costs. This in turn better primes its production for scalability,” he said. “In addition, at ChemOne Group’s Pengerang Energy Complex, engineering-driven improvements in its LD-PAREX technology have yielded an almost 10% increase in conversion percentage from its Condensate Feedstocks to its higher value aromatics products,” Rahman said. “This also enhances the efficiency of downstream SAF/bionaphtha production and thereby improves production economics, both of which enhance the supply and cost appeal to facilitate further scaling of bionaphtha production.” Interview article by Nurluqman Suratman

SINGAPORE (ICIS)–Japan’s manufacturing purchasing managers’ index (PMI) slipped to 48.0 in May from 48.9 in April, preliminary estimates from au Jibun Bank showed on Thursday. A PMI reading above 50 indicates expansion while a lower number denotes contraction. Manufacturing shrank for the 11th consecutive month in May. Demand conditions appeared fragile and new business declined in the manufacturing sector, au Jibun Bank said in a statement. “Cost pressures, a source of concern for many firms, remained elevated in May,” the bank added. Though there was a softer fall in new orders as well as new export business, production fell at a slightly quicker pace. “After slipping to the weakest in nearly five years in April, optimism regarding the year-ahead outlook for output picked up in May, but overall sentiment remained among the lowest seen since the COVID-19 pandemic,” au Jibun Bank said. Overall sentiment was significantly dampened in April by wide-ranging US tariffs hitting Japanese manufacturers. US-Japan trade talks remain ongoing.

HOUSTON (ICIS)–The 90-day pause on reciprocal tariffs on all imports from China provided importers with a new deadline, but not much relief, according to a survey of more than 100 small-to-midsized businesses. Conducted by online freight shipping marketplace and platform provider Freightos between 14-17 May, respondents to the survey said the pause has done little to ease their concerns. Small importers remain deeply anxious, are shifting behavior – including changing shipment timing or even considering winding down businesses – and are starting to adapt for the long term. “While some are assessing domestic manufacturing, very few actually have,” Freightos said when noting key takeaways from the survey. “Meanwhile, delays in shipments as a result of tariffs led to significant gaps that importers are struggling to fill,” Freightos said. Other findings include: 31% of respondents are more concerned now than in April; 48% are equally as concerned; 20% less concerned 42% of importers rated the degree to which their business was disrupted as a full 10/10 disruption score, with an average rating of 7.5/10; down from April, when a full 60% of importers rated their degree of disruption as a 10/10 Some respondents said that they were unable to import goods as the 30% tariffs were still too high for small businesses, that expenses shot up leaving importers upside down on some deals, and that they see no way to plan ahead amid what seemed like daily changes and confusion. ADAPTING Respondents said they have found ways to adapt to the changing environment, including: 47% paused shipments and are now increasing imports following the reprieve’s implementation 15% changed suppliers as a result of the changes 7% decreased imports as a whole Since many businesses delayed shipments in April and are now urgently shipping to restock, there is increased potential of bullwhip effects that lead to persistent disruptions regardless of tariff changes going forward, Freightos said. DOMESTIC SOURCING While one of the stated goals of the tariffs was to change US sourcing patterns, changes remain minimal – 30% of businesses are considering it and only 6% have actually done so, the survey showed. The slight shift in sourcing patterns and the pauses in ordering from China likely contributed to reduced traffic at the West Coast ports of Los Angeles and Long Beach. Kip Louttit, executive director of the Marine Exchange of Southern California (MESC), said the ports of Los Angeles and Long Beach are seeing fewer arrivals than normal. Only 92 container ships arrived in Los Angeles and Long Beach between 1-19 May, whereas 108 would be normal, Louttit said. He also noted about 40 container ship blank sailings that will skip Los Angeles or Long Beach through 5 July. Blank sailings are when an ocean carrier cancels or skips a scheduled port call or region in the middle of a fixed rotation, typically to reduce capacity to support freight rates. Container ships and costs for shipping containers are relevant to the chemical industry because while most chemicals are liquids and are shipped in tankers, container ships transport polymers, such as polyethylene (PE) and polypropylene (PP), are shipped in pellets. Titanium dioxide (TiO2) is also shipped in containers. They also transport liquid chemicals in isotanks. Thumbnail image by Shutterstock