A nationwide 95 RON octane standard for vehicles can deliver major carbon reductions in the nation’s light-duty auto fleet faster and at a lower cost than any other proposal being considered by policymakers right now, especially policies seeking to force nationwide vehicle electrification.
The operator of an 800-ton crane at ExxonMobil’s Baton Rouge, Louisiana, polypropylene project construction site lowers a new 150-foot-tall reactor into place.
I remember a few years ago when we were discussing a new regulatory approach being proposed in Europe that would put more of the burden of ensuring chemical safety on industry. It was touted by...
Recently, a coalition of Democratic Attorneys General (AGs) from 13 states sent a letter to Environmental Protection Agency (EPA) Administrator Scott Pruitt, notifying him of their intent to sue if...
Governor Gavin Newsom continues to blame fuel refiners for California’s highest-in-the-nation fuel prices. He couldn't be more wrong. The problem and solution to much of California’s fuel price challenge can be found in Sacramento policy. Take a look to better understand the role of policy in regional price differences, why it’s inaccurate to equate “margins” or “refinery cracks” with “profits,” and why windfall profit taxes are a known policy failure.
Refinery utilization, measures how much crude oil refineries are processing or “running” as a percentage of their maximum capacity. It tells us roughly how much of our refining muscle is being put to work manufacturing fuel. American refineries are running full-out, at about 95% of total capacity, contributing more fuel—gasoline, diesel, jet fuel, etc.—to the global market than any other country. In fact, U.S. refineries process more crude oil every day than the United States produces, and we make more finished fuels than the United States consumes.
The United States has the most complex and efficient refining industry in the world, but we also have less refining capacity than we used to. Where the issue of refining capacity is concerned, it’s important to understand what refining capacity is, why we’ve lost capacity in the United States and how policies can advance the competitiveness of our refineries in the global market.
One key component called for in nearly every recipe for clean, low-sulfur gasoline is alkylate. Alkylate is high in octane, low in sulfur and has zero aromatics which all help to lower vehicle emissions and tailpipe pollution.
WASHINGTON, D.C. – Statement by American Fuel & Petrochemical Manufacturers (AFPM) President Chet Thompson on Congress’ passage of the Frank R. Lautenberg Chemical Safety for the 21st Century Act:
