Aramco is leaning on Egypt’s Sidi Kerir — a corridor that can’t carry all of Saudi’s oil if Yanbu goes dark

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WHAT WE’RE TRACKING TODAY

TODAY: Saudi war risk tests Egypt’s oil corridor + Tamar partners ink Egypt gas non-binding MoU

Good morning, nice people. It’s a hedging-heavy morning — everyone seems to have a backup plan. Saudi oil took its first hit on land this weekend — not a tanker, the refinery itself — and Aramco is already looking for the side door. It’s leaning harder on Egypt’s Sidi Kerir to keep crude moving without going anywhere near the Red Sea. On the gas side, Two Tamar partners signed a non-binding MoU that would be Tamar’s third long-term gas supply agreement with Egypt, layered over the field’s existing contracts. The volume is one thing, but the bigger point is what it does for Egypt — every one of these agreements running through Egyptian terminals strengthens the gateway position the country has spent years building.

ALSO- The skies are thinning out again, right on cue. International carriers are cutting and suspending Saudi routes as the region heats back up. British Airways has permanently suspended flights to Jeddah and will reduce its Riyadh service to one daily flight from two starting 8 August, Lufthansa is grounded into October, and Dubai is catching the worst of the airspace avoidance. The recovery that had been quietly building since February is unwinding just as fast as it came.

The upper hand changes hands

The UAE’s LNG ambitions are running into a tougher negotiating environment. Asian and European buyers are looking for lower prices and stronger supply assurances from Emirati and Qatari LNG suppliers as continued disruption through Hormuz adds a risk premium, Reuters reported, citing industry sources.

A buyer’s market: Higher ins. costs and recent shipping disruptions are shifting more bargaining power toward buyers as new long-term contracts come up for negotiation. While the UAE has built a reputation for offering more flexible contract terms, buyers now say future agreements will also need to account for higher geopolitical and ins. risks. Growing production from alternative markets like the US, Canada, and Mozambique is expected to strengthen buyers’ negotiating position in the years ahead, they said. Buyers are also expected to ask Gulf exporters for commitments to provide replacement cargoes if shipments through Hormuz are disrupted.

Some are already pushing on price: Some recent agreements have been signed closer to 12.3% of Brent crude prices, the sources said, suggesting buyers are already negotiating markdowns to reflect the higher risk, with pre-war contracts typically priced at 12.6-12.7%.

Pump it louder

Opec+ will likely wave through another output-target hike from September when it meets on 2 August, three sources told Reuters, expecting the same roughly 188k bbl / d bump as June, July, and August. The seven core producers, including Saudi Arabia, Iraq, and Russia, are racing to reclaim market share for when the Iran war ends.

The catch: The cartel can’t actually pump out the quotas they set. Group output sank to 36.28 mn bbl / d in June, down from nearly 43 mn bbl / d pre-war, with Hormuz throttled and Houthis now hitting Saudi tankers.

Market watch

Oil prices slipped 4% this morning as US-Iran pause in hostilities eased concerns over Hormuz disruptions, Reuters reports. Brent crude futures dipped USD 3.96 to USD 92.82 / bbl by 03.29 GMT, while West Texas Intermediate (WTI) declined USD 4.02 to USD 85.29 / bbl.


The Baltic Index edges higher: The Baltic Exchange’s dry bulk index — which tracks rates for the capesize, panamax, and supramax vessel segments — rose 0.7% to 2,743 points on Friday. The capesize index climbed 2.1% to 4,285 points, while the panamax dipped 2% to 2,024 points. The smaller supramax slipped 0.5% at 1,694 points.


The Drewry World Container Index fell 4% to USD 4,374 per 40-ft container last week, according to the latest index readings. The decline came as transpacific and Asia-Europe rates moved lower, led by drops on Shanghai-Rotterdam (6%), Shanghai-Genoa (5%), Shanghai-New York (4%), and Shanghai-Rotterdam (1%). US-Iran tensions and concerns over Hormuz have prompted several carriers to introduce emergency fuel surcharges from August, even as added capacity and softer demand pushed major East-West rates lower for a second week. Geopolitical risks and uncertainty over US tariff policy could still shape rates in the coming weeks.

PSA

CMA CGM is layering two price hikes onto Mediterranean-Gulf cargo. The French shipping giant will apply new FAK (freight all kinds) rates on dry cargo and paying empties moving from Mediterranean ports to the Gulf and Red Sea from 1 August until further notice, according to a statement. Gulf-bound rates will range between USD 7.6k-8.4k per container, while Red Sea rates will range between USD 3.4k-4.9k. The carrier will also levy a peak-season surcharge of USD 1.5k on most Mediterranean- and North Africa-origin cargo bound for the two regions — except shipments from the West Mediterranean and North Africa to the Red Sea, which will carry a USD 500 surcharge.


Destination Sahel is back for a second edition — and this year, it’s not just about the beach.

Gulf sovereign wealth funds are pouring bns into the North Coast, Gulf buyers keep showing up despite regional headwinds, and a new 400-km master plan could reshape the whole coastline before summer’s out.

Over this season’s series, stay tuned to see who’s really buying Sahel, where the money’s coming from, and what could still go wrong.

Plus, the hotels, restaurants, and openings worth checking out this summer.

Tap or click here to subscribe to the Egypt edition, coming out in your inbox, Wednesday, 29 July.


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The Lede

Houthi attacks are escalating and ins’ers are pulling back — can Egypt’s oil corridor absorb the difference?

Missiles and drones set fires burning at Aramco’s Jazan refinery over the weekend — the Houthis’ first shot at Saudi oil infrastructure itself rather than a tanker at sea, Türkiye Today reports. Saudi officials said there was no damage and lifted a “potential danger” warning covering Yanbu; the Houthis’ military said it struck both Jazan and Yanbu. Saudi-led coalition forces also hit Houthi military sites in the western port city of Hodeidah on Friday, in what spokesperson Turki Al Malki called a “proportionate military response” to the attacks on Saudi-linked shipping. Al Malki said Hodeidah port itself was not targeted and that Yemeni ports remain open to commercial traffic.

The market has already priced in the new risk: Leading marine war ins’ers at Lloyd’s of London told brokers Friday they would not write war-cargo cover for vessels with any “Saudi touchpoints,” including ships under other flags that have called at Saudi ports, and underwriters Ascot and Navium signaled they were preparing to cancel existing policies on some Saudi-linked tonnage, the Financial Times reported on Friday. Marsh broker Marcus Baker said Saudi Arabia risked “moving into the same bracket” as Israel, the US, and the UK, whose Red Sea cargoes already carry a war-risk premium.

Could this push more weight onto Egypt’s Sumed corridor? Saudi barrels move via Aramco’s East-West Pipeline to Yanbu, north through the Red Sea to Ain Sokhna, across Egypt through Sumed, and onto tankers at Sidi Kerir on the Mediterranean — collecting cargo at full capacity without entering the Red Sea or paying Suez tolls at all. The Suez alternative is less efficient on both counts. VLCCs cannot clear the canal fully loaded, so they offload 250k-1.1 mn bbl into Sumed before reloading at Sidi Kerir, and a tanker repositioning through Suez to load at Yanbu pays the canal’s tolls twice.

Aramco is already acting on that exposure: The Saudi company is offering additional crude cargoes from Sidi Kerir on a spot basis, supplementing its term supplies, Reuters reported on Thursday. No volumes or pricing were disclosed. The exposure explains why — around 80% of the Kingdom’s Red Sea crude exports and 48% of its Red Sea refined-product exports have passed through Bab Al Mandab since March, per Kpler data cited by Middle East Economic Survey (MEES).

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Why it matters: Yanbu is not one export option among several — with Hormuz throttled since the US-Iran war began in February, it is carrying most of the load. Yanbu handled roughly 4 mn bbl / d in June, up from about 973k bbl / d a year earlier, and accounted for 92% of Saudi seaborne crude exports that month and 78% in July, according to Kpler data. A strike that reaches Yanbu’s loading infrastructure, rather than a tanker leaving it, would hit exports at the source.

The corridor has a ceiling, and it sits at roughly half of what the Kingdom would need if Yanbu volumes rise. The East-West Pipeline pushes about 5 mn bbl / d to the Red Sea; Sumed can carry only 2.5 mn bbl / d of that north across Egypt. Deliveries to Ain Sokhna have averaged around 755k bbl / d this year, according to Mees — well under the pipeline’s ceiling for now. Storage at Ain Sokhna (18.4 mn bbl) and Sidi Kerir (19.5 mn bbl) can smooth temporary surges, but cannot raise the pipeline’s daily throughput.

REMEMBER- Egypt first emerged as a Saudi export fallback in March, when it offered the Ain Sokhna-Sidi Kerir route as a workaround for disruptions at Hormuz. The Egyptian government later opened 10 Red Sea storage facilities to international players, while Sumed continued moving Saudi crude at full capacity after attacks near Yanbu. The latest threat puts the same infrastructure to work as a bypass for Bab Al Mandab.

China is the variable that decides how much crude actually moves. Chinese buyers have kept lifting Yanbu crude at about 520k bbl / d this year, and two Chinese-owned tankers cleared Bab Al Mandab on Thursday broadcasting “China crew & owner,” the first cargoes of Saudi crude to exit the Red Sea unimpeded since the blockade, Bloomberg reported Thursday. Still, the Hong Kong-flagged New Champion, chartered by a Chinese buyer to load at Yanbu, idled in the Gulf of Aden and then U-turned on Friday, the first Chinese-linked vessel to back away. Both ships that got through had loaded before the blockade, Windward maritime analyst Michelle Bockmann told Al Jazeera, and the open question now is whether Chinese-owned tankers loading at Yanbu are allowed to pass.

The workaround adds significant time and cost to Asia-bound cargo. Routing Saudi crude north through Egypt and around the Cape of Good Hope stretches a Yanbu-Taiwan voyage from 19 days to 48, raising fuel costs from roughly USD 1.26 mn to USD 2.87 mn and adding about USD 1 mn in Suez fees, according to Reuters. A VLCC has been booked to load off Egypt’s Mediterranean coast for delivery to South Korea via the cape — the first such charter in several years — while a Greek-owned VLCC is heading north from Yanbu to transit Suez without offloading into Sumed since it is carrying a partial load. Not every owner is diverting: some Western-linked vessels have crossed the waterway or approached Yanbu with transponders switched off.

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Trade

A proposed USD 20 bn agreement deepens Egypt’s role as Israel’s gas export hub

Two partners in Israel’s Tamar gas field signed a non-binding MoU with an unnamed Egyptian buyer for a potential USD 20 bn contract — which would mark the offshore field’s third long-term supply agreement with Egypt, according to an Israeli stock exchange filing from Israeli producer Isramco and reporting by  Middle East Economic Survey (MEES). Isramco and Abu Dhabi state-owned Mubadala Energy signed the MoU to supply up to 80 bcm of gas from Tamar between 2031 and 2038, extending automatically through 2043 if Tamar’s production lease is renewed.

The USD 20 bn figure needs unpacking — it isn’t stated outright. Isramco’s filing puts its own take at USD 5.75 bn, the revenue its 28.75% stake would earn if Tamar sells the full 80 bcm. Grossed up across the consortium, that implies roughly USD 20 bn — but only if every Tamar partner signs on. The filing says the full volume would be supplied only if all partners join, so both the contracted volumes and the total value could fall proportionately if some opt out.

Two in, four undecided: The MoU has so far been signed by Isramco and Mubadala Energy (11%), which together hold 39.75% of Tamar. The remaining partners — operator Chevron (25%), Tamar Petroleum (16.75%), Union Energy (14.5%), and Dor Gas (4%) — have not publicly confirmed they will join. Mees reports the buyer is not Blue Ocean Energy, suggesting Tamar’s partners have lined up a different Egyptian counterparty.

The commercial terms: Pricing would remain linked to Brent crude, include a price floor, and retain take-or-pay provisions broadly similar to Tamar’s previous export agreements with Egypt. The proposed agreement implies an average realized price of some USD 7 per MMBtu over its lifetime, Mees said, based on Isramco’s revenue estimates. That’s above the USD 5.5/MMBtu Egypt paid on average for gas imported from Tamar and neighboring Leviathan field.

This would become Tamar’s third long-term gas supply agreement with Egypt: The proposed agreement follows a 25.3 bcm contract signed with Dolphinus in 2018 (which was assigned to state-backed Blue Ocean Energy and amended in 2019), covering deliveries from the second half of 2020, and a further 43 bcm agreement signed in 2024 tied to Tamar’s production expansion and new export infrastructure, including the Nitzana pipeline and expanded Arab Gas Pipeline route via Jordan.

Rather than replacing the existing contracts, the proposed agreement would gradually layer on top of them, Mees reports. Deliveries would begin with relatively modest annual volumes in 2031 while earlier agreements remain in force, before ramping up as those contracts approach expiry.

BACKGROUND- The proposed Tamar agreement comes almost a year after Egypt and the Leviathan consortium amended their existing gas export agreement to secure an additional 130 bcm of gas through 2040 in a USD 35 bn agreement. Earlier this year, Leviathan partners and NewMed Energy said all conditions precedent for that agreement has been satisfied, clearing the way for Chevron and its partners to move ahead with a USD 2.4 bn expansion that will nearly double the field’s production capacity to 21 bcm a year by 2029, and gradually increase exports to reach some 2.1 bcf/d.

Why this matters

This is about more than securing additional gas supplies. Every long-term Israeli gas contract routed through Egypt reinforces Cairo’s strategy of positioning itself as the Eastern Mediterranean's gas gateway. Rather than building its own liquefaction infrastructure — which would cost up to USD 10 bn — Israel continues to monetize much of its export surplus through Egypt’s existing LNG plants at Idku and Damietta, increasing utilization of infrastructure despite lagging domestic output.

The proposed agreement also would allow the buyer to market gas outside Egypt, unlike existing Blue Ocean contracts, according to Mees’ reporting. That would allow any surplus gas to be redirected through Egypt’s two LNG export terminals for re-export, with Tamar’s partners sharing in any resulting earnings.

A transit hub: Beyond LNG exports, Egypt has sought to use its pipeline network to supply neighboring markets through the Arab Gas Pipeline. Previous gas export agreements to Lebanon and Syria have fueled speculations that some of those volumes could ultimately include Israeli gas once commingled with Egypt’s transmission system.

Local market flexibility: Imported gas can be directed where it generates the highest value — consumed at home to ease supply shortages, liquified for export when margins are attractive, or used to expand energy-intensive industries. The last point is becoming important as fertilizer investments are increasing (check here and here). The country produces roughly 12 mtpa of fertilizer, accounting for over 4% of global production and its one of the key export industries. Securing reliable gas feedstock has become an industrial priority as much as an energy one.

REMEMBER- Israeli imports aren’t without risk: Fields are prone to sudden disruptions on the back of geopolitical escalation in the region leading to the shutdown of exports several times this year, which led to the cutting of supplies to key energy-intensive industries.

OUR TAKE- The bigger picture is one of optionality: Every additional long-term supply agreement expands Egypt’s ability to choose where imported gas ultimately ends up — a flexibility that is increasingly becoming one of Egypt's biggest competitive advantages. A decade ago, ambitions rested on becoming a major gas producer around Zohr. Today, the strategy is about controlling infrastructure and trade flows instead.

What’s next: The MoU is non-binding and remains subject to Israeli export permits from the appointed Dayan Committee and approvals from the remaining partners. Mees expects the approval of the proposed export agreement to be deferred until after Israel’s October parliamentary elections, with the Knesset dissolved and a caretaker government in office, the MoU will most likely be left for the next administration to handle. The MoU is scheduled to expire after some two months if no binding agreement is signed, though the parties could agree to extend it — a scenario Mees says is the most likely outcome.

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Also on Our Radar

GWC's net income rose 32% y-o-y to QAR 29 mn in 2Q

GWC returns to earnings growth: Gulf Warehousing Co.’s (GWC) net income rose 32% y-o-y to QAR 29 mn in 2Q, according to its financial release. The firm’s gross revenue climbed 4% y-o-y to QAR 359 mn during the quarter.

Behind the numbers: The earnings growth came as GWC activated three multimodal trade corridors linking Qatar with Saudi Arabia, the UAE, Oman, and Bahrain — helping customers keep cargo moving during the regional disruptions. GWC’s regional operations tripled their contribution to net revenue over the past two years, supported by new contracts in Oman, the opening of its Al Nakheel temperature-controlled hub in Jeddah, and a strategic agreement with Meydan Freezone in the UAE to partner with the freezone’s enterprises and support its regional operations across the GCC.

A turnaround from 1Q’s numbers: Earlier regional disruptions weighed on GWC’s 1Q earnings — with net income down 10.6% y-o-y and revenue 13.5% — as vessel traffic through Hormuz collapsed, carriers suspended Hamad Port calls, and Qatar’s airspace closure removed more than 3k tons of daily airfreight capacity.


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