Red diesel prices rose in 2017 for the first time in five years. On average, buyers had to pay **** pence per liter of red Diesel in the United Kingdom in 2017. The average price had risen by **** pence between 2003 and 2012, before once again falling to 2017’s figures.

What is red diesel?

Red diesel is the same fuel as regular or white diesel. The fuel is heavily rebated and only to be used for agricultural, construction, and forestry purposes. It powers off-road vehicles and machinery in these industries and is not legal for use in road vehicles. A red dye is added to distinguish it from regular diesel. Red diesel has a lower tax rate to allow the above-mentioned industries to operate at a profit.

Regular diesel prices

One can surmise how much the different tax rate matters when we look at regular diesel prices. The lowest average price for white diesel in the past few years was *** pence per liter in February of 2016. In March 2019 it was *** pence. Compared to the regional differences in white diesel price, the price difference between the red and white variants is significantly higher. For more information on the fossil fuel industry in the UK visit our topic page here.

View weekly updates and historical trends for US Retail Diesel Price. from United States. Source: Energy Information Administration. Track economic data w…

In September 2025, one gallon of diesel cost an average of 3.75 U.S. dollars in the United States. That was an increase compared to the month prior, and higher than prices in September 2024. Impact of crude prices on motor fuel consumer prices Diesel prices are primarily determined by the cost of crude oil. In fact, crude oil regularly accounts for around 50 percent of end consumer prices of diesel. As such, supply restrictions or weak demand outlooks influence prices at the pump. The fall in diesel prices noted since the latter half of 2024 is a reflection of lower crude prices. Diesel and gasoline price development The usage of distillate fuel oil began in the 1930s, but until further development in the 1960s, diesel vehicles were mostly applied to commercial use only. In the U.S., diesel-powered cars remain a fairly small portion of the automobile market and diesel consumption is far lower than gasoline consumption. In general, gasoline also tends to be more widely available than diesel fuel and usually sells for a lower retail price. However, diesel engines have better fuel economy than gasoline engines and, as such, tend to be used for large commercial vehicles.

This table provides an insight into the input price index (2010 = 100) of the costs of labour, materials and equipment for land, road and hydraulic engineering projects (GWW). Eight sub-areas within the GWW are distinguished. These areas are derived from the standard Clasification Products to Activity. For each sub-area, an index series is determined on the basis of the price developments of the different cost components from which the product to be realised – in this case a project in the GWW – is built up. The price index for the Total GWW is a weighted average of the eight sub-areas. The published price indices of the GWW are based on the average price level of the month in question. The composition of this index excludes the changes in overheads and ‘profit & risk’. Changes in excise duties (e.g. ‘red’ diesel as of 1-1-2013) are also not reflected in the price indices. In addition to price indices, developments are also published compared to one year earlier.

Data available: Data available from January 2008 to October 2019.

Status of the figures: Price indices as of October 2018 are provisional. As this table has been discontinued, the data will no longer be finalised.

Changes as of 5 March 2020: This table is followed by land, road and hydraulic engineering (GWW); input price index 2015=100. See paragraph 3.

When will there be new figures? No longer applicable.

The global Fuel Dye market is poised for significant expansion, projected to reach an estimated USD 3,500 million by 2025, with a robust Compound Annual Growth Rate (CAGR) of 6.2% from 2019 to 2033. This growth is largely propelled by stringent government regulations mandating the clear differentiation of fuels, crucial for tax enforcement, preventing fuel adulteration, and ensuring product integrity. The increasing demand for advanced fuel additives that improve engine performance and reduce emissions further bolsters the market. Furthermore, the expansion of the automotive sector and growing consumption of petroleum-based products, particularly in emerging economies, contribute to sustained market momentum. The market's segmentation into various dye types like Red, Green, and Blue, catering to specific fuel applications such as Gasoline and Middle Distillates, allows for tailored solutions that meet diverse industry needs. Key players like BASF, Innospec, and Orient Chemical are actively investing in research and development to introduce innovative and eco-friendly fuel dye solutions, anticipating future market demands and strengthening their competitive positions. The market dynamics are shaped by a confluence of drivers and restraints. Increased emphasis on fuel quality control and anti-counterfeiting measures is a primary growth driver. The need to comply with international standards for fuel marking and excise duty collection further fuels demand for reliable fuel dyes. However, the market also faces certain challenges. Volatility in crude oil prices can impact the overall cost of fuel production, indirectly affecting the demand for fuel dyes. Additionally, the development and adoption of alternative fuels and electric vehicles, while a long-term trend, may present a gradual restraint on the demand for traditional fuel dyes over the extended forecast period. Despite these challenges, the forecast period of 2025-2033 is expected to witness consistent growth, driven by the persistent need for fuel identification and regulatory compliance across the globe. Innovations in dye technology, focusing on enhanced durability and environmental compatibility, are expected to play a pivotal role in navigating these restraints and ensuring continued market relevance. Here is a unique report description on Fuel Dye, incorporating your requirements:

The global market for Automobile Auxiliary Fuel Tank Installation is poised for significant expansion, projected to reach approximately $2,500 million by 2025. This growth trajectory is fueled by a robust Compound Annual Growth Rate (CAGR) of around 8%, indicating sustained demand for enhanced fuel capacity solutions in vehicles. The primary drivers for this market surge include the increasing need for extended operational ranges in both private and commercial vehicles, particularly in regions with less developed refueling infrastructure or for applications like long-haul trucking, off-road expeditions, and emergency services. Furthermore, advancements in tank materials, such as lightweight yet durable aluminum alloys, are contributing to improved fuel efficiency and safety, further stimulating market adoption. The growing trend of vehicle customization and the desire for greater utility are also playing a crucial role in driving the demand for auxiliary fuel tank installations. Despite the positive outlook, the market faces certain restraints. These include the initial cost of installation, stringent environmental regulations concerning fuel emissions and storage, and the potential complexity associated with integrating auxiliary tanks into existing vehicle systems. However, the increasing focus on fuel security and the operational advantages offered by auxiliary fuel tanks are expected to outweigh these challenges. The market is segmented into Plastic and Aluminum Alloy types, with aluminum alloys gaining traction due to their superior strength and recyclability. Application-wise, both private and commercial vehicles represent substantial segments, with commercial vehicles, especially those in logistics and transportation, expected to be a dominant force in consumption. Leading players like Dee Zee, Transferflow, and Titan Fuel Tanks are actively innovating and expanding their product portfolios to cater to diverse consumer needs and regional demands. This comprehensive report delves into the intricate dynamics of the global automobile auxiliary fuel tank installation market. Spanning a crucial study period from 2019 to 2033, with a base year of 2025, the analysis meticulously examines historical trends, current market conditions, and provides robust future projections for the forecast period of 2025-2033. The report leverages extensive data gathered during the historical period (2019-2024) to build a foundational understanding of market evolution. The market is characterized by a complex interplay of technological advancements, evolving regulatory landscapes, and shifting consumer preferences. This report provides an in-depth exploration of these factors, offering valuable insights into the production, application, and industry developments shaping the future of auxiliary fuel tank installations. By dissecting the market into key segments such as Plastic and Aluminum Alloy types, and by analyzing the distinct demands of Private Vehicles and Commercial Vehicles, the report offers a granular perspective. Furthermore, it quantifies the World Automobile Auxiliary Fuel Tank Installation Production, providing a critical benchmark for industry participants. This extensive coverage ensures that stakeholders gain a holistic understanding of market opportunities and potential pitfalls. The report aims to equip businesses with the strategic intelligence necessary to navigate this dynamic sector. From identifying emerging technologies to understanding regional market dominance, this research serves as an indispensable tool for strategic planning, investment decisions, and competitive analysis within the global automobile auxiliary fuel tank installation industry. The comprehensive nature of the report ensures that all facets of the market are explored, providing actionable insights for a wide range of industry stakeholders.

Discover the booming car modified fuel tank market! Explore key trends, leading companies, and regional growth projections in this detailed market analysis covering the period from 2019 to 2033. Learn about the factors driving expansion and the challenges faced by industry players.

Discover the booming car auxiliary fuel tank market! This comprehensive analysis reveals key trends, growth drivers (like SUV popularity and off-roading), restraints, and leading companies from 2019-2033. Learn about market size, CAGR, and regional breakdowns to capitalize on this expanding sector.

Metadata record for data expected from ASAC Project 2915

See the link below for public details on this project.

Petroleum contamination poses a major threat to Antarctic and subantarctic ecosystems because diesel and lubricants are persistent and, at poorly defined concentrations, are toxic in marine environments. This project will asses how quickly important components in these products are naturally depleted using a model field experiment. We will identify and quantify the non-degrading portions of the fuels, and assess the longevity and rate of removal of these. We will relate the chemical analysis data with biological data on organisms in the sea-bottom sediments, in order to assess which components of the fuels do most harm to the organisms.

Project objectives: The overall objective is to better understand the long-term environmental impact of spilled petroleum products in Antarctic marine systems. Decades of Antarctic exploration have left a significant legacy of petroleum pollution on-land and in nearshore marine environments, particularly around human stations. The natural attenuation of spilled diesel and lubricants occurs slowly in cold climates, particularly once the pollutants have adsorbed onto marine sediments. Major programmes funded by the AAD have identified the location of spills, and the nature and fate of some of the pollutants. This project will address some of the significant uncertainties which still exist regarding the natural depletion and ecotoxicological impact of spilled diesel and lubricants in the marine environment. A new PhD student at Macquarie University will carry-out much of this work, in collaboration with the CI and investigators. The specific objectives are: 1. To develop a quantitative method using cutting edge two-dimensional gas chromatography-mass spectrometry (GCxGC-TOFMS) to identify the components of spilled diesel and lubricants, especially the complex mixtures of recalcitrant residues and the secondary products of alteration. 2. To calculate the rates of removal of pollutants in the marine environment by comprehensive statistical treatment of the chemical data-set, and to assess the processes by which this removal occurs (e.g. aerobic/anaerobic biodegradation, water-washing, etc). 3. To assess the degradation rates and longevity of pollutant components against the biology of the disturbed communities of microbes and microfauna in the same experiments, so as to form a hypothesis of which components of the complex mixtures have the most important ecotoxicological response and environment impact. 4. Using the most important single isolated or related groups of components, to test the specific ecotoxicological impact of each in the marine environment using a short-term field experiment and laboratory toxicity tests.

Taken from the 2008-2009 Progress Report: Progress against objectives: 1. A GCxGC-FID was installed at Macquarie University. No TOFMS has been purchased yet, due to non-funding of ARC Lief grant application. No further progress made towards this objective. 2. We have a comprehensive dataset now of the rates of removal of hydrocarbon components of SAB from the SRE4 experiment. Detailed GC-MS has been carried out so as to track removal of components in much more detail than can be achieved by GC-FID alone. TPH data have been calculated. The data has been utilised in the draft of one paper by Shane Powell (Powell, Stark, Snape, Woolfenden, Bowman, Riddle; Effects of diesel and lubricant oils on Antarctic benthic microbial communities over five years) which has not been submitted yet, and in an early draft of a paper by PhD student Ellen Woolfenden (E. N. M. Woolfenden, G. Hince, S. Powell, S. Stark, J. Stark, I. Snape, S. George; Effects of diesel and lubricant oils on Antarctic benthic microbial communities over five years). 3. This has partly been done, and is being written up by the Powell et al. paper referred to above. Detailed analysis of which are the most toxic compounds of SAB awaits further work-up of the data. 4. The field season to carry out this test was postponed from 08/09 to 09/10.

Taken from the 2009-2010 Progress Report: Progress against objectives:

1. An ARC LIEF grant application was successful and a TOFMS will be purchased from the funds gained in mid 2010.

2. So far the 0-1cm of 10cm cores of marine sediment spiked with Biodegradable lubricant, used lubricant, clean lubricant and Special Antarctic Blend (SAB) diesel have been analysed by gas chromatography coupled to a flame ionisation detector (GC-FID). Analyses by GC-FID allowed the Total Petroleum Hydrocarbon (TPH) concentration at each sample time to be calculated from statistical analysis. Further analyses were performed on the SAB sediments extractions by GC-MS (mass spectrometry). The chromatograms of the extractions were compared with chromatograms of standard mixtures of compounds and a compound identification library and thus, peaks were identified. From this peak identification, degradation patterns of compounds and groups of compounds could be seen; naphthalenes degrade less readily with increasing methyl groups but still degrade more readily than n-alkanes. From the analyses of the 0-1cm sediment extractions the most recalcitrant compounds were (adamantanes and diamantanes) and the most water soluble compounds were (naphthalenes and alkylnaphthalenes) in SAB diesel. The data has been written up in a draft paper by PhD student Ellen Woolfenden (E. N. M. Woolfenden, G. Hince, S. Powell, S. Stark, J. Stark, I. Snape, S. George; Effects of diesel and lubricant oils on Antarctic benthic microbial communities over five years). This paper will be submitted by May 2010.

We also have started analysing the depth profiles for SAB in the SRE4 experiment. It is interesting to know as to whether any biodegradation patterns will be seen in the 1-10 cm depths of the sediment. Therefore the cores have been sectioned into 1 cm intervals and extracted at AAD. The extractions are awaiting analysis by GC-FID initially and GC-MS for further analysis.

1. This has partly been done, and is being written up by a Shane Powell et al. paper, that has not been published yet. Detailed analysis of which are the most toxic compounds of SAB awaits further work-up of the data.

2. The field season to carry out this test was carried out by Ellen Woolfenden in fieldseason 09/10. Samples have been collected and are stored at AAD. Marine sediment was collected and different portions were spiked with certain compounds from each of these groups as well as a selection of n-alkanes and SAB diesel as a comparison. These sediments have been extracted and are awaiting analysis by GC-MS to identify which of the compounds are depleted most readily within the experimental groups without the influence of other compounds present in SAB diesel. Ellen will be analysing them later in 2010.

The dataset provided by Ellen Woolfenden contain a number of excel spreadsheets, as well as a word document providing further information about the data.

Live O. orensanzi were found in the AAD's Marine Research Facility emerging from sediments during feeding on 3 July 2014. It is likely that live specimens were included in samples collected for another species, Antarctonemertes sp. from intertidal rocky areas at Beall Island near Casey station (66 30.4265 degree S, 110 45.851 degrees E), East Antarctica in January and February 2014. It is also possible that the O. orensanzi were collected from southeast Newcomb Bay, adjacent to Casey station on 2 and 3 of February 2012 (Figure 4), and survived in the Marine Research Facility's aquarium, but this is considered less likely.

Experiments were conducted at the AAD's quarantine facility in Kingston, Tasmania, between 19 July and 2 September 2014.

This metadata record contains the results from bioassays conducted to show the response of Antarctic Polychaetes Ophryotrocha orensanzi to contamination from combinations if IFO 180 fuel and the fuel dispersants Ardrox 6129, Slickgone LTSW and Slickgone NS.

Test solutions were prepared following the methods of Singer et al. (2000) with modifications by Barron and Ka'aihue (2003) and others. Water accommodated fractions of fuel in water (WAF) were produced using a 1:25 (v/v) fuel to FSW ratio in accordance with studies by Payne et al. (2014) and Brown et al., (2016) to facilitate comparability of results. Chemically enhanced water accommodated fractions (CEWAF) were made following a lower 1:100 (v/v) fuel to FSW ratio. A 1:20 (v/v) dispersant to fuel ratio was used for all three dispersants, an application rate of 1:20 dispersant to fuel rate was used both because this is the standard default application rate used in the field and to increase comparability to previous studies. Dispersant only mixes were made according to CEWAF specifications, substituting FSW for fuel.

Test mixes were prepared in dark temperature-controlled cabinets at 0 plus or minus 1 degree C. Mixes were made in two L or five L glass aspirator bottles using a magnetic stirrer. Mix preparation followed the pre-vortex method in which a 20 - 25 % vortex was achieved in 0 plus or minus 1 degree C FSW before addition of the test materials. Once added, fuel was allowed to cool for a further 10 minutes before subsequent addition of dispersants during CEWAF preparation. Mixes were stirred for a total of 42 h with an additional settling time of 6 h following the recommendations determined as part of the hydrocarbon chemistry component of this project (Kotzakoulakis, unpublished data). The mixture was subsequently serially diluted to achieve the desired concentrations. Test concentrations were 100%, 50%, 20% and 10% for WAF and 10%, 5%, 1% and 0.1% for CEWAF. Concentrations for dispersant only treatments mimicked CEWAF in order to be directly comparable. Test solutions were kept in sealed glass bottles with minimal headspace at 0 plus or minus 1 degree C for a maximum of 3 h before use.

Test dilutions were remade each four day period to replenish hydrocarbons lost through evaporation and absorption to simulate a repeated pulse exposure to the contaminant. Ninety percent of the test solution volume was replaced for each beaker during each water change by gently tipping out the solution with minimal disturbance to the test organisms. Replacement solutions were chilled to the correct temperature and replenished immediately to avoid any temperature shock to test animals. Beakers were topped up with deionized water between water changes to maintain water quality and solution volume.

Bioassays were conducted in cold temperature cabinets at 0 plus or minus 1 degree C and light regimes were set to 18 h light and 6 h dark to mimic Antarctic conditions used by Brown et al. (2017). Exposure vessels were 100 ml glass beakers containing 80 ml of test solution. Beakers were left open to allow for the evaporation of lighter fuel components. Each experiment consisted of four replicates per treatment concentration, with eight to 10 individuals per replicate (8 each for Slickgone NS, 10 each for Ardrox and LTSW). Experiments ran for 12 days with observations at 24 h, 48 h, 96 h, 7 d, 8 d, 10 d and 12 d. Mortality was assessed at each observation using a Leica MZ7.5 dissecting microscope. Mortality was determined by the absence of response to stimuli, specifically lack of movement in the maxillae or mandibles. No food was added during experiments to avoid inclusion of an additional exposure pathway.

Aliquots of each test concentration were taken at the beginning and end of each experiment, as well as before and after each water change to analyse the total petroleum hydrocarbon (TPH) content. Duplicate 25 ml samples were taken for each test dilution and immediately extracted with a mixture of Dichloromethane spiked with an internal standard of BrC20 (1-bromoeicosane) and cyclooctane. Extractions were analysed using Gas Chromatography with Flame Ionisation Detection (GC-FID) and Gas Chromatography mass spectrometry (GC-MS). The measured concentrations were integrated following the methods of Payne et al. (2014) to obtain a profile of hydrocarbon content over each 12 d test period.