Ready to turn insight into action?
We help organisations transform ideas into measurable results with strategies that work in the real world. Let’s talk about how we can solve your most complex supply chain challenges.
Fuel Shortage, Spiking Costs, and Operational Risk: What Australian Industry Needs to Do Now
Part 2 of 3 — Key Industries at Risk
Diesel is up 67% since the start of March 2026. Wholesale unleaded petrol has risen nearly 50% in three weeks. United Petroleum — one of Australia's largest independent fuel wholesalers — has suspended customer allocations. And if the Strait of Hormuz remains disrupted for another two to three months, economists are warning petrol could climb a further dollar per litre from already elevated levels.
For the sectors that keep Australia fed, stocked, and moving, this is not a macroeconomic abstraction. It is a cost and operational crisis landing right now, in the middle of trading cycles, harvest seasons, and peak logistics periods. This article identifies the industries most acutely exposed to Australia's fuel supply chain disruption, the scenarios each should be planning for, and the supply chain actions that can make a meaningful difference.
The Structural Problem Underneath the Price Shock
Before getting into sector-specific impacts, it is worth being precise about what is happening in Australia's fuel supply chain — because the mechanisms matter for how each industry responds.
Australia refines only a small fraction of its liquid fuel domestically. The Ampol refinery in Brisbane and the Viva Energy refinery in Geelong together produce a fraction of national demand; the vast majority of Australia's refined product arrives by ship from Singapore. Singapore, in turn, sources crude from the Middle East — meaning that disruption to the Strait of Hormuz flows directly into Singapore's refining throughput, which flows directly into Australia's import program.
The price shock is therefore not just a trading or hedging issue. It is a physical supply chain vulnerability. When Iran threatens to target ships passing through Hormuz, when vessel traffic through the strait drops by 70%, and when war-risk insurance surcharges reach historic highs, the cost and availability of refined fuel in Australia is structurally impaired — regardless of what happens at the retail bowser.
For industry, that means the conventional response — waiting for the market to settle — is not adequate planning.
Logistics and Transport: The Sector That Carries Everyone Else
No sector is more immediately exposed to fuel cost and availability shocks than transport and logistics. Fuel represents 25–35% of operating costs for a typical Australian road freight operator. A 67% increase in wholesale diesel prices is not a margin squeeze — it is an existential threat to operators running thin contracts.
The immediate impact is visible in fuel surcharges. Most freight contracts include a fuel surcharge mechanism, but those mechanisms were calibrated against normal price bands. At current prices, surcharges are being triggered at levels that many shippers have never seen and are not contractually prepared for.
The scenarios for logistics operators run from painful to severe.
In a short-term disruption scenario, operators absorb elevated fuel costs, pass surcharges through to customers where contracts allow, and manage cashflow pressure for eight to twelve weeks. The business impact is real but survivable for well-capitalised operators.
In a three to six month sustained disruption, the calculus changes. Smaller operators without fuel hedging arrangements or strong customer contracts face insolvency pressure. Route rationalisation begins — less profitable regional and rural routes are deprioritised or suspended, creating service voids in exactly the areas that can least afford them. Fleet utilisation decisions get made on cost rather than customer service criteria.
In an extended disruption beyond six months, we start to see structural change: industry consolidation, service withdrawal from marginal routes, and potentially government intervention in freight capacity allocation.
For logistics operators right now, the priority actions are clear: review every fuel surcharge clause in every customer contract, understand your current hedged versus exposed fuel position, model cash flow under each scenario, and start a conversation with your major customers about cost-sharing arrangements before the surcharges hit and the relationship deteriorates.
FMCG and Manufacturing: When Input Costs Attack from Every Direction
For FMCG producers and manufacturers, fuel is an input cost that appears in multiple places simultaneously: inbound raw materials freight, outbound finished goods distribution, energy costs for production facilities, and the fuel component embedded in packaging, agricultural inputs, and other materials.
The current disruption is compressing margins from multiple directions at once. Inbound freight costs are rising. Energy costs are rising. Outbound distribution costs are rising. And retailers — themselves under cost pressure — are not automatically accommodating price increases.
The scenario planning for FMCG manufacturers needs to consider two distinct risk horizons.
In the near term, the focus is on cost management and supply continuity. Which raw materials are most exposed to inbound freight disruption? What is the lead time for securing alternative supply? What is the stock position for key ingredients and packaging materials, and what buffer is adequate given current supply chain volatility?
Over a three to six month horizon, the question becomes one of procurement strategy and cost recovery. Can price increases be passed through? Which SKUs have the margin resilience to absorb cost shocks, and which should be rationalised or temporarily discontinued? Are there supply chain design changes — closer sourcing, mode shift, co-manufacturing arrangements — that reduce fuel exposure structurally?
Procurement strategy in this environment is not just about buying fuel more cheaply. It is about redesigning procurement arrangements across the supply chain to reduce total fuel dependency and build flexibility for a more volatile cost environment.
Agriculture: The Sector Flying Blind
The agricultural sector's exposure to the current fuel crisis is acute, immediate, and under-acknowledged in the mainstream policy conversation.
Diesel is the agricultural sector's lifeblood. It powers tractors, harvesters, irrigation pumps, grain handling equipment, and the trucks that move product from paddock to processor. Retail diesel prices in many regional centres have already passed 225 cents per litre — up from around 175 cents before the conflict began. For large farming operations running extensive fleets and irrigation systems, that represents hundreds of thousands of dollars in additional annual cost.
The timing is appalling. The current disruption has landed during the autumn planting window in major cropping regions. Farmers who miss their planting window do not get a second chance — the production is simply lost for the year. And unlike metropolitan businesses that can defer discretionary activity, farming operations run to biological and climatic schedules that do not negotiate.
The supply chain visibility problem is particularly severe for agriculture. Tamworth-based Transwest Fuels — which supplies more than 2,000 farmers and agricultural customers — has already declared zero petrol supply at Newcastle and Brisbane terminals. Farmers in New South Wales and Queensland who relied on those supply chains are now scrambling.
The scenarios for agriculture are stark. A short-term disruption of four to eight weeks is manageable for operations that entered the crisis with reasonable on-farm storage and strong supplier relationships. A three to six month disruption that overlaps with harvest season is genuinely damaging to both individual operations and national food production volumes. An extended disruption creates systemic risk to Australia's agricultural supply chain that reverberates through the entire food system.
For agricultural businesses, the immediate actions are: secure fuel supply now rather than waiting, review on-farm storage capacity and fill it where possible, communicate with your agronomists, bankers, and processors about the supply situation, and model what a 30% and 60% reduction in fuel availability means for your seasonal programme.
Retail: Freight Costs Eat the Margin
Australian retail — both grocery and general merchandise — depends on a logistics network that is now significantly more expensive to operate. The cost of getting product from supplier to distribution centre to store has risen sharply, and will rise further if the disruption continues.
For grocery retailers, the pressure is compounded by product categories with high freight intensity. Fresh produce, chilled and frozen goods, and bulk staples all carry disproportionately high freight costs as a percentage of shelf price. When diesel goes up 67%, the freight component of a supermarket delivery does not simply become 67% more expensive in absolute terms — the percentage impact on category margin can be dramatically higher.
For general merchandise retailers, the conversation is partly about inbound international freight — ocean freight rates have already spiked as war-risk surcharges apply to Middle Eastern lanes — and partly about domestic distribution costs. Both are rising simultaneously.
The scenarios for retail depend heavily on how long the disruption lasts and whether freight cost increases can be recovered through pricing. In a short disruption scenario, most retailers absorb the cost impact or pass modest price increases through. In a sustained scenario, the conversation about supplier freight cost responsibility becomes unavoidable, and retailers with sophisticated procurement arrangements — consolidated freight programmes, domestic sourcing initiatives, and distribution network optimisation — will be structurally better positioned.
The warehousing and distribution and procurement decisions made right now by retail supply chain teams will determine how well the sector weathers the next six months.
Hospitality and Integrated Resorts: Operational Complexity Under Cost Pressure
For large hospitality operators — hotels, integrated resorts, and commercial food service businesses — the fuel crisis creates operational challenges that are less visible than price spikes but equally consequential.
Food and beverage supply chains for large hospitality operators depend on multiple daily deliveries, often from distributed supplier networks. When freight costs rise sharply, two things happen: supplier delivery charges increase, and suppliers begin consolidating delivery runs, extending lead times and reducing delivery frequency. For a hotel kitchen running tight par levels and just-in-time ordering, extended lead times and reduced delivery reliability are operational problems, not just cost problems.
The fuel crisis also affects back-of-house operations directly. Waste removal, linen logistics, engineering and maintenance fleet operations, and the movement of goods between properties all carry fuel costs that are now materially higher.
Hospitality operators need to review their back-of-house logistics arrangements with fuel cost volatility explicitly in mind. That means reviewing delivery frequency and consolidation opportunities, assessing par levels and safety stock for key categories, and understanding where supplier contracts allow for freight cost recovery.
The Common Thread: Supply Chain Visibility and Scenario Planning
Across every sector reviewed here, the single most important factor in navigating the current disruption is supply chain visibility. Organisations that know their fuel cost exposure, understand their stock positions, and have modelled their operations under multiple scenarios are making better decisions than those flying blind.
The current crisis has exposed a structural problem in Australian industry supply chains: too many organisations are managing fuel as a passive cost rather than an active risk. Fuel procurement is delegated to site managers or fleet teams without a consolidated view at the executive level. Contracts were written for a stable price environment. Scenario planning either does not exist or has not been updated since COVID.
The good news is that the actions required are not exotic. They are disciplined supply chain management applied urgently and at scale.
How Trace Consultants Can Help
Trace Consultants supports clients across FMCG, retail, logistics, hospitality, agriculture, and infrastructure on supply chain strategy, procurement, and risk management. In the current environment, we are helping clients with:
Fuel exposure assessment and scenario modelling. We build a consolidated view of your fuel cost exposure across the supply chain — inbound freight, outbound distribution, on-site operations — and develop scenario models for short, medium, and long-term disruption. This gives leadership a clear picture of financial exposure and operational risk under each scenario.
Procurement contract review and strategy. Our procurement team reviews fuel supply and freight contracts for allocation clauses, force majeure provisions, and cost recovery mechanisms. Where contracts need to be renegotiated or supplemented, we design the strategy and support execution.
Supply chain network and distribution optimisation. For clients whose distribution networks are no longer optimised for a high-fuel-cost environment, we provide strategy and network design services that identify consolidation opportunities, mode shift options, and sourcing changes that reduce fuel dependency structurally.
Planning and operations support. Our planning and operations team works with clients on demand planning, stock positioning, and operational scheduling to reduce fuel consumption and build resilience into day-to-day operations.
Back-of-house logistics for hospitality. For integrated resorts and commercial hospitality operators, we bring specialist back-of-house logistics capability to review delivery arrangements, par levels, and supplier consolidation opportunities in the context of elevated freight costs.
Explore our Supply Chain Resilience services →
Where to Begin
For any industry operator reading this, the starting point is the same: consolidate your fuel exposure data, understand your contracted position, and model your operations under at least two disruption scenarios.
Do not wait for the situation to resolve. The organisations that are acting now — reviewing contracts, repositioning stock, consolidating freight programmes, and redesigning procurement arrangements — will be structurally better positioned when the disruption eventually eases. Those waiting for certainty will be managing a recovery problem rather than a resilience advantage.
The Cost of Inaction
Every week of inaction in a supply chain disruption of this scale carries a cost. It is not just the direct cost of higher fuel prices — it is the margin impact of freight surcharges not anticipated in customer contracts, the operational disruption of allocation constraints not planned for, and the reputational damage of supply failures that could have been avoided.
Australia's industries have managed supply chain disruptions before — COVID, flooding, the 2025 Iran conflict. The organisations that navigated those events best were the ones that treated them as supply chain management problems requiring structured response, not external shocks to be waited out.
The same applies now. The disruption is real, the trajectory is uncertain, and the supply chain actions required are clear.
Ready to turn insight into action?
We help organisations transform ideas into measurable results with strategies that work in the real world. Let’s talk about how we can solve your most complex supply chain challenges.







