Gasoline Price in Haiti — Estimated Pump Price Today

Haiti is a small import-dependent market. Shipping in fuel in small parcels carries a high per-litre freight and distribution cost, which is why pump prices stay elevated even when crude falls.

With VAT at 15%, a $10/bbl move in Brent works out at roughly $0.07 per litre at the pump, before retailers adjust their margins.

Haiti has no oil production and imports virtually all of its fuel, often through fragile and disrupted supply chains. Its import-dependent market is highly exposed to Caribbean product premiums over Brent.

A barrel of Brent contains 158.987 litres, but a refinery does not turn one barrel into 158.987 litres of gasoline. Yields differ by crude grade and refinery configuration, and the remaining volume becomes other products — diesel, jet fuel and fuel oil. What the crude price sets is the input cost floor, not the pump price itself.

At a Brent price of $74.32 per barrel, the raw crude component works out at about $0.467 per litre. Everything above that in Haiti — roughly $0.76 per litre — is refining, logistics, retail margin and tax.

Track the underlying benchmark on our live Brent crude price page, or compare it against the US benchmark on Brent vs WTI.

Brent sets the input cost, but gasoline is its own product with its own refining route, its own quality spec and its own demand cycle. Those three things explain most of the gap between the crude price and what drivers in Haiti pay.

Gasoline is made from the light end of the barrel. Straight-run naphtha is upgraded in a catalytic reformer, then blended with cracked gasoline, alkylate and isomerate until the mix hits its octane target. A simple hydroskimming refinery yields roughly 20–25% gasoline from a barrel of Brent-type crude; a complex refinery running a catalytic cracker can push that above 45% by breaking heavier fractions down into lighter ones. That is why a refinery cannot simply make more gasoline when the price rises — the yield is set by the crude grade and the plant configuration.

Pumps quote RON, the Research Octane Number. 95 RON is the mainstream grade in most markets and 98 RON is the premium grade; the premium usually costs a few percent more because it needs more high-octane blendstock. Octane is a knock-resistance rating, not an energy rating: a higher grade does not contain more energy per litre, it just tolerates more compression before pre-igniting.

In Haiti there is no meaningful summer/winter blend switch, so the seasonal cost step seen in Europe and North America is absent. Instead, small-island economics dominate. Fuel arrives in small parcels on long routes, storage is limited, and a single terminal often serves the whole market. Per-litre freight, insurance and handling costs are several times what a large mainland market pays, which is why island pump prices stay high even after crude has fallen.

Gasoline demand is dominated by passenger cars, so it is a consumer-led, weather-and-holiday-sensitive product. In the northern hemisphere the gasoline crack spread — the margin between crude and finished gasoline — normally firms through the spring and peaks in the summer driving season, then fades in autumn. This is why gasoline can rise while Brent falls, and vice versa: the pump price is the crude price plus a refining margin that has its own separate cycle.

Structurally, gasoline is the first oil product that vehicle efficiency standards and electric vehicles erode, because passenger cars are the easiest segment to electrify. Where that transition is under way, gasoline volumes decline even as total oil demand holds up — which shifts refinery economics toward diesel and jet fuel over time.

Haiti taxes both grades at effectively the same rate — about $0.22 per litre on gasoline, within a cent of the diesel rate. Duty neutrality means the price gap you see at the forecourt is coming from refining economics and product demand rather than from the tax code.

Without a seasonal blend switch, the local gasoline price mostly follows landed import cost. The northern-hemisphere driving season still reaches this market indirectly, because it pulls cargoes toward higher-priced regions and lifts freight rates on the routes that supply it.