Double-Hull Tanker Legislation An Assessment of the Oil Pollution Act of 1990 (1998) / Chapter Skim
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3 Operational Makeup of the Maritime Oil Transportation Industry
3 Operational Makeup of the Maritime Oil Transportation Industry
Pages 42-64
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From page 42... ...
The international fleet carries crude oil and finished products to the United States from foreign sources, whereas the Jones Act fleet trades almost exclusively between U.S. ports, with an occasional cargo for foreign aid or for the Military Sealift Command going abroad.
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From page 43... ...
Hence, there is a need for deepwater ports and lightering zones. The economic decision regarding tanker size is often based on a comparison between the higher chartering cost per barrel of crude oil shipped in small tankers and the lower chartering cost per barrel of oil shipped in larger tankers, combined with lightering costs or the cost of unloading at the Louisiana Offshore Oil Port (LOOP)
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From page 45... ...
ports in 2015 than in 1994; projections suggest that a major share of the increase will be crude (EIA, 1996~. Generally, oil imports from relatively close locations in the Western Hemisphere4 have a logistical cost advantage over imports from more distant locations.
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From page 46... ...
The projected increase in long-haul crude imports will mean an increase in the number of large tankers trading to the United States. Long-haul crude oil imports arriving at the Gulf Coast are projected to increase from 2.4 MBD in 1994 to 5.1 MBD in 2015 (see Figure 3-2~.
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From page 47... ...
requirements. Smaller single-hull tankers that move directly into port or are partially lightered will be phased out by 2010 in accordance with OPA 90.5 In contrast, the deepwater port and lightering zone exemption to OPA 90 will allow large single-hull tankers to unload through 2015 at LOOP or in lightering zones designated by the 5Some tankers with a double bottom or double sides may be allowed to operate through 2015, depending on their age.
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From page 48... ...
AGE DISTRIBUTION AND SCRAPPING PATTERNS The committee's assessment of the operational makeup of the maritime oil transportation industry focuses on the part of the international oil transportation fleet that trades to the United States. However, it should be recognized that subject to regulatory and other restrictions, the entire world fleet is potentially able to trade to the United States.
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From page 49... ...
TABLE 3-2 Change in Composition of World Fleet between 1990 and 1994, by Hull Type as Percentage of Total Tonnagea Single Hull Single Hull Year Double Hull Built before 1980 Built 1980 or Later Total Fleet 1990 4.0 65.1 30.9 100 1994 10.1 51.2 38.7 100 aIn 1990 the world fleet comprised 3,305 vessels of greater than 10,000 DWT; in 1994 there were 3,380 such vessels. Sources: Clarkson Research, 1990, 1995; Tanker Advisory Center, 1991, 1995.
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From page 50... ...
Sources: Clarkson Re search, 1991-1995, 1996a,b; Drewry, 1994; Tanker Advisory Center, 1996. The most pronounced effect of Section 4115 of OPA 90 and MARPOL 13F and 13G on the world fleet so far has been an increase in the number of doublehull vessels.
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From page 51... ...
The latter option involves a loss of capacity of between 5 and 13 percent for larger vessels. In summary, the committee's analysis indicates that the majority of smalland medium-sized tankers in the world fleet will be scrapped before they reach the maximum age permitted by the regulations, unless historical scrapping patterns change significantly.
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From page 52... ...
The owners and operators of larger tankers are likely to take advantage of the lightering zone and deepwater port exemption to OPA 90, together with the HBL option allowed under IMO rules, and operate their vessels until age 30. International Fleet Trading to the United States Age and Scrapping Profiles The average age of the U.S.
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From page 53... ...
Maintenance was not kept up to optimum levels, 7There are some notable exceptions, including Jones Act ships whose cost of construction is so high that an extended life is economically justified and some others that were built under a philosophy of "heavy scantlings-intensive maintenance-long useful life."
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From page 54... ...
Trading Fleet World Fleet Age Range 1990 1994 Change 1990 1994 Change 0 - 2.20 2.03 -0.17 3.15 2.91 -0.24 5-9 7.54 6.79 -0.75 8.33 8.04 -0.29 10-14 12.62 12.36 -0.25 13.50 13.10 -0.40 15-19 16.01 17.57 1.56 17.31 18.55 +1.22 20-24 21.39 20.68 -0.70 22.60 22.08 -0.52 25 and older 35.00 34.05 -0.95 32.30 33.12 +0.82 Total 11.76 10.64 -1.12 14.08 14.73 +0.65 NOTE: Vessel age has been averaged both within the age band and overall for each ownership group. 35 ~ 30 AL .~ 25 ~ 20 Oh j ho 15 10 5 o Age Range (years)
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From page 55... ...
The average age of the smaller tankers calling on the Atlantic coast increased from 1990 to 1994, whereas the average age of larger vessels decreased. Overall, the average age of vessels calling on the Atlantic coast decreased.
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From page 56... ...
VESSEL OWNERSHIP, SALES, AND TRANSFERS Ownership trends in the world fleet are addressed prior to an analysis of ownership changes in the international fleet trading to the United States. Different trends in the world and U.S.
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From page 58... ...
The number of government-owned ships also dropped but not to the extent found in the oil company sector. There are clear trends in the pattern of vessel sales for the world fleet as a whole from 1990 to 1994, as summarized in Table 3-7.
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From page 59... ...
The number of oil company ships trading to the United States fell, although the number of port calls remained constant. The shift in ownership among vessels trading to the United States (more independents, fewer oil company)
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From page 60... ...
TABLE 3-8 Tonnage of Government-Owned Fleets Trading to the United States, 1990 and 1994 1990 Tonnage Country 1990 Rank (103 DWT) 1994 Rank 1994 Tonnage (103 DWT)
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From page 61... ...
Dramatic changes also occurred in oil company fleets trading to the United States between 1990 and 1994 (see Table 3-9~. Total oil company tonnage fell from 74.3 million DWT in 1990 to 66.4 million DWT in 1994.
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From page 62... ...
The reduction in oil company activity on the Gulf and Atlantic coasts reflects their reduction in vessel ownership, particularly in trading to the United States. The distribution of ownership on the Pacific coast did not change significantly in any sector.
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From page 63... ...
After 2010 there will be restrictions on these vessels discharging elsewhere in the United States, although they can continue to trade internationally until they are 30 years old. Long-haul crude oil imports are expected to increase from present levels, providing an economic impetus for the use of VLCCs that discharge their cargo through deepwater ports or lightering zones.
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From page 64... ...
Government-owned fleets worldwide decreased between 1990 and 1994, whereas the percentage of government-owned tonnage trading to the United States increased from 2 percent to approximately 6.5 percent. This change largely reflects the growth in government-owned Saudi Arabian fleet tonnage trading to the United States.
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