For Whom the Pipeline Tolls - Approval of Enbridge Mainline Tolls Locks In Years of Shipping Cost Certainty

Late last month, the Canada Energy Regulator (CER) ruled against Enbridge’s proposal to convert as much as 90% of the capacity on its multi-pipeline, 3-MMb/d Mainline crude oil system to long-term contracts. The CER’s action leaves in place the Mainline’s current capacity-allocation process, under which every barrel-per-day of the pipeline system’s capacity is open to all shipping customers on a month-to-month basis. Although the rejection of Enbridge’s proposal is unlikely to change the volume of Western Canadian crude oil flowing on the Mainline over the next few months, the longer-term outlook for Mainline flows is less certain given that other, competing pipeline capacity out of Alberta will be coming into service by late 2022 or early 2023. In today’s RBN blog, we examine the decision to reject long-term contracting and what might be the next steps for Enbridge.

It took a while, but Enbridge and shippers on its 3.2-MMb/d Mainline system have finally reached an agreement in principle on a new tolling agreement that will lower per-barrel rates on the mammoth crude oil pipeline network between Western Canada and the U.S. Midwest — and also help ensure that Enbridge will earn a healthy rate of return on its largest asset. Assuming the Mainline Tolling Agreement (MTA) is approved by Canadian regulators later this year (and that’s seems to be a safe bet), the new rate structure should also help the Mainline system retain the vast majority of its crude volumes, even as it faces new competition from the Trans Mountain Expansion (TMX) project, which will provide 590 Mb/d of additional pipeline capacity from Edmonton, AB, to the British Columbia (BC) coast starting sometime next year. In today’s RBN blog, we discuss the MTA and what it means for Enbridge, shippers and TMX.

Enbridge’s proposal to have crude oil shippers on its now fully uncommitted Mainline sign long-term contracts for as much as 90% of the 2.9-MMb/d pipeline network’s capacity is a big deal — and controversial. Refiners and integrated producer/refiners generally support the plan, which is now up for consideration by the Canada Energy Regulator, while Western Canadian producers with no refining operations of their own — and, for many, no history of shipping on the Mainline — mostly oppose it. What’s driving their contrasting views? It’s complicated, of course, but what it really comes down to is that everyone wants to avoid what they see as a bad outcome. Refiners and “integrateds” fear that if the current month-to-month approach to pipeline space allocation remains in place, cost-of-service-based tariffs on Mainline will soar when new takeaway capacity is built on the Trans Mountain and Keystone systems and fewer barrels flow on Mainline. Producers, in turn, are wary of making multi-year, take-or-pay commitments to Enbridge if they’ll soon have other takeaway options, and are equally concerned that they’d be left in the lurch if they don’t commit to Mainline and the Trans Mountain Expansion and Keystone XL projects don’t get built. Today, we consider both sides of this important debate.