While the recently enacted federal tax cuts have been widely viewed as a boon to corporate America, including businesses in the energy sector, a new report by our friends at East Daley Capital finds a major drawback in the law for midstream companies. By slashing the corporate tax rate from 35% to 21% — and by allowing partnerships and “pass-through” entities to take a 20% deduction on their income pre-tax — the new law will increase the return on equity that midstreamers earn on their crude oil, NGL and natural gas pipelines. That may well lead the Federal Energy Regulatory Commission (FERC) to re-set its formula rates for at least some gas pipelines, and also is likely to heighten regulatory scrutiny of the rates charged by the owners of oil and NGL pipelines. Today, we continue our review of East Daley’s new “Dirty Little Secrets” report with a look at the tax law, the higher pipeline ROEs resulting from the tax cuts, and the midstream companies that may be affected most.
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Mexico continues to open up its refined-products sector to competition, and refinery troubles at government-owned Pemex are providing U.S. refiners and motor-fuel marketers with a golden opportunity to export increasing volumes of gasoline and diesel south of the border. But transporting all those refined products to Mexican population centers and distributing them to thousands of service stations requires port and rail terminals, pipelines and storage, and Pemex has been slow in relinquishing control of its infrastructure. Today, we continue our series on efforts to facilitate the transportation of motor fuels from U.S. refineries to — and within — Mexico, this time looking at more port and rail-related projects and at existing and planned pipelines.
The recent rise in crude oil prices to levels not seen since late 2014 certainly has captured everyone’s attention, and generally boosted the financial prospects for U.S. producers and midstreamers alike. But while it’s often said that a rising tide lifts all boats, the fact is that accurately assessing the relative value of — and prospects for — specific midstream energy companies requires a deep, detailed analysis. Where are their assets located? How do they complement each other? Do their contractual obligations help or hinder? Sure, things may be looking up in the midstream sector in a big-picture sense, but that hardly makes every midstream company a winner. Today, we review highlights from a new East Daley Capital report that shines a bright light on 28 U.S. midstream companies.
The Permian is experiencing the build-out of a wide variety of midstream infrastructure: crude oil and natural gas gathering systems, gas processing plants and crude, gas and NGL takeaway pipelines. Lately, there’s also been a rush to develop pipelines to deliver water to wells for use in hydraulic fracturing, as well as pipes to transport produced water from the lease to disposal wells and produced-water recycling plants. By installing and expanding these water and produced-water pipeline systems — some of them hundreds of miles long — Permian producers and third-party water-logistics providers are reducing the need for trucks on the Permian’s congested roads and significantly reducing per-barrel water transportation costs. Today, we continue our blog series on water-related pipeline, storage and treatment infrastructure in the Permian’s Delaware and Midland basins.
The opening of Mexico’s refined-products sector to competition after 80 years of Pemex monopoly is spurring the development of new motor fuel-related distribution infrastructure on both sides of the U.S.-Mexico border. A number of these pipelines, rail loading/unloading facilities, storage and other projects aren’t advancing as quickly as their developers may have hoped — replacing the old order with the new is taking time. But the need for new infrastructure is evident. Today, we continue our series on efforts to facilitate the transportation of motor fuels from U.S. refineries to — and within — Mexico, this time focusing on rail-related projects.
A number of Permian producers and their contractors are working to rein in well-completion and operating costs by developing extensive pipeline networks to efficiently deliver fresh, brackish or treated water to new wells for use in hydraulic fracturing — and deliver produced water from producing wells to treatment and disposals sites. This water-related infrastructure build-out is driven by a combination of necessity and economy, and is made possible in part by the trend among producers to assemble very large, contiguous leaseholds so they can drill longer horizontal wells. Today, we continue our series on water-related pipeline, storage and treatment infrastructure.
Through the first half of the 2010s, U.S. production of field condensate — the ultra-light liquid hydrocarbon that bridges the gap between superlight crude oil and heavier natural gas liquids like natural gasoline — more than doubled, peaking at about 640 Mb/d in early 2015. As condensate production ramped up in the Eagle Ford and other plays, conde prices were discounted to move the product, markets were developed to absorb the barrels, and infrastructure was built to move the conde to those markets. Then, in a dramatic turnaround that continued into 2017, condensate production fell by more than one-third, the new markets — splitters and exports — were starved for product, and conde prices flipped from discounts to premiums. But the market is shifting yet again. Conde production is once more on the rise, with the Eagle Ford rebounding and production rising in the star of the show in crude oil markets: the Permian. Today, we discuss highlights from RBN’s new Drill Down Report on the condensate market roller-coaster.
U.S. exports of motor gasoline and diesel to Mexico are up 60% from two years ago, and the ongoing liberalization of Mexican energy markets is allowing players other than state-owned Pemex to become involved in motor fuel distribution and retailing there. But there’s a catch. The port, pipeline, rail and storage infrastructure currently in place to receive U.S.-sourced gasoline and diesel and transport it within Mexico is inefficient and stressed. Further, Pemex owns or controls most of these fuel logistics assets and has been slow to make them available to others. Today, we continue our series on efforts to facilitate the transportation of motor fuels to and within the U.S.’s southern neighbor.
To complete a single two-mile horizontal well in the Permian, producers or their contractors need to bring in several hundred thousand barrels of fresh, treated or brackish water — not an easy task in dry and dusty West Texas and southeastern New Mexico. And the water challenges don’t end there. Each barrel of crude oil that emerges from a Permian well can generate even more produced water that needs to be transported and safely disposed of. With Permian production of crude and associated natural gas rising fast, the sprawling region is experiencing a rapid build-out of water pipeline networks and other infrastructure aimed at keeping pace with hydrocarbon production growth. Today, we begin a blog series on water-related pipeline, storage and treatment infrastructure in the U.S.’s fastest-growing crude oil production area.
This winter will be the last go-round for ISO New England’s Winter Reliability Program, under which the electric-grid operator in the natural gas pipeline-challenged region provides financial incentives to dual-fuel power plants if they stockpile fuel oil or LNG as a backup fuel. This coming spring, a long-planned “pay-for-performance” regime will go into effect, and gas-fired generators that can’t meet their commitments to provide power during high-demand periods — such as the polar vortex cold snaps that hit the Northeast in early 2014 — will pay potentially significant penalties. Today, we discuss the pitfalls that the pipeline capacity-challenged region may encounter as its power sector becomes increasingly gas-dependent.
Falling production of motor gasoline, diesel and other refined products at Mexico’s aging refineries has created a south-of-the-border supply void that U.S. refiners and refined-products marketers and shippers are all too eager to fill. At the same time, the ongoing liberalization of Mexican energy markets is finally allowing players other than state-owned Petróleos Mexicános (Pemex) to become involved in motor-fuel distribution and retailing. The results of all this? U.S. exports of gasoline and diesel to Mexico are up 60% from two years ago, and U.S. companies are scrambling to develop or acquire the infrastructure needed to deliver refined products to Mexican consumers. Today, we begin a new series on the increasing role of U.S. companies in supplying, distributing and retailing motor fuels in Mexico, and on the new transportation and terminalling infrastructure being built to support that growth.
The combination of rising condensate demand as new splitter capacity came online and falling conde supply resulted in just what you’d expect — higher conde prices. Worse yet for the companies that made throughput commitments for those new splitters, the once-favorable price differentials between conde and light-crude benchmarks West Texas Intermediate (WTI) and Louisiana Light Sweet (LLS) have been turned on their heads, and a number of splitters are operating at far less than capacity. Today, we continue our look at the roller-coaster world of conde, this time focusing on conde prices and differentials, and on the forces that may change the conde market once again.
The clock is ticking for international shipping companies, cruise lines and others to determine how they will meet the much more stringent standard for bunker fuel sulfur content that will kick in just over two years from now. While many shipowners will likely meet the International Marine Organization’s 0.5% sulfur cap in January 2020 by shifting to low-sulfur marine distillate or a heavy fuel oil/distillate blend, a smaller number are investing in ships fueled by LNG. LNG easily complies with the sulfur cap, and while it costs more than high-sulfur HFO — the bunker that currently dominates world shipping — it is less expensive than the low-sulfur distillate and HFO/distillate blends that will be needed to meet the new standard. But there are catches with LNG, including the need to dedicate more onboard space for fuel tanks and (even more importantly) the lack of LNG fueling infrastructure in a number of ports. Today, we discuss the short and long-term outlook for LNG as a marine fuel.
A number of Permian pipeline projects that would help alleviate impending takeaway constraints in the fast-growing production region have advanced in recent weeks — a clear sign that producers, shippers and midstream companies alike are paying close attention. But will these projects be enough, particularly when you consider the flood of capital spending in the Permian by exploration and production companies and the accelerated production growth that it may spur? Today, we discuss the progress midstreamers have been making on the Permian takeaway front as production of crude oil, natural gas and natural gas liquids (NGLs) in the play ratchets up.
The sharp decline in U.S. condensate production since early 2015 and the end to the ban on U.S. crude oil exports a few months later were a one-two punch for the companies that made throughput commitments to condensate splitters and made other conde-related infrastructure investments. In what seemed like a flash, conde supply plummeted and the steep price discount to WTI and other light crude that made conde so attractive for splitting and exporting was gone. Holders of splitter capacity were paying top-dollar for what conde they could corral, and operators were forced to run their brand-new facilities at far less than capacity. And, when the general ban on crude exports was lifted in December 2015, the special status that conde had enjoyed since exports of lightly processed conde were permitted in June 2014 was a thing of the past. Today, we continue our review of a conde world in upheaval, this time with a focus on splitters and exports.