 SHUTTLE TANKERS IN THE GULF?
IT'S AS EASY AS ATB
If Floating, Production, Storage and Offloading
vessels are ever used in the U.S. Gulf of Mexico, shuttle
tankers will most likely be used to transport the oil from these
deepwater offshore production units. Deepwater shuttle tankering
service is being looked at as part of an Environmental Impact
Study (EIS) on the use of FPSOs in the Gulf of Mexico. The study,
being conducted for the Minerals Management Service, won't be
finalized until late 2001.
"Equipment that can be used for U.S.
Jones Act trade for U.S. Deepwater Gulf of Mexico Shuttle Tanker
service does not exist at this time," says Alabama
Shipyard's Trey LeBlanc.
Speaking at the recent Marine Log Gulf
Offshore 2000 conference, LeBlanc suggested owners should be
looking at shuttle tanker solutions now. "The ATB [articulated
tug barge] seems to be ideally suited as a means of shuttling
oil from future deepwater offshore production units," said
LeBlanc.
What's an ATB? Unlike
an ITB (Integrated Tug/Barge) where the tug and barge were locked
together in a rigid connection and became for practical purposes
one unit, the ATB has an articulated or "hinged" connection
system between the tug and barge, which allows movement in one
axis, or plane in the critical area of fore and aft pitch. No
such movement is possible with an ITB unit.
According to LeBlanc, some of the design
advantages of the ATB are:
- The ATB is a proven safe and reliable
means of transportation.
- The ATB is less costly to build and operate
than a ship.
- The ATB's speed is adequate for the service.
- Shuttle tankering is similar to the tanker
lightering already done in the Gulf, which has proven both safe
and reliable.
- Arguably, ATB shuttle transportation may
prove more cost effective and more environmentally friendly than
deepwater pipelines.
All equipment used for shuttle tanker service in the U.S. Gulf
of Mexico, points out LeBlanc, must conform to the Jones Act,
must be U.S. flag, U.S. crewed, and must be built in the U.S.
Right now, there are very few, if any, existing U.S. flag ships
designated for Jones Act trade that can be used or converted
for shuttle service because of the double hull provisions of
OPA 90.
OTHER ATB ADVANTAGES
LeBlanc points out that one of the benefits of using a conventional
tug and barge unit versus a ship in Jones Act service is lower
crew costs. As an example, a typical U.S. flag, Jones Act tanker
without a large amount of automation to reduce the overall manning
requirements could have a crew of as many as 27. Whereas a typical
U.S. flag, Jones Act conventional tug and barge or for that matter
an ATB, with the same cargo carrying capability can operate with
as few as seven crew. The difference in crew costs alone can
be in excess of $2 million annually.
In addition, another cost bonus that is
realized with the ATB is that, at least for Jones Act trade,
the ATB is somewhat less expensive to build than a ship of the
same capacity. The rules are different. You have an unmanned
barge and an uninspected tug, not a ship, and because of the
reduced crewing less crew quarters, etc. are required. The accommodation
block on a conventional ship represents a significant portion
of the cost of building the ship.
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