Bloomberg News: Exxon Mobil Shows Why U.S. Oil Output Rises as Prices Plunge

Repost from Bloomberg News
[Editor:  An excellent analysis – “follow the money.”  Significant quote: “The average cost to operate an existing well in most parts of the U.S. “is about $20 a barrel,” Petrie said. “It might be $5 higher or it might be $5 lower, that’s the out-of-pocket costs that we’re talking about. Until you dip into that and start losing money on a cash basis day in, day out, you don’t think about shutting in” wells.”  – RS]

Exxon Mobil Shows Why U.S. Oil Output Rises as Prices Plunge

By Joe Carroll – Dec 18, 2014

Crude oil production from U.S. wells is poised to approach a 42-year record next year as drillers ignore the recent decline in price pointing them in the opposite direction.

U.S. energy producers plan to pump more crude in 2015 as declining equipment costs and enhanced drilling techniques more than offset the collapse in oil markets, said Troy Eckard, whose Eckard Global LLC owns stakes in more than 260 North Dakota shale wells.

Oil companies, while trimming 2015 budgets to cope with the lowest crude prices in five years, are also shifting their focus to their most-prolific, lowest-cost fields, which means extracting more oil with fewer drilling rigs, said Goldman Sachs Group Inc. Global giant Exxon Mobil Corp. (XOM), the largest U.S. energy company, will increase oil production next year by the biggest margin since 2010. So far, the Organization of Petroleum Exporting Countries’ month-old bet that American drillers would be crushed by cratering prices has been a bust.

Oil Prices

“Companies that are already producing oil will continue to operate those wells because the cost of drilling them is already sunk into the ground,” said Timothy Rudderow, who manages $1.5 billion as chief investment officer at Mount Lucas Management Corp. in Newtown, Pennsylvania. “But I wouldn’t want to have to be making long-term production decisions with this kind of volatility.”

A U.S. crude bonanza that has handed consumers the cheapest gasoline since 2009 has left oil exporters like Russia and Venezuela flirting with economic chaos. The ruble sank as much as 19 percent on Dec. 16 to a record low of 80 per dollar before recovering to close at 68; Russian bond and equity markets also crumbled. In Venezuela, the oil rout is spurring concern the country is running out of dollars needed to pay debt and swaps traders are almost certain default is imminent.

Profitable Wells

U.S. oil production is set to reach 9.42 million barrels a day in May, which would be the highest monthly average since November 1972, according to the Energy Department’s statistical arm.

Output from shale formations, deep-water fields, the Alaskan wilderness and land-based wells in pockets of Oklahoma and Pennsylvania that have been trickling out crude for decades already have pushed demand for imported oil to the lowest since at least 1995, according to data compiled by Bloomberg.

Existing wells remain profitable even as benchmark crude futures hover near the $55-a-barrel mark because operating costs going forward are usually $25 or less, Tom Petrie, chairman of Petrie Partners Inc., said in a Dec. 15 interview on the Bloomberg Surveillance television program.

Shut Ins

That’s why prices that have tumbled 47 percent from this year’s peak on June 20 haven’t prompted any American oil producers to shut down wells, said Petrie, a U.S. Military Academy at West Point graduate who has advised Saudi Arabia, Alaska and the U.S. government on energy issues.

The average cost to operate an existing well in most parts of the U.S. “is about $20 a barrel,” Petrie said. “It might be $5 higher or it might be $5 lower, that’s the out-of-pocket costs that we’re talking about. Until you dip into that and start losing money on a cash basis day in, day out, you don’t think about shutting in” wells.

Benchmark U.S. crude futures rose 0.3 percent to $56.63 a barrel at 9:55 a.m. in New York Mercantile Exchange trading. The futures are still on track for their fourth straight weekly decline.

Once oil companies sink cash into drilling wells, lining them with steel pipes and concrete, blasting the surrounding rocks into rubble with hydraulic fracturing, and linking them to pipeline systems, they have no incentive to scale back production, said Andrew Cosgrove, an analyst at Bloomberg Intelligence in Princeton, New Jersey.

Sunk Costs

Those investments, which represent “sunk costs,” are no longer a drain on cash flow, Cosgrove said. Instead, they generate capital companies use to repay debt, fund additional drilling, pay out dividends and buy back shares, he said.

Exxon, the world’s biggest oil producer by market value, is expected to boost crude and natural gas output by 2.8 percent next year to the equivalent of 4.1 million barrels a day, based on the average of eight analyst estimates compiled by Bloomberg.

That would arrest a two-year production slide for the Irving, Texas-based company, which is spending about $110 million a day this year on everything from rig leases to offshore platforms to refinery repairs. Chairman and CEO Rex Tillerson pledged in March to raise output by an annual average of 2 percent to 3 percent during the 2015-2017 period.

Cheapest Oil

At the same time, Tillerson said capital spending would drop below $37 billion in each of those years, partly because mammoth investments like the Kearl oil-sands development in western Canada and the Gorgon liquefied natural gas project on Australia’s Indian Ocean coast will no longer be absorbing cash.

In the U.S., Exxon spent an average of $12.72 to extract a barrel of oil last year, its cheapest operating region aside from Asia and Europe, company figures showed. Some operators have even lower costs: Continental Resources Inc. (CLR) spends about 99 cents to pump each barrel from its 1.8 billion-barrel discovery known as the South Central Oklahoma Oil Province, or SCOOP. Continental, controlled by Oklahoma billionaire wildcatter Harold Hamm, discovered the SCOOP in 2012.

Laredo Petroleum Inc., an explorer of Texas’s Permian Basin that has more than tripled production since 2010, said this month it will slash capital spending by about 50 percent next year. The company still sees 2015 output expanding by 12 percent. Shares in the Tulsa, Oklahoma-based company jumped as much as 15 percent after the Dec. 16 announcement.

As oil explorers retrench in response to the market’s decline, they will drill more selectively, Eckard said. Seismic surveys will be more closely scrutinized to ensure the best chances of striking crude and only the most-promising opportunities will be greenlighted, he said.

“We’re only going to see the very best wells drilled over the next 12 to 18 months,” Eckard said. “It’s going to be exciting.”

Washington Gov. Inslee: Make polluters pay for transportation projects

Repost from The Seattle Times
[Editor: For details, see the Governor’s website: Inslee announces slate of proposals to curb pollution, transition Washington to cleaner sources of energy.  This week saw dramatic action on the part of two US governors.  See also NY Gov. Cuomo bans fracking.  – RS]

Gov. Jay Inslee proposes a 12-year, $12 billion transportation plan, saying fees on the state’s biggest polluters will help fund improvements.

By Mike Lindblom, Dec. 16, 2014

 Work continues on the Highway 520 bridge project, looking west toward Seattle from Medina. The new bridge is expected to be done in spring 2016; the existing bridge will be removed. The governor’s proposal includes $1.4 billion to extend a new six-lane 520 to Interstate 5.
Work continues on the Highway 520 bridge project, looking west toward Seattle from Medina. The new bridge is expected to be done in spring 2016; the existing bridge will be removed. The governor’s proposal includes $1.4 billion to extend a new six-lane 520 to Interstate 5. | Ellen M. Banner / The Seattle Times

After two years of watching gas-tax increases tank in the Legislature, Gov. Jay Inslee proposed Tuesday to take a new approach: Charge major polluters for the right to emit carbon.

Inslee’s plan, featuring a “cap-and-trade” system, would generate $400 million a year, he said, to cover nearly 40 percent of his $12 billion, 12-year transportation improvement plan. The remainder would come from bond debt, existing gas taxes, tolls and an assortment of vehicle fees.

The new six-lane Highway 520 bridge would be completed all the way to Interstate 5, using $1.4 billion, while the state would abandon the idea of tolling the I-90 Mercer Island floating bridge. An additional $1.3 billion would widen Interstate 405 from Bellevue to Renton.

Several projects have been on the drawing board for years, and even failed in a regional ballot in 2007.

Ferry riders would see a two-year freeze in fares, while a fourth ferry would be built to join the new Tokitae and two others under construction.

“We can clean our air and water at the same time we are fixing our air and our roads,” Inslee said in Medina, overlooking the 520 construction site. “It is indeed a twofer.”

MORE . . .

 

Senate appropriations bill takes on safety of shipping oil by rail

Repost from TribLIVE, Pittsburgh, PA

Safety of shipping oil by rail addressed in appropriations bill

By Jodi Weigand, Dec. 17, 2014

Provisions pushed by U.S. Sen. Bob Casey to improve the safety of crude oil shipments are included in the final version of the appropriations bill that will fund the federal government for the next nine months.

Casey began pushing for more money for rail safety after three train derailments in the state this year, including one in Vandergrift in February.

“This program was not included in the original House bill, so it needed a strong push from the Senate (and) Casey to make it in the final package,” said Casey’s spokesman John Rizzo.

The $54 billion in appropriations for transportation, housing and urban development includes funding for 15 new rail and hazardous material inspectors. It also calls for $3 million to expand the use of automated track inspections for 14,000 miles of track and $1 million to pay for online training for first responders on how to handle train derailments.

The Senate on Saturday approved the 2015 Omnibus Appropriations Bill that the House narrowly passed Thursday.

Casey’s bill requires the Pipeline and Hazardous Materials Safety Administration to finalize regulatory action to change tank car design standards by Jan. 15. The PHMSA began the changes in September 2013.

Among the new requirements is that newly manufactured and existing tank cars that are used to haul crude oil have puncture resistance systems and protection for hatches and valves that exceed the existing design requirements for the DOT-111 tankers, an old-style variety that critics say are too flimsy.

In the event that there is a trail derailment that involves a crude oil spill, new funding will ensure that first responders have better training on how to handle it.

The money in the bill for a web-based hazardous materials emergency response training curriculum will help ensure that communities that lack the resources to send their first responders to training sites can still access education to contain oil spills and prevent danger to people and communities.

“Funding will also be used to expedite implementation of a remote automated track inspection capability to increase inspection mileage at a reduced cost,” Rizzo said. “There is too much track for manual inspections to cover it all.”

U.S. Sen. Patty Murray, D-Wash., chairwoman of the Senate Appropriations Subcommittee on Transportation, Housing and Urban Development, said she’s pleased the bill would mandate comprehensive oil spill response plans for railroads and provide funding focusing on providing safety training.

“I worked to set a deadline for the Department of Transportation to issue new safety standards for tank cars next month and worked to protect smaller communities without sufficient resources to respond to oil trains,” Murray said.

A federal investigation into the Feb. 13 derailment and oil spill in Vandergrift determined that “widening,” or spreading of the rails on that section track, was the probable cause.

The report said that speed did not cause the derailment. However, two railroad experts said it was a contributing factor because speed could have caused track problems on the curve.

Ralph Nader: Unsafe and Unnecessary Oil Trains Threaten 25 Million Americans

Repost from The Huffington Post
[Editor: This is a must read, a comprehensive summary by a visionary and influential old-timer.  – RS]

Unsafe and Unnecessary Oil Trains Threaten 25 Million Americans

By Ralph Nader, 12/15/2014
Ralph Nader Headshot
Ralph Nader, consumer advocate, lawyer and author

Back in 1991 the National Transportation Safety Board first identified oil trains as unsafe — the tank cars, specifically ones called DOT-111s, were too thin and punctured too easily, making transport of flammable liquids like oil unreasonably dangerous. As bad as this might sound, at the very least there was not a lot of oil being carried on the rails in 1991.

Now, in the midst of a North American oil boom, oil companies are using fracking and tar sands mining to produce crude in remote areas of the U.S. and Canada. To get the crude to refineries on the coasts the oil industry is ramping up transport by oil trains. In 2008, 9,500 crude oil tank cars moved on US rails. In 2013 the number was more than 400,000! With this rapid growth comes a looming threat to public safety and the environment. No one — not federal regulators or local firefighters — are prepared for oil train derailments, spills and explosions.

Unfortunately, the rapid increase in oil trains has already meant many more oil train disasters. Railroads spilled more oil in 2013 than in the previous 40 years combined.

Trains are the most efficient way to move freight and people. This is why train tracks run through our cities and towns. Our rail system was never designed to move hazardous materials, however; if it was, train tracks would not run next to schools and under football stadiums.

Last summer, environmental watchdog group ForestEthics released a map of North America that shows probable oil train routes. Using Google, anyone can check to see if their home or office is near an oil train route. (Try it out here.)

ForestEthics used census data to calculate that more than 25 million Americans live in the oil train blast zone (that being the one-mile evacuation area in the case of a derailment and fire.) This is clearly a risk not worth taking — oil trains are the Pintos of the rails. Most of these trains are a mile long, pulling 100-plus tank cars carrying more than 3 million gallons of explosive crude. Two-thirds of the tank cars used to carry crude oil today were considered a “substantial danger to life, property, and the environment” by federal rail safety officials back in 1991.

The remaining one-third of the tank cars are not much better — these more “modern” cars are tested at 14 to 15 mph, but the average derailment speed for heavy freight trains is 24 mph. And it was the most “modern” tank cars that infamously derailed, caught fire, exploded and poisoned the river in Lynchburg, Virginia last May. Other derailments and explosions in North Dakota and Alabama made national news in 2014.

The most alarming demonstration of the threat posed by these trains happened in Quebec in July 2013 — an oil train derailed and exploded in the City of Lac Megantic, killing 47 people and burning a quarter of the city to the ground. The fire burned uncontrollably, flowing through the city, into and then out of sewers, and into the nearby river. Firefighters from across the region responded, but an oil fire cannot be fought with water, and exceptionally few fire departments have enough foam flame retardant to control a fire from even a single 30,000 gallon tank car, much less the millions of gallons on an oil train.

Given the damage already done and the threat presented, Canada immediately banned the oldest of these rail cars and mandated a three-year phase-out of the DOT-111s. More needs to be done, but this is a solid first step. Of course, we share the North American rail network — right now those banned trains from Canada may very well be transporting oil through your home town while the Department of Transportation dallies.

The immense public risk these oil trains pose is starting to gain the attention it deserves, but not yet the response. Last summer, the U.S. federal government began the process of writing new safety regulations. Industry has weighed in heavily to protect its interest in keeping these trains rolling. The Department of Transportation, disturbingly, seems to be catering to industry’s needs.

The current draft rules are deeply flawed and would have little positive impact on safety. They leave the most dangerous cars in service for years. Worse yet, the oil industry would get to more than double its tank car fleet before being required to decommission any of the older, more dangerous DOT-111s.

We need an immediate ban on the most dangerous tank cars. We also need to slow these trains down; slower trains mean fewer accidents, and fewer spills and explosions when they do derail. The public and local fire fighters must be notified about train routes and schedules, and every oil train needs a comprehensive emergency response plan for accidents involving explosive Bakken crude and toxic tar sands. In addition, regulations must require adequate insurance. This is the least we could expect from Secretary Anthony Foxx, who travels a lot around the country, and the Department of Transportation.

So far, Secretary Foxx is protecting the oil industry, not ordinary Americans. In fact, Secretary Foxx is meeting with Canadian officials this Thursday, December 18, to discuss oil-by-rail. It is doubtful, considering Canada’s strong first step, that he will be trying to persuade them to adopt even stronger regulations. Will Secretary Foxx ask them to weaken what they have done and put more lives at risk? Time will tell. He has the power, and the mandate, to remove the most dangerous rail cars to protect public safety but he appears to be heading in the opposite direction. Earlier this month ForestEthics and the Sierra Club, represented by EarthJustice, filed a lawsuit against the DOT to require them to fulfill this duty.

Secretary Foxx no doubt has a parade of corporate executives wooing him for lax or no oversight. But he certainly doesn’t want to have a Lac Megantic-type disaster in the U.S. on his watch. It is more possible now than ever before, given the massive increase in oil-by-rail traffic.

Pipelines, such as the Keystone XL, are not the answer either. (Keystone oil would be routed for export to other countries from Gulf ports.) Pipelines can also leak and result in massive damage to the environment as we have seen in the Kalamazoo, MI spill by the Enbridge Corporation. Three years later, $1.2 billion spent, and the “clean up” is still ongoing.

Here’s the reality — we don’t need new pipelines and we don’t need oil by rail. This is “extreme oil,” and if we can’t transport it safely, we can and must say no. Secretary Foxx needs to help make sure 25 million people living in the blastzone are safe and that means significant regulations and restrictions on potentially catastrophic oil rail cars.

Rather than choosing either of these destructive options, we are fortunate to be able to choose safe, affordable cleaner energy and more efficient energy products, such as vehicles and furnaces, instead. That is the future and it is not a distant future — it’s happening right now.

Follow Ralph Nader on Twitter: www.twitter.com/RalphNader

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