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Data shows that Trump's waiver on domestic shipping hasn't reduced gasoline prices much.

A study found that President Donald Trump’s waivers to allow foreign-flagged vessels to transport?oil or fuel between U.S. port have little effect on the high gasoline prices in the United States due to higher shipping rates and relatively small volumes of fuel transported so far.

Trump issued a waiver in March to the Jones Act. This is a 100-year-old law which requires shippers to?use vessels that are built, owned, and crewed entirely by Americans for transporting commodities between U.S. port.

This policy, which was designed to support the maritime industry in the United States and ensure national security, also led to higher shipping rates within the U.S.

Trump waived the Jones Act to ease fuel transportation around the U.S. coast, especially from Gulf Coast refiners up to the East and West Coasts. These regions rely heavily on imported fuel due to a lack of local refineries and pipelines that can meet the demand. This is the most extensive suspension of the Jones Act ever and a test to see if easing restrictions will reduce fuel transportation costs.

The waiver is just one of many measures Trump has taken in order to curb fuel prices that are contributing to inflation. The pain at the gas pump could harm Republicans' campaign to keep control of Congress during November's midterm election.

According to AAA, national gasoline prices on Tuesday averaged $4.49 a gallon, down from under $3 per gallon before the war. California average prices were $6.11 a gallon.

Jennifer Carpenter, President of the pro Jones Act group American Maritime Partnership, said that the waiver does not deliver on what Trump was promised: lower prices at gas pumps and increase the flow across the country.

White House data collected since the first Jones Act waiver shows that a significant?more supply has been able to reach U.S. port faster. Two sources say that administration officials are happy with the results of the waiver and are willing to extend it in the future if the conditions so require.

Federal data shows that during the first two-month period of the waiver, refiners such as Valero, Phillips 66, and others used the exemption 50 times. They moved 2.6 million barrels crude oil and 7.5 millions barrels each of gasoline, jet fuel and diesel.

The volumes represented only a small fraction of the daily U.S. oil consumption. Rates for foreign-flagged tanks were also high, as many vessels were stuck in the Strait of Hormuz.

Ryan Kellogg is an energy policy professor from the University of Chicago. He said that freight rates were much higher than usual. "International vessels are just hard to come by."

Jones Act critics claim that the law is inefficient and that the use international ships under waiver signals a demand for more tanks.

The fact that waivers were used 50 times for energy movement suggests that this was the most cost-effective option. If this option didn't exist, an even more expensive and costly option would have to be used." said Colin Grabow, at the conservative think tank Cato Institute.

California, which is the top importer of oil and fuel in the United States, received more than 60% of the gasoline and blendstock cargoes that were moved under waivers. This amounts to about 3 million barrels or 2.1 millions gallons per day. This is just 6% the 36 million gallons Californians drink daily.

Data showed that foreign vessels also transported gasoline to Alaska and Florida. The combined shipments totaled around 84,000 barrels a day, which is a fraction the 8.75 millions barrels of gasoline consumed each day nationwide.

According to the price reporting company Argus, shipping on an international vessel between the U.S. Gulf Coast and the West Coast could have saved 6.6 cents per gallon or 1% compared to a Jones Act Tanker. The East Coast was cheaper because of the high demand for foreign vessels to Asia.

Experts in the industry said that as international tanker rates drop, companies will likely use waivers more frequently in the coming weeks.

The waiver also appeared to change shipping patterns and raise concerns about the tight U.S.?tanker markets. In April, at least one U.S. oil tanker transported Alaskan crude from Alaska to South Korea. This was its first international voyage recorded since 2014. Valero has recently requested a Jones Act Tanker to transport fuel to Mexico.

According to industry sources, this could be an unintended result of the waiver. If foreign vessels undercut routes domestically, more U.S. ship could pursue international business and strain domestic tanker availability. A shipping source reported that tax uncertainty regarding waiver voyages deterred companies to charter foreign tankers on U.S. routes. (Reporting from Arathy S. Somasekhar, Jarrett Renshaw and Shariq Khan, with additional reporting by David Gregorio in New York)

(source: Reuters)