2026-05-27T16:01:31.619Z / 路透社
- 数据显示：由于高昂的运费和少量的运输量，豁免令使用受限
- 加州获得了最多的运输批次，但对美国汽油价格的整体影响可能微乎其微
- 琼斯法案船舶也可能改航国际市场，限制了国内船舶的可用量
路透社休斯顿5月27日电 路透社的一项分析发现，唐纳德·特朗普总统允许外国籍船舶在美国港口之间运输石油和燃料的豁免令，对高企的国内汽油价格影响甚微，原因在于当前运费高企且迄今运输的燃料总量相对较少。
今年3月，特朗普签署了一项针对《琼斯法案》的豁免令。这项已有百年历史的法律要求，在美国港口之间运输商品的船舶必须由美国建造、拥有并雇佣美国船员。
《路透社能源动态》新闻简报为您提供全球能源行业的所有重要资讯。点击此处注册。
这项旨在支持国内海运业和国家安全的政策，反而导致了美国国内航运成本上升。
特朗普豁免该法案是为了推动美国沿海地区的燃料运输，主要是从墨西哥湾沿岸的炼油厂向东海岸和西海岸运输。这些地区由于本地炼油厂产能不足以及管道连接无法满足需求，依赖进口燃料。此次豁免是该法案有史以来最广泛的一次暂停，为放松管制能否降低燃料运输成本提供了一次现实检验。
自2月底美以对伊朗开战以来，汽油价格大幅上涨，而这项豁免令是特朗普为试图控制燃油价格采取的多项措施之一。燃油价格上涨正在推高通胀。民众在加油站的高昂开支可能会损害共和党在11月中期选举中保留国会控制权的竞选活动。
根据美国汽车协会（AAA）的数据，周二全国汽油均价为每加仑4.49美元，而战争爆发前该价格不到3美元。加州的汽油均价为每加仑6.11美元。
“这项豁免并未实现（特朗普）被告知的目标：降低加油站的燃油价格，并实质性地增加全国范围内的产品流通量，”支持《琼斯法案》的美国海事合作组织主席詹妮弗·卡彭特说道。
白宫表示，自首次豁免《琼斯法案》以来的数据显示，更多的石油供应能够更快地运往美国港口。两位消息人士称，政府官员对豁免令的效果感到满意，并已告知石油行业，如果形势需要，他们愿意考虑未来延长豁免期限。
在豁免令实施的头两个月，包括瓦莱罗能源（VLO.N）和菲利普斯66公司（PSX.N）在内的炼油厂共使用该豁免条款约50次，运输了260万桶原油和750万桶汽油、柴油及喷气燃料，联邦数据显示。
这些运输量仅占美国每日消费量的一小部分，而可用外国籍油轮的运费居高不下，因为许多船只被困在霍尔木兹海峡内。
“运费比平时高得多，”芝加哥大学能源政策教授瑞安·凯洛格说道，“国际船只实在很难租到。”
《琼斯法案》的批评者称，该法律造成了效率低下，而根据豁免令使用国际船舶的情况表明了市场对更多油轮的需求。
“豁免令已被使用50次来运输能源这一事实表明，这是最佳选择；如果没有这项豁免，我们将不得不采用成本更高、代价更大的方案，”长期呼吁废除该法案的保守派智库卡托研究所的科林·格拉博说道。
作为美国最大的石油和燃料进口国，加州接收了豁免令下运输的60%以上的汽油和调合原料货物——约300万桶，即每日210万加仑。这仅约占加州每日3600万加仑汽油消费量的6%。
数据显示，外国船只还向阿拉斯加、佛罗里达、南卡罗来纳州和俄勒冈州运送了汽油。总体而言，每日运输总量约为8.4万桶，仅占全国每日875万桶汽油消费量的一小部分。
根据价格资讯公司阿格斯的数据，与使用《琼斯法案》规定的美国籍油轮相比，从美国墨西哥湾沿岸到西海岸的国际船只运输每加仑可节省约6.6美分，即加州当前油价的1%。而在东海岸，由于外国船只前往亚洲的需求旺盛，使用美国籍油轮运输反而更便宜。
行业专家表示，随着国际油轮运费下降，企业未来几周可能会更多地使用这项豁免令。
豁免令似乎也改变了航运格局，引发了人们对美国国内油轮市场紧张的担忧。至少有一艘美国籍油轮在4月份将阿拉斯加原油运往韩国，这是自2014年以来有记录的首次国际航行。两位消息人士称，瓦莱罗能源最近还申请使用《琼斯法案》规定的油轮将燃料运往墨西哥。
行业消息人士表示，这可能是豁免令带来的意外后果：如果外国船只压低了国内航线的价格，更多美国籍船只可能会转向国际业务，从而加剧国内油轮供应紧张。一位航运消息人士称，豁免航行的税收不确定性也阻碍了企业租用外国油轮在美国国内航线运营。
本报记者阿拉西·索马塞卡尔休斯顿报道，贾勒特·伦肖补充报道，纽约沙里克·汗辅助报道；大卫·格雷戈里编辑
Trump’s domestic shipping waiver has not cut gasoline prices by much, data shows
2026-05-27T16:01:31.619Z / Reuters
Waiver’s limited use due to high freight rates and small volumes moved, data shows
California received most shipments, but overall effect on US gasoline prices likely minimal
Jones Act vessel could also reroute to international markets, limiting ship availability
HOUSTON, May 27(Reuters) – President Donald Trump’s waivers allowing foreign-flagged ships to move oil and fuel between U.S. ports have had little impact on high domestic gasoline prices due to elevated shipping rates and the relatively small fuel volumes transported so far, a Reuters analysis found.
In March, Trump issued a waiver to the Jones Act, a century-old law that requires shippers to use vessels built, owned and crewed by Americans to transport commodities between U.S. ports.
The Reuters Power Up newsletter provides everything you need to know about the global energy industry. Sign up here.
The policy, aimed at supporting the domestic maritime industry and national security, has also resulted in higher shipping costs within the U.S.
Trump waived the act to facilitate fuel transport around the U.S. coastline, primarily from Gulf Coast refiners to the East and West coasts, regions that rely on imports due to insufficient local refineries and pipeline connections to meet demand. The waiver represents the broadest suspension of the Jones Act in its history and offers a real-world test of whether easing the restrictions can reduce fuel transportation costs.
Gasoline prices have spiked higher since the U.S.-Israeli war on Iran began in late February, and the waiver is one of several measures Trump has taken to try to control fuel prices, which are feeding inflation. Pain at the pump could hurt Republicans campaigning to retain control of Congress in November’s midterm elections.
National gasoline prices averaged $4.49 per gallon on Tuesday, according to AAA, compared to under $3 before the war. California prices averaged $6.11 per gallon.
“This waiver is not delivering on what (Trump) was told it would do: lower prices at the pump, and materially increase the flow of product across the country,” said Jennifer Carpenter, president of the pro-Jones Act group American Maritime Partnership.
The White House said data compiled since the initial Jones Act waiver showed that significantly more supply was able to reach U.S. ports faster. Administration officials are pleased with the waiver’s results and have told the oil industry they are open to future extensions if conditions require it, two sources said.
During the first two months of the waiver, refiners including Valero
VLO.N
and Phillips 66
PSX.N
used the exemption about 50 times, moving 2.6 million barrels of crude and 7.5 million barrels of gasoline, diesel and jet fuel, federal data showed.
Those volumes were only a fraction of daily U.S. consumption, and rates for available foreign-flagged tankers were high because many ships were trapped inside the Strait of Hormuz.
“Freight rates are much, much higher than they typically would be,” said Ryan Kellogg, an energy policy professor at the University of Chicago. “International vessels were just really hard to get.”
Jones Act critics say the law creates inefficiencies and that the use of international ships under the waiver signals demand for more tankers.
“The fact that waivers have been used 50 times to move energy suggests that this was the best option, and if this didn’t exist, a more expensive, costlier option would have had to be used,” said Colin Grabow at the conservative think tank Cato Institute, which has long called for the law to be repealed.
California, the nation’s top oil and fuel importer, received over 60% of gasoline and blendstock cargoes moved under the waivers — about 3 million barrels, or 2.1 million gallons a day. That is roughly just 6% of the 36 million gallons Californians consume daily.
Foreign vessels also carried gasoline to Alaska, Florida, South Carolina and Oregon, data showed. Combined, shipments totaled about 84,000 barrels per day, a fraction of the 8.75 million barrels consumed daily nationwide.
Shipping on an international vessel from the U.S. Gulf Coast to the West Coast would have saved about 6.6 cents a gallon, or 1% of California’s current prices, compared with a Jones Act tanker, according to price reporting firm Argus. On the East Coast, high demand for foreign ships to Asia meant it was actually cheaper to ship on a Jones Act tanker.
As international tanker rates fall, companies are likely to use the waivers more in coming weeks, industry experts said.
The waiver also appeared to reshape shipping patterns, raising concerns about tight U.S. tanker markets. At least one U.S. tanker shipped Alaskan crude to South Korea in April, its first recorded international voyage since 2014. Valero recently sought a Jones Act tanker to move fuel to Mexico, two sources said.
Industry sources said that could be an unintended consequence of the waiver: If foreign vessels undercut domestic routes, more U.S. ships could pursue international business, straining domestic tanker availability. Tax uncertainty over waiver voyages also deterred companies from chartering foreign tankers for U.S. routes, a shipping source said.
Reporting by Arathy Somasekhar in Houston, Jarrett Renshaw, additional reporting by Shariq Khan in New York; Editing by David Gregorio