SB 6238
In CommitteeSenate
Oil tanker escort
Concerning requirements of oil tankers operating in restricted waters.
This status may be delayed. See Action History below for the latest updates.
How does a bill become law?
- Introduced: The bill is filed and assigned a number.
- Committee: A subject-matter committee holds hearings, takes public testimony, and decides whether to advance the bill.
- Floor Vote: The full chamber (House or Senate) debates and votes on the bill.
- Opposite Chamber: The bill repeats the committee and floor vote process in the other chamber.
- Governor: The Governor reviews the bill and decides whether to sign or veto it.
- Signed: The bill has been signed into law.
AI Analysis
This bill tightens escort requirements for oil tankers and oil-carrying barges in Puget Sound and connected waterways to improve maritime safety and reduce spill risks. It bans the largest tankers from entering certain areas and increases tug escort requirements for medium and smaller tankers and barges, especially in Rosario Strait.
- Bans oil tankers over 125,000 deadweight tons from entering Puget Sound east of a line from Discovery Island light to New Dungeness light, unless authorized by the U.S. Coast Guard.
- Requires oil tankers between 40,000 and 125,000 deadweight tons to be escorted by tugboats with at least 3,000 shaft horsepower or 5% of the tanker’s deadweight tons, whichever is greater, in Puget Sound and connected waterways.
- Requires smaller oil tankers (5,000–40,000 deadweight tons) and oil-carrying barges to be escorted by tugs with power equal to at least 5% of a 40,000-deadweight-ton tanker when operating in Rosario Strait and connected waterways east of it.
- Exempts oil tankers under 40,000 deadweight tons (as originally built or reconstructed) from certain escort and reporting requirements in RCW 88.16.170 and 88.16.180.
- Allows the Washington State Board of Pilotage Commissioners to adjust or suspend escort requirements by rule, and excludes bunkering vessels and general cargo deck barges from escort requirements.
Who is affected
- Large oil tankers (over 125,000 deadweight tons) — Oil tankers over 125,000 deadweight tons are banned from entering Puget Sound east of Discovery Island to New Dungeness light unless authorized by the U.S. Coast Guard.
- Medium-sized oil tankers (40,000–125,000 deadweight tons) — Oil tankers between 40,000 and 125,000 deadweight tons must be escorted by tugboats with sufficient power (at least 3,000 shaft horsepower or 5% of the tanker’s deadweight tons, whichever is greater) to operate in Puget Sound and connected waterways.
- Smaller oil tankers and oil-carrying barges (5,000–40,000 deadweight tons) — Smaller oil tankers (5,000–40,000 deadweight tons) and certain barges carrying oil must be escorted by tugs with power equal to at least 5% of a 40,000-deadweight-ton tanker when operating in Rosario Strait and connected waterways east of that area.
- Pilotage and maritime safety regulators — The Washington State Board of Pilotage Commissioners may adjust or suspend escort requirements by rule, giving them flexibility to respond to changing conditions or vessel types.
Pro/Con Analysis
Stronger case for benefits
Potential Benefits (5)
The ban on tankers over 125,000 DWT east of Discovery Island–New Dungeness significantly reduces the risk of catastrophic oil spills in the ecologically sensitive San Juan Islands and Puget Sound—protecting fisheries, marine mammals, and coastal ecosystems that support tourism, recreation, and tribal subsistence rights.
EnvironmentPeopleRef: Sec. 1(1)Mandatory tug escort for medium and smaller tankers/barges in Rosario Strait—where strong currents, narrow channels, and fog increase collision risk—enhances maritime safety and reduces the likelihood of groundings or spills that could endanger crew, responders, and nearby communities.
Public SafetyPeopleRef: Sec. 1(2)(a)(ii)(A)Granting the Board of Pilotage Commissioners rulemaking flexibility allows adaptive management—e.g., adjusting escort power thresholds based on vessel technology, weather patterns, or incident data—improving long-term regulatory effectiveness without legislative delays.
Local GovernmentPeopleRef: Sec. 1(2)(a)(ii)(C)Expanding escort requirements to oil-carrying barges (not just tankers) closes a major loophole: many barges transport bulk crude or refined products and pose similar spill risks, so requiring tug escort for them aligns regulatory coverage with actual hazard levels.
Public SafetyPeopleRef: Sec. 1(2)(a)(ii)(B)While increasing costs for some operators, the bill may stimulate demand for local tug services—potentially benefiting small-to-midsize tug companies and maritime service providers in the Salish Sea region, especially around Anacortes and Bellingham.
Business & EmploymentPeopleRef: Sec. 1(2)(a)(ii)(A)
Potential Concerns (5)
Smaller oil tankers and barges (5,000–40,000 DWT) face new mandatory escort requirements in Rosario Strait, increasing operational costs (tug hire fees, scheduling delays) that may reduce profitability for small-to-midsize operators—many of whom are locally owned or regional firms—potentially forcing some out of service or into consolidation.
Business & EmploymentPeopleRef: Sec. 1(2)(a)(ii)(A)The outright ban on tankers over 125,000 DWT may reduce long-haul crude oil shipments to Puget Sound refineries, potentially decreasing demand for local tug and escort services, harbor pilotage, and port-related labor—though large tankers rarely serve this route anyway, making the labor impact modest.
Business & EmploymentLean peopleRef: Sec. 1(2)(a)(i)Enforcement and monitoring of escort requirements will fall to state agencies (e.g., Department of Transportation, State Patrol), requiring additional staffing or technology investment, which may strain local port districts and maritime enforcement resources—especially in high-traffic zones like Rosario Strait.
Local GovernmentPeopleRef: Sec. 1(2)(a)(ii)(C)While intended to improve safety, the rule excludes ballasted or unladen tankers from escort requirements—despite the fact that empty tankers can be more maneuverable but also more vulnerable to wind and current in narrow straits, potentially increasing collision risk during transit if escort thresholds are not calibrated for empty vessels.
Public SafetyPeopleRef: Sec. 1(2)(a)(ii)(A)The exemption for bunkering vessels and general cargo deck barges creates a regulatory gap: these vessels may still transport significant volumes of petroleum products (e.g., diesel, gasoline) without tug escort in high-risk areas like Rosario Strait, undermining the bill’s spill-prevention goals.
EnvironmentPeopleRef: Sec. 1(2)(a)(ii)(B)
Who Is Most Affected
Large oil tankers (>125,000 DWT) are effectively excluded from the most direct route through Puget Sound, reducing their operational flexibility and potentially increasing routing time/costs to reach refineries—though few such vessels currently serve this route, so impact is limited.
Medium and small tanker operators (40,000–125,000 DWT and 5,000–40,000 DWT) face new escort costs and scheduling constraints, especially in Rosario Strait, which may reduce margins for smaller firms and increase fuel/emissions due to added tug involvement.
Tugboat operators and maritime service providers may see increased demand for escort services, particularly in the Salish Sea, potentially benefiting local businesses—but only if the market can absorb the higher regulatory costs without volume declines.
Coastal communities, tribal nations (e.g., Lummi, Swinomish), and fishing industries benefit from reduced spill risk in ecologically sensitive waters—protecting livelihoods, food security, and cultural resources tied to marine health.
Refineries and fuel distributors may face higher crude delivery costs or alternative routing, potentially passing some costs to consumers—but given current rail/road alternatives and modest fleet impact, effects on fuel prices are likely negligible.