Venezuela's oil export agreement with the U.S., extended several times, has allowed traders including Vitol and Trafigura to ship over 140 million barrels of crude and fuel this year, with most cargoes bound to the U.S. and others re-entering markets that had not seen Venezuelan barrels for years, such as Europe and India, as U.S. sanctions are eased.
But as Washington pushes a $100 billion energy reconstruction plan in Venezuela that is mainly focused on boosting crude output, midstream and downstream projects — including those to repair terminals and refineries — are not being prioritized.
U.S. and Venezuelan officials praised the oil export recovery in two conferences in Houston this week, and acknowledged infrastructure challenges they said can be addressed through fresh investment.
"We are today in a phase of recovery, but the infrastructure is there," said PDVSA's vice president Jovanny Martinez at one of the conferences. "There are deficiencies and reliability must improve."
The traffic jam at the Jose and neighboring Pozuelos anchorages partly predates the current export boom. Venezuela's oil docks are cluttered with relics of the years in which the country was under severe U.S. sanctions, such as blacklisted tankers that arrived quietly and have been unable to leave.
One of them, flying a false Guyanese flag, is docked at PDVSA's Guaraguao port in Puerto La Cruz, its hull and deck visibly rusty even from a distance. Once known as Syrma and used to transport oil to Cuba before being renamed Consul, it has remained there for two years sheltering from a U.S. crackdown on dark fleets that brought seizures and arrests, shipping data and maritime databases showed.
Like many others, the vessel is occupying berth space now at a premium, even as foreign companies seek to reactivate idled terminals to expand crude exports. In mid-August, only two of Guaraguao's seven docks were fully in service, a worker from the terminal said.
The competition for port capacity has prompted many customers to resort to terminals and ship-to-ship transfer areas where oil leaks that stain their tankers' hulls are frequent, causing additional delays and costs, according to the sources and documents.
PDVSA, meanwhile, is increasingly being charged thousands of dollars for demurrage — a delay surcharge applied for each day a tanker remains waiting beyond its assigned loading window — which it has agreed to pay only in crude.
The state company is requiring new customers to pay for cargoes at delivery without any form of credit, which complicates invoicing if those customers claim surcharges or quality-related price discounts, the sources added.
The migration of dozens of oil contracts to new terms approved in a sweeping energy reform that took effect in late July is expected to exacerbate the fight for infrastructure.
But PDVSA has made clear, the sources said, that it will keep control of its terminals, including all cargo scheduling, at least for now.
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