Saturday, May 25, 2024

Schooner Running Eco-Cargo Service Lost Off Bahamas with Two Missing

schooner cargo ship — De Gallant built in 1916 was operating an eco-cargo service (Blue Schooner)

One of the historic schooners used to operate an eco-cargo service crossing the Atlantic was reported lost with two of its eight crewmembers missing. The U.S. Coast Guard and the Royal Bahamas Defense Force reported that suspended the search operation late on Wednesday after 44 hours and a search covering 3,700 square miles.

Six crewmembers were recovered and two of the vessel’s lifeboats were located along with a debris field approximately 20 miles north of Great Inagua at the southernmost end of the Bahamas. The crewmembers had donned their survival suits they told their rescuers when it became apparent the vessel was sinking.

The survivors reported that the ship was sailing in good conditions with winds less than 10 knots and a good sea state on Tuesday, May 21. They are indicating that an “extremely sudden and violent” meteorological phenomenon overtook them while they were underway in otherwise mild conditions. The captain is among the survivors and they are reporting the people were professional sailors and trained in sea survival and rescue techniques. The operation had been designed to possibly carry passengers or trainee sailors, but it is not clear if any were aboard during this voyage.

Life rafts recovered at the wreck site (USCG)

The Coast Guard reports it began receiving signals from personal locators early on Tuesday and was unable to reach the vessel. A helicopter was dispatched which located the survivors around 8:00 a.m. on Tuesday and transported them to the USCG Air Station Miami. Working with the Bahamas, planes, boats, and helicopters undertook the search.

The vessel, named De Gallant, left Santa Marta, Colombia on May 11. The company had posted pictures online showing a cargo of coffee, cocoa, and cane sugar being loaded aboard. Reports said they were bound for Europe with a planned stop in the Azores.

The cargo service was launched in 2017 by a French company called Blue Schooner designed to use wind energy to transport mostly organic goods. De Gallant, with a length overall of approximately 119 feet (36.2 meters), had a capacity of 35 tonnes. Built in Vlaardingen (Netherlands) at the Figee brothers' shipyard and launched in 1916 under the name Jannetje Margaretha, she displaced 160 tonnes. She was most recently registered in Vanuatu and operating under charter to Blue Schooner.

De Gallant in Colombia on a prior voyage alongside a small containership (Blue Schooner)

The concept was to carry cargo as well as passengers and trainees. They also offered the opportunity to conduct scientific experiments while underway. The tentative schedule posted online shows the vessel was to be in Europe before a planned return to Colombia in November.

The Coast Guard extended its condolences to the families while the French consulate in Florida was providing support for the six survivors. The vessel was lost at a depth of more than 2,000 meters.

Allianz: Shipping Losses Continue Decline Hitting All-Time Yearly Low

tanker fire — Shadow tanker Pablo caught fire in May 2023 highlighting the losses from fire and the dangers of the growing shadow fleet (MMEA)

The global shipping industry is recording a continuing decline in large vessel losses despite the sector facing growing risks. Global insurer Allianz released its Safety and Shipping Review 2024 which shows shipping losses hit an all-time low, maintaining a trend that has been developing in recent years.

The review contends that despite the global fleet grappling with growing volatility and uncertainties from war and geopolitical events, climate change, and the resurgence of piracy among other risks, the sector lost just 26 large ships in 2023. This represented a decline of more than one-third year-on-year and by 70 percent over the past decade. In 2022 and 2021, a total of 41 and 59 losses were recorded respectively while 729 ships have been lost over the past decade.

Allianz highlights the decline in losses is taking place in an increasingly dangerous environment. The shipping industry is confronting a broad range of issues, including the conflicts in Gaza and Ukraine, the re-emergence of Somali piracy after a long lull, climate change instigated drought, shift towards even larger vessels due to decarbonization pressures. The challenge is that these issues are fast evolving changing the operating environment for shipping companies.

“The speed and extent of the way the industry’s risk profile is changing is unprecedented in modern times,” said Captain Rahul Khanna, Allianz Commercial Global Head of Marine Risk Consulting.

The 2024 review shows that Southeast Asia remains the global loss hotspot. The South China, Indochina, Indonesia, and the Philippines maritime region accounted for almost a third of vessels lost last year, eight in total. Over the past decade, 184 large ships have been lost in the region. The East Mediterranean and Black Sea regions ranked second with six losses in 2023.

The review highlights that cargo ships accounted for over 60 percent of vessels lost globally during the year. Foundering was the main cause of the losses, accounting for 50 percent, of all vessel casualties. Extreme weather was reported as being a factor in at least eight vessel losses around the world in 2023, with the final total likely higher.

The trend of declining losses also carried over into the number of total incidents in 2023. Allianz calculates that globally, the number of incidents declined slightly from 3,036 to 2,951 in 2023. The British Isles had the highest number of incidents at 695.

Allianz continues to spotlight fires aboard vessels, a perennial concern of the shipping industry. The fact that fire remains a key safety issue on larger vessels given the potential threat to life, the scale of the damage, and as a result, the associated costs can be severe. Allianz says the constant high numbers of fire incidents remain a major concern. In 2023, 205 fire incidents were reported, the second-highest total for a decade after 2022. Over the past five years, 55 losses have been caused by fires.

In the review, Allianz highlights a picture of the current dangers facing global shipping. The conflict in Gaza is a case in point of how global shipping has become vulnerable to proxy wars, disputes, and geopolitical events. They point out that more than 100 ships have been targeted in the Red Sea alone by Houthi militants.

Russia’s invasion of Ukraine, a war that is now in its third year, has also resulted in a significant increase in the “shadow fleet” of tankers being used to transport Russian oil. Allianz projects that in an effort to evade sanctions, the size of the dark fleet has ballooned to between 600 and 1,400 vessels. Considering that the dark fleet consists of mostly older, often poorly maintained vessels that operate outside international regulation, and often without proper insurance, their high number presents serious environmental and safety risks Allianz cautions.

“Both the war in Ukraine and the Red Sea attacks have also revealed the increasing threat to commercial shipping posed by new technology, such as drones, which are relatively cheap and easy to make, and difficult to defend against without a large naval presence,” noted Khanna.

While external factors continue to cause vulnerabilities to the global fleet, the pressure to decarbonize is also bringing about challenges. This is because the industry needs to develop infrastructure to support vessels using alternative fuels, such as bunkering and maintenance. This comes with potential safety issues considering that terminal operators and vessels’ crew face the prospects of handling alternative fuels that can be toxic or highly explosive.

Senior Maryland Pilot Warned Officials of Risk of Bridge Strike

A senior Maryland pilot raised concerns about the risk of an allision between a big ship and the Francis Scott Key Bridge at least as early as 2006, and continued to discuss the matter in local safety meetings for years, according to detailed records uncovered by the Washington Post. The documents also show that at the staff level, the Maryland Transportation Authority was aware that their bridge was "not designed to withstand collisions from large vessels," and that the cost of protecting it would be high.

Through requests and online sleuthing, the Post obtained copies of the meeting minutes for gatherings of the Baltimore Harbor Safety and Coordination Committee dating back two decades. This advisory committee is a quarterly gathering of representatives from the port's main stakeholders in industry and government, including the pilots' association, the Army Corps of Engineers, the Coast Guard, the port authority and state transportation officials.

The possibility of a ship hitting and damaging the bridge came up at least as early as 2004, when pilots' representative Capt. Joe Smith voiced concerns about the need for solid communications protocols in the event that a ship should go off course near the structure.

Two years later, in 2006, an engineer with the Maryland Transportation Authority (MTA) joined the safety committee meeting to talk about standards for protecting bridge piers from ship strikes. At that meeting, Capt. Smith "stressed the importance of bridge protection" and "noted that the agencies should be meeting and discussing implementation possibilities." No protection upgrades were planned, the engineer said, noting the high cost. He confirmed that the bridge piers were not designed to withstand a strike from a large, modern ship.

Smith continued to raise the matter of bridge protection for six more years, and the discussion frequently returned to the cost of the necessary upgrades. The line of discussion ended in 2014, shortly after Smith's retirement, according to the Post. The Key Bridge's limited protections were not upgraded, and former state officials told the paper that the matter was never discussed at a high level.

At the Delaware Memorial Bridge, 60 miles away on the same freeway system, a different agency reached a different conclusion. Delaware's bridge transport authority assessed that the risk of a catastrophic ship strike on the Memorial Bridge was too high, and it began planning a comprehensive pier protection system for the Memorial Bridge in 2015. With considerable political effort, it successfully got it funded through a bond measure and toll hike. Construction started on the eight protective steel-and-rock dolphins last year and should be done by 2025. The final cost will come to about $93 million; the cost of replacing Baltimore's Key Bridge is expected to run towards $2 billion.

NTSB: High Current Led to Allision at McAlpine Locks

Louisville energy — Courtesy Louisville Energy and Environment Cabinet

The NTSB has released a report on the allision of a barge tow with a lock structure on the Ohio River in March 2023, concluding that the $2 million accident was due to high current and human error.

In late March, the Ohio River at the McAlpine Dam was approaching 15 feet and rising, triggering an "extreme high water / extreme high flow" warning. The Coast Guard broadcast a notice to mariners warning them to exercise caution in the area, given the high outdraft currents from the dam. Eight of the dam's nine gates were open to let the excess flow past.

On the morning of March 27, the towboat Queen City got under way on the Ohio near Hebron, Kentucky, downbound and headed for Paducah. She had 11 barges in tow as she neared the McAlpine Locks. At the time, the locks' upper gage measured 17.5 feet of water, well above the "extreme" level.

At about 0218 on March 28, the pilot was alone on watch in the wheelhouse and approaching the locks. As soon as he was clear of the Clark Memorial Highway Bridge, about 800 yards from the lock, the current began to set the tow to starboard at a rate of about one knot - towards the Vane Dike and the lower dam gates. It "started grabbing me, it wasn't looking good," he later told investigators. The pilot ordered a deckhand to call the captain, and the master got out of bed and was on his way to the wheelhouse when he felt Queen City's tow hit the tip of the Vane Dike mooring cell.

The tow broke apart on impact, and six barges went through the dam gates. The current pinned three more across the gates, including one barge filled with methanol, the only hazmat cargo in the tow. Because of the risks of a methanol release, the river was closed to navigation temporarily and a unified command organized a response. After planning, a commercial salvor lightered off the methanol cargo and recovered the damaged barges from the waterway. The cost of repairing the barges came to about $1.5 million, and the lost cargo (corn) was worth about $500,000.

The pilot had seven years of experience and had been working aboard Queen City for about 18 months. He had transited the same route more than a dozen times before, he said, but this was the highest water he had ever experienced.

The risk of an allision at the McAlpine Lock and Dam was well known, and the local pilotage advisory guide cautions mariners to "exercise extreme caution, enter chambers at slowest safe speed, and prepare for potential outdrafts." The dike was hit twice in a month in February 2022 alone, according to NTSB, and AIS data showed that other tows in 2023 had been set towards it by the current.

NTSB determined that the cause of the Queen City allision was the pilot's failure to compensate for the strong outdraft during high current conditions.

"Near dams, greater dam openings in high-water conditions lead to high flow rates, which can produce outdraft currents near the dam. Mariners should thoroughly assess the potential impact of outdraft currents when entering or exiting locking channels," NTSB cautioned.

Climate Change May Be Fueling a Resurgence of Piracy Across Africa

[By Selina Robinson]

In the churning waters off Nigeria, armed pirates in small skiffs speed towards a cargo ship. They clamber aboard, seizing control of the vessel and its valuable cargo. This isn’t a scene from a swashbuckling film; it’s a stark reality for seafarers in many parts of the world.

Piracy poses a threat to global shipping, trade and the safety of seafarers. In 2020 alone, there were 135 maritime kidnappings, with the Gulf of Guinea off the West African coast accounting for over 95% of abductions. Pirates often subject hostages to violence, torture and even execution.

What’s more concerning is that climate change seems to be making the problem worse. In regions like East Africa, climate change is devastating the coastal fisheries that people have depended on for generations.

Climate change is causing fish stocks to decline as some species migrate out of the reach of local fishermen. And prolonged drought and extreme weather have exacerbated food insecurity and poverty on land. Some former fishermen, in collaboration with militias and unemployed youth, have turned to piracy as a means of survival.

Armed security measures in Somali waters over the past decade have successfully reduced the number of piracy incidents in the region. However, recent data suggests that piracy in Somalia is rearing its head again. In the first quarter of 2024, there were 33 incidents reported off the Somali coast, including two hijackings.

A similar story is unfolding thousands of kilometres away in the Gulf of Guinea. Piracy there is linked to oil theft by criminal groups who recruit impoverished youths to hijack tankers and siphon crude. Research has found that warming waters and rampant illegal fishing have decimated local fisheries and have left coastal residents with little to fall back on.

In the Ivory Coast, the total catch fell by nearly 40% between 2003 and 2020. In Ghana, landings of small fish dropped by 59% between 1993 and 2019. And projections for these two countries and Nigeria suggest that the haul could plunge by another 50% by 2050.

The illicit profits from oil theft are immense. For Nigeria alone, these profits are estimated to be between US$3 billion (£2.35 billion) and US$8 billion each year. This dirty money fuels arms trafficking, corruption and lawlessness – a vicious cycle that undermines development and security efforts.

As climate change and illegal fishing deepen poverty in the region, more desperate people may turn to maritime crime. This would perpetuate instability and threaten the safety of seafarers and global trade.

Tackling piracy’s roots

Investment in sustainable fishing, alternative livelihoods and economic development in coastal regions made vulnerable by climate change are essential to stem the rising tide of piracy.

The Puntland Maritime Police Force, a security force based in the semi-autonomous region of Puntland in north-eastern Somalia, curbed piracy in Somali waters effectively after its formation in 2010. Pirate attacks off the Somali coast fell from a peak of 237 in 2011 to just nine in 2017.

By patrolling territorial waters, the force deters pirate activity and intercepts attacks before they happen. It also focuses on training and equipping local authorities, fostering a sense of ownership in maritime security.

Alongside security measures, the Puntland Maritime Police Force has helped build coastal communities that are more resilient to the effects of climate change. With the support of the United Arab Emirates, it is investing in infrastructure projects like schools, hospitals and roads, while also supporting alternative livelihoods through fishing cooperatives and vocational training programmes.

The success of the Puntland Maritime Police Force showcases the effectiveness of an approach that addresses both the symptoms and the underlying causes of maritime crime.

Climate change is not solely responsible for the resurgence in pirate activity. Illegal fishing by foreign vessels is further depleting fish stocks and damaging marine habitats. This, alongside climate change, limited economic alternatives and weak governance, is creating conditions that are conducive to the rise of piracy.

Thus, cracking down on illegal fishing and improving maritime surveillance capabilities can also contribute to tackling piracy. In Somalia, the EU’s satellite monitoring systems have helped to track fishing vessel activity in the region and deter the illegal fishing that can fuel piracy.

And information sharing initiatives between countries are fostering greater regional cooperation and enabling a more coordinated response to maritime threats. The so-called Shared Awareness and Deconfliction initiative in the Gulf of Guinea, for example, involves regular meetings between navies, coastguards and industry stakeholders to share intelligence, coordinate patrols and develop best practices for maritime security in the region.

Ultimately, piracy is a symptom of the wider instability caused by climate change in many of the world’s most vulnerable coastal regions. Inaction will put more lives at risk and threaten the maritime trade that powers the global economy.

The surge of piracy in the world’s warming waters is a forewarning. It shows how quickly communities can destabilise when climate change erodes traditional livelihoods. Defusing this threat will require a more sustainable, equitable and climate-resilient future for coastal communities – before more desperate people turn to piracy to survive.

Selina Robinson is a Senior Lecturer in Forensic Investigation at the University of Winchester

This article appears courtesy of The Conversation and may be found in its original form with its supporting links here.

Spanish Frigate Secures Cargo Ship After Failed Pirate Attack

Spanish frigate and cargo ship — Spanish frigate Canarias secured the Basilisk after being boarded by pirates (EUNAVFOR)

The Spanish frigate Canarias which is operating as part of EUNAVFOR Atalanta came to the rescue of the second merchant vessel in less than two weeks. A team from the Spanish vessel boarded and secured the German-managed Basilisk which had been boarded yesterday and provided medical treatment.

The Canarias (3,160 tons displacement), commissioned in 1994, has regularly been assigned to the region by Spain as part of its contribution to the security efforts. Atalanta reports the vessel reached the Basilisk Thursday night and Spanish troops used the “Fast-Rope technique” transferring by helicopter to the deck of the Liberian-registered Basilisk (17,800 dwt).

The multipurpose cargo ship was approximately 380 nautical miles east of Mogadishu, Somalia, heading north when two small boats had come alongside on Thursday. An undetermined number of pirates boarded the ship and attempted to take control. Security consultant Ambrey reports that the 17 crew, except the captain, secured themselves in the citadel and remained there until the Spanish forces boarded.

Spanish troops boarding the Basilisk (EUNAVFOR)

When the pirates boarded the vessel one of the crewmembers was injured according to EUNAVFOR and they provided medical assistance. Ambrey is reporting it was the captain who had been shot in his arm.

The Spanish forces reported that the pirates had fled the vessel and they confirmed that the ship was secure. The Basilisk is continuing on its voyage to the United Arab Emirates.

Spanish forces secured the Basilisk and provided medical attention to the injured crewmember (EUNAVFOR)

Separately today, EOS Risk Group is reporting that a cargo ship registered in Panama, sailing approximately 185 nautical miles southeast of Hafun, Somalia, was approached by three small boats. The vessel is the Al Amal, an 8,900 dwt cargo ship, is managed out of Oman. It is unclear where the vessel was heading.

“Al Amal was requested to reduce speed, however, increased speed to open distance from suspect dhows,” writes Martin Kelly, Head of Advisory at EOS Risk Group. The small boats reportedly were following the cargo ship for over five hours.

Nearly two weeks ago, the same Spanish frigate, Canarias, also responded to reports of another incident in the Indian Ocean. Pirates had exchanged gunfire with the security crew on a product tanker. The pirates withdrew without boarding the vessel, but the Canarias was able to find the pirates. They were handed over to the Seychelles for prosecution.

"Mixed Bag" Outlook for Offshore Energy

While renewables stagnate, it’s full speed ahead for offshore oil and gas.

(Article originally published in Mar/Apr 2024 edition.)

The “energy transition." You know the term, but where did it come from? While interest in alternative energy sources can be traced back to the oil crisis of the 1970s, it was during the 2015 Paris Agreement that the first hard goals were placed toward limiting global warming to below 2oC compared to pre-industrial levels.

“Energy transition” refers to a shift from fossil fuels — including oil, natural gas and coal — to renewable energy sources like wind and solar as well as power storage driven by lithium-ion technology. The push for electrification and improvements in energy storage are all key facilitators of the transition.

In the marine space, a sector notably excluded from the Paris Agreement though responsible for approximately three percent of total greenhouse gasses globally, most of the recent attention has been on IMO 2050 — the International Maritime Organization’s Greenhouse Gas Strategy, which sets a target of net-zero emissions by 2050.

These goals — net-zero emissions, less than 2oC — impact investment strategy, operating procedures and equipment selection. Ultimately, they provide a lens through which the entire offshore energy sector can be viewed as investors and regulators prioritize environmental, social and governance (ESG) factors.

State of Renewables

Offshore wind has long been touted as a viable solution, yet 2023 found the sector battling stormy seas.

On the U.S. East Coast, 2023 saw major projects cancelled due to macroeconomic factors such as skyrocketing inflation, increasing interest rates and supply chain issues that impacted the entire industry. Moving forward means more favorable terms are needed for developers, but those terms will come with higher energy costs to the already squeezed consumer.

On a potentially positive note, previous windfarm partnerships were dissolved earlier this year with Equinor and bp splitting their joint ventures. Equinor will take full ownership of the Empire Wind 1 and 2 projects while bp assumes full ownership of the Beacon Wind project. Likewise, Ørsted is vying for full ownership of Sunrise Wind, working to acquire Eversource’s 50 percent stake in the project.

Sole control over these projects should allow developers to make better business decisions while gaining negotiating leverage over regulators. Because despite the noble intentions of the transition, “If it don’t make dollars, it won’t make sense.”

M&A Market

While companies are moving apart in the renewables space, they’re consolidating upstream.

Both Exxon and Chevron have made massive investments of around $60 billion each, acquiring Pioneer and Hess, respectively. Chevron’s purchase of Hess looks to future inventories, specifically the Stabroek Block in Guyana, which is core to Chevron’s future production plans.

Talos Energy recently completed its acquisition of QuarterNorth, adding production of approximately 30 thousand barrels of oil equivalent per day (Mboe/d).

In the natural gas space, Chesapeake Energy and Southwestern Energy announced a $7.4 billion all-stock merger at the start of the year that will create the largest natural gas producer in the U.S. “This powerful combination redefines the natural gas producer,” stated Chesapeake President & CEO Nick Dell’Osso, “forming the first U.S.-based independent that can truly compete on an international scale.” Dell’Osso will head the combined company.

Investing in 2024

The energy industry is off to a strong start, largely thanks to high oil prices, which will allow the upstream industry to maintain its 2023 hydrocarbon investment level of about $580 billion and generate over $800 billion in free cash flow in 2024. These investments are driven by expected stable oil prices from 2023 with WTI crude expected to average $78.84 per barrel.

This isn’t all positive for renewables, though.

A 2023 Deloitte survey of O&G executives found that investment in low-carbon projects would be made if returns on those projects exceeded 12 to 15 percent. Yet 2022 returns on major renewable electricity projects ranged from six to eight percent. This means the 2024 focus is more likely to be on (1) addressing operational efficiency and reducing direct emissions, and (2) alternative, low-carbon fuels such as natural gas, biofuels and hydrogen.

But if investment in renewable projects is sitting this inning out, there were major upstream projects greenlighted in 2023 that will bolster the industry in 2024.

In the U.A.E., ADNOC group awarded contracts for development of the Hail and Ghasha offshore gas fields. This is an interesting project as it’s the world’s largest offshore sour gas development, and it aims to operate with net-zero CO2 emissions. The design aims to capture 1.5 million tons of CO2 per year by transporting it onshore and storing it underground – a truly integrated solution.

In the U.K., both Equinor and Ithaca confirmed investment decisions for the controversial Rosebank Field, finally approved by the North Sea Transition Authority. The project targets an estimated 300 million barrels of oil and will tie back subsea wells to a redeployed FPSO. Production is expected to begin in 2026 or 2027.

The Gulf of Mexico saw multiple projects getting the green light including Woodside Energy’s Trion project in the Perdido Basin. The project will use a floating production unit (FPU) connected to a floating storage and offloading (FSO) vessel. Shell made the decision to move forward with the Dover project in the Mississippi Canyon block, tying back to the Appomattox production hub. It also greenlit the Sparta project, which includes eight production wells tied back to a semisubmersible FPU.

And in Guyana the Stabroek Block continues to heat up with ExxonMobil sanctioning its fifth development project – Uaru. It includes up to ten drill centers and 44 production and injection wells.

FPSO Development

Increased production and investments in field developments are relying heavily on Floating Production Storage and Offloading (FPSO) units with many of them planned for Guyana.

The FPSO Errea Wittu, which means “abundance,” will be deployed approximately 200 kilometers offshore Guyana at a water depth of 1,690 meters and storage capacity of two million barrels of crude. It will be “one of the most sustainable FPSOs in the world, using an energy production system with a combined cycle turbine on board.”

The mooring preinstallation contract has been awarded to Jumbo Offshore Installation Contractors by MODEC Guyana. The FPSO mooring system consists of nineteen legs with suction anchors, 8,800 meters of chain sections and 43,168 meters of polyester rope. Jumbo’s heavy lift vessel Fairplayer is uniquely designed with large amounts of cargo space to perform the transport and installation with a minimal number of voyages.

Igor Rijnberg, Head of Sales & Business Development Subsea at Jumbo Offshore, said, “The Jumbo Offshore team is very grateful to MODEC for this opportunity. We will use the extensive deep-water mooring installation experience gained over the last years to deliver a reliable, smart and efficient project execution.”

OSV Market

Growing EPC (engineering, procurement and construction) spend and increasing scarcity of premium vessel supply (less than 15 years old) could see OSV utilization rates reach 83 percent by the end of 2024, says Westwood Global Energy Group.

The active global OSV fleet totaled 3,077 vessels in 2023 with around 250 premium vessels still laid up. These will continue to be brought out of layup as the year progresses. Vessel day rates have also become more attractive with increases of nearly 70 percent since the recovery began in 2021.

Despite this, however, rates still don’t justify newbuilds due to the increased costs of vessel construction. An analysis by Tidewater suggests rates need to increase to $38,000/day with utilization at 90 percent to justify ordering a $65 million newbuild to achieve its cost of capital over a 20-year life.

No newbuilds, rising demand and limited supply mean both vessel costs and day rates will continue to climb.

Limited vessel supply also means that those on the market need to operate more efficiently with full visibility for ESG requirements, and ABS has been working with operators such as Edison Chouest Offshore (ECO), which operates a fleet of nearly 300 vessels, on its decarbonization journey with greenhouse gas inventory and sustainability reporting services.

Carbon accounting, also known as a greenhouse gas (GHG) inventory, is the process by which organizations quantify their GHG emissions. Quantifying emissions provides insights to organizations so they can understand their climate impact and set goals to limit emissions. This helps manage carbon compliance risks, meets the requirement for emissions reporting and addresses stakeholder expectations.

“It’s ECO and ABS’s collective commitment to transparency and environmental and social stewardship that led us to collaborate with ABS on sustainability reports that set a new standard in corporate responsibility,” stated Bryan Rousse, ECO’s Sustainability Coordinator.

2024 and Beyond

While renewables are working through a rough patch, overall the offshore energy industry is looking strong into 2024 and beyond. Future investment in infrastructure and storage technologies will play a key role in accelerating the transition while continued investment offshore will keep the home fires burning.

The energy mix, still driven primarily by oil and gas, is benefiting from operational efficiencies and the smart use of assets. GHG planning helps offshore assets operate more cleanly and efficiently than any other time in history.

The future is looking bright.

Sean Hogue is Senior Vice President of Operations for Baker Energy Solutions.

Tragedy of albinos in Tanzania

EBRU ERKE

25/5/24

Spell-casting is fairly common in Tanzania, which has the highest percentage of albino population in the world. There are many who cast spells using an albino's limb or skin in the hopes of rising to a prominent position or reaping a handsome profit.

Tanzania has the highest percentage of albino population in the world. In this country, being an albino means that you will never be able to lead a normal life. Their limbs are amputated and used in spells, they often avoid schooling due to abduction fears, and they cannot work outdoors to avoid skin cancer resulting from exposure to the scorching sun. Thankfully, Tanzania's President Samia Suluhu Hassan has been working hard to protect albinos in recent years. There is also a Turkish woman, Yeşim Meço, who has her hands on the problem, most probably making her the only white woman in the world dedicating herself to the cause of albinos.

"I was sleeping when five people entered my room in the dead of night. Two of them pinned me down, while the other three stood guard at the door to keep anyone from approaching me. I don't recall what happened next. When I woke up, I found my sister crying beside me. I felt wetness on my right side and, trying to reach for the lamp, I realized my right arm was missing. That's when I began to scream in agony and fear," 25-year-old Kulva said as she recounted her harrowing experience.

Kulva was only 13 years old when this tragic incident happened.

Kulva is not alone. In Tanzania, there are hundreds, possibly thousands, who have suffered similar fates, having a hand, arm, or leg amputated. Kulva is fortunate to have survived. This atrocity is being done in order to provide material for casting spells. Yes, you heard correctly; there are many who cast spells using an albino's limb or skin in the hopes of rising to a prominent position or reaping a handsome profit.

Spell-casting is fairly common in this country. Every neighborhood has a spell caster. People go to someone they refer to as "Magic Doctors" and ask them to prepare mixtures that are claimed to be a remedy for their problems. These spells involve a variety of plants, spices, oil and even animal limbs, depending on how hard the desired thing is to obtain. They substitute albino limbs for animal limbs when it is hard to achieve the intended results. A person with AIDS may hold the perverse delusion that raping an albino will cure his sickness.

In Tanzania, being born an albino indicates you are cursed from birth. When a black woman gives birth to a white child, she has difficulty accepting it. There are even tales that women drown their newborns shortly after birth. However, this is a genetic condition that can be passed down as far as seven generations. However, just a few people acknowledge this. Fortunately, in recent years, schools have been raising awareness by teaching children that this is a genetic disease.

Kulva was born in the Shiningaya region's Mbezi hamlet in the Kahama district, where these ideas are most strongly adopted. She had been ostracized since childhood, but the situation worsened when her arm was amputated, leading her family to belittle her further. With a heavy heart, she said that when everyone else goes to school or works in the fields, she stays at home, takes care of her family and cleans home as much as she can, but she still feels like she is of no help to anyone. As her family did not welcome us, she came to Mwanza accompanied by the chief person taking care of albinos in her region. Though it pains her to admit it, rumors have it that it was Kulva's family who sold her arm.

Unfortunately, Shingaya, three hours away from Mwanza, is the place where these incredible beliefs are most prevalent. In 2008, when the bodies of 70 albino children who had been skinned or whose hands had been cut off were found in a month, the government took action. They built albino camps with different capacities in different locations, took albino children from their families and placed them in these camps. Families willingly give their children so that they can grow up safely. According to their stories, many families sleep outside their homes at night for fear of their children being kidnapped

We visited one of the state-run camps; it's surrounded by high walls, features a large, locked gate, and is guarded by armed personnel. The interior is spotlessly clean and the children are happy. The camp's director, Helena, informed us about the facility's operations and shared the heartbreaking stories of some of the children. For instance, one 7-year-old boy was attacked as an infant while on his mother's back as they headed to the fields. His mother fought hard to protect him, and some bystanders saved the baby's life, but in the meantime, deep wounds were inflicted on his sensitive white skin.

Albinos are particularly vulnerable with their eyes and skin. They experience diminished vision in sunlight and require protective cream to prevent their skin from developing wounds that could turn cancerous. School-aged children in the camp are transported to schools via a special minibus, while younger ones remain at the camp during the day. Families are encouraged to visit regularly to maintain family bonds and prevent emotional detachment. When children reach 18 and are considered capable of protecting themselves, they are allowed to leave and start their independent lives. However, any girls who wish to stay at the camp have the option to remain and work there.

Life in rural areas is significantly harder and more perilous for albinos compared to urban centers like Dar es Salaam, where there is greater awareness about their condition. We visited two albino brothers, Cuma and Abdurrahim, at their modest home in Dar es Salaam. Their pregnant mother invited us inside, to a room furnished with old, worn-out couches. She shared the initial shock and fear she felt upon seeing her first child's white skin at birth. It was later understood that her husband carried the albino gene from three generations back. By the time her second son was born, she had come to accept this situation more naturally. Both boys lack the financial means to attend boarding school, which is seen as a safer alternative for albino youngsters compared to walking to and from school every day. On the day we were set to leave, the mother went into labor and gave birth to a third child, an albino girl.

Fatuma is one of the lucky ones. She is married with four children, one of whom, Mahmoud, is an albino like her. Fatuma feels a special bond with her 8-year-old albino son. She had met her husband by chance somewhere. He loved Fatuma very much and immediately asked her family to marry her. While some Tanzanian men appreciate albinos rather than find them odd, young albino girls need to be very careful. Regrettably, there are instances where girls are lured away from their homes with marriage promises, only to be trafficked and mutilated.

I traveled to Tanzania in order to meet Yeşim Meço Davutoğlu, an angel who has devoted her life to serving albinos. Her ex-husband was appointed ambassador to Tanzania twice. She had the shock of her life when she learned about what albinos were going through in this country, and she immediately turned her attention to what she could do. To have a deeper understanding of their needs and what they could do for them, she even stayed in one of the camps in Shiningaya. Her interest struck a chord so strong that Tanzanian TV channels covered it for days. The wives of other diplomats were urged to follow Yeşim's lead.

Her husband, former Turkish Ambassador Ali Davutoğlu, also gave diplomatic support. They brought as many albinos as they could to Dar es Salaam and had them examined by the Doctors Worldwide (Yeryüzü Doktorları) team they called from Türkiye. They distributed free sunscreen to albinos. They even sparked the rage of Italians who attempted to market sunscreen to albinos. Thanks to Ali Davutoğlu's initiatives, June 13 is now recognized globally as "International Albinism Awareness Day."

Yeşim Meço looks after one of the orphanages with the state's approval. She covers all the expenses using volunteer donations to the Ashura Foundation, a nonprofit organization he established. Most of the time, he even donates money from his own pocket. They also adopted a girl and a boy from the orphanage named Ayşe and Osman, respectively. Ayşe is 16 years old and Osman is 8 now.

Although her husband's assignment as an ambassador has ended, they continue to reside in Dar es Salaam. As she walks the streets, many approach her, calling her "Mama Turkey" and confiding in her about their own or their loved ones' issues. All the cases I have just mentioned have been directly conveyed to Yeşim. Yeşim has been in contact with Kulva for some time. We covered the cost of an artificial arm that she had ordered from abroad and had it fitted for Kulva in Mwanza. Now equipped with a prosthetic arm, Kulva is eager to work and earn a living, and she sees no reason why getting married shouldn't be possible.

Accompanied by their fathers, we picked up Cuma and Abdurrahim from their homes and registered them in a private school. It will cost them about $1,500 a year to attend boarding school. Now, they are beginning to dream about their futures: Cuma aspires to become a doctor, while Abdurrahim wants to be a lawyer. At the camp, we handed out hats and sunscreen to the children and told them the importance of regular sunscreen use. Additionally, we presented Fatuma with a sewing machine, enabling her to sew and earn an income from home. She believes this will boost her self-confidence.

Yes, geography is your destiny. Especially if you were born an albino in Africa.

RIP

Super Size Me director Morgan Spurlock dies at 53

1 day ago
Ian Youngs,Entertainment & arts reporter
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Oscar-nominated documentary maker Morgan Spurlock, best known for his 2004 fast food film Super Size Me, has died at the age of 53.

Super Size Me saw Spurlock live on a diet of McDonald’s food for an entire month to test the health impact on his body.

It sparked a huge debate and earned him an Oscar nomination for best documentary.

He directed more than 20 films and documentaries in total, including 2008's Where in the World is Osama bin Laden, and the 2013 One Direction tour movie This Is Us.

He died of complications from cancer, his family said in a statement via his publicist.

Spurlock's brother and collaborator Craig said: “It was a sad day, as we said goodbye to my brother Morgan.

“Morgan gave so much through his art, ideas, and generosity. The world has lost a true creative genius and a special man."

Spurlock promoted his film outside a McDonald's branch during the 2004 Sundance Film Festival

As well as directing Super Size Me, Spurlock was the film’s star and guinea pig as he ate dozens of Big Macs and Chicken McNuggets and drank gallons of cola.

He put on 25lb (11kg) and was told by doctors his health was at risk if he did not end his 30-day experiment.

Spurlock was seen describing himself feeling ill and low in energy, while medical concerns were raised about his blood pressure and cholesterol.

Spurlock put on 25lb (11kg) while making Super Size Me

The film also asked searching questions of the US food industry and suggested a healthier alternative could be available with political will.

Its release prompted McDonald's to release a statement defending its menus and denouncing Spurlock's movie as "unrealistic".

The company took out adverts in five British newspapers saying its food should be eaten as "part of a balanced diet".

But McDonald’s scrapped its Super Size option that year.

Spurlock with One Direction at the premiere of their documentary in 2013

After that film, Spurlock tackled subjects including the US war in Afghanistan with Where in the World is Osama bin Laden; consumer marketing in The Greatest Movie Ever Sold; and elder care and gambling in CNN series Morgan Spurlock’s Inside Man.

He was nominated for an Emmy award in 2010 for The Simpsons 20th Anniversary Special: In 3-D! On Ice!

In 2017, as allegations of sexual misconduct swept Hollywood, he penned a confessional essay referring to himself as "part of the problem".

He said he had been accused of rape and had paid to settle a claim of sexual harassment.

He also admitted cheating on "every wife and girlfriend I have ever had".

He then stepped down from the production company he had co-founded in 2004.

In 2019, he returned to screens with a sequel to Super Size Me, opening his own chain in order to find out how the fast food industry had changed.

Orcas aren’t attacking boats — they’re just playful teens, scientists say

What might seem like killer whales orchestrating vengeful and coordinated attacks on ships is probably a playful fad among bored teen orcas, scientists say.

By María Luisa Paúl
May 25, 2024 at 12:04 a.m. EDT

Hundreds of dangerous boat-ramming incidents over the past five years have cast orcas as deep-sea villains plotting to take back the ocean.

But the killer whales causing mayhem off Europe’s Iberian Peninsula might actually just be bored teenagers — at least, that’s the leading theory among a group of more than a dozen orca experts who have spent years studying the incidents.

Since 2020, members of a small group of killer whales have rammed into at least 673 vessels off the coasts of Portugal, Spain and Morocco — causing some to sink. The Spanish and Portuguese governments responded by tasking a group of experts with determining what was causing the whales to strike rudders, which are used to steer ships, and how to stop it.

The group, which includes biologists, government officials and marine industry representatives, on Friday released a report outlining their hypothesis: The orcas just want to have fun, and in the vast — and rather empty — open waters, the boats’ rudders are a prime toy.

“This looks like play,” said Naomi Rose, a senior scientist at the Animal Welfare Institute who was part of the working group. “It’s a very dangerous game they’re playing, obviously. But it’s a game.”

In most cases, the scientists found, the orcas approaching the vessels come from a group of about 15, mostly juvenile, whales. They typically approach slowly, almost as if to just bump the rudders with their noses and heads. But even young orcas average between 9 and 14 feet long, so the rudders would often get damaged or destroyed when the whales touched them, said Alex Zerbini, who chairs the scientific committee at the International Whaling Commission, a global body focused on whale conservation.

“There’s nothing in the behavior of the animals that suggests that they’re being aggressive,” said Zerbini, who is also part of the working group. “As they play with the rudder, they don’t understand that they can damage the rudder and that damaging the rudder will affect human beings. It’s more playful than intentional.”

Though orcas are known for their whimsy antics — like using jellyfish, algae and prey as toys — the researchers believe their playfulness has reached new levels in the Iberian Peninsula because of the rebound in the bluefin tuna population, their main source of food. In past decades, when orcas faced a tuna shortage, much of their time was spent trying to hunt down food. But once the tuna population bounced back, whales suddenly “have all this leisure time on their hands because they don’t have to eat every fish they find,” Rose said.

The Rock of Gibraltar, seen from the Spanish city of La Linea in 2019. The ramming of a small boat by an orca in the Strait of Gibraltar earlier this year prompted authorities to recommend that small vessels stick to the coastline. (Javier Fergo/AP)

It’s not yet clear why the orcas are attracted to rudders or how they became fascinated by them in the first place. Still, Zerbini said it could have started with one curious, young killer whale that was perhaps enthralled by the bubbles surrounding a moving ship.

“Maybe that individual touched a rudder and felt that it was something fun to play with,” he said. “And, after playing, it began propagating the behavior among the group until it became as widespread as it is now.”

In other words, it became a ridiculous fad — not unlike, say, the viral Tide pod or cinnamon challenges.

It wouldn’t be the first time that killer whales mimicked a particular craze. In the past, some populations have taken to wearing dead salmon as hats or playing games of chicken, Rose said. And, just like human fads, the trends have a tendency to make comebacks years later, she added.

“My guess is that juveniles who see their older siblings or parents wearing salmon hats or doing some other fad sometimes remember these things as adults and think, ‘This is funny. Let’s do it again,’” she said. “These animals are cultural and sophisticated thinkers, and they’re just incredibly social.”

Since 2020, members of a small group of killer whales have rammed into at least 673 vessels off the coasts of Portugal, Spain and Morocco. (iStock)

Orcas, Rose said, are similar to people in many ways. For instance, each population has a particular culture, language and food staple. Orcas and people also mature at a similar pace and, much like humans, female whales do so faster than males.

When it comes to the rudder bumping, Rose said, most of the whales involved are male juveniles and teens, meaning they are between the ages of 5 and 18. Fully grown males — over the age of 25 — are not participating in the antics. And while some adult female whales have been spotted at the scene of the incidents, “they seem to be just sort of keeping an eye on their kids, who are doing the actual playing,” she added.

For sailors, though, the practice is no game. Rose said she worries about frustrated mariners launching flares or other devices to deter whales. Not only could those measures deafen or harm whales, they might backfire by “making the game even more fun for them,” she said.

“The more dangerous it is for the orcas, the more thrill they seem to get out of it,” she said.

So what’s a better way to stop the boat-ramming? According to researchers: taking away the orcas’ toys — or, at least, making them less fun to play with.

The working group proposed several methods that will be tested this summer, Zerbini said. One involves replacing rudders’ typically smooth surfaces with abrasive or bumpy materials. They will also test a device that makes banging sounds around vessels and have suggested that boats hang rows of weighted lines, which orcas dislike.

“We don’t want to see more boats being sunk and we don’t want to see people in distress,” Zerbini said. “But we also don’t want to see the animals being hurt. And we have to remember that this is their habitat and we’re in the way.”

By María Luisa PaúlMaría Luisa Paúl is a reporter on The Washington Post's Morning Mix team. She joined The Post as an intern on the General Assignment desk and has previously reported at the Miami Herald and el Nuevo Herald. Twitter

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