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Tuesday, August 13, 2024

 

Ukrainian Cruise Passenger Nabbed for Tax Evasion on Arrival in Germany

Prison bars
Pixabay

Published Aug 13, 2024 10:36 PM by The Maritime Executive

 

Last weekend, a Ukrainian man was arrested aboard the cruise ship MSC Euribia in Kiel for an outstanding warrant for tax evasion. If he had stayed outside of Germany, he would have gone free, according to the local authorities - but as it stands, he will have to serve more than three years in prison. 

MSC Euribia operates a week-long round trip route between Kiel, Copenhagen and Norway. When the ship returned to port in Kiel, the authorities checked the passenger manifest and found a wanted name: a 53-year-old Ukrainian man with an active warrant. The man had previously been deported, and he faced a remaining prison sentence of more than 1,100 days if he ever returned - a sentence he will now have to serve.

"Why he traveled back to Germany despite the circumstances will probably remain his secret, especially since the arrest warrant would no longer have been valid in a year," a spokesperson for the Kiel police force told Hamburger Abendblatt.

It was not the first time that a wanted man got picked up because of the Euribia's passenger manifest. In July, the Kiel police found and arrested a 36-year-old German national who had been released from prison and had failed to return to serve out a sentence for drunk driving. The man gave himself up when confronted and returned for the remaining 15 days of his sentence, according to Abdenblatt. 

MSC Euribia is a brand new, family-oriented cruise ship with space for up to 4,800 passengers. It runs on LNG, and currently serves the German and Scandinavian markets. As of Tuesday Euribia was operating off Norway, with four planned port calls before returning to Kiel. 
 

 

From Papua to Gaza, military occupation leads to climate catastrophe

Environmental destruction is not an unintended side effect, but a primary objective in wars of occupation.

Smoke rises following Israeli strikes, in Khan Younis in the southern Gaza Strip August 8
Smoke rises following Israeli strikes, in Khan Younis in the southern Gaza Strip August 8, 2024. [Hatem Khaled /Reuters]

Many in the international community are finally coming to accept that the earth’s ecosystem can no longer bear the weight of military occupation. Most have reached this inevitable conclusion, clearly articulated in the environmental movement’s latest slogan “No Climate Justice on Occupied Land”, in light of the horrors we have witnessed in Gaza since October 7.

While the correlation between military occupation and climate sustainability may be a recent discovery for those living their lives in relative peace and security, people living under occupation, and thus constant threat of military violence, have always known any guided missile strike or aerial bombardment campaign by an occupying military is not only an attack on those being targeted but also their land’s ability to sustain life.

A recent hearing on “State and Environmental Violence in West Papua” under the jurisdiction of the Rome-based Permanent Peoples’ Tribunal (PPT), for example, heard that Indonesia’s military occupation, spanning more than seven decades, has facilitated a “slow genocide” of the Papuan people through not only political repression and violence, but also the gradual decimation of the forest area – one of the largest and most biodiverse on the planet – that sustains them.

West Papua hosts one of the largest copper and gold mines in the world, is the site of a major BP liquefied natural gas (LNG) facility, and is the fastest-expanding area of palm oil and biofuel plantation in Indonesia. All of these industries leave ecological dead zones in their wake, and every single one of them is secured by military occupation.

At the PPT hearing, prominent Papuan lawyer Yan Christian Warinussy spoke of the connection between human suffering in West Papua and the exploitation of the region’s natural resources. Just one week later, he was shot and injured by an unknown assailant. The PPT Secretariat noted that the attack came after the lawyer depicted “the past and current violence committed against the defenceless civil population and the environment in the region”. What happened to Warinussy reinforced yet again the indivisibility of military occupation and environmental violence.

In total, militaries around the world account for almost 5.5 percent of global greenhouse gas emissions annually – more than the aviation and shipping industries combined. Our colleagues at Queen Mary University of London recently concluded that emissions from the first 120 days of this latest round of slaughter in Gaza alone were greater than the annual emissions of 26 individual countries; emissions from rebuilding Gaza will be higher than the annual emissions of over 135 countries, equating them to those of Sweden and Portugal.

But even these shocking statistics fail to shed sufficient light on the deep connection between military violence and environmental violence. War and occupation’s impact on the climate is not merely a side effect or unfortunate consequence. We must not reduce our analysis of what is going on in Gaza, for example, to a dualism of consequences: the killing of people on one side and the effect on “the environment” on the other. In reality, the impact on the people is inseparable from the impact on nature. The genocide in Gaza is also an ecocide – as is almost always the case with military campaigns.

In the Vietnam War, the use of toxic chemicals, including Agent Orange, was part of a deliberate strategy to eliminate any capacity for agricultural production, and thus force the people off their land and into “strategic hamlets”. Forests, used by the Vietcong as cover, were also cut by the US military to reduce the population’s capacity for resistance. The anti-war activist and international lawyer Richard Falk coined the phrase “ecocide” to describe this.

In different ways, this is what all military operations do: they tactically reduce or completely eliminate the capacity of the “enemy” population to live sustainably and to retain autonomy over its own water and food supplies.

Since 2014, the bulldozing of Palestinian homes and other essential infrastructure by the Israeli occupation forces has been complemented by chemical warfare, with herbicides aerially sprayed by the Israeli military destroying entire swaths of arable land in Gaza. In other words, Gaza has been subjected to an “ecocide” strategy almost identical to the one used in Vietnam since long before October 7.

The occupying military force has been working to reduce, and eventually completely eliminate, the Palestinian population’s capacity to live sustainably in Gaza for many years. Since October 7, it has been waging a war to make Gaza completely unliveable

As researchers at Forensic Architecture have concluded, at least 50 percent of farmland and orchards in Gaza are now completely wiped out. Many ancient olive groves have also been destroyed. Fields of crops have been uprooted using tanks, tractors and other vehicles. Widespread aerial bombardment reduced the Gaza Strip’s greenhouse production facilities to rubble. All this was done not by mistake, but in a deliberate effort to leave the land unable to sustain life.

The wholesale destruction of the water supply and sanitation facilities and the ongoing threat of starvation across the Gaza Strip are also not unwanted consequences, but deliberate tactics of war. The Israeli military has weaponised food and water access in its unrelenting assault on the population of Gaza. Of course, none of this is new to Palestinians there, or indeed in the West Bank. Israel has been using these same tactics to sustain its occupation, pressure Palestinians into leaving their lands, and expand its illegal settlement enterprise for many years. Since October 7, it has merely intensified its efforts. It is now working with unprecedented urgency to eradicate the little capacity the occupied Palestinian territory has left in it to sustain Palestinian life.

Just as is the case with the occupation of Papua, environmental destruction is not an unintended side effect but a primary objective of the Israeli occupation of Palestine. The immediate damage military occupation inflicts on the affected population is never separate from the long-term damage it inflicts on the planet. For this reason, it would be a mistake to try and separate the genocide from the ecocide in Gaza, or anywhere else for that matter. Anyone interested in putting an end to human suffering now, and preventing climate catastrophe in the future, should oppose all wars of occupation, and all forms of militarism that help fuel them.

The views expressed in this article are the authors’ own and do not necessarily reflect Al Jazeera’s editorial stance.


Monday, August 12, 2024

 

Maersk Names Third Large Methanol Dual-Fuel Boxship in Denmark

Maersk dual fuel containership
Nmaing ceremony for the third large methanol dual-fuel containership today in Denmark (Maersk)

Published Aug 9, 2024 8:12 PM by The Maritime Executive

 

 

Maersk celebrated the naming of the third vessel in its fleet of 18 large dual-fuel methanol containerships as the company continues the rollout of the revolutionary ships while also looking to the future. The naming of the fourth ship comes in just a matter of weeks while the company this week laid out plans for its fleet modernization focusing on the transition to new, greener ships.

“We are excited to introduce Antonia Maersk, the third large dual-fuel vessel in our fleet capable of sailing on green methanol,” the company wrote online. “The name was unveiled today at a ceremony held in Aarhus, Denmark. Antonia Maersk was christened by its godmother Kirsten Andersen, spouse of Vestas CEO Henrik Andersen.” Vestas is the Danish wind turbine company.

Consistent with the tradition of naming Maersk vessels after members of the founding family, Antonia Maersk is named after Antonia Uggla, granddaughter of Ane Maersk Mc-Kinney Uggla, the chair of A.P. Møller Foundation and its investment company A.P. Moller Holding, the majority owner of A.P. Moller - Maersk.

The Antonia Maesk is one of 18 large methanol-enabled newbuilds scheduled for delivery between 2024 and 2025. The first ship of the revolutionary class, Ane Maersk, was christened in January 2024 in South Korea and the second vessel Astrid Maersk was named in April in Yokohama, Japan. Keeping with the effort to show off the vessels and highlight the leadership in new technology, the fourth vessel will be named in a ceremony in late August at the Port of Los Angeles with co-sponsor Nike.

The ships incorporate new designs including moving the deckhouse and accommodations to the bow and offsetting the funnel to one side on the stern. The ships, which are 174,000 dwt, have 10 holds and a total loading capacity of just over 16,500 TEU. Both the main engines from MAN and the auxiliary engines are dual-fuel capable of running fully on methanol. Maersk reports when operating with methanol, the ship saves up to approximately 280 tonnes of CO2 per day compared to a traditional sip running on diesel fuel.

 

Ane Maersk which entered service in January highlights the different configuration of the vessel (Maersk)

 

CEO Vincent Clerc used today’s ceremony to reiterate the company’s commitment to accelerating a reduction in carbon emissions while also repeating calls for broad cooperation. He highlighted the higher cost of green fuels, at a time when the company is experiencing overall higher operating costs due to the diversions away from the Red Sea, and the challenges of obtaining enough green methanol. He admitted they are still having to operate the new ships part time on traditional fuels including to navigate into ports.

"We cannot make this journey alone,” Clerc told today’s audience. “A price mechanism is needed that can close the gap between the prices of transport with green fuels and fossil fuels.” He repeated today a new position for Maersk admitting due to the challenges they believe several different fuels will be used by the industry.

Earlier in the week Maersk said it was nearing orders for 50 to 60 new vessels, all to be used as fleet replacements. They are targeting 800,000 TEU of capacity by 2030, expecting a pace of 180,000 TEU per year. 

To ensure the long-term competitiveness of the fleet and its ability to deliver on the decarbonization goals, Maersk announced it revised its strategy electing a mix of methanol and liquified gas dual-fuel propulsion systems. The company said it has commenced the work of securing offtake agreements for liquified bio-methane (bio-LNG) to ensure that the new dual-fuel gas vessels provide greenhouse gas emissions reductions in this decade.

Near-term, however, Maersk will continue to highlight its methanol vessels. Five of the methanol vessels are now in service, including one smaller feeder ship, with a total of 18 of the large vessels ordered. In addition, last year Maersk ordered six mid-size (9,000 TEU) dual-fuel vessels to be built in China. The first conversion of a large, in-service containership to methanol also got underway in July in China.

 

Will Australia Reject a Proposal to Drill Under a Coral Reef? 

DAMN WELL BETTER!

The sailboat is located on the approximate position of a proposed well site, with North Scott Reef in the background (Greenpeace)
The sailboat is located on the approximate position of a proposed well site, with North Scott Reef in the background (Greenpeace)


Published Aug 11, 2024 

by The Conversation

 

 

[By Samantha Hepburn] 

For decades, Australia’s largest independent oil and gas company, Woodside, has eyed off a prize: the largest known unconventional gas fields in the nation.

But there’s a problem. The enormous Brecknock, Calliance, and Torosa gas fields are hundreds of kilometers off the coast of Western Australia – buried underneath pristine coral reefs. To access it, the company would have to drill more than 50 wells around the Scott Reef system and pipe the gas 900 km along the ocean floor to a processing plant.

Now Woodside has an even larger problem. The state’s Environmental Protection Authority is signaling it will reject this A$30 billion project, known as Browse, which is part of Woodside’s much larger Burrup Hub project.

It would be unusual to see the state authority reject a project of this size – they’re more commonly approved with conditions. But the authority is clearly concerned about the potential damage the giant gas project could do. The project has been mired in controversy, attracting 800 public appeals and more than 400,000 signatures on a petition against it. Conservationists are elated at news of the rejection.

Has this project by Australia’s homegrown answer to Big Oil been shut down? Not quite. The authority has only made a preliminary decision. Woodside has vowed to keep pushing for a green light – and it has the support of federal Resources Minister, Madeleine King.

But because these reefs are on an important migration route for endangered pygmy blue whales, federal Environment Minister Tanya Plibersek may have to weigh in.

What happens next will tell us a great deal about who holds sway within the Albanese government.

How big is this project?

If approved, the Browse project would feed gas into Woodside’s proposed Burrup Hub, the company’s gas megaproject which would become one of the largest liquefied natural gas (LNG) processing hubs in Australia. Conservationists have described Burrup as a “climate bomb”, which would produce twice the emissions of any other fossil fuel project seeking approval.

The Browse gas has high levels of carbon dioxide (12% CO?), and gas extraction commonly leads to escaped methane, a particularly potent greenhouse gas. Last year, Shell left the joint venture citing concerns about profitability and carbon.

But greenhouse gas emissions aren’t usually covered under an environmental authority’s remit. The Western Australian authority reportedly rejected the Browse project on conservation grounds. A freedom of information request by the Nine newspapers produced a letter the authority sent in February to Woodside, indicating the project was “unacceptable” due to the likely impacts on Scott Reef.

The concerns are well-founded. The project would threaten the habitat or migratory routes of endangered species such as pygmy blue whales, manta rays, whale sharks and nesting green turtles. Gas flaring would disorient migratory birds and young turtle hatchlings.

Noise pollution from drilling, piling and other infrastructure would cause stress and impact habitat. Chemical pollutants including drilling fluid and treated sewage would be released into the water.

High speed transfer boats could threaten whale migration paths. Then there’s the chance of an oil blowout. If this happened, it would be devastating for marine life.

There’s a chance gas extraction could cause Sandy Islet, the only part of Scott Reef above the high tide mark, to be submerged, risking the destruction of a popular nesting habitat for green turtles.

In the public interest?

Woodside argues exploiting these enormous gas fields is necessary to avoid a forecast gas shortage in WA – and to firm up energy security in Asia.

But the state doesn’t have a gas shortage. Even if it did, WA has a domestic reservation policy requiring LNG producers to reserve 15% for the domestic market. Given a recent WA parliamentary inquiry found major gas companies are only reserving 8% of the state’s gas at present, it would be far simpler to enforce the current reservation policy rather than crack open new gas under a coral reef.

What’s coming next?

A final decision by the state Environmental Protection Authority is yet to be handed down. But even if the decision is a clear no, it’s hard to see the company giving up.

In that case, Plibersek would likely have to weigh in. She is tasked with making determinations of national environmental significance under Australia’s main environment laws.

These laws don’t account for damage done by emissions, meaning Plibersek could not reject Woodside’s proposal on climate grounds. But the act does cover protection of endangered species, migratory species and the marine environment.

The endangered pygmy blue whale is found in Western Australian waters –including Scott Reef. Under Australia’s environment laws, endangered means the species has had a severe drop in population and has fallen by at least 50% over ten years or three generations.

Plibersek could stop the Browse project due to its impact on the pygmy blue whale, as this species has an existing species recovery plan.

When a recovery plan is in place, our laws state the federal minister cannot approve a project inconsistent with or in contravention of the plan. But the whale’s recovery plan expires next year.

Samantha Hepburn is a Professor at Deakin Law School, Deakin University. This article appears courtesy of The Conversation and may be found in its full form here

The Conversation

The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.

Friday, August 09, 2024

 

Gasum and Equinor Collaborate on Bio-LNG Operations for OSV

Bio-LNG bunkering
Island Crusader operating under charter to Equinor is pioneering in the use of Bio-LNG (Gasum)

Published Aug 8, 2024 7:46 PM by The Maritime Executive

 

 

Gasum, the Nordic energy company owned by the State of Finland, is collaborating with Equinor on a series of liquefied biomethane (bio-LNG) bunkering operations in the Port of Dusavik, in Stavanger, Norway. The latest bunker, which was carried out in mid-July, expands on the earlier tests in 2021 which made the OSV Island Crusader the first offshore supply vessel operating on the Norwegian shelf running on biofuel.

The first bio-LNG delivery was successfully carried out in mid-July. Gasum reports it will continue to supply the Island Crusader with two to three truckloads of bio-LNG approximately every other week. Each truckload contains about 22 tons of bio-LNG.

Built in 2012 by Vard, the Island Crusader (4,750 dwt) is a pioneer using an innovative LNG hybrid battery technology. The vessel is fueled by pure LNG but also features an 896 kWh battery pack, which further improves its environmental performance. Owned by Island Offshore, it is operating under charter to Equinor to support its offshore operations.

Engine manufacturer Bergen Engines initially conducted tests on land to certify the engines for a switch to biofuel. A pilot project in October 2021 then confirmed that biogas can be used on LNG engines without any modifications.

Gasum highlights that biogas can be used in all the same applications as natural gas, including as a road and maritime transport fuel and as energy for industry. The biogas is a fully renewable and environmentally friendly fuel with life-cycle greenhouse gas emissions that are, on average, 90 percent lower when compared with fossil fuel use. It is produced from waste feedstocks such as biowaste, sewage sludge, manure, and other industrial and agricultural side streams and the by-product of biogas production is also high in nutrient content that can be used in industry and agriculture.

The operation is a pioneering step said Gasum as it works to procure more renewable gas to satisfy the increasing demand for sustainable energy. Gasum’s goal is to offer 7 TWh of renewable gas to its customers yearly by 2027, including biomethane and e-methane. A large portion of this volume relies on establishing long-term partnerships with certified biogas producers throughout Europe. Achieving this goal would mean a combined carbon dioxide reduction of 1.8 million tons per year for Gasum’s customers.



GFI LNG and Pilot LNG Form Joint Venture to Develop Salina Cruz LNG

Pilot LNG LLC
The Salina Cruz LNG JV will develop, construct and operate an LNG bunkering and transshipment terminal in Salinas del Márquez, Salina Cruz, Oaxaca, Mexico. Strategically located on the Pacific side of the Panama Canal, the project is ideally positioned to

Published Aug 8, 2024 12:29 PM by The Maritime Executive

 

[By: Pilot LNG LLC]

GFI LNG LP (GFI), a diversified energy solutions company, and Pilot LNG LLC (Pilot), a Houston-based clean energy infrastructure developer, today announced that they have formed a partnership to develop, construct, and operate a small-scale LNG terminal in Salina Cruz, Mexico.

At full build-out, the facility is anticipated to produce 600,000 gallons of liquified natural gas (LNG) per day, or roughly 0.34 million metric tonnes per annum (MTPA). The partners anticipate operations to commence in mid-to-late 2027.

With speed-to-market in mind, the project is being designed to include modular, land-based liquefaction equipment and an optimized storage solution. The project will deploy a floating storage unit (FSU) with an estimated capacity ranging from 50,000 – 140,000 m3 to be moored inside the newly expanded breakwater in the Port of Salina Cruz.

Salina Cruz will use domestic Mexican gas supply from the Veracruz gulf region to access new high-value markets along the Pacific Coast. These premium markets include: LNG marine fuel deliveries at the Pacific entry of the Panama Canal and into Southern California (the Ports of Long Beach & Los Angeles), sales into Central American power markets, and trucked volumes in the local region of southwestern Mexico. Salina Cruz customers can expect to benefit from competitively priced, Henry Hub-linked LNG sales.

GFI, a Houston-based energy company, has over 20 years of continuous commodity sales of natural gas, refined products, and electricity into Mexico.

“The infrastructure planned in Salina Cruz will not only provide LNG to growing markets seeking cleaner fuel, but will also bring millions in direct community investment to the region” said Gomez. “We are pleased to be adding the LNG and marine expertise of Pilot to the development team. Thanks to our new partnership with Pilot, we look forward to bringing this facility to Salina Cruz.”

Led by LNG veterans with extensive experience in project development, Pilot aims to deliver LNG to new and existing markets across the world and develop a global portfolio of projects. “With long personal ties to the region, the GFI team is dedicated to helping bring infrastructure development to Salina Cruz and brings a critically necessary understanding and appreciation for the local community and government,” said Jonathan Cook, CEO of Pilot. “We are pleased to be working with GFI to help progress this project.”

GFI and Pilot plan to commence front-end engineering and design development for the project this quarter. The partners anticipate a 12-18 month development and permitting timeline and anticipate announcing a Final Investment Decision (FID) in the second half of 2025.

The products and services herein described in this press release are not endorsed by The Maritime Executive.


Maersk Cautiously Optimistic as It Plans Fleet Renewal Including Bio-LNG

Maersk containership
Maersk's newest ship passing the older fleet as the company plans to accelerate its fleet renewal (Maersk)

Published Aug 7, 2024 2:43 PM by The Maritime Executive

  

Maersk provided investors with additional details on its outlook while reporting a better-than-expected second quarter and sounding optimistic while emphasizing continued market uncertainty. After starting 2024 with a cautious note, the second largest container shipper reports higher than expected volumes and rates led it to raise its forecast to an operating profit of between $3 and $5 billion for the year. It made $1.1 billion in the first half of 2024.

 Making the rounds through the major media outlets, CEO Vincent Clerc said the company had been surprised by the resilience of the container market moving from the pandemic to the decline in rates and volume in 2023, and now the disruptions in the Red Sea. He said the second quarter for Maersk was fueled by strong market demand and volume growth across all its segments and stabilization as the market absorbs the ongoing disruptions in the Red Sea region.

Maersk said profitability was building back in its ocean shipping operations largely driven by higher freight rates which helped them to achieve a 5.6 percent margin despite higher operating costs. The added distances of sailing around Africa drove fuel consumption and costs to an all-time high. Shippers Maersk also believes have accelerated their business fearing a range of issues from further disruptions to port congestion due to the impact on schedules. They also pointed to the potential for a trade war between the U.S. and China as the U.S. moves to raise tariffs and the further impact of the U.S. presidential election. 

Moving into the third quarter, Clerc said they would benefit from the full effect of the higher rates. With a significant contract business, he said the full rate impact was yet to come for Maersk.

“Our results this quarter confirm that performance in all our businesses is trending in the right direction. Market demand has been strong, and as we have all seen, the situation in the Red Sea remains entrenched, which leads to continued pressure on global supply chains. These conditions are now expected to continue for the remainder of the year,” said Clerc.

Speak on CNBC he said the company did not see signs of a potential U.S. recession, noting the strong growth in Chinese exports. He predicted that the global container market will grow between 4 and 6 percent up from their earlier force of 2.5 to 4.5 percent growth. However, Maersk is also uncertain if there will be a further rush to move Christmas merchandise or if shippers have already built inventories for the year-end sales. Clerc said he believes freight rates have peaked with the easing of congestion and new capacity into the segment. 

Maersk, unlike many other large carriers, has been slow on new orders with Alphaliner highlighting that five of the top 10 carriers now have larger orderbooks. CMA CGM is forecast by many to be set to surpass Maersk moving into the second position behind MSC Mediterranean Shipping. Maersk has also avoided the rush to the 24,000-plus TEU mega-ships.

Clerc said today however the company is set to accelerate a fleet renewal program. Maersk told investors it is increasing its capital forecast by $1 billion annually to $10 to $11 billion due to its continuous fleet renewal program.

While it is not finalized, the company said it is close to orders for 50 to 60 new containerships. Clerc however emphasized it is a fleet renewal saying the target is to execute with the existing fleet size of 4.1 to 4.3 million TEU. The company plans a renewal pace of 160,000 TEU annually and said it would have orders for 800,000 TEU this year for delivery in 2026 to 2030. They expect to build owned vessels with 300,000 TEU capacity and charter the additional 500,000 TEU of capacity.

The company has been adamant that its strategy for new orders was to only order new, owned vessels that come with a green fuel option. Clerc however admitted today that multiple fuel technologies are likely as the sector moves forward with Maersk saying “The exact split of propulsion technologies will be determined considering the future regulatory framework and green fuel supply.”

Maersk would not rule out orders for LNG-fueled ships and told investors it has commenced the work of securing offtake agreements for liquified bio-methane (bio-LNG). The company said its goal with the renewal program is to increase to 25 percent of its fleet equipped with dual-fuel engines.

Maersk has also raised its 2024 estimate saying it should provide at least $2 billion in free cash flow from its operations. While Clerc confirmed they had withdrawn from the bidding for DB Schenker, he said they continue to actively explore acquisitions for the land side of the business. The strategy remains a diversified logistics company balancing the ocean business with growth in the logistics sectors.
 


 

NGO Predicts "Cruisezillas" Calling for Ticket Tax to Fund Green Fuels

cruise ships
New generations of larger cruise ships dominating the Miami skyline in 2024 (PortMiami)

Published Aug 8, 2024 5:57 PM by The Maritime Executive

 

 

The activist NGO Transport & Environment (T&E) is calling for a tax on the cruise industry to help fund the transition to zero carbon fuels and ensure the industry contributes its share to the ongoing efforts. The group cites the rapid growth of the cruise industry while forecasting the introduction of “cruisezilla” 345,000 gross ton cruise ship carrying nearly 11,000 passengers by 2050.

The NGO released a report highlighting that with cruise vacations increasingly becoming a mainstream vacation option, particularly in developed countries, the number and size of cruise ships have risen dramatically. The result, the report asserts is an exponential increase in cruise ships’ carbon emissions.

The report dubbed “Cruisezillas”: How much bigger can cruise ships get?, highlights that cruise ships are currently exempt from fuel duties, corporate taxes, and most of the consumer taxes that other modes of transport pay. As such, the NGO calls for imposing a €50 ($55) tax on a typical cruise ticket calculating that it would generate €1.6 billion ($1.7 billion) globally. They point out that €410 million ($450 million) would be raised in Europe which could be applied to the efforts to expand the supply of green fuels. The amounts could grow to $3.3 billion with a €100 per ticket fee or $6.8 billion with €200 per ticket fee.

T&E asserts that the rapid growth in the cruise industry has contributed to a dramatic increase in CO2 emissions. “A combination of more and bigger cruise ships,” T&E contends, “means that CO2 emissions from cruise ships in Europe were nearly 20 percent higher in 2022 than they were in 2019. 

The report calculates that in Europe, CO2 emissions from cruise ships grew by 17 percent despite the COVID-19 pandemic, and methane emissions surged by 500 percent between 2019 and 2022. Other pollutants such as sulfur oxides, nitrogen oxides, and fine particles increased by nine percent, 18 percent, and 25 percent respectively around European ports during the period.

Cruise Lines International Association (CLIA), the trade group for the cruise industry, strongly contests those figures. In a statement, they cited EU data that they said shows “cruise lines have reduced emissions by 16 percent on average per ship over the past five years.”

“Today’s cruisezillas make the Titanic look like a small fishing boat,” said Inesa Ulichina, sustainable shipping officer at T&E. “How much bigger can these giants get? The cruise business is the fastest growing tourism sector and its emissions are quickly getting out of control.”

T&E highlights the transformation of the industry using data from Clarkson contending that the number of ships rose from 21 in 1970 to 515 today. They also assert that the average size of the ten largest cruise ships is double what it was 24 years ago, averaging 205,000 gross tons. The group says nearly 36 million travelers are projected to take a cruise voyage this year.

Illustrating the growth, T&E points to Royal Caribbean International’s Icon of the Seas, which was introduced at the start of the year as the world’s biggest cruise ship. With a capacity of 7,600 passengers, the Icon of the Seas they said not only dwarfs the 1999-built Voyager of the Sea (then the largest cruise ship in the world) that has a capacity of 3,938 passengers, and they compared it to the Titanic (46,000 gross tons) which had a capacity of 2,500 passengers. Going by the current trend, T&E projects the trend will continue to “cruisezillas” in the range of 345,000 gross tons and nearly 11,000 passengers by 2050.

The trade group CLIA says it has concerns over “multiple claims” in the report. For example, they report that the majority (60 percent) of cruise ships sailing today and scheduled for service in the next decade are small-to-midsize and more energy efficient. CLIA also points to the investments being made by the industry to increase the use of sustainable fuels and new technologies.

T&E acknowledges that many cruise operators are switching to LNG as an alternative to traditional shipping fuels like heavy fuel oil. They recognize that LNG-powered ships make up 38 percent of today’s global cruise ship orders, but raise the concerns of methane slip.

Cruise ships, T&E highlights, are good candidates for green fuels despite the limited availability and challenges in bunkering for the new fuels. The NGO highlights the concerns over supply and bunkering would be less for cruise ships that sail on the same routes with clear schedules versus commercial shipping.

The report concludes by saying converting cruise ships to green fuels would also be financially beneficial for the lines. T&E points to the increasing scale of financial penalties associated with fossil fuel under the Fuel EU Maritime scheme and the financial benefits for cruise ships to lead in the green fuel transition.

 

LNG Terminal Planned for Mexico to Serve Ships at Panama Canal

Panama Canal
The new LNG terminal will serve vessels on the Pacific side of the Panama Canal (file photo)

Published Aug 8, 2024 8:15 PM by The Maritime Executive

 

 

With the number of ships using LNG continuing to grow and spurring demand, two U.S.-based companies partnered to launch a new small-scale LNG terminal in Salina Cruz, Mexico. According to the partners, GFI LNG and Pilot LNG, the project is designed with a focus on speed to market and will be strategically located to serve a key shipping market.

The Salina Cruz LNG JV will develop, construct, and operate the LNG bunkering and transshipment terminal which they anticipate will start operations in mid-to-late 2027. GFI and Pilot plan to commence front-end engineering and design development for the project this quarter. The partners anticipate a 12-to-18-month development and permitting timeline and anticipate announcing a Final Investment Decision (FID) in the second half of 2025. The team anticipates an approximate 36-month permitting and construction timeline.

The project design has been optimized to include modular, land-based liquefaction trains and straight-forward mooring and topsides modifications on the newly expanded breakwater in the Port of Salina Cruz. At full build-out, the facility is anticipated to produce 600,000 gallons of liquified natural gas(LNG) per day, or roughly 0.34 million metric tonnes per annum (MTPA).

With speed-to-market as a goal, they have decided to use an FSU ranging in capacity of 50,000 - 140,000 cbm for LNG storage. The plant will use domestic Mexican gas supplied for the Veracruz gulf region and has the advantage of identified pipeline capacity and gas supply while using a proven liquefaction technology.

GFI, a Houston-based company, has more than 20 years of experience in Mexico. Pilot LNG, also based in Houston, is a clean energy infrastructure developer, also has projects in development including the Galveston LNG Bunker Port, a small-scale LNG bunker terminal, and the Cork LNG FSRU import terminal which will be located in the Whitegate area at the Port of Cork, Ireland.

The Mexican site the company emphasized will provide LNG marine fuel deliveries at the Pacific entrance to the Panama Canal and also deliver LNG to the ports of Los Angeles and Long Beach in Southern California. In addition to the marine market, they look to serve the Central American power markets and trucked volumes into southwestern Mexico.