Thursday, November 30, 2023

 

Hijacked Car Carrier Becomes a Tourist Attraction for Houthi Influencers

Houthi social media influencers dance atop Galaxy Leader's top deck (Twitter)
Houthi social media influencers dance atop Galaxy Leader's top deck (Twitter)

PUBLISHED NOV 28, 2023 11:01 PM BY THE MARITIME EXECUTIVE

 

It used to be unusual for hijackers to broadcast live from aboard a captured ship, but in the age of social media, Yemen's Houthi rebels have decided to set a new trend. A steady stream of video content from the seized car carrier Galaxy Leader has been popping up on social media, and it appears to show that the militant group is welcoming guests and having a good time - though whether the crew feels the same way is another matter, as they and their ship are being held hostage.

Groups of Houthi youths and social media influencers have been visiting Galaxy Leader as a photo-shoot opportunity. One group recently filmed themselves dancing in victory on the top deck, waving Yemeni flags and chanting. Another offered the narcotic qat (a natural product with amphetamine-like effects) to a crewmember in the engineering control room, toured the vessel's car decks, and smoked a hookah. 

The ship has become something of a tourist attraction, drawing boaters who want to examine the ship and take photos. In one remarkable video, a group of new guests attempted to climb the pilot ladder en masse, with at least six people ascending and descending at once (without lifejackets). 

There were so many guests aboard Galaxy Leader on Monday that the crowd on the top deck could be discerned from space, journalist Christian Triebert noted, drawing on high-quality satellite imagery provided by Maxar. 

Galaxy Leader was forcibly hijacked by a helicopter-borne Houthi assault team on November 19. The ship is operated by Isle of Man-based Ray Car Carriers, a firm with ownership ties to an Israeli shipping magnate. Houthi leaders have promised to target Israel-linked shipping in retaliation for the ongoing Israeli military operation in Gaza. 

17 members of the Galaxy Leader's crew are Filipino, and the remaining eight are Bulgarian, Romanian, Ukrainian and Mexican citizens. There are no Israeli nationals aboard, according to the Israeli government. Houthi representatives have made assurances that the seafarers will not be harmed.


Carrier USS Eisenhower Enters Persian Gulf

Eisenhower
USS Eisenhower transits Suez Canal en route to Indian Ocean, Nov. 4, 2023 (USN file image)

PUBLISHED NOV 26, 2023 3:43 PM BY THE MARITIME EXECUTIVE

 

On Sunday, the Eisenhower Carrier Strike Group transited through the Strait of Hormuz and into the Persian Gulf, sending a clear message to Iran about American intentions to defend maritime security.

"While in the Arabian Gulf, the IKECSG are patrolling to ensure freedom of navigation in key international waterways while supporting CENTCOM requirements throughout the region," said Central Command in a statement. 

The carrier's transit through this maritime flashpoint follows shortly after news of attacks on two Israeli-linked vessels, the boxship CMA CGM Symi and the product tanker Central Park. 

USS Dwight D. Eisenhower and her escorts were first dispatched to the Eastern Mediterranean and were expected to relieve USS Gerald R. Ford. However, as Israel's campaign against Iran-backed terrorist organization Hamas continued in Gazathe Pentagon extended the Ford Carrier Strike Group's deployment.

Ford remains on station in the Eastern Mediterranean to deter Iran-backed Lebanese militant group Hezbollah, which has previously used rockets and missiles to attack Israel during periods of heightened tension. During the current period of fighting, Hezbollah has not joined the conflict at full scale, though border clashes have occurred. 

While Ford remained on station, Eisenhower headed south through the Suez Canal on November 4 (top). She transited the Strait of Bab El-Mandeb and headed onwards to the Arabian Sea, where she could provide deterrence against further Iranian involvement in the conflict. 

According to USNI, the decision to send Eisenhower through the closely-watched Strait of Hormuz marks a break from recent policy. During the long years of war in Iraq and Afghanistan, the U.S. maintained two carriers in the Persian Gulf to provide air support and deterrence. However, the Navy has not had any carrier presence there since 2021, when Nimitz exited for the last time. 

Report: Suicide Drone Hits Container Ship in Indian Ocean

Shahed-136 drones on display at a parade marking the 44th anniversary of the Iranian revolution, February 11 (UANI)
Shahed-136 drones on display at a parade, February 11, 2023 (UANI)

PUBLISHED NOV 26, 2023 7:55 PM BY THE MARITIME EXECUTIVE

 

A container ship owned by a prominent Israeli-owned shipping company has been attacked by an Iranian drone in the Indian Ocean, an American defense official has confirmed to AP News. 

A "suicide" Shahed-136 attack drone struck the 15,000-TEU CMA CGM Symi on Friday, the official said. The ship sustained damage but the crew were unharmed, the official said. 

The Shahed-136 is an Iranian mass-produced suicide drone, commonly used by Iran's proxies in the Middle East. It is also employed by Russia, which has purchased Shaheds in quantity for use against civilian infrastructure and military targets in Ukraine. 

The official suggested that the intelligence on Friday's strike points to the Islamic Revolutionary Guard Corps, which has carried out multiple attacks on ships linked to Iran's geopolitical opponents. 

Though CMA CGM Symi has the name of a French shipping line on the hull, the vessel itself is owned by Singapore-based Eastern Pacific Shipping (EPS). EPS is owned by Idan Ofer, a second-generation member of the shipping dynasty started by his father Sammy Ofer in 1950. 

Idan Ofer's brother Eyal Ofer is the owner of Zodiac Group, and vessels owned by both men's holding companies have been attacked by Iran-linked groups previously. A Zodiac-owned tanker was boarded and captured by unidentified assailants in the Gulf of Aden on Sunday.

Last week, Houthi rebels boarded and seized the PCTC Galaxy Leader, operated by Isle of Man-based Ray Car Carriers. The firm is owned by Israeli shipowner  Abraham “Rami” Ungar, according to corporate records disclosed in the Paradise Papers leak. Houthi leaders have promised to target Israel-linked shipping in retaliation for the ongoing Israeli military operation in Gaza.

 

Report: Windows Aboard Expedition Cruise Ship Couldn't Resist Fatal Wave

Viking Cruises
File image courtesy Viking

PUBLISHED NOV 29, 2023 10:46 PM BY THE MARITIME EXECUTIVE

 

Norway's Accident Investigation Board has completed a review of the fatal accident aboard the expedition cruise ship Viking Polaris last November, when a high wave struck the side of the ship and broke multiple windows. The board has recommended improving the design standards for shipboard windows and has called on the operator to reinforce those aboard Viking Polaris and sister ship Viking Octantis. 

On November 29, 2022, Viking Polaris was heading toward Ushuaia in order to medevac a passenger who had been injured in a Zodiac accident the day before. The weather was severe, and the ship was hit by a breaking wave when it was just southeast of Cape Horn, in the notorious Drake Passage. The wave broke seven cabin windows, causing major damage to the interior. One passenger was killed and eight others were injured. 

Passengers aboard the ship described the experience of the wave's impact as feeling like the vessel had hit an iceberg. After-accident photos released by AFP showed several windows on a lower passenger stateroom deck had been broken in.

According to the Accident Investigation Board's reconstruction of the incident, an unfortunate combination of the wave and the vessel's course and speed caused the breakage. The crew could not have foreseen that a wave would break so high up and with so much power, the board concluded - but it also found that the windows could have been designed to withstand more force. 

Viking Polaris was purpose-built for harsh Antarctic conditions, with an ice-class hull, stabilizers and roll tanks. The windows, however, were not designed for the force of the breaking wave that struck the ship in the Drake Passage, the board found. The waterway has some of the roughest average surface conditions anywhere, thanks to a powerful convergence of currents and the roaring winds that circle the Southern Ocean. In stormy weather, the waves in the passage can top out above 40 feet

According to the Accident Investigation Board, "no rules have been identified for ships or ship windows that take into account the effect of breaking waves on the ship's side." The board said that it believes that "current rules for design pressure for windows located in this position provide too low values to withstand pressure loads from breaking waves." This is a question of class rules, and the board advised the vessel's class society to take the matter up with IACS and develop stronger international standards. 

In the interim, Viking Polaris and Viking Octantis will still be exposed to prevailing surface conditions in the Antarctic region. "In the Drake Passage and other areas with similar weather conditions, there will be a likelihood of breaking waves that must be taken into account when operating in these waters," the board said. "The way the windows are dimensioned today, they will not be able to withstand the pressure of all breaking waves within the regulatory scope."

While awaiting a revision of class requirements, the board called on the Norwegian Maritime Authority to ensure that the operator of Viking Polaris and Viking Octantis "makes reinforcements" to ensure that breaking waves do not damage windows. AIBN called for a "robust" window design solution that accounts for breaking waves, not just operational measures to control risk. 

The wave that struck Viking Polaris has been described as a "rogue" wave of unusual and unexpected size, but AIBN noted that abnormally large waves are a regular occurrence in this region. "In the Drake Passage and in the area where the accident occurred, winds are blowing with wind speeds that could give breaking waves a significant proportion of the year," AIBN wrote. "Under these wind conditions, the sea will build up and Viking Polaris and its sister ship Viking Octantis may therefore be exposed to breaking waves in the side."

Surface conditions on a previous cruise in the Drake Passage

 

Op-Ed: Who Should Own Ocean Data?

Silcam
Two NTNU graduate students prepare to launch an AUV (File image courtesy NTNU / Live Oftedahl)

PUBLISHED NOV 26, 2023 9:25 PM BY GEMINI NEWS

 

[By Asgeir J. Sørensen, Geir Johansen, Tore Arne Johansen, Martin Ludvigsen and Eirik Selnæs Sivertsen]

Research institutions from Norway and other countries have collected a great amount of data from the northern oceans in recent years. Many people want access to this information.

Those who hold such data and know how to use it will have a lot of power in terms of value creation, management and security. New technology will significantly increase the flow of data, and an as-yet unresolved question is how this information should best be managed.

Together with partners, the research community at NTNU’s Centre for Autonomous Marine Operations and Systems (AMOS) has developed methods and technology that can monitor large areas of ocean in the High North.

The world’s largest tele-microscope, from space to the ocean bottom

This technology consists of robots and unmanned vehicles for use underwater and on the sea surface, as well as small satellites and unmanned aircraft. Among other things, the vehicles are equipped with acoustic and optical sensors, such as hyperspectral cameras.

By combining all these technologies, the conditions and changes in the ocean can be observed over areas ranging from a few centimeters to thousands of square kilometers – and over time periods ranging from seconds to decades. Together, this forms an observation pyramid that can collect enormous amounts of data.

These data provide important information about climate change, biodiversity and health status in the oceans, as well as on human activity and vessels in the ocean areas.

In addition, this type of data may also be of great military, strategic and geopolitical relevance.

Race for the High North

A warmer climate means that the High North will become even more important in the years to come. It is a place that gives clear indications of the planet’s state of health. With ice-free seas in the north, we are on our way from a white to a blue Arctic Ocean, where we will see increased human activity, a high probability of biodiversity loss, possible changes in ocean circulation and acceleration of global warming.

We are also seeing changes in the commercial value of the area and in geopolitical interest. Presence, knowledge and cooperation between allies will be crucial for asserting sovereignty and control in the increasingly large areas of ocean that are becoming ice-free.

Democratization of the oceans and outer space

In line with rapid developments in information and communication technology, the observation pyramid can be expanded and adapted faster at far lower costs than traditional ship, aircraft and satellite-based solutions.

In most cases, it also has a lower carbon footprint than the conventional solutions.

Because lower costs make the technology available to more people, we can call it a ‘democratization’ of the oceans, airspace and outer space, where new actors can get involved. Unfortunately, increased accessibility also leads to increased vulnerability to sabotage of offshore infrastructure – a threat that needs to be dealt with.

Amazon and Google are on the scene

Many actors are interested in access to information about ocean areas. We question who should own, quality assure, make available, and manage the large volumes of data collected through research, management and industry.

The EU is working to create digital twins of the ocean with help from ESA Digital Twin Earth, Emodnet and projects such as Illiad. The owners of the world’s largest technology companies such as Amazon, the Bezos Earth Fund and Google are also interested in ocean data. Google Earth Outreach already collects and presents data on fisheries.

In Norway, HUB Ocean and REV Ocean are working to establish a global center for ocean data.

As far as possible, ocean data must also be shared globally, something that is already being done by the EU, ESA and NASA.

As a leading maritime nation, Norway must take responsibility

We believe that the Norwegian authorities must take responsibility and increase their level of ambition regarding presence and ocean data in order to ensure sound management of resources and value creation based on these data. We should not wait for foreign actors to do the work for us while we take a back seat. Mobilization for more systematic collection and management of ocean data should take place through international collaboration between public and private actors.

The investment in the Norwegian Ocean Technology Centre and Fjordlab in Trondheim is an important step in developing national capacity for ocean data collection, both in terms of monitoring the oceans, and also enabling Norwegian industry to develop the technology that will be needed.

The Norwegian Ocean Technology Centre should be supported by the establishment of national research infrastructure for small satellites, drones and autonomous vehicles. An important part of this investment will be the realization of a national strategy for ocean data.

Such a strategy needs to be put in place quickly, especially in the current situation of heightened geopolitical tension, climate change and nature crises. An international race is taking place involving critical offshore infrastructure and important marine resources that Norway cannot afford to lose.

A live website for ocean data 

Another aspect of research data is that it generally takes a long time to analyze and make them available as a basis for decision-making in near real time. For authorities, researchers and industry working on issues related to the ocean, it is important to gain access to new data as quickly as possible, not least data that provide information about changes in the climate and biodiversity and activities taking place at sea.

We want to mobilize the nation to create a website similar to the live weather website yr.no, with real-time data on what is happening in the oceans – a central website that can provide immediate information and weather forecasts about oceanographic conditions such as currents, temperature, salinity, oxygen content and algal blooms. NTNU is ready to contribute with interdisciplinary teams of experts.

Asgeir J. Sørensen is a Professor and Director of NTNU AMOS.

Geir Johansen is a Professor, Department of Biology, NTNU

Tore Arne Johansen is a Professor, Department of Engineering Cybernetics, NTNU

Martin Ludvigsen is a Professor, Department of Marine Technology, NTNU

Eirik Selnæs Sivertsen is a Project manager, Department of Philosophy and Religious Studies, NTNU

This article appears courtesy of Gemini News and may be found in its original form here

 

Oil Interests Impede Progress on Plastic Treaty

Ocean plastic
File image courtesy CSIRO

PUBLISHED NOV 28, 2023 3:13 PM BY CHINA DIALOGUE OCEAN

 

[By Jackson Ambole and Emma Bryce]

In mid-November, hundreds of protestors marched through the streets of Nairobi, led by a ceremonial band. “Let polluters pay the price!” they chanted, while holding bright yellow placards reading “Plastic crisis = climate crisis” and “End multigenerational toxic exposure”.

The citizens were appealing to delegates from 163 nations who had gathered in the Kenyan capital for the third of five rounds of negotiations to develop, by December 2024, a global treaty to end plastic pollution. If effective, such a treaty could impose a global cap on the production of plastic, a material that is increasingly being linked to human health, as well as environmental, harms.

But at the end of the meeting, known as INC-3, many left disappointed. According to civil society groups, progress was held back by a minority of oil-rich states that wish to prioritise recycling and circularity over plastic production cuts, their efforts boosted by industry lobbying on the ground.

Ultimately, delegates left unable to agree on a plan to carry out interim work essential to laying the foundation for the fourth negotiation round, INC-4, which will take place in Ottawa, Canada in April 2024.

Some believe that a few nations with vested interests are being pandered to in the negotiations, at the expense of countries like Kenya where plastic leaves a ballooning footprint on environmental and human health. Fundamentally, the talks “were held hostage by countries that just don’t want anything out of the process,” says Jacob Kean-Hammerson, an ocean campaigner at UK-based NGO the Environmental Investigation Agency (EIA).

On the one hand, coalitions like the Africa Group of nations are calling for an ambitious treaty with legally binding measures to phase out certain chemicals and problematic plastics, such as single-use items and microplastics that are intentionally added to products. They also support a cap on global plastic production.

Kenyan delegates at the INC-3 meeting, along with other nations in the Africa Group, called for harmful chemicals and problematic plastics to be phased out (Image: Alamy)

On the other are countries for whom plastics are big business. Iran made a surprise announcement before the negotiations began, that it was forming a coalition of ‘like-minded countries’ including other oil-rich nations such as Russia and Saudi Arabia. The group, known as the Global Coalition for Plastics Sustainability, advocates for downstream waste-management to be the solution to plastic pollution. It argues that plastic itself isn’t the problem, but rather its unsustainable consumption and poor management.

According to observers, they were among a handful of countries that obstructed discussions on the ‘zero draft’ by raising objections to the text, staging walkouts, and inserting language that refers to weaker voluntary national actions, instead of legally binding measures. The zero draft had been drawn up after the previous round of negotiations in Paris, INC-2, and lists key targets for the treaty and options to achieve them.

In what many observers described as ‘delaying tactics,’ these fraught negotiations bled into the weekend and left countries with no time to agree on work to be done between INC-3 and INC-4. Many had hoped these tasks would include deciding on criteria with which to identify plastics and chemicals of concern, and the grounds on which to determine a global production cap. Instead “these negotiations ended with more questions than answers,” Kean-Hammerson says.

By the end of the week, the zero draft had grown from 31 pages to more than 100. Its text now reflects broad support for progressive measures such as caps on global plastic production, and all the most ambitious options remain in there, says Eirik Lindebjerg, global plastic policy lead at WWF International. But observers fear it’s also been diluted by ‘low-ambition language’. There’s a worry going forward that if countries struggle to find common ground amid the array of diverging viewpoints, “some delegations start to lower their ambitions for the ease of compromise,” says Lindebjerg.

Reduction vs recycling

For a long time, the general response to plastic pollution has been to turn to recycling. But the huge variety of plastic types, the dozens of additives that most plastics contain, and the low quality of many products, limits their recyclability. In fact, recycling rates are just 9% worldwide, and environmentalists say it isn’t the solution it was pitched to be.

Therefore, many countries and campaigners advocating for an ambitious treaty are calling for the production of virgin plastic to be capped. “That’s a big-ticket item. It’s what most civil society rights-holders and a lot of ambitious countries really want. But it’s controversial,” says Christina Dixon, ocean campaign leader at EIA.

Scientists have been saying the sheer volume of plastic being produced has become unmanageable. Earlier this year, a group of them calculated that in July 2023 we officially produced more plastic waste than global infrastructure can control.

Some companies including ExxonMobil and industry groups like the American Chemistry Council have championed an alternative type of recycling called chemical recycling. Conventional ‘mechanical’ recycling involves shredding plastic into pieces, and melting them into pellets that become the base for new materials. Chemical recycling uses methods such as pyrolysis and gasification to turn plastic back into petrochemicals that can be used to make new materials, they say.

But a report by the Nordic Council found that even if this method was ramped up, by 2040 it would still only be able to recycle 3% of annual production. Chemically recycled plastic is often also turned into oil that’s burned as fuel, while the recycling process generates emissions and solid hazardous wastes that threaten surrounding communities. “It’s not effective enough to make a dent in the problem, and it is such a toxic nightmare that it’s not worth doing,” says Jennifer Congdon, deputy director at Beyond Plastics, an organisation seeking to end plastic pollution.

Plastic waste isn’t just about the physical litter we see, Congdon adds. Because 99% of it comes from fossil fuels – coal, oil, and gas – if production continues growing, the emissions will be “astonishing,” says Daniela Duran Gonzalez, a senior legal campaigner at the Centre for International Environmental Law (CIEL). By 2050, greenhouse gas emissions from plastics are going to consume up to 13% of the global carbon budget we have left to achieve the goals of the Paris Agreement, she says. In 2019, plastic production was behind 3.4% of greenhouse gas emissions.

A starting point would be to dial back the single-use plastics that are often tossed away within minutes and make up 40% of plastic production today, Congdon says. But companies who are investing billions in expanding plastic infrastructure, and finding new applications for plastics, are unlikely to welcome that approach.

An analysis by CIEL found that 143 representatives from petrochemical and plastic-producing companies attended the talks in Nairobi, up 36% from the previous negotiations. They had more people on the ground than the 70 smallest national delegations.

These vested interests could influence the particulars of the treaty, especially as some industry representatives enter the negotiating chamber as members of national delegations, says Carroll Muffett, president and CEO of CIEL.

Muffett is also concerned that a procedural problem left over from INC-2 is playing into the hands of oil-producing nations and attendant industry delegates. The talks in Paris were stalled for two days over a disagreement on whether decisions should be passed by a democratic two-thirds majority vote, or by consensus – meaning a single nation has the power to throw out a majority decision.

The issue remains unresolved. Now, Muffett fears that without a clear way to solve disagreements, nations might shy away from disputes over controversial elements of the treaty like production caps, and this might ultimately favour oil-producing nations. “The real threat is that we end up with a lowest common denominator, low-ambition treaty – and no way of ever breaking out of that.”

China Dialogue Ocean contacted the American Chemistry Council to ask for their position on reduction. They declined to be interviewed, instead sharing a press release that focused on the need for the treaty to include stipulations on product redesign and better waste management, to enable recycling and reuse. We also contacted the Alliance to End Plastic Waste, another industry group that was in Nairobi, but received no response.

Plastic chemicals

Rights groups had also hoped to make headway in Nairobi on the issue of plastic chemicals. There are 13,000 known chemicals in plastics, with more varieties being produced every year, but knowledge about their effects is limited.

“Chemicals obtained from fossil fuels are the additives that make a variety of different plastics hard, flame-resistant or flexible. These are chemicals linked to reproductive harm, cancer, obesity and diabetes,” explains Bjorn Beeler, general manager and international coordinator at the International Pollutants Elimination Network (IPEN).

What’s more, chemicals accumulate in plastics through recycling, says Bethanie Carney-Almroth, an ecotoxicologist at the University of Gothenburg and a member of the Scientists Coalition. The coalition includes 250 experts who provide scientific guidance to member states throughout the treaty negotiation process. “Toxic chemicals in plastics complicate their reuse and disposal and hinder recycling,” she says. “Until we get a handle on chemicals, we cannot safely recycle plastics.”

Meanwhile, chemical impacts may be felt unequally across the globe. According to Beeler, “lack of global plastics controls allows the accumulation of plastics and their toxic ingredients, particularly in Africa, Asia and Latin America.”

This is why scientists, civil society groups, and certain countries are calling for a treaty that improves transparency by requiring companies to report the chemicals their plastic products contain. Carney-Almroth also wants to see fewer plastic chemicals: “Me and some of my colleagues are asking for what we’re calling ‘chemical simplification’… reducing the numbers of chemicals that we’re using, which would make it easier to monitor them and handle reporting.” She believes that the treaty should ultimately have an annex of chemicals of concern for future bans or phase-outs, which would be updated in line with emerging research.

Work before INC-4 in Ottawa could start establishing the criteria for pinpointing harmful chemicals that a treaty could start to phase out. The International Council of Chemical Associations, an industry body representing global chemical manufacturers, says it will support these goals by developing a plastic additives database. But, as chemical reductions would impact these companies’ revenue streams, this is another frontier where lobbyists could “prevent the treaty from protecting human health”, warns Tadesse Amera, IPEN’s co-chair.

Ultimately, a bold treaty will recognise that plastics and their chemicals are a question of human health, says Pete Myers, a member of the Plastic Health Council, and chief scientist at Environmental Health News. The globe has to choose “whether to smother the earth with toxic plastics or gain the courage and foresight to stop the onslaught.”

A just transition

In many ways, Kenya, host of the INC-3 negotiations, has led the charge on tackling plastic pollution. In 2017, it banned the manufacture and use of polythene bags, followed by a 2020 ban on single-use plastics in national parks, forests and beaches. In July 2022, it enacted the Sustainable Waste Management Act making it the first country in the world to subject all products, including plastics, to extended producer responsibility – meaning manufacturers remain responsible for products even after purchase.

But imports of banned plastics still pose a challenge to the enforcement and implementation of these regulations. “In Kenya, we are still battling with the problem of plastic waste. Our water bodies are choking, and dumpsites are full of plastics which form 20% of the 2,400 tonnes of waste generated daily in Nairobi alone. Illegal flows of plastics from neighbouring nations is a problem,” says Ayub Macharia, Kenya’s head of delegation at INC-3. He says a global plastics treaty will be vital “since it will bind states into formulating national and regional regulations to tackle the problem of illegal flow.”

James Wakibia, an environmental activist who led the push to ban single-use plastics in Kenya, agrees that a treaty would help Kenya deal with illegal imports.

Meanwhile, an estimated 36,000 Kenyans depend on waste for their livelihood as waste pickers. Their rights and welfare must be taken into account in a treaty that seeks to end plastic waste, says John Chweya, president of the Kenya National Association of Waste Pickers.

“The listing of the terms ‘waste pickers’ and ‘just transition’ for definition in the glossary of the zero draft treaty text was a big win for us,” he says. “We are calling for a sustainable, fair, equitable and inclusive transition to safeguard interests of waste pickers who directly rely on plastic waste as a major source of income.”

The Africa Group is now trained on the target of an ambitious treaty, says Linda Kosgei, a member of the Kenyan delegation. “Despite the disappointing outcome of INC-3, Africa remains united in calling for full transparency and information disclosure along the entire plastic value chain.” Where she and others had hoped the Nairobi negotiations would deliver a mandate to start developing a first draft of the treaty text, the negotiations instead ended with a need to finalise a new version of the zero draft.

Now, despite there being no official order for intersessional work, WWF’s Lindebjerg and others are calling for nations to organise meetings and get together before INC-4, to make up for lost time. Lindebjerg says: “Progressive countries now have to take this in their own hands, both for intersessional work and future INC decisions.”

Hellen Kahaso Dena, Pan African Plastic Project lead for Greenpeace Africa says the globe must find a way forward without oil and gas producers dictating the terms. “A plastic-free future is possible if governments resist the corporate capture by oil-producing countries.”

Jackson Ambole is an award-winning journalist based in Nairobi, Kenya

Emma Bryce is a freelance journalist who covers stories focused on the environment, conservation and climate change. You can tweet her at @EmmaSAanne and read more at www.emmabryce.com

This article appears courtesy of China Dialogue Ocean and may be found in its original form here.

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

 

Stranded Chinese LNG Carrier Blocks Exports from Australian Terminal

Australia LNG export terminal
A broken-down LNG tanker is blocking exports from Australia Pacific LNG's terminal (Australia Pacific Curtis Island file photo)

PUBLISHED NOV 28, 2023 4:20 PM BY THE MARITIME EXECUTIVE

 

 

A stranded Chinese LNG tanker is blocking one of Australia’s export terminals and is starting to draw the attention of the global energy markets. The concerns were sparked today, November 28, when Australia’s upstream producer Origin Energy announced it has commenced “turning down production” to reduce the flow of gas to the LNG facility after several shipments have been deferred.

The Chinese-owned LNG tanker CESI Qingdao (95,600 dwt) is a regular caller at the terminal as part of a dedicated export operation with the vessel operating under a long-term time charter with Chinese energy company Sinopec (China Petroleum & Chemical Company) which is also one of the three investors in Australia Pacific LNG. The ship was built by Hudong-Zhonghua Shipyard and delivered in 2017 to a JV between Sinopec, COSCO Ship, and Mitsui O.S.K. Lines (MOL). With a capacity of 174,000 cbm she is one of six carriers built in a class of ships specifically for the transport of LNG from the terminal to China for Sinopec.

The problem began on November 21 when the vessel arrived for one of its regular calls at the terminal on Curtis Island near Gladstone, Australia, which is operated by ConocoPhillips as part of Australia Pacific LNG. While the vessel was loading it lost power in what its owners are describing as a “propulsion failure,” while media reports in Australia attributed to the Australian Maritime Safety Authority said it is a generator issue with AMSA calling the vessel “unseaworthy” at this time. The laden vessel was due to sail late last week for Wenzhou, China.

Australia Pacific is one of the country’s largest producers and exporters with a capacity of 9 million metric tons annually. However, the terminal only has one dock and according to Orion the tanker “has lost power and is currently unable to leave the terminal.” They reported that no other cargo can be loaded until the situation is resolved.

Orion reports it has begun reducing production while it is taking steps to bank its non-operated portfolio production. They report that the terminal normally loads a new ship every three days and so far, two shipments have had to be deferred. AIS signals show that there are now three LNG tankers anchored off Gladstone waiting while Orion in its statement said, “It is expected that more LNG cargos will be deferred.”

The total number of cargoes to be deferred will depend on the timeframe for resolution according to Orion. They noted that ConocoPhillips is working with the vessel, its owners, and the maritime authorities to resolve the situation as quickly as possible. However, Australia Pacific is a major supplier to Sinopec and also to Japan’s Kansai Electric. The disruption comes as LNG demand traditionally increases during the colder weather season in China and Japan.

 

Durban Warns It Could Take 15 Weeks to Clear Backlog as 60 Ships Wait

Durban container port
Ships report the waits have grown to three to four normal times in Durban (Transnet file photo)

PUBLISHED NOV 20, 2023 6:41 PM BY THE MARITIME EXECUTIVE

 

 

Port officials in South Africa are reporting it is likely to take until 2024 and possibly till February to clear the current congestion that has built up at the container port in Durban. Consistently at the bottom of port rankings for efficiency, Durban is facing a crisis with more than 60 vessels reportedly waiting offshore and importers now saying they will not have expected merchandise in time for Christmas.

“The problem of port congestion is a complex one and it is something that was due to happen at some point, as a result of many years of underinvestment in equipment and its maintenance,” Transnet operator of the large container terminal at Durban wrote in a statement attributed to Board Chairperson, Andile Sangqu. “We need to caution that this is going to take some time as the lead times for some of the equipment is anything from 12 to 18 months,” said Sangqu in a media briefing.

Carriers have been warning customers for weeks that the situation in Durban had reached crisis level with the operator in part blaming bad weather in addition to staffing levels and equipment failures. Maersk at the beginning of November imposed a congestion fee between $200 and $400 per container for boxes shipped to South Africa from destinations beyond East and West Africa. MSC Mediterranean Shipping Company followed suit with a similar congestion fee and CMA CGM announced at the end of last week it will also be implementing a Port Congestion Surcharge of $200 per TEU bound for Port Elizabeth, Durban, and Cape Town beginning in December. Maersk and other carriers have also dropped port calls and announced changes to their rotation.

Transnet says with 63 vessels currently anchored off Port Durban and 20 booked for the two berths at the Durban Container Terminals it will take weeks to clear the backlog. They are working to increase the volume at the larger Pier 2 from a pace averaging 2,500 TEU a day over the past four weeks to a target of as many as 4,000 TEU daily. The historical average has been 3,300 TEU a day.  Even with the increased pace at Pier 2, they warn into could be 15 weeks, which would be the beginning of February before they can catch up.

The situation is looking only slightly better at Pier 1. They are going to try to raise the volume from the current 1,200 TEU a day to 1,500 TEU over the next few weeks. They expect it could take seven weeks to clear the backlog at Pier 1.

Durban has consistently ranked low for port operations. The World Bank’s 2022 report places Durban at 365 on a list of 370 ports. Transnet, however, cites weather as well as issues of equipment availability for the current problems. Ships are reporting the wait is three to four times the average time to offload in Durban.

The company says it is prioritizing the optimization of port operations and working to improve planning and forecasting leading to better anticipation of cargo volumes. Among the steps they are taking to address the slow turnaround times is increasing staff including a fourth shift. 

While saying it is an urgent intervention to address the backlogs, Transnet reports it will take time to obtain new equipment. They are working to repair and refurbish critical port equipment but said it will last till August 2024. They are buying 16 gantry cranes for delivery by the second half of 2025 and four ship-to-shore cranes for delivery in FY 2025-2026.

Similar delays are reported to also be building at Richards Bay, which is the large breakbulk port for the mining industry. Transnet said it will be conducting an emergency meeting with port officials and the industry on Tuesday to work on a plan to address the problems at Richards Bay.
 


 

Court Orders Greenpeace Activists Off Deep-Sea Mining Ship

Greenpeace
The boarding team aboard Coco's A-frame (Greenpeace)

PUBLISHED NOV 30, 2023 3:07 PM BY THE MARITIME EXECUTIVE

 

A court in the Netherlands has ordered Greenpeace to remove a group of activists from the deep sea mining research ship Coco, which is currently on station in the Clarion-Clipperton Zone to evaluate a polymetallic nodule site. 

Last week, the Greenpeace vessel Arctic Sunrise met up with the Coco and launched an attempt to block its operations. It deployed a pair of kayaks and a pair of Zodiacs to get near to Coco's hull, and it sent a team of climbers aboard to occupy the Coco's A-frame platform. The operation has prevented the crew of the Coco from carrying out the vessel's assigned mission of collecting data on conditions on the bottom. 

Coco's charterer, The Metals Company (TMC), filed suit in the Netherlands through its subsidiary NORI. The suit called for an injunction to order Greenpeace to immediately cease and desist. 

On Thursday, a district court judge in Amsterdam granted the request and ordered the activists to vacate the ship. The order would impose a fine of about $55,000 a day if Greenpeace fails to comply. However, the judge also said that it was "understandable" that the group wanted to protest deep sea mining, as TMC's activities could have "possibly very serious consequences" for the environment. 

The judge did not grant TMC's request for an order to require Arctic Sunrise and its boats to stay 500 meters back from the ship. This opening allows the activists' Zodiacs to continue to operate in close proximity to the research vessel. 

“This is without question a massive setback for the deep sea mining industry. The Dutch court not only affirmed Greenpeace’s right to protest but also agreed that nodule mining is a highly controversial activity," said Mads Christensen, head of Greenpeace International.

According to TMC, Greenpeace's climb team complied with the court order right away and disembarked the Coco.  

In a statement, Greenpeace said that TMC "can't stand that Greenpeace is watching and opposing them at every turn," and accused the firm of attempting to avoid scrutiny. 

TMC responded that it respects Greenpeace's right to protest and exercise free speech, but that the group must do so without interfering with the ship's operations. "Our foremost responsibility is to ensure the safe continuance of our legally-mandated operations, and the safety of all those involved," said TMC CEO and Chairman Gerard Barron. "Greenpeace are free to protest from a safe distance and to assert their opinion, but theirs is not the only one that matters."

24 nations and 800 experts have called for a moratorium on deep-sea mining until after more research has been done on the potential impact on marine life. The Clarion-Clipperton Zone is little studied, and scientific surveys of the area often uncover new species (sometimes dozens of them). Critics of deep-sea mining warn that potential impacts - sediment plumes blanketing nearby areas, toxins released into the water column from mining wastes, habitat destruction from the removal of the nodules themselves - are unknown and potentially harmful to native species.  

Judge orders Greenpeace off seabed mining ship in ocean standoff


Bloomberg News | November 30, 2023 | 

After five days of a non-stop kayak activity around the MV COCO, the vessel was safely climbed by five Greenpeace International activists on November 25. Credit: Greenpeace

A Dutch court on Thursday ordered activists from Greenpeace International to leave a deep sea mining research ship that they have been occupying in the Pacific Ocean for the past week. However, the activists are allowed to continue protesting on the water around the vessel, the judge ruled.


The research expedition is being conducted by a subsidiary of The Metals Company (TMC), a Canadian-registered firm that next year plans to apply for the world’s first license to mine the deep sea for valuable minerals in international waters.

With opposition to mining biodiverse deep sea ecosystems growing, Greenpeace International sent its ship the Arctic Sunrise to intercept the TMC-chartered vessel, the MV Coco. On Saturday, Greenpeace activists boarded the Coco and climbed a winch used to lower equipment to the ocean. Greenpeace said they would remain until TMC called off the expedition.

Greenpeace is registered in the Netherlands; on Tuesday, TMC asked the Amsterdam District Court to end the protest, which it said was costing the company $1 million a day. Scientists aboard the Coco had been collecting data on the impact of a test mining operation TMC conducted in 2022 at a remote site in the Pacific between Mexico and Hawaii.

In its ruling Thursday, the court found that Greenpeace had a right to stage the demonstration under the European Convention on Human Rights, but could not stay aboard the Coco indefinitely and interfere with the ship’s operations.

“Greenpeace’s protest is directed against an issue of great social importance,” wrote Judge I.H.J. Konings. “The interest in preventing a serious accident outweighs Greenpeace’s interest in continuing the action on the Coco, which has been going on for just under a week and has already allowed Greenpeace to make its point.”


But the judge rejected TMC’s contention that the activists had damaged the Coco, as well as a request that they be barred from coming closer than 500 meters (1,640 feet) to the ship. TMC had cited a directive to remain 500 meters away that was issued to Greenpeace on Monday by Michael Lodge, secretary-general of the International Seabed Authority. The United Nations-affiliated ISA regulates deep sea mining.

“This appears to be a call, not an enforceable measure,” the judge wrote of the ISA’s directive. “It is unclear to what extent this authority is authorized to actually impose the measures mentioned on [in this case] Greenpeace.”

After the ruling, the Greenpeace activists departed the Coco, according to Louisa Casson, a deep sea mining campaigner aboard the Arctic Sunrise. She said Greenpeace launched two small boats today to encircle the Coco as it had done in the days prior to four activists boarding the ship on Saturday.

“The ISA Secretariat should learn from Greenpeace International activists as an example of a bold fight back against the destruction of this still unknown ecosystem,” Casson said.

TMC also hailed the ruling. “We are pleased with today’s court opinion,” TMC chief executive officer Gerard Barron said in a statement. “We respect Greenpeace’s right to peaceful protest and expression of opinions. However, our foremost responsibility is to ensure the safe continuance of our legally-mandated operations, and the safety of all those involved.”

(By Todd Woody)


Deep-Sea Mining Company Sues Greenpeace to Remove Activists From Ship

Greenpeace
Greenpeace boarding team climbs aboard the deep sea mining ship Coco (Greenpeace)

PUBLISHED NOV 28, 2023 9:02 PM BY THE MARITIME EXECUTIVE

 

A small group of protesters from Greenpeace have hung up the operations of the deep-sea mining research vessel Coco, prompting the vessel's charterer to file a lawsuit seeking an injunction, the activist group said Tuesday. 

Coco is on assignment in the Clarion-Clipperton Zone to evaluate a polymetallic nodule lease area. The Greenpeace vessel Arctic Sunrise rendezvoused with the vessel in order to interfere with its mission. On the water, Greenpeace has used two kayaks and two small boats to obstruct the ship's operations. In addition, a five-person climb team boarded the Coco's stern-mounted A-frame using a hook, rope and ascenders. The activists climbed up to the platform at the structure's top and occupied it in hopes of blocking operations. 

According to Greenpeace, the Coco's charterer - NORI, a subsidiary of The Metals Company (TMC) - has filed suit in the Netherlands in order to force Greenpeace to halt the protest. The group says that NORI is seeking a fine of about $10 million if the protesters continue to block the ship's operations. 

Greenpeace has shown no sign of giving up the protest, and NORI says that it has been given to understand that the disruption will continue until Coco leaves the mineral exploration area. 

“Two kayaks, two small boats and five climbers have rocked this wannabe extractive industry to its core. This is the importance of peaceful activism and bearing witness to an industry that has always operated in the shadows. We will not look back and regret standing up when we had the chance to stop deep sea mining from ever starting," said Greenpeace spokesperson Louisa Casson in a statement. 

TMC plans to file an application for international permission to begin seabed mining as early as July 2024, and Greenpeace claims that the Coco's expedition data will be used as part of the permitting request.  

"On November 23, Greenpeace began actively disrupting our scientific operations, hindering the exact scientific work that was asked for by ISA Member States . . .  Since then, Greenpeace’s disruptive actions have escalated with the explicit aim of stopping the science by, in their own words, “disrupting [our] attempt at collecting data,'" said TMC in a statement. "On November 25th, Greenpeace illegally boarded our vessel in a manner that puts our crew and theirs at serious risk, disrupting the research of dozens of scientists." 

In a separate written statement, ISA Secretary-General Michael Lodge called for an immediate halt to the Greenpeace protest. In an open letter, he asked the Netherlands (Arctic Sunrise's flag state) to consider whether the vessel's operations are consistent with international and domestic maritime law. 

"The circumstances described by NORI prima facie pose a serious threat to the safety of individuals present in the Exploration Area and to the marine environment," Lodge wrote. 

24 nations and 800 experts have called for a moratorium on deep-sea mining until after more research has been done on the potential impact on marine life. The Clarion-Clipperton Zone is little studied, and scientific surveys of the area often uncover new species (sometimes dozens of them). Critics of deep-sea mining warn that potential impacts - sediment plumes blanketing nearby areas, toxins released into the water column from mining wastes, habitat destruction from the removal of the nodules themselves - are unknown and potentially harmful to native species.  

In one example of the potential impact, a research team led by scientists at the Helmholtz Centre for Ocean Research and the Smithsonian recently found that suspended sediment in the mid-ocean water column could be harmful to helmet jellyfish, a relatively hardy species that provides food for predators. More delicate jellyfish could fare worse, biologist Jeffrey Drazen told the New York Times, with implications for the food web. 

For its part, TMC suggests that it is undertaking the needed research, and asserts that the Greenpeace intervention is aimed at stopping data collection required to determine the impact of deep-sea mining. 

"[Greenpeace's] actions are anti-science, dangerous, illegal and directly challenge the spirit of multilateralism codified by the United Nations Convention on the Law of the Sea and the rules that all ISA Member States have agreed to follow. We will use all legal measures available to us to protect the rights of our stakeholders and prevent this illegal activity," said TMC in a statement. "As they would have it, theirs is the only voice that matters and the science must stop."