Friday, January 19, 2024

 MONOPOLY CAPITALI$M

Maersk and Hapag Shake Up Container Shipping with New Alliance

Maersk containership
Two large carriers will begin a new cooperation in 2025 (file photo)

PUBLISHED JAN 17, 2024 2:02 PM BY THE MARITIME EXECUTIVE


 

Maersk and Hapag-Lloyd surprised the industry by announcing plans to launch a new alliance which immediately raised questions about the future shape of the sector. The second and fifth largest container carriers said they would launch a new alliance called Gemini Cooperation in February 2025 as Maersk ends its cooperation with MSC Mediterranean Shipping and Hapag withdraws from its participation in The Alliance. 

The two companies highlighted that it is a long-term operational cooperation and not a change of strategy for either company. Maersk continues to pursue its vision of integrated logistics while Hapag assured customers that its focus remains on shipping. They said the new cooperation will deliver a flexible and interconnected ocean network with a focus on reliability. They are emphasizing improved service quality and transit times and access to a widely connected network of ocean hubs for transshipments.

Maersk announced a year ago that it had agreed to end its cooperation known as 2M with MSC as of January 2025 and both companies have spent the past year positioning their operations. Maersk is integrating major acquisitions for logistics and moving to accelerate decarbonization with the first methanol-fueled containerships, while MSC is rapidly expanding, building new ships and aggressively buying secondhand tonnage. 

The Gemini Cooperation will be a large partnership with dedicated staff and a pool of around 290 vessels. It will have a combined capacity of 3.4 million TEU, with Maersk providing 60 percent of the capacity and Hapag 40 percent. It will service seven trades between Asia, the United States, the Middle East, the Mediterranean, North Europe, India, and Transatlantic. The companies said the plan calls for 26 mainline services focused around transshipment hubs and shuttle services.

One of the key focuses will be reliability. They announced what they termed an “ambitious target” to deliver schedule reliability above 90 percent once the network is fully phased into service. Sea-Intelligence, which trades schedule reliability on a monthly basis, has consistently highlighted Maersk as being among the leaders and in November 2023 said the company had 65 percent schedule reliability. Hapag according to Sea-Intelligence has been middle of the pack with a current 54 percent level in November 2023. The current average among the top dozen carriers is 60 percent according to Sea-Intelligence.

Discussing the plans, Maersk CEO Vincent Clerc called Hapag an ideal ocean partner. Previously, Maersk had said it planned to stand alone after ending the MSC alliance. Rolf Habben Jansen, CEO of Hapag, emphasized that by teaming up they would improve quality and make efficiency gains. He told Reuters the move would bring schedule reliability to the next level and was not a move against their partners Ocean Network Express (ONE), Yang Ming, and HMM, which make up The Alliance. Hapag will leave The Alliance at the end of January 2025 at the same time the MSC-Maersk 2M cooperation ends.

The surprise announcement is raising questions about the future composition of the container shipping industry. MSC is believed to be going standalone, while the Ocean Alliance continues at this time unchanged. The Alliance loses its largest member, especially raising questions for ONE as the carrier is pursuing its expansion with large new vessel orders.

Shippers have been critical of the cooperations saying that the industry was becoming too concentrated and accusing the three alliances of becoming too powerful. Regulators are focused on the concentration within the container segment with the European Union announcing it was ending an exemption from anti-trust rules for the shipping industry. Concentration of the industry was also cited as one of the driving reasons for the 2022 reform of the U.S.’s Ocean Shipping Act governing the operation of ocean carriers.

 

First Photos of a Houthi Attack on a Merchant Ship

drone attack damage to bulker
Damage sustained in the drone attack to the Genco Picardy (Indian Navy)

PUBLISHED JAN 18, 2024 1:01 PM BY THE MARITIME EXECUTIVE

 

 

The Indian Navy went to the aid of the Genco Shipping & Trading Company bulker Genco Picardy (55,300 dwt) sailing in the Gulf of Aden after the vessel was hit by a projectile launched for Yemen. They are reporting the that the crew was uninjured and that the vessel remained seaworthy.

“Indian Naval EOD (explosive ordinance disposal) specialists from INS Visakhapatnam boarded the vessel in the early hours of Jan 18, 2024, to inspect the damaged area,” a Navy spokesperson reported. “EOD specialists, after a thorough inspection have rendered the ship safe for further transit.”

While not officially operating as part of the U.S.-led mission Operation Prosperity Guardian, the Indian Navy, and Coast Guard are patrolling regions in the west of India in the Indian Ocean and toward the Gulf of Aden in support of merchant shipping. INS Visakhapatnam, a stealth guided-missile destroyer, is one of the newest and most advanced vessels in the Navy, having been commissioned in November 2021. 

The Indian team assessed the damage to the vessel and ensured it was clear of any remaining explosives. They reported that the attack was carried out by a drone. U.S. CENTCOM also assessed that it was a one-way attack drone that hit the vessel which is registered in the Marshall Islands.

U.S.-based Genco Shipping issued a brief statement confirming the vessel had been struck by what they termed “an unidentified projectile” while transiting in the Gulf of Aden. They confirmed there are 22 crew, including nine Indian citizens, aboard and the vessel is loaded with a cargo of phosphate rock. 

 

 

Images released by the Indian Navy after providing assistance to the Genco Picardy

 

The United Kingdom Maritime Trade Operations assessed the vessel to have been in a position approximately 60 nautical miles southeast of Aden, Yemen when it was struck. The company described that damage to the vessel’s gangway as “limited,” but the photos show evidence of a wider spread fire. The Indian Navy reported the crew had extinguished the fire before its vessel reached the bulker about two hours after it was struck.

The Genco Picardy was the second U.S.-owned vessel and the third vessel this week struck by attacks launched by the Houthis. There have also been multiple reports of small boats approaching or following vessels in the Red Sea area.

U.S. military forces responded by downing a missile that had been launched toward a U.S. destroyer earlier in the week and reported several strikes on land-based targets. Overnight, the U.S. reports it struck 14 Houthi missile sites with missiles on launch rails that could have been fired at any time. The U.S. said the missiles presented an imminent threat to merchant vessels and U.S. Navy ships in the region.

These developments come as there are growing reports that the European Union is moving to launch an independent security effort in the Red Sea. French and Italian warships are already operating in the area (see Twitter postings below) and earlier today the European Parliament adopted a resolution condemning the attacks and calling on the European Union to take immediate action. Reuters, earlier in the week, reported EU member states were backing a plan to launch the security effort which would be coordinated with the U.S. warships operating in the Red Sea.

 

Thursday, January 18, 2024

WW3.0

Manila Sees "Urgent" Need to Begin Offshore E&P in South China Sea

China
China's expansionist maritime policy looms over the western Philippine EEZ (Philippine Coast Guard file image)

PUBLISHED JAN 18, 2024 5:15 PM BY THE MARITIME EXECUTIVE

 

The government of the Philippines believes it is "urgent" to explore for oil and gas in its segment of the South China Sea, Defense Secretary Gilberto Teodoro Jr. told Bloomberg this week. Survey work would add to a growing list of Philippine activities that run afoul of Beijing's claim to sovereignty over the South China Sea - a claim that has been rejected by China's neighbors and by the Permanent Court of Arbitration in the Hague.

Reed Bank, a rise in the Philippine exclusive economic zone in the South China Sea, has strong potential for oil and gas development. The area overlaps with China's historically-derived "nine-dash line" territorial claim, which covers the vast majority of the South China Sea. 

For nearly two decades, Beijing and Manila have discussed the possibility of a joint E&P program at Reed Bank. Persistent tensions over China's attempts to control the western Philippine EEZ, including frequent physical confrontations between China Coast Guard and Philippine Coast Guard units within the Philippine EEZ, have made cooperation more difficult. 

A recent legal ruling has also made a negotiated agreement less likely. Last year, the Philippine Supreme Court ruled that a 2005 cooperation agreement with China and Vietnam was invalid, because it handed too much control over Philippine sovereign resources to foreign companies. In China, the ruling was seen as "a major constraint" on oil and gas deals between the two nations going forward, researcher Ding Duo of the National Institute for South China Sea Studies told the South China Morning Post. 

Since the court ruling, the administration of Philippine President Ferdinand Marcos Jr. has telegraphed its intention to begin licensing exploration activity in its own sovereign waters. In December, Marcos said that Manila wants to resolve "exploration issues" and begin producing oil and gas to meet domestic energy demand. (The Philippines is heavily dependent on energy imports.)

“It’s still the official position of the Philippines that this is not in a conflict area. This is very clearly within our EEZ (exclusive economic zone)," Marcos told NHK in December. “We have been in negotiations [with China] for over three years now, and have made very little progress."

This week, Defense Secretary Gilberto Teodoro Jr. told Bloomberg that the E&P program is a high priority - in part because China may also have its own ambitions in the area.

“[China's assertiveness] could mean that they really want total domination and control over everything from free passage to resources, or they want to bear hug the Philippines to make them the sole joint venture partner in the exploration or exploitation of resources in this area,” Teodoro said. "I really do think it’s quite urgent that we start now . . . Our role really is to secure the territorial integrity and sovereignty of the Philippines."

This program is contingent in part on support from the Philippines' allies, first and foremost the government of the United States. The Biden administration has been quite supportive of Philippine claims, both diplomatically and militarily, and Teodoro expressed hope that the upcoming U.S. election would not result in a change in policy. 

 

Australia Port Strike Deadlock Continues as Government Says No Intervention

Australia container terminal
Strikes drag on in Australia as efforts to break the deadlock continue to fail (DP World Australia)

PUBLISHED JAN 18, 2024 6:23 PM BY THE MARITIME EXECUTIVE

 

 

Hopes that the Australian government would help to break the deadlock in the wage negotiations for terminal operator DP World were dashed on Thursday after Australia’s Workplace Relations Minister met with the company and Maritime Union of Australia. Hosting a press conference later in the day, Minister Tony Burke had harsh words for DP World and said both sides needed to negotiate to get a deal done.

“I have made it clear to both groups that I have no intention of intervening,” Burke told reporters after meeting separately with DP World and the MUA. He seemed to turn against DP World taking up the themes expressed by the unions while ignoring the pleas of businesses and shippers that have said the rolling strikes which have been ongoing since October are causing harm to the economy and their operations. Burke did not agree with the estimates of the damage to the economy saying the company and union need to reach terms through negotiations.

The union is standing firm on its demand for a 16 percent pay increase for its approximately 1,500 members who staff DP World’s terminals in Sydney, Brisbane, Melbourne, and Fremantle. Estimates are that the company handles about 40 percent of the container volumes in Australia rivaling the slightly larger Patrick terminals.

Under Australian labor law, Burke could compel the companies into arbitration with the “Fair Work Ombudsman” from the labor commission to arbitrate the dispute. The minister is given the authority if he believes that the strike is causing significant harm to the economy. Burke stopped short today saying instead they needed to negotiate and the Fair Work Commission could aid in finding a resolution. Last year, the Fair Work Commission compelled Svitzer and its unions to reach a tentative agreement to a multi-year contract dispute with the threat of arbitration if they did not come to terms. Burke said he told both sides he expected that they would reach an agreement.

Businesses across Australia are complaining about disruptions with the major carriers reporting significant delays or omitting scheduled port calls because of the rolling work stoppages. Last week, the Fair Work Commission sided with the MUA authorizing more strikes but the union backed away from a plan for eight-hour stoppages this week in favor of two-hour intervals along with continuing bans on overtime or extra shifts. 

The Australian Retailers Association is predicting worsening problems as the contract impasse drags on. By the trade group’s estimates, as many as 48,000 containers are currently stranded with the retailers saying shipping delays range between two and eight weeks. 

Burke speaking after his meetings said he believes the Australian consumer is “sick to death” of hearing companies say wages are the problem. He said if DP World “had invested as much into the negotiations as they have into their media campaign, they might already have an agreement.” 

Late on Thursday, the Maritime Union of Australia reportedly filed a notice informing the Fair Work Commission and the company of its intention to extend the current job actions at least till the end of January. 

The opposition government has joined with industry in saying the government of Prime Minister Anthony Albanese needs to get involved to settle the dispute.


Australian Minister to Meet DP World and MUA Over Long Contract Dispute

Australia container port
An Australian minister is meeting with both sides in an effort to break the deadlock over the DP World contract with dockworkers (Melbourne file photo)

PUBLISHED JAN 16, 2024 4:58 PM BY THE MARITIME EXECUTIVE

 

Disruptions and backlogs are continuing to mount at Australia’s four primary container ports as the dispute between DP World and the Maritime Union of Australia remains deadlocked after 10 months of negotiations. In the latest steps, Australia’s Employment and Workplace Relations Minister Tony Burke asked to meet with both sides to see if the deadlock can be broken and a new contract reached for workers at DP World’s terminals in Sydney, Brisbane, Melbourne, and Fremantle.

Pressure has been mounting on the government to take action after last week’s decision by the labor regulators that approved new rounds of strikes by the union members despite the threat of widespread disruptions at the ports. The contract expired in October 2023 and since then the union has been staging waves of rolling strikes, work stoppages, and steps such as declining overtime at the terminals which collectively handle about 40 percent of the container volume in Australia.

The Maritime Union of Australia is demanding a 16 percent pay increase and appeared to win some indirect support from Australian Prime Minister Anthony Albanese. Speaking in radio interviews the prime minister called for a “mutually beneficial outcome,” saying it was fair for the dockworkers to expect to benefit from the strong profits of DP World. 

“I think that the company and the union should sit down in good faith and sort this out,” Albanese said on Newcastle radio station 2HD this morning. Shortly after his appearance word leaked confirmed by both the company and the union that their representatives accepted an invitation for meetings on Thursday with Tony Burke.

The union has repeatedly urged the government to stay out of the negotiations, supported by trade groups such as the Australia Council of Trade Unions. Opposition government members over the weekend however said the disruptions had gone on long enough and it was time for the Albanese government to use its authority to end the dispute. The government can compel both sides toward a settlement similar to the steps taken by the Fair Work Commission last year to get a tentative agreement in the long-running dispute between tugboat operator Svitzer and its unions. They can also start an arbitration process through the Fair Work Commission.

Last week, the Fair Work Commission sided with the MUA permitting it to launch a new range of job actions with five days’ notice. The union had said it would stop work for up to eight hours a day at the four ports this week and ban overtime, but over the weekend retreated to a plan of two-hour stoppages several times in the day as well as other work bans. The actions are scheduled to continue till January 24.

Business leaders and groups as well as companies such as retailers are pushing for the government to end the disruptions. Estimates are that it is costing the Australian economy more than US$50 million a week. Economists are also raising concerns about the disruptions spurring inflation due to shortages and delays in the supply chain.

Maersk for example has repeatedly warned shippers to expect delays and reported rerouting containers between the four ports. In its latest advisory issued to customers on January 15, the company reports that four ships due to arrive in Australia would be limiting their calls to a single port. Two of the ships will call in Sydney and two in Brisbane with an elaborate plan to swap boxes to limit the disruptions to customers. Maersk also recently scheduled an extra loader to supplement the schedule and clear backlogs only to be forced to limit its port calls due to the rolling job actions.
 

WW3.0

Taiwan's Election Brings Risk of Conflict With China

The destroyer USS Kidd transits the Taiwan Strait on a freedom of navigation operation (USN file image)
The destroyer USS Kidd transits the Taiwan Strait on a freedom of navigation operation (USN file image)

PUBLISHED JAN 16, 2024 4:25 PM BY THE STRATEGIST

 

On 13 January, Lai Ching-te of Taiwan’s independence-minded Democratic Progressive Party (DPP), was elected president of the raucously democratic island that China claims as its own. Also known as William Lai, he beat two China-friendly candidates to win 40% of Taiwan’s vote. His win was historic: no party has won Taiwan’s presidency three times in succession since direct presidential elections were instituted in 1996.

China had painted Lai as a ‘separatist’ who could provoke war in the Taiwan Strait, but many Taiwanese voters paid no attention. Lai’s platform emphasised human rights and de facto partnerships with like-minded democracies, including the US, Taiwan’s main backer and weapons supplier. ‘We are telling the international community that between democracy and authoritarianism, we will stand on the side of democracy,’ Lai said after claiming victory.

Legislative elections were held with the presidential poll and Lai’s DPP lost its majority in Taiwan’s 113-seat parliament, the Legislative Yuan.

Lai’s win and the DPP’s losses in the Legislative Yuan usher in two political risks for Taiwan, its international supporters and the wider region: the prospect of greater pressure from Beijing, and the possibility that a DPP presidency without a parliamentary majority will test the island’s political maturity and ability to remain a stable and effective partner to its friends abroad.

The first risk is the obvious and immediate one. Taiwan is likely to have increasingly tense relations with China during Lai’s four-year term after he takes office in May. China’s Taiwan Affairs Office under its State Council issued a statement shortly after the elections that indicates how China plans to treat Lai’s leadership.

After the third consecutive DPP presidential win, it’s been said in Taipei that there are private fears in Beijing that the DPP might become Taiwan’s version of the Japanese Liberal Democratic Party, which has been almost continually in power since the mid-20th century. Naturally, none of these fears were on official display. The Taiwan Affairs Office merely said the elections in China’s ‘Taiwan region’ showed that the DPP was unable to represent mainstream public opinion on the island. This was both a reference to Lai’s win on a split vote and China-friendly politicians’ wins in the legislature. China would resolutely oppose Taiwan separatist activities and interference from ‘external forces’, a reference to America.

As with many Chinese official utterances, this statement served more than one purpose. It indicated that China is denying the legitimacy of Lai’s leadership of Taiwan despite his calls for dialogue with China as equals. Beijing very probably will reject formal contact with Lai’s government, as it did with his predecessor Tsai Ing-wen, who was constitutionally barred from running for a third term.

Instead, Beijing is expected to intensify the diplomatic and military harassment it meted out to Tsai. This includes invasive military exercises by the People’s Liberation Army with Chinese warplanes flying into Taiwan’s air defense identification zone almost daily. During Tsai’s rule, Chinese ballistic missiles flew over Taiwan. Such demonstrations, which are expected to become more dramatic, are aimed at wearing down Taiwan’s morale rather than creating a military clash, but there’s always the risk of accidents causing tensions to spiral out of control.

China is also expected to use its wealth and diplomatic clout to further isolate Taiwan in the global community. As a sign of things to come, two days after the election, Nauru switched diplomatic recognition from Taiwan to China, whittling Taiwan’s small band of formal diplomatic allies down to 12. China is also expected to engage in economic warfare with Lai’s government. On 1 January it restored tariffs to 12 products that had been liberalised under a landmark cross-strait partial free trade agreement over a decade ago. China’s Ministry of Commerce has threatened to restore tariffs to other items, including textiles and auto parts. This won’t affect Taiwan’s economy much or be felt by ordinary Taiwanese, who China wants to impress, but will still send a direct message to elite executives in the industries involved.

In Taiwan, soft-spoken Lai has been a huge local success. The son of a coal miner who grew up poor, he studied medicine at prestigious Taiwanese universities and Harvard, before ditching his job as a doctor to go into politics in the mid-1990s. He went on to hold many senior posts including premier and vice president.

For China, all this has been overshadowed by the comment he made in 2017 that he was a ‘pragmatic worker for Taiwan independence’. Lai has since promised to stick to Tsai’s careful dictum that since Taiwan is independent, no further declarations are necessary. However, China clearly still doesn’t trust him. Just before the election, the Taiwan Affairs Office warned that a Lai presidency would bring ‘high winds and strong waves’ to the Taiwan Strait, predicting he would bring the island ‘closer and closer to war and recession’.

The office also promised that China would work with ‘relevant political parties, groups and peoples from all walks of life in Taiwan to…deepen cross-strait integrated development …and promote the great cause of the reunification of the motherland.’ China clearly plans to reach out to China-friendly opposition politicians, including mayors and county commissioners. It may reward their towns and counties with business deals to foster feelings of goodwill toward China among ordinary Taiwanese, and to isolate the DPP.

Beijing’s depiction of Lai’s win as going against mainstream opinion in Taiwan, serves a second purpose, giving China’s leader, Xi Jinping, more room to decide if and when he wants to take tougher action against Taiwan. Xi has staked his reputation on bringing Taiwan into the Chinese fold. He said in 2013 that the Taiwan issue could no longer be passed down from generation to generation. Presenting Lai’s win in this way gives the impression in China that Taiwan culturally still has not drifted away from China permanently. With some hawkish elements in the PLA and Chinese society baying for Xi to do something about Taiwan immediately, this framing of Lai’s win is intended to take the pressure off Xi, as he solves pressing domestic problems, including China’s ailing economy.

China’s portrayal does not fit with the realities on the ground in Taiwan. An academic study from Taiwan’s respected National Chengchi University found that nearly two-thirds of Taiwanese people say they have an exclusive Taiwanese identity, not a Chinese one. Lai’s more China-friendly rivals, Hou Yu-ih of the Kuomintang, a burly former cop who won 33.5% of the vote, and Ko Wen-je of the Taiwan People’s Party, an unconventional former Taipei mayor with 26.5%, promised to launch dialogue with Beijing to soothe tensions. However, they still had pro-Taiwan platforms and, like Lai, called for increased defence spending and robust ties with the US.

The DPP lost 10 seats to end up with 51 seats in the Legislative Yuan to the KMT’s 52. TPP seats climbed from 5 to 8. No party has a majority. Lai will have to cooperate with parties that may not always be friendly to him to have his legislation enacted. This challenge might also complicate matters for the global community.

During the rule of a previous DPP president, Chen Shui-bian, opposition politicians dominated the legislature when George W Bush in 2001 offered Taiwan an enormous weapons package. The DPP government readily agreed, but opposition lawmakers blocked the procurement budget. The main motivation for their obstruction appeared to be to humiliate the president. By the end of Chen’s term in 2008, Taiwan’s reputation with many American officials and lawmakers was in shreds. They felt that while the US was prepared to help Taiwan, it was not serious about its own defence. Similar mixed messages to the global community this time around could be even more destabilising, particularly if they make China over-confident.

In addition, Taiwanese foundries make 90% of the world’s advanced semiconductors used in everything from sophisticated weaponry to cars. About 60% of Australia’s semiconductors come from Taiwan. Petty political disputes could potentially obstruct or delay the approval of budgets needed for long-term infrastructure development, such as science parks, that could help this industry expand in Taiwan.

Lai seems aware of the pitfalls. Since his victory, he’s promised to bring talent from other political parties into his administration. He also promised to study his two rivals’ policies, saying he would incorporate their ideas if they benefited Taiwan’s people.

Ko’s TPP could hold the balance of power. Speaking to reporters before the election, he promised to focus on the big picture, eschewing ideology and blanket support for one political ally. He promised to work with the new government, provided his party supported the individual issues involved.

This will be a crucial test of politicians’ maturity in this young democracy as Taiwan faces unique and extraordinary pressures. It will need all its politicians and parties to put Taiwanese interests above all else, including seeking short term and local political opportunities, if it is to navigate this testing period.

Jane Rickards is a journalist who has lived in Taiwan for over 20 years. A regular contributor to The Economist, her work has also appeared in the Financial Times and Washington Post. She has a BA degree with honors in Mandarin Chinese and political science from the University of Melbourne. 

This article appears courtesy of The Strategist 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.

 

Why Aren't the Red Sea Attacks Affecting the Oil Market?

The destroyer USS Gravely launches a Tomahawk missile in a counterstrike against Houthi targets in Yemen, Jan. 11 (USN)
The destroyer USS Gravely launches a Tomahawk missile in a counterstrike against Houthi targets in Yemen, Jan. 11 (USN)

PUBLISHED JAN 18, 2024 1:05 PM BY THE STRATEGIST

 

[By David Uren]

Attacks on shipping in the Red Sea have had almost no impact on the oil price, despite the volume of oil shipped through the waterway surging 80% over the last two years because of the war in Ukraine.

Markets more worried about a soft global economy and rising US and Brazilian oil production than by the prospect of interrupted oil flows, having already seen the global oil market adjust to the massive disruption caused by Russia’s invasion of its neighbor.

The oil market has fragmented over the last two years, with Russia now primarily supplying China and India while the Middle East and the United States have replaced Russia in Europe.

Flows of Russian oil traveling south through the Suez Canal rose from about 700,000 barrels a day in 2020 to 3.6 million in the first half of 2023. Flows of Middle East oil traveling north through the Suez Canal rose from 2 million to 3.5 million barrels a day in the same period, according to the US Department of Energy.

In total, oil tankers were ferrying about 9.2 million barrels a day up and down the Red Sea in the first half of 2023, up from 5.1 million barrels a day in 2021.

That translates to a lot more ‘oil-miles’, but there’s been little movement in the price. The Brent oil benchmark was at US81.63 a barrel at the beginning of November but has been below US$80 for most of the last two months.

There’s been some diversion of oil tankers since November, when Houthi militias based in Yemen started attacking ships traversing the Bab el-Mandeb Strait, the 25km-wide southern entrance to the Red Sea. BP announced that it was diverting its ships around the south of Africa, while the world’s fourth-largest tanker group, Frontline, said it would avoid the Suez Canal where possible.

However, the oil tanker business is ferociously competitive with a huge number of operators. The top 30 companies control less than half of total capacity, so tanker operators will continue to run the risk of sailing through the Bab el-Mandeb Strait, weighing both the relative costs of insurance versus sailing around the south of Africa and the importance of timely delivery. Diverting large oil tankers bound for Asia around the south of Africa adds 30 to 40 days to the voyage.

An assessment by the ship-tracking service, Mari-Trace, detected an average of 76 oil tankers a day in the south Red Sea and Gulf of Aden in December, only three fewer than the average for the first 11 months of the year.

The oil industry has seen off many previous attacks in the Persian Gulf, which is much more critical to global supplies than the Red Sea. While the Red Sea is mainly a transit channel, the Persian Gulf is the source of about 21 million barrels of oil a day, with ships having to traverse the vulnerable 40km-wide Strait of Hormuz.

Between 1984 and 1988, the war that had been raging between Iraq and Iran embroiled tankers traveling to each country. An assessment by the University of Texas Strauss Center found that although 239 ships were attacked of which 55 were sunk, the disruption to oil supplies to world markets from the Persian Gulf was less than 2%.

Oil tankers were harder to damage or sink than general cargo ships or dry bulk carriers. During the so-called ‘tanker war’, 23% of the oil tankers that were attacked were sunk, compared with 34% of general cargo ships and 39% of bulk carriers. Since the big oil tankers are many times larger than navy vessels, even anti-ship missiles like the French Exocet caused relatively little damage.

There was another spate of attacks on oil tankers in the Strait of Hormuz in 2019, with responsibility variously attributed to Houthi militias, who were fighting Saudi Arabia at the time, or Iran, which was facing severe sanctions from the US on its oil shipments.

An analysis of those attacks by insurer, Allianz, helps explain why tanker operators are prepared to continue running the risk of missile attack.  A very large crude carrier could be carrying 2 million barrels of oil, which in 2019 would have been worth US$135 million.

A five-year-old ship was worth about $70 million.  Additional war insurance was between 0.2% and 0.5% of hull value, translating to between $140,000 and $350,000.  That amounts to only 0.1% to 0.25% of the cargo’s value, a sum that could readily be absorbed by suppliers or customers.

According to Mari-Trace, insurance premiums for ships in the Bab el-Mandeb Strait and the Southern Red Sea have risen from 0.07% of hull value in early December to between 0.5% and 0.7% by early January.

The oil market’s reputation as a geopolitical bell-weather dates from the 1973 Yom Kippur war when OPEC put an embargo on oil deliveries to nations supporting Israel over about six months which led to oil prices tripling to US$60 a barrel and fuelling global inflation (although deficit funding of the Vietnam war also contributed).

The 1979 Iranian revolution sent oil prices rocketing to US$150 in 1979, but they then spent the next six years slowly declining, despite the ‘tanker war’.  Since then, geopolitics have lost much of their bite in the oil market.

There was a very brief spike, lasting a few months, when Iraq invaded Kuwait in 1990, but no reaction at all to the September 11 attacks in 2001 or to the attacks on shipping in the Strait of Hormuz in 2019.

The oil price did react to Russia’s invasion of Ukraine in 2022, briefly reaching US$129 a barrel in March but were back below US$100 by August last year and have averaged about US$83 since then.

The declining sensitivity of the oil market to geopolitical events partly reflects the massive growth of US oil production, which rose from 5 million barrels a day in 2010 to 13 million barrels a day by the end of last year. This has almost eliminated the US dependence on Middle East oil and instead turned it into a significant exporter.

The US both imports and exports oil (reflecting the fact that many US refineries were built to accommodate imported crude), but the US ability to be a swing supplier helped minimize the impact of Europe slashing its purchases of Russian oil. It also means the US economy no longer reacts to passing instability in the Middle East.

The global economy has also become less dependent on oil. Oil’s share of total energy supply has dropped from about 50% in 1973 to 30% now. In 1973, the world consumed a barrel of oil for every US$1000 of GDP. By 2019, it was only consuming 0.4 of a barrel for the same (inflation-adjusted) level of output.

Still, you can’t be an economist if you don’t hedge your bets. For the moment, the rocket attacks on shipping are having negligible effect on the market. If the Gaza conflict escalates into regional war involving Iran and threatening the Persian Gulf, governments could be left revisiting their management of the 1973 crisis.

David Uren is an ASPI senior fellow. This article appears courtesy of ASPI 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.

 

Ferry on the Way to Boneyard Suspected of Oil Leak in Canadian Port

Canadian RoRo ferry
Vacancier built in 1972 near the end of her life in 2019 in Canada (CTMA photo)

PUBLISHED JAN 18, 2024 7:31 PM BY THE MARITIME EXECUTIVE

 

 

A derelict, 50-year-old ferry on her way to the boneyard has been identified as the source of an oil sheen and smell that has been plaguing the area around Charlottetown, Price Edward Island, Canada for the past few days. The Canadian Coast Guard confirmed to CBC News in Canada that they are investigating the ferry as the source of the leak and a containment boom has been strung around the vessel.

The incident began over the weekend was residents began complaining oil smell. By Sunday, January 14, reports were increasing with an oil sheen visible in parts of the harbor. The Coast Guard confirms that there has been an oil leak but at this point, they are still investigating to determine the amount of the leak and the type of oil involved.

The Canadian Coast Guard told CBC that it is now investigating the former ferry which had made a port stop in Charlottetown as it was beginning a trip to the scrapyards of India. Renamed Ancier, the 11,400 gross ton ferry had been repositioned from Georgetown on the eastern end of Prince Edward Island to Charlottetown on Friday and was refueling to prepare for its final voyage. The fueling took place on Saturday with the first complaint filed with the local Department of the Environment on Sunday afternoon.

 

 

The ferry was commissioned in 1973 for Viking Line operating for nine years in the Baltic as the Aurella. In 1982, she was sold to Irish Ferries who renamed her Saint Patrick II. She was used as extra capacity during the busy summer season sailing between Ireland and France while in the winter months, she would be chartered to various other operators. That would continue for six years before she was chartered for operations in the Mediterranean around Greece and later from Spain. 

Already 30 years old, the ferry was sold to the Government of Canada in 2002 and after being rebuilt entered service as the Vacancier. She would spend the next 20 years mostly operating from Montreal along the St. Lawrence to the Magdalen Islands near Price Edward Island. The ferry was laid up in 2020 with the onset of the pandemic and officially decommissioned at the end of 2023 when she was sold for scrap.

With her name abbreviated and re-registered in St. Kitts and Nevis, she was being prepared for the end. Recently, the logos were painted out and she was making her final stop in Canada. 

The Coast Guard told CBC that the vessel’s owner has contracted pollution control and a surveyor for the hull. CBC reports divers surveying the hull on Wednesday did not find damage or leaks, however aboard they have identified the suspected source of the leak. The Coast Guard reports that the operator will be removing fuel from the identified tank to prevent further leaks.

The Coast Guard reports they will continue to oversee a cleanup of the area and monitor the shorelines. For the time being, the derelict ferry remains at the dock.
 

WW3.0
Pakistan's air force carries out retaliatory strikes against Iran

Story by By Associated Press • 

Prime Minister Anwaar-ul-Haq Kakar of Pakistan speaks in Davos, Switzerland, on Jan. 17, 2024.© Markus Schreiber/AP

ISLAMABAD — Pakistan’s air force launched retaliatory airstrikes early Thursday on Iran allegedly targeting militant positions, an attack that killed at least seven people and further raised tensions between the neighboring nations.

The strikes in Sistan and Baluchestan province follow Iran’s attack Tuesday on Pakistani soil that killed two children in the southwestern Baluchistan province

The strikes imperil diplomatic relations between the two neighbors, as Iran and nuclear-armed Pakistan have long regarded each other with suspicion over militant attacks.

The attacks also raised the threat of violence spreading in a Middle East unsettled by Israel’s war with Hamas in the Gaza Strip. Iran also staged airstrikes late Monday in Iraq and Syria over an Islamic State-claimed suicide bombing that killed over 90 people earlier this month. Iraq has recalled its ambassador from Iran for consultations.

Pakistan’s Foreign Ministry described their attack as “a series of highly coordinated and specifically targeted precision military strikes.”

“This morning’s action was taken in light of credible intelligence of impending large scale terrorist activities,” the Foreign Ministry said in a statement. “This action is a manifestation of Pakistan’s unflinching resolve to protect and defend its national security against all threats.”




Several insurgent groups operate in Iran and Pakistan, including the Jaish al-Adl Sunni separatist group that was targeted by Tehran in its own strike. They all have a common goal of an independent Baluchistan for ethnic Baluch areas in Afghanistan, Iran and Pakistan.

Pakistan’s Baluchistan province, as well as Iran’s neighboring Sistan and Baluchestan province, have faced a low-level insurgency by Baluch nationalists for more than two decades.

A deputy governor of Iran’s Sistan and Baluchestan province, Ali Reza Marhamati, gave the casualty figures from Thursday’s strike in a telephone interview, saying the dead included three women and four children. He did not immediately elaborate.

HalVash, an advocacy group for the Baluch people, shared images online that appeared to show the remains of the munitions used in the attack. It said a number of homes had been struck in Saravan, a city in Iran’s Sistan and Baluchestan province. It shared videos showing a mud-walled building destroyed and smoke rising over the strike immediately after.

Thursday’s development came a day after Pakistan recalled its ambassador to Tehran because of Tuesday’s strikes by Iran inside Pakistan’s southwestern Baluchistan province.

Iran claimed it targeted bases for a militant Sunni separatist group. It drew strong condemnation from Pakistan, which denounced the attack as a “blatant violation” of its airspace and said it killed two children.




Is Thailand's 'Clean Air Act' enough to end pollution?

Story by Tommy Walker (in Bangkok) •

Bangkok and Chiang Mai ranked among the most polluted cities in the world on some days last year© LILLIAN SUWANRUMPHA/AFP/Getty Images

Thai lawmakers earlier this month endorsed a bill aimed at improving Thailand's poor air quality, clearing the way for the kingdom's parliament to start debating draft legislation.

For years, environmentalist groups have been pushing for new laws to combat Thailand's unhealthy air pollution levels

But why is Thailand keen for such a law and how will it work?

The Thai capital, Bangkok, and the northern city of Chiang Mai ranked among the most polluted cities in the world on several days in 2023.

Thailand's air quality typically plummets between January and March annually — caused in part by smoke from stubble burning by farmers who are preparing for the next crop season.

This results in so-called PM 2.5 dust that contains a high concentration of fine particulate matter, the most dangerous form of haze pollution.





Thailand's air pollution last year saw 2 million people seek medical treatment, according to the health ministry© Pongmanat Tasiri/Zuma/IMAGO
Thai PM prioritizes clean air bill

Following the cabinet's approval of the legislation, it still needs to be debated and clear several more hurdles before becoming law.

But Pravit Rojanaphruk, a veteran journalist and analyst in Thailand, isn't convinced a new law would be the definitive answer.

"Air pollution, particularly PM 2.5 microdust particles, has become a major challenge facing Thai people over the past few years and it may be premature to think that the draft Clean Air Bill, once passed would quickly solve the problem," he said.

The World Health Organization recommends that the annual average concentration of fine particulate pollution should not exceed five micrograms per cubic meter of air. A microgram is a thousand times less than a milligram.

Air pollution in Thailand resulted in around 2 million people seeking medical treatment during 2023, according to the kingdom's health ministry.

Thai Prime Minister Srettha Thavisin admitted Thai people "suffered" from poor air quality and has made the clean air bill a priority.

And according to IQAir an air quality company headquartered in Switzerland, cities in Thailand are some of the most polluted.

Bangkok featured in the Top 5 of last year's rankings. The capital city's urban pollution largely stems from heavy traffic, construction work, factory emissions and trash burning.

Pravit pointed out that, despite the growing popularity of electric vehicles, the volume of gasoline-powered vehicles and their exhaust fumes is increasing.


Vehicle emissions and construction site dust are huge contributions to Thailand's air pollution, he added.

"Despite all this, there's no single NGO or civic group working on the issue full time," said Pravit.

"This can be partly explained by the fact that the problem is seasonal, mostly confined to the dry season from November to April and once it starts raining it's not an issue. Some also feel the problem is too complex to really solve," Pravit told DW.


Finding solutions to Thailand's pollution problems

Kornkanok Wathanabhoom, Mekong Legal Coordinator at EarthRights International, said Thailand needs a decentralized approach.

"One key challenge is because the central government thinks from Bangkok, but all areas in Thailand are different," she told DW.

"There should be decentralization, and give more power to local authority or local governor to create the way to protect the fire burning and also other ways to reduce the burning."


New technology is needed, Kornkanok added, suggesting that stubble burning may not be necessary if consumers are willing to pay more for the end products.

"For example, people said [the farmers are] burning sugar cane because it's easy, but it is costly if they cut without burning. If the cost of the product is higher and everyone understands we have to pay to protect our health, we don't need to buy the air purifiers or face masks."

Environmental groups have also been pushing for Thailand to implement the Pollutant Release and Transfer Register (PRTR), a database of pollutants released into the atmosphere, such as air, water and ground by factories.

Kornkanok is all for it.

"If there is any section related to PRTR, it would be good, people will have access to information. They can create prevent measures from the ministry of public health which is specific for affected people in that area," she said.

Thailand: The rice of the future

But if Thailand's clean air law passes, there would still be difficulties holding people or businesses to account if they were to pollute beyond the limits of the legislation.

Thailand shares borders with several countries, including its fellow Southeast Asian neighbors Laos and Myanmar.

"Contributing factors include burning of agricultural waste both in Thailand and neighboring countries like Cambodia, Myanmar, Laos and Vietnam. It would be difficult to cajole these countries to act if they're not willing," Rojanaphruk said.

Kornkanok echoed this sentiment, saying that enforcing the regulation would be the issue.

"Another challenge is the transboundary haze from the maize agriculture, because in the north we are affected from the corn [feed] for animal seeds, and the sugar plantations from Laos and Myanmar," Kornkanok told DW.

"There will be a problem to sue people outside the country, how they will come to our [Thai] courts. It is challenging for enforcement, you can put in a law but if you cannot enforce it, in reality the law is just on paper."

Edited by: Keith Walker

Author: Tommy Walker (in Bangkok)