Monday, March 25, 2024

America’s lithium laws fail to keep pace with rapid development

Reuters | March 25, 2024 | 

Aerial view of Great Salt Lake, Utah. Stock image.

Washington’s drive to make the United States a major global lithium producer is being held back by a confusing mix of state regulations that are deterring developers and hampering efforts to break China’s control of the critical minerals sector.


Across Texas, Louisiana and other mineral-rich states, it’s unclear who owns the millions of metric tons of lithium locked in salty brines underneath US soils, how the battery metal should be valued by regulators and who ultimately should pay to process it into a form usable by manufacturers.

These legal ambiguities are the latest impediment – alongside technical challenges and sagging commodity prices – to America’s plans to produce more of its own lithium and wean the country off foreign supplies, according to interviews with regulators from seven US states, legal experts, politicians, landowners, investors, royalty firms, industry executives and consultants.

US federal officials in Washington are largely powerless to force states to change regulations, leaving the Biden administration’s aggressive electrification targets beholden to the pace at which local officials update outdated statutes.

Global lithium demand is expected to outpace supply by 500,000 metric tons annually by 2030. Unless the United States boosts its own production, the country’s manufacturers will find themselves reliant on China and others for supply as the end of the decade approaches, analysts warn.

The Texas legislature, for example, last year approved a law – supported by Standard Lithium and Chevron – that instructed the state’s oilfield regulator to craft regulations for lithium extraction from brines. But the regulator, known as the Railroad Commission of Texas, told Reuters is has no timeline for when it will finish that task.

“I don’t even know where to start in terms of working with the local authorities to get brine mineral rights in Texas. It’s confusing,” said Brady Murphy, CEO of Tetra Technologies, which aims to produce lithium with partner Exxon Mobil.

The Railroad Commission of Texas told Reuters it plans to release its rules for public comment once they are formulated, and then the three commissioners will vote on them.

While the 1972 US Clean Water Act gives Washington regulatory power over water extraction and reinjection across the country, state officials have autonomy to govern other parts of the process.

Tetra, which also produces chemicals for water treatment and recycling, has tested more than 200 brine samples from Texas, but so far has opted not to do business in the Lone Star State due to legal uncertainty, Murphy said.

Koch Industries-backed Standard Lithium said last October it had drilled a Texas brine well with lithium concentrations nearly as high as those found in parts of Chile, which has the world’s largest lithium reserves. But Standard can’t touch that lithium until regulations are set.

“We’re taking a measured approach to Texas,” said Robert Mintak, Standard’s CEO.
Regulatory risks

In Oklahoma, which has several brine deposits, the Oklahoma Corporation Commission – which oversees oil and gas development – said it has no jurisdiction over lithium production and royalties, and referred comment to the state’s Department of Mines, which said it also does not oversee lithium.

In Utah, the state legislature and governor approved a bill last year aimed at preventing water levels from dropping in the lithium-rich Great Salt Lake. That led Compass Minerals to abandon plans last month to produce lithium for Ford in the imperiled lake and disband its entire lithium team, saying “regulatory risks have increased significantly around this project.”

And in Louisiana, the lack of state guidelines is fueling concerns from legal experts that producers could trespass on neighboring land when they reinject brine after filtering out lithium. Reinjection is a key step to preserve underground water table levels.

“There’ll likely need to be a court fight about whether they have the right to do that,” said Keith Hall, director of the Louisiana State University’s Mineral Law Institute.

The Louisiana Department of Energy and Natural Resources told Reuters it does not have existing statutes related to lithium.

The path is even murkier for water that is extracted alongside crude oil. Oil companies for decades have paid to dispose of that produced water, which contains lithium that could be sold for a profit.

With lithium demand now on the rise, landowners, oil producers, and companies that oversee water disposal are tussling over ownership.

A Texas state appeals court last year ruled that COG Operating controls such water that it extracts alongside crude oil, but the ruling only applied to that specific case. And not all oilfield leases include clauses for who owns other minerals extracted alongside oil, sparking questions as to whether lithium is covered by existing leases or if companies need to negotiate new contracts with landowners.

“That is going to have a chilling effect on capital investments until it’s resolved,” said Jamie Rhymes, an attorney specializing in minerals contracts at the Liskow & Lewis law firm.
Arkansas

Legal experts told Reuters that it’s unclear how lithium will be valued for royalty payouts given the cost for equipment to filter the battery metal from brine, which unlike oil typically has no market value itself.

In Arkansas, where Tetra, Exxon, Albemarle and Standard Lithium hope to produce the battery metal within a few years, state officials have been debating a royalty structure to compensate landowners since 2018.

Shane Khoury, who oversees the body that will set the royalty rate in his role as secretary of the Arkansas Department of Energy and Environment, said the state may charge different rates depending how much lithium is in a brine deposit.

Albemarle, the world’s largest lithium producer with operations in the United States, Chile, Australia, China and elsewhere, plans to open a pilot facility in Arkansas by the end of the year and said it has chosen not to – for now – submit a royalty proposal while it watches Standard’s royalty review process.

“We’re waiting to see how (the Arkansas royalty situation) evolves,” said Netha Johnson, the Albemarle executive overseeing the company’s Arkansas lithium project. “There’s a couple of fundamental differences between the way that brine royalties could be calculated.”

Exxon also has not submitted a royalty proposal despite spending more than $100 million in Arkansas and on a Houston test facility as part of an aggressive move into lithium, but said it hopes the state’s royalty will be uniform across the state.

California, which has giant lithium reserves in its Salton Sea region east of Los Angeles, last year imposed a flat-rate tax for each metric ton of lithium. The move has pushed back development of projects slated to supply General Motors and Stellantis. California’s governor and legislators have defended the tax as a necessary way to ensure all residents benefit from the energy transition.

Nevada, which has the only commercial US lithium operation – a small mine operated by Albemarle – has taxed minerals for more than 100 years, but at a rate based on each facility’s revenue.

Industry analysts expect regulations to be eventually set in various states, but predicting when is anyone’s guess.

“The uncertainty is the scariest part,” said the owner of lithium-rich acreage across several states who declined to be named so as not to offend regulators. “How do you develop these projects and muster financial support without a regulatory structure in place?”

(By Ernest Scheyder; Editing by Veronica Brown and Claudia Parsons)

 

Need for New Safety Rules for Methanol-Fueled Vessels, Advises Survitec

Survitec
Tests confirm that traditional water mist fire suppression mechanisms do not perform as expected on methanol pool fires

PUBLISHED MAR 25, 2024 9:52 AM BY THE MARITIME EXECUTIVE

 

[By: Survitec]

A new fire safety study by global Survival Technology solutions provider Survitec has revealed that existing fire-fighting methods used to extinguish machinery space spray and pool fires on conventionally fueled vessels are inadequate when dealing with methanol-based fires.

This follows extensive comparative fire tests on dual-fuel marine engines using diesel oil (DO) and methanol, carried out amid growing interest in methanol as an alternative marine fuel.

“Our tests confirm that traditional water mist fire suppression mechanisms do not perform as expected on methanol pool fires and methanol spray fires. A completely different approach is required if these ships are to remain safe,” said Michal Sadzynski, Product Manager, Water Mist Systems, Survitec.

Methanol is a methyl alcohol (CH3OH) that burns in a completely different way than hydrocarbon  fuels and has a much lower flashpoint of 12°C (54°F). However, while there are established fire safety regulations and testing standards for diesel fuels, clear test protocols for alcohol-based fuels such as methanol and ethanol have yet to be developed.

“We believe this is a high-risk situation that needs immediate action,” stressed Sadzynski. “Methanol fires are far more aggressive than fires involving traditional hydrocarbon fuels. Methanol fires have different physicochemical properties and so they cannot be extinguished as easily or with the same approach.”

The Survitec tests found that while water mist systems are highly effective in absorbing heat and displacing oxygen on diesel fires, they do not produce the same results on methanol fires.

“We had to completely rethink nozzle placement, spacing and other factors to make water mist suppression effective on methanol. For instance, the range for nozzle installation height is much lower than that needed to put out a diesel fire,” he said.

This finding indicates that if existing vessels are retrofitted to run on methanol, they would need to overhaul and redesign their fixed fire-fighting arrangement completely.

For bilge areas, statutory rules formulated in IMO MSC.1/Circ.1621 establish a requirement for an approved alcohol-resistant foam system for ships running on methanol. For the first time, a fixed, low expansion foam system is mandatory under the rules when it comes to protecting machinery space bilges.

"Our tests demonstrate that standard discharge devices do not properly extinguish methanol pool fires in the confined bilge space. It is crucial to deliver properly expanded foam on the methanol pool fire and this is not an easy task within such a narrow space where throw length is limited,” said Maciej Niescioruk, Product Manager, Foam Systems, Survitec.

He said, “MSC.1/Circ.1621 provides us with a starting guideline but it is very general and therefore open to interpretation. Moreover, methanol compliance for Local Application Firefighting (LAFF) systems is not yet covered. As an industry, we need to come together and develop comprehensive and robust fire test standards and safety rules tailored to methanol's unique properties.”

The stark conclusion of the investigation arrives at a time of increasing orders for methanol-fueled ships. The greener fuel is seen as a panacea to meeting the industry’s emissions abatement targets, and forecasts predict accelerated adoption rates.

Orders for methanol-fueled newbuilds increased by 9% in the last 12 months, 2% more than those for LNG-fueled ships. Analysts suggest the methanol-fueled fleet will account for 20mgt by 2028.

“We are seeing a significant uptake in orders for methanol-fueled vessels, with 2023 being the breakout year for this alternative marine fuel. With more methanol-powered ships being built every year, the industry must act now to prevent dangerous gaps in fire safety," said Niescioruk.

“We encourage all stakeholders to come together to address methanol's unique fire risks and create clear standards, new testing protocols and updated safety rules for methanol.”

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


Svitzer Targets Methanol-Fueled MAN 175DF-M Engine for Tug Application

MAN Energy Solutions
Pictured at the signing of the MoU (left to right): Kasper Karlsen, Global Chief Operating Officer, Svitzer; and Dr. Christopher Gross, Technical Project Manager – Projects Four-Stroke - Future Fuels, MAN Energy Solutions

PUBLISHED MAR 25, 2024 9:46 AM BY THE MARITIME EXECUTIVE

 

[By: MAN Energy Solutions]

MAN Energy Solutions and Svitzer have signed a Memorandum of Understanding (MoU) focused on the development of a methanol-fuelled version of the MAN 175D engine. Designated 175DF-M (Dual Fuel-Methanol), the MoU targets the finalisation of a field-test agreement based on which a dual-fuel engine and plant equipment will be installed on board one of Svitzer’s newbuild tugs.

Kasper Karlsen, Chief Operating Officer at Svitzer, said: “At Svitzer, we’ve set ambitious yet realistic, long-term targets to decarbonise our operations. In 2023 alone, we reduced the CO2 intensity of our global fleet by 24% and we’re committed to making further progress through the use of low-carbon fuels like methanol, innovative engine technologies, and continuous changes of behaviour. The MoU signed with MAN represents an exciting opportunity to jointly secure valuable field experience focusing on the use of dual-fuel methanol engines within our fleet.”

Svitzer has a long-standing relationship with MAN Energy Solutions, especially recently with the MAN 175D engine. In 2023, Svitzer selected the high-performance MAN 175D engines for its new TRAnsverse tug design.

Ben Andres, Head of Medium- and High-Speed, MAN Energy Solutions, said: “We are very happy to enter into this agreement with such a high-profile operator as Svitzer. We are convinced that Svitzer is the right partner to start this common project with because we both have highly ambitious goals for decarbonisation and to maximally reduce our CO2 footprint. We therefore welcome this excellent opportunity to continue our cooperation with such an important 175D customer and look forward to the benefits it will bring for both parties.”

Alexander Knafl, Senior Vice President, MAN Energy Solutions, said: “Svitzer has been working on its own low-emission concept for some time and this agreement brings this to the next level. Thus, the agreed timeline serves both companies’ targets very well. Svitzer’s tug operation is an excellent candidate for the field-testing of our newly developed MAN 175DF-M engine and I look forward to a close collaboration.”

The next phase leading to the signing of the field-test agreement will focus on details of the fuel-supply system, engine-room design, exhaust after-treatment and engine-performance optimisation.

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


PowerCell Group Joins in on Hydrogen Fuel Cell Infrastructure Demonstration

PowerCell Group
Containerized hydrogen fuel cell and battery solution offers zero-emission off-grid power generation with multi-sector applications

PUBLISHED MAR 25, 2024 9:39 AM BY THE MARITIME EXECUTIVE

 

[By: PowerCell Group]

Project partners Port of Gothenburg, Skanska, PowerCell Group, Hitachi Energy, Linde Gas, Volvo Group and Skagerak Energy have conducted a joint field test to demonstrate the latest innovation in hydrogen-electric power infrastructure: the containerized Hyflex solution.

PowerCell Group, a global leader in hydrogen-electric solutions with unique fuel cell stacks and systems, has partnered with Hitachi Energy, a global technology leader in promoting sustainable energy, to develop a new product called Hyflex. The product is a flexible container solution that can be used in a wide range of applications for emission-free power production. Hyflex uses a 100kW hydrogen fuel cell from PowerCell in combination with batteries to generate power independently of the grid without emitting greenhouse gases when using green hydrogen. From March 4th-17th in the Port of Gothenburg, the project partners demonstrated that the solution is ready to replace fossil fuel solutions today in real life operations.

The trial was focused on off grid power generation for construction sites and vehicles, but the technology also has potential port applications, specifically with marine shore power connections (cold ironing) in mind.

When docked at port, ships remain predominantly powered by auxiliary engines to provide energy while the main engines are shut down. These auxiliary engines are typically powered by polluting oil-based fuels. Therefore, the development of more, and more sustainable shore power connections is key to reducing GHG emissions in ports.

Richard Berkling, CEO of PowerCell Group, commented: “The green transition is underway, with hydrogen-electric solutions increasingly commercially valid for replacing fossil fuels in power generation - with demand for industrialised solutions supporting decarbonisation growing. At PowerCell, we see that the hydrogen industry is beyond the tech exploration stage and we are delivery emission-free fuel cell products to our customers. This makes us well-prepared and ready to be an enabler of the technology shift in the industry.

“The Hyflex has the potential to replace diesel generator sets across multiple platforms, as well as taking on new power generation applications. The current demonstrator has been developed with construction sites in mind, however we also recognise the need for marine and port electrification applications, such as sustainable ship-to-shore power.”

From a marine perspective, the demonstrator project is well-timed with the European Union’s latest regulations. Under FuelEU Maritime, it will be obligatory for passenger and container ships to use shore power supplies for all electricity needs while moored in major EU ports as of 2030, with a view to mitigating air pollution in ports, which are often close to densely populated areas.

Sustainable shore power connections lower ships’ total GHG emissions and eliminate the local emissions of sulphur oxides (SOx), nitrogen oxides (NOx), and particulate matter such as black carbon that ships burning oil-based fuels produce. Importantly, this improves local air quality and supports the respiratory health of nearby residents, port workers, passengers and crew.

Hydrogen and fuel cells can also deliver an independent ‘off grid’ energy source; adding a layer of resilience, if – for example – the grid is unstable or goes down. Hydrogen fuel cells are a strong option for shore power connections as they align well with the hydrogen infrastructure that many ports are already implementing or have planned.

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

 

Funnel Fire on Carnival Freedom Cruise Ship After Possible Lightning Stike

Carnival Freedom fire
Funnel fire burned for nearly two hours after a possible lightning strike (Facebook posting)

PUBLISHED MAR 23, 2024 8:26 PM BY THE MARITIME EXECUTIVE

 

 

Carnival Cruise Line’s Carnival Freedom experienced a funnel fire while the cruise ship was at sea in the Bahamas on March 23. The cruise line issued a brief statement reporting that there were no injuries and that the ship was operating normally while the cause of the fire was being investigated.

The 110,000 gross ton cruise ship is sailing on a 4-night cruise from Port Canaveral, Florida to the Bahamas and was at sea after canceling a call at the corporation’s private port called Princess Cays near Eleuthera in the Bahamas. The cruise line and passengers said stormy weather and rough seas had caused the cancelation of the port call.

The fire was reported at 3:15 p.m. local time. Some passengers are saying it appeared after the cruise ship suffered a lightning strike. Passengers are writing online that they heard a loud, startling boom from the storm and then saw the fire. Carnival said it was aware of those reports and investigating the cause.

The fire was burning on the port wing of the ship’s funnel commonly referred to as the “whale tail” due to its shape. The passengers were warned on the public address system and asked to remain off the outside decks and away from their balconies while the fire teams were activated. The ship, which has a capacity of more than 3,700 passengers and 1,150 crew, was approximately 20 miles off Eleuthera when the fire was reported.

Carnival said that the captain also turned the vessel and headed into nearby rain storms “to maximize the efforts to put out the fire.” The fire was reported extinguished after approximately two hours. A portion of the funnel’s wing has fallen onto the open deck.

 

 

 

The cruise ship has resumed course to its next port, Freeport on Grand Bahama, where it was expected on Sunday morning. Once in port, the cruise line said a more complete survey of the funnel was undertaken as well as some initial work to stabilize the damaged portions. The ship is due to return to Port Canaveral on Monday, but the line announced on Sunday the cruise ship will then proceed to the shipyard in Freeport for further work to begin repairs. The Carnival Freedom's March 25 and March 29 cruises from Port Canaveral have now been canceled. 

The fire comes just short of two years after the same cruise ship suffered another funnel fire while it was docked. The previous fire impacted the other side of the funnel on May 26, 2022, while the Carnival Freedom was docked at Grand Turk in the Turks and Caicos Islands. The ship was briefly taken from service with the passengers transferred to another cruise ship. The Carnival Freedom returned to service weeks later without the signature whale tail on the funnel, and she operated until recently before the funnel was restored during a dry docking.

 

Aftermath of the funnel fire (Randalyn Rogers/Facebook)

 

Debris from the funnel landed on the deck below (Facebook)


Meyer Lays Keel for Disney Destiny, Line’s Third LNG Cruise Ship

Disney cruise ship
Meyer laid the keel for Disney's third LNG-fueled cruise ship (Meyer Werft)

PUBLISHED MAR 21, 2024 6:54 PM BY THE MARITIME EXECUTIVE

 

 

Work on the third LNG-fueled cruise ship ordered by Disney Cruise Line marked a key milestone with the keel laying of the vessel at the Meyer Werft yard in Papenburg, Germany on March 20. The cruise ship which will be named Disney Destiny is part of a large expansion of the company’s cruise operations that launched in 1998 and which today has five ships with three more construction projects all managed by Meyer now underway.

The order for the new class was initially placed in 2016 going to Meyer which had built the line’s previous two cruise ships delivered in 2011 and 2012. The order was expanded in 2017 to include the third ship, which is also the last of Meyer’s pre-pandemic orders. The first of the new ships, Disney Wish entered service in 2022.

Work is currently underway at Meyer’s covered building dock for the Disney Treasure which is due to be delivered later this year. In yesterday’s ceremony, the first block (measuring 38.9 meters wide, 14 meters long, and 6.3 meters high) of the next cruise ship was placed directly in front of her sister ship creating a unique photo opportunity. Like her sister ships, the new cruise ship will be approximately 144,000 gross tons with 1,250 passenger cabins. Passenger capacity is approximately 4,000 people with 1,555 crew.

Disney announced the design theme of the Disney Destiny will be "Heroes and Villains," drawing on the legacy of beloved Disney stories, characters, and theme park attractions. Onboard, the cruise line says guests will encounter heroes and villains alike – including those from beloved Walt Disney Animation Studios stories like "The Lion King," "Hercules" and "One Hundred and One Dalmatians" – within the spaces, experiences, and entertainment throughout their voyage.

 

Disney Treasure nearly complete stands tall over the keel laying of her sister ship in the Meyer building hall (Meyer)

 

The latest addition to the fleet is due to enter service in 2025. She follows Disney Treasure which is scheduled for her maiden voyage this December. Meyer is also managing the conversion of the unfinished Global Dream which was purchased by Disney from the bankruptcy of Genting Hong Kong and MV Werften. The ship is also due to enter service in 2025 sailing year-round from Singapore as the Disney Adventure.

"With the keel laying, we have reached another milestone in our partnership with Disney Cruise Line. The third ship in the Wish class will also impress with Meyer quality and be rich in Disney storytelling," says Thomas Weigend, Chief Sales Officer of the MEYER Group and Managing Director of Meyer Werft.

The order as the last from before the pandemic is critical as it provides work for the shipyard and its employees as Meyer continues to deliver the remaining cruise ships in its orderbook. Work is underway on the Silver Ray which was recently floated out from the building dock and is due to enter service in the coming months for Royal Caribbean Group’s Silversea Cruises and Disney Treasure as well as NYK’s Asuka III due to deliver in 2025.

Meyer also recently reached an agreement with Carnival Corporation to build another of the line’s large LNG-fueled cruise ships. It will be the second built in Papenburg and the fourth overall for Carnival Cruise Line. The ship is due to be delivered in 2027 as the tenth LNG-fueled cruise ship built by Meyer for Carnival Corporation. Meyer is diversifying its operations beyond cruise ships to rebuild its business after the pandemic.

 

NGO Sues UK Government Over International Fishing Quotas

British trawler in Weymouth
Tim Hill / Pixabay

PUBLISHED MAR 24, 2024 11:12 AM BY THE MARITIME EXECUTIVE

 

 

UK’s environmental group Blue Marine Foundation has sued the British government for setting fishing quotas above sustainable levels. 

The charity claims that the government has set fishing quotas for more than half of UK stocks at levels exceeding what scientists recommend. The group says that this is illegal under post-Brexit fishing law, which requires that the management of UK’s fisheries is based on the best available scientific advice. The organization estimates that the sum of annual quotas for mackerel and the resulting catches have exceeded scientific advice by an average of 44 percent since 2010.  

Before filing suit, Blue Marine Foundation sent a letter to the Secretary of State for Environment and Food on January 24, but said that it did not receive adequate answers.

Every year, the UK, EU and Norway negotiate catch limits for their shared commercial fisheries in the North Sea and North Atlantic Ocean. The mackerel fisheries are the most valuable and are the largest proportion of the quota system. Other species covered by the arrangement include cod, whiting and monkfish.

Blue Marine says that in the quotas for 2023, the UK granted Norway access to its waters for a higher total allowable catch – well above past levels. In return, Norway would transfer over 24,000 tons of mackerel quota to the UK.

This quota is worth about $30 million. It was negotiated by the UK even though the stock was overfished, and was distributed for reasons that remain secret, according to Blue Marine. The usual mackerel share for Norway has been 22.5 percent in the last one decade. However, in the 2023 quota negotiation, the UK raised that share to 32 percent. This action reversed a long standing position that shares should not go beyond historic levels.

“It is not remotely clear what benefit the public is getting from over-allocating this valuable resource. It is time that the distribution of fishing opportunities is reformed to protect the marine environment and food security in ways which benefit our struggling coastal communities,” said Charles Clover, co-founder of Blue Marine.

Mackerel quota remains controversial because while the coastal states have agreed to the scientific limit, they have failed to agree on how to share the catch. This has seen individual countries self-declare their own figures, so the overall catch ends up exceeding the scientific limit, leading to 400,000 tons more fish being caught than was sustainable in 2023. Blue Marine says that this amounts to overfishing, and has a disproportionate impact on small fishing communities.

This case comes days after a report by Oceana UK released last week, revealed that industrial vessels suspected of using harmful fishing methods, such as bottom-trawling, spent more than 33,000 hours in UK’s marine protected areas in 2023.

 

Chinese Firm Wins Tender to Build Peru’s Third Largest Seaport

Jinzhao
Design illustration courtesy Inmar / Jinzhao Peru

PUBLISHED MAR 24, 2024 8:17 PM BY THE MARITIME EXECUTIVE

 

 

Peru’s government, through its Private Investment Promotion Agency (PROINVERSIÓN), has awarded a subsidiary of the Chinese firm Jinzhao the tender to build the country’s third largest port, San Juan de Marcona. The new terminal is projected to cost $405 million and will be located in Ica on the southern coast of Peru, about 300 miles from Lima.

Jinzhao Peru will design, finance and construct the new terminal, and will have a 30-year concession to operate and maintain the port.

“We hope that the construction begins by end of 2025, with the first phase of the port coming online around two years later,” head of Proinversion Jose Salardi told Reuters on Friday.

The multipurpose port is expected to attract mining investments worth $15 billion in the south of the country and improve logistics for the regions of Ica, Ayacucho, Apurimac, Cusco and Arequipa. The port will directly benefit the $2 billion Pampa de Pongo iron ore mining project, being developed by Jinzhao. Once fully operational, the project will produce over half of Peru’s seaborne iron exports.

The port will have two docks and the equipment to handle dry bulk, containers, general and liquid cargo. When operational, it will have a capacity of 19 million tons of cargo per year, not far behind Callao and Chancay, which each handle 30 million tons.

The new port is the second Chinese port investment in Peru, after COSCO’s $3 billion Chancay Multipurpose Port Terminal project, which is currently under construction. The ambitious port project features a container terminal with 11 berths and another for bulk cargo, general cargo and rolling cargo. The new terminals are scheduled to come online in 2025.

During a Port of Los Angeles conference call last week, APM Terminals regional head Leo Huisman said that COSCO’s investment in Peru is a game-changer, and is likely to transform how trade flows through the west coast of South America.

“The super-modern port will redefine how shipping lines will service the west coast of South America. I do believe that with its capabilities, its crane setup and its water depth, a lot of smaller ports in Chile, Peru and Ecuador will be served in future by a different concept - not any more big ships going in directly,” said Huisman.

 

China's Gray-Zone Provocations: Time to Reciprocate

Those subject to China’s actions have responded cautiously. They now need to consider a change in tactics.

China Coast Guard cutter operating water cannon
Courtesy Philippine Coast Guard

PUBLISHED MAR 24, 2024 1:36 PM BY THE LOWY INTERPRETER


 

[By Peter Layton]

It’s time to send a signal to Beijing that a crisis is approaching. China’s use of grey zone tactics is intensifying. This worsening trend line has been evident for several years and seems headed towards an unintended violent incident, a crisis and possibly armed conflict. Attempts need to be made now to persuade China to desist.

China’s grey zone strategy aims to impress and influence others through fear of the consequences if China escalates to using violence. It is a form of carefully scripted brinkmanship designed to gradually accumulate successes while avoiding military escalation. China has carefully controlled its grey zone actions to avoid accidentally starting a war it clearly doesn't want.

Inherent in China’s grey zone approach is continually ratcheting up its actions. The nations targeted will be less attentive and less fearful if China’s activities become normalized.

At sea, China and the Philippines have been in a deepening crisis for the last year over ownership of an island group within the Philippines Exclusive Economic Zone (EEZ). China’s latest escalation involves deliberately damaging a Philippine Coast Guard vessel and injuring crew members. China’s previous actions suggest such violence may worsen. For example, China killed some 20 Indian soldiers in its action on the India-China border in 2020.

In the skies, China now daily sends its military aircraft, sometimes armed, into Taiwanese and Japanese Air Defence Identification Zones (ADIZ). Responding to these incursions is taxing for both. China further ratcheted up tensions in late 2022 by firing ballistic missiles over Taiwan into the sea beyond; five impacted in Japan’s EEZ.

Late last year, China started sending balloons over Taiwan; by mid-February 2024, some 26 had overflown at similar altitudes to airliners. In January, China announced it would unilaterally move eastward a mutually agreed civil aircraft flight corridor in the Taiwan Strait. This means Chinese civil aircraft making even minor diversions for weather conditions are now likely to intrude into Taiwan’s ADIZ.

To the north, China is heightening tensions by stationing four warships on the boundaries of an ADIZ which China declared in the East China Sea in 2013. These ships request all non-Chinese civilian aircraft in the ADIZ to immediately leave, threatening “defensive emergency measures” if an aircraft fails to do so. It's another step in turning this international airspace into China’s territorial airspace, with PLA fighter interceptions of transiting civil aircraft possible in the future.

On land, China and India remain at odds over Chinese border incursions. Sensing an opportunity, China is now building housing and roads on territory claimed by Bhutan.

Those subject to, or concerned by, Chinese grey zone actions have in the main been cautious, tried to relax tensions and not respond in kind. While admirable in the abstract, this approach has clearly not been effective. The time is right for a change in tactics.

Grey zone actions are inherently theatrical and consequently, responses should be designed to concern, confuse, or deceive China’s political and military leadership. These responses might be tried first at sea rather than in the air, since ships move slowly and situations develop gradually.

Such responses should involve reciprocating Chinese actions. For example, just as Chinese Coast Guard ships use water cannons against fishing vessels and coast guard ships, nations subject to such actions could do the same. Large vessels might be leased and used to crowd out and block Chinese coast guard or armed militia vessels, just as China regularly does to smaller navies and commercial fishing boats. Sealight, a maritime transparency project at Stanford University, has published a useful Chinese grey zone playbook that sets out numerous Chinese actions that could be reciprocated.

Reciprocation raises concerns over military escalation, but escalation to armed violence would represent a significant Chinese failure. China has not fought a war for more than 40 years; generations of Chinese military personnel have come and gone, and remained deskbound. Nevertheless, any pushback carries risk and needs prudent management.

Reciprocation would hopefully send a strong message to China to wind down its grey zone activities. However, it may not work. China may continue with its current grey zone actions. If so, no one is worse off. Having tried the reciprocation approach, other options might then be considered.

An advantage of reciprocating is that Chinese complaints would appear hypocritical. If an action is good enough for China, surely others can follow in its footsteps? Moreover, Chinese escalation through the use of violence would be hard to justify, since the other nations aren’t escalating, they are simply reciprocating. There would be an argument for publicly warning China that its grey zone actions might be reciprocated. Such uncertainty may in itself induce caution.

Inaction by others has led Beijing towards a strategy that steadily heightens tensions. Now is the time to send a message to China’s to change course before it’s too late. In doing so, China doesn’t have to lose face. It’s not apologising for its past aggressiveness or admitting fault. It is simply no longer doing what it has done in the past and might have continued doing in the future.

Dr Peter Layton is a Visiting Fellow at the Griffith Asia Institute, an Associate Fellow RUSI (UK) and a Fellow of the Australian Security Leaders Climate Group. A retired RAAF Group Captain, Peter has extensive experience in force structure development and taught national security strategy at the US National Defense University. He has written extensively on defence and security matters, and was awarded the US Exceptional Public Service medal for force structure planning work.

This article appears courtesy of The Lowy Interpreter 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.

 

As Australia Rebuilds its Merchant Fleet, Industry Groups Want More Input

Australian flag
Christian Haugen / CC BY 2.0

PUBLISHED MAR 24, 2024 8:43 PM BY THE MARITIME EXECUTIVE

 

 

Australia is currently in the initial stages of procuring a strategic merchant shipping fleet, which will include up to 12 Australian-flagged and crewed vessels. Last week, three Australian industry groups issued a joint letter asking transport minister Catherine King for more transparency and collaboration as the plan unfolds.

The industry coalitions - Shipping Australia, the International Forwarders & Customs Brokers Association of Australia (IFCBAA), and the Australian Meat Industry Council - have complained that the existing process is not transparent. The coalition noted there was no open, public, application process to apply to be a member of the Strategic Fleet Task Force, with the composition of the Task Force fully determined by the government.

Further, the coalition said that there has been little-to-no meaningful consultation with the broader industry on how the strategic fleet policy will be implemented, or how it will work in practice. Last year, the transport ministry said it would undertake targeted and phased consultation.

Another issue the coalition raised is the rapid nature of some particular consultations by the Department of Transport. The cargo owners’ consultation was to last from February 7-23, which is less than the 30-day minimum period for consultation laid out in government guidance.

“The federal government has been carrying out several maritime-related consultations in which it has followed proper process. On this specific issue, the government isn’t following a proper consultation process. Why is the strategic fleet consultation different?” said Melwyn Noronha, CEO Shipping Australia.

The industry groups implored Minister King to implement a broad and inclusive consultation process, for views of all relevant stakeholders to be captured.

Early last month, Minister King declared that the Strategic Fleet is moving ahead and expects progress towards getting the first vessels in the fleet this year. The initiative is a signature project of the Labor government. It was launched in 2022 with the aim of securing Australian supply chains, which currently are highly dependent on foreign-owned vessels.

Australia’s domestic fleet has dwindled for years, undercut by least-cost foreign-flagged tonnage. Today there are only four Australian-flagged vessels operating in international trade, and all of them are LNG carriers. 

A special taskforce appointed to guide the government on the strategic fleet policy delivered its first report last year in June. The report recommended amendments to Australia’s shipping regulations and an introduction of a levy on all vessel arrivals to help fund the policy.   

Top image: Christian Haugen / CC BY 2.0

 

Two Crewmembers Killed in "Incident" on Holland America Cruise Ship

Nieuw Amsterdam
File image courtesy Tomas Del Coro / CC BY SA 2.0

PUBLISHED MAR 24, 2024 11:38 AM BY THE MARITIME EXECUTIVE

 

[Brief] Two crewmembers were killed last week aboard a Holland America cruise ship in the Bahamas, the line has confirmed. 

On Friday, as the cruise ship Nieuw Amsterdam was calling at the port of Half Moon Cay in the Bahamas, two unnamed crewmembers were killed in "an incident," the line said. No further information was provided, except that the incident occurred in an engineering space. 

The authorities have been notified, and the Bahamas Maritime Authority is the lead agency for the investigation. Counseling is available for affected personnel, the cruise line said. 

“All of us at Holland America Line are deeply saddened by this incident and our thoughts and prayers are with our team members’ families at this difficult time,” the line said in a statement. “The safety, security and welfare of all guests and crew are the company’s absolute priority.”

ABC News reports that the two crewmembers were killed by an accidental steam release, though this has not been publicly confirmed by Holland America.

Nieuw Amsterdam has resumed her commercial itinerary in the Bahamas.