Monday, April 22, 2024

New process recovers five times more lithium from waste than existing technology

Staff Writer | April 21, 2024 


Tailings pond. (Reference image by Ramjheetun Elodie, Flickr.)

Chemists at the US Department of Energy’s Oak Ridge National Laboratory demonstrated that aluminum hydroxide, a mineral that is abundant in the earth’s crust, can adsorb at least five times more lithium than can be collected using previously explored adsorbent materials.


Using a newly developed process to extract lithium from waste liquids leached from mining sites, oil fields, and used batteries, the researchers proved that aluminum hydroxide can act as a sorbent of lithium sulphate and hold it.

“The key advantage is that it works in a wider pH range of 5 to 11 compared to other direct lithium extraction methods,” Parans Paranthaman, ORNL Corporate Fellow and co-author of the papers that present these findings, said in a media statement.

The patent-pending acid-free extraction process takes place at 140 degrees Celsius, compared to traditional methods that roast mined minerals at 250 degrees Celsius with acid or 800 to 1000 degrees Celsius without acid.

The technique works based on lithiation, during which an aluminum hydroxide powder extracts lithium ions from a solvent to form a stable layered double h


Hydroxide, or LDH, phase. Then in delithiation, treatment with hot water causes the LDH to relinquish lithium ions and regenerate the sorbent. During relithiation, the sorbent is reused to extract more lithium.

“This is the basis for a circular economy,” Paranthaman said.
Quick reactions

Aluminum hydroxide exists in four highly ordered crystalline polymorphs and one amorphous, or disordered, form.

Form turns out to play a big role in the sorbent’s function.

“Based on calorimetric measurements, we learned that amorphous aluminum hydroxide is the least stable form among aluminum hydroxides and thus is highly reactive,” Jayanthi Kumar, co-author of the research, said. “That was a key to this method resulting in greater lithium extraction capacity.”

Because amorphous aluminum hydroxide is the least stable among the mineral’s forms, it spontaneously reacts with lithium from brine leached from waste clays.

“Only when we did the measurements did we realize that the amorphous form is way, way, way less stable. That is why it is more reactive,” Kumar said. “To gain stability, it reacts very quickly compared to other forms.”

Two steps to recover lithium


Kumar is optimizing the process by which the sorbent selectively adsorbs lithium from liquids containing lithium, sodium and potassium and goes on to form LDH sulphate.

The researchers used scanning electron microscopy to characterize the morphology of aluminum hydroxide during lithiation. It is a charged neutral layer that contains atomic vacancies, or tiny holes. Lithium is absorbed at these sites. The size of these vacancies is the key to aluminum hydroxide’s selectivity for lithium, which is a positively charged ion, or cation.

“That vacant site is so small that it can fit only cations the size of lithium,” Kumar said. “Sodium and potassium are cations with larger radii. The bigger cations don’t fit into the vacant site. However, it’s a perfect match for lithium.”

The selectivity of amorphous aluminum hydroxide for lithium results in near-perfect efficiency. In a single step, the process captured 37 milligrams of lithium per gram of recoverable sorbent—approximately five times more than a crystalline form of aluminum hydroxide called gibbsite, which was previously employed for lithium extraction.

The first step of lithiation extracts 86% of the lithium in the leachate, or brine, from mining sites or oil fields. Running the leachate through the amorphous aluminum hydroxide sorbent a second time picks up the rest of the lithium. “In two steps, you can fully recover the lithium,” Paranthaman said.

Greener process


Venkat Roy and Fu Zhao at Purdue University analyzed the life cycle benefits of a circular economy from direct lithium extraction. They compared the ORNL process to a standard method using sodium carbonate. They found the ORNL technology used one-third of the material and one-third of the energy and subsequently generated fewer greenhouse gas emissions.

Next, the researchers want to extend the process to extract more lithium and regenerate the sorbent in a specific form. Now, when the amorphous aluminum hydroxide sorbent reacts with the lithium and is later treated with hot water to remove the lithium and regenerate the sorbent, the result is a structural change in the aluminum hydroxide polymorph from amorphous to a crystalline form called bayerite.

Aluminum hydroxide can extract 37 milligrams of lithium per gram of recoverable sorbent in a single step.
 (Image by Jayanthi Kumar, Parans Paranthaman and Philip Gray | ORNL).

“The bayerite form is less reactive,” Kumar said. “It requires either more time—18 hours—or more concentrated lithium for it to react, as opposed to the amorphous form, which reacts within 3 hours to pick all the lithium from the leachate solution. We need to find a route to get back to the amorphous phase, which we know is highly reactive.”

The scientists believe that success in optimizing the new process for extraction speed and efficiency could be a game-changer for the domestic lithium supply. More than half of the world’s land-based lithium reserves are in places where the concentration of dissolved minerals is high, such as California’s Salton Sea or oil fields in Texas and Pennsylvania.

“Domestically, we don’t really have lithium manufacturing,” Paranthaman said. “Less than 2% of lithium for manufacturing is from North America. If we can use the new ORNL process, we have various lithium sources all over the United States. The sorbent is so good you can use it for any brines or even solutions from recycled lithium-ion batteries.”






















































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































































Chilean MP, NGOs demand halt to Nutrex exploration project at Juncal Andean Park

Staff Writer | April 21, 2024 | 

“Juncal Valley free of mining,” reads a sign posted at the park.
(Image by Juncal Andean Park, Facebook.)

Chilean MP María Francisca Bello, who belongs to President Gabriel Boric’s Social Convergence Party, joined forces with environmental organizations from the Aconcagua Valley to present an appeal for protection before the Valparaíso Court of Appeals demanding a halt to an exploration project proposed by Nutrex SpA in the Juncal Andean Park.


The appeal, backed by NGOs Sustainable Aconcagua, Corporation for the Preservation and Rehabilitation of Andean Fauna, Santa María Assembly for the Environment and Heritage, and Wanaku Akunkawa, focuses both on environmental protection and the right of the communities surrounding Juncal Park to live in a pollution-free environment.

Nutrex requested Chilean authorities a deadline extension to present the required documents to start working in the area, as it had until April 16, 2024, to establish its presence on the site by setting up equipment and some infrastructure but couldn’t do so after being blocked by environmental activists.

If the extension is denied, which is one of the aims of the appeal for protection, activists would have more time to build their case, as Nutrex would have to restart the whole process and this could take up to a year.

“We have gained some time, but we also know that they have been able to enter the park and that is, of course, a threat not only to biodiversity and a particular park but to a fundamental issue that is water in our region,” Bello told local media.

Juncal, whose heights range from 2,200 metres to more than 5,000 metres above sea level, is a private protected area owned by the Kenrick family since 1911.

The park extends for over 13,700 hectares and is located in the Aconcagua Valley, in Chile’s Fifth Region. It provides access to the Juncal Glacier and surrounding mountains and hosts several estuaries, wetlands, ice and rock glaciers, and a wide range of native and endemic species of flora and fauna. It is also the place where the Juncal River, a tributary of the Aconcagua River, is born. Both are important sources of freshwater for the region.

According to Chile’s laws, however, owners of surface rights do not own what’s underground, which is why Nutrex, an American gold and copper explorer, is allowed to request access to explore the area.

 

The Ever Given Shows the Unique Nature of Salvage in Contract Law

Ever Given
Courtesy BlackSky

PUBLISHED APR 21, 2024 2:43 PM BY RICHARD GUNN


 

 

The Court of Appeal decision in Smit Salvage BV & Ors v Luster Maritime SA & Anr (The ‘Ever Given’) highlights the challenges of negotiating contracts in rapidly changing environments, particularly in cases involving maritime casualties. Attempting to finalize a contract amidst such fluid circumstances can lead to uncertainties and legal disputes, as demonstrated in this case.

The judgment underscores the widely recognized appropriateness of the Lloyd's Open Form (LOF) in situations of maritime risk. Smit, the salvor, initially proposed utilizing LOF but was open to promptly entering into a commercial contract to regulate their position. However, the contract was never actually agreed.

Despite the absence of a formal contract, Smit proceeded with salvage operations after the Suez Canal Authority's (SCA) earlier attempts had failed. By salvaging and refloating the vessel, Smit provided a service to the owners without a “contract” of any description but under common law salvage provisions. The legal action initiated thereafter could be viewed as a distraction from the essential service rendered in salvaging the ship.

The judgment leaves open the question of what the court will ultimately award for the services provided. These considerations will be based on principles outlined in Article 13 of the Salvage Convention. While the specifics of the award remain to be determined, it is anticipated to align with established international salvage principles.”

Main points of the judgement

“The issue addressed by the courts was not primarily about the salvage operation itself, but rather about the principles of offer and acceptance in contract law. Despite the salvage context, the legal dispute primarily revolved around the formation of a binding contract.

The judgment underscores the unique nature of salvage operations, where assistance is rendered to vessels in distress without the presence of a pre-existing contract. This highlights the distinction between salvage, which is based on the principle of rendering assistance in emergencies, and contractual agreements, which require formal offer, acceptance, and consideration.

While LOF confirms that the services provided under it are salvage in nature, Wreck Hire contracts, by contrast, are essentially agreements not to provide salvage services. SCOPIC (the Special Compensation P&I Clause) assists with the global negotiation of such contracts by providing a ready-made set of rates for personnel and equipment. Such rates need no longer be negotiated other than by way of % uplift.

The judges all confirmed that on analysis of the exchanges, the offers by SMIT were all offers requiring agreement on more terms than just remuneration. The main terms of their offers included detail on nature of services, standard of care and payment terms.  The court found that the owners did not confirm these terms explicitly at any stage.

Despite SMIT's repeated offers, the owners rejected them on multiple occasions. SMIT, in response, emphasised their willingness to proceed promptly under agreed terms, or alternatively revert to LOF terms. The sequence of correspondence demonstrates SMIT's efforts to establish a clear contractual arrangement and the continuing nature of such discussions.

Ultimately, the courts concluded that based on the written exchanges, the owners failed to demonstrate an unequivocal intention to be bound by the terms proposed by SMIT. This finding underscores the importance of clear and unambiguous communication in contract formation, particularly in complex and evolving situations such as salvage operations.”

Richard Gunn is the leading partner in Reed Smith’s Casualty and Admiralty team.

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


The Dali & Ever Given: General Average and Salvage in Ocean Freight

Dali wreckage
USACE file image

PUBLISHED APR 21, 2024 1:11 PM BY PHILIP TEOH

 

The owner of the Dali, the massive cargo ship that lost power and knocked down the Key Bridge on March 26, killing six men, has declared “general average,” according to Darrell Wilson, a spokesperson for the ship’s owner, Grace Ocean Private Ltd[1]. The incident has cost Baltimore the loss of a key bridge and massive disruption to the US supply chain. For the cargo on board, the cargo owners face the prospect of massive additional costs as a consequence of the declaration of general average[2].

Another seminal incident was the grounding of the large container vessel Ever Given within the Suez Canal while transiting the Suez Canal on March 23, 2021, lodging herself against both banks of the waterway. The blockage caused vessels to back up in the Mediterranean to the north and the Red Sea to the south[3]. Before the incident, the vessel sailed from the Malaysian port of Tanjung Pelepas. Not only did the incident expose the fragility of the shipping routes, it also demonstrated the principles of the law of salvage, in relation to the salvors' claim in freeing the vessel. Similarly, the cargo owners had to pay higher additional costs because of the salvage.

There are some principles of maritime law that have no equivalent under normal contract law or land or air carriage. Situations like general average and salvage may arise during the maritime adventure and parties involved eg shipowner, cargo owner and charterer will need to be aware as when situations of general average or salvage occur they impact parties and their property.

Do cargo owners need to contribute to general average charges if the incident was the fault of the Dali? The short answer is yes, because of the New Jason Clause invariably found the contract of carriage with owners of the Dali. The default position under US law is that an owner is not entitled to the contribution from cargo when the event is caused by the owner’s or his agent’s fault or neglect. This is so even if US COGSA applies to the voyage and the neglect or fault constitutes a defense under COGSA[4].The incorporation of a New Jason Clause in the contract of carriage changes this default rule.

GENERAL AVERAGE

General average is part of the law of the sea founded on equity. It formed part of the Rhodian law, was based in earlier custom and existed many centuries before the existence of marine insurance. ‘General average’ is ‘all loss which arises in consequence of extraordinary sacrifices made or expenses incurred for the preservation of the ship and cargo losses within general average, and must be borne proportionately by all who are interested[5].

Salvage

Salvage has been defined as a service which confers a benefit by saving or helping to save a recognized subject of salvage when in danger from which it cannot be extricated unaided, if and so far as the rendering of such service is voluntary in the sense of being attributable neither to a pre-existing obligation, nor solely for the interests of the salvor [6].

Ever Given and the Suez Canal

In March 2021, the large container vessel the Ever Given ran aground while transiting the Suez Canal on March 23, 2021, lodging herself against both banks of the waterway. The blockage caused vessels backed up in the Mediterranean and the Red [7].

The owners of the Ever Given had declared General Average. This meant that the costs of refloating and salvage of the ship is passed on the cargo owners on board on rateable proportion, depending of the value of each cargo owner’s cargo.

The claims of the salvors for the refloating of the vessel and freeing it from the Suez Canal was eventually brought to the English Courts and was decided by the Court of Appeal in the case of SMIT Salvage BV & others -v- Luster Maritime S.A. & another (Ever Given – salvage claim)[8]

The Court of Appeal held that the decision to fix additional tugs after remuneration was agreed was not made because of contractual certainty, but in response to the failure of the refloating attempt of 26 March 2021, which put the Respondents in a strong commercial position, giving them a reasonable expectation of a salvage award, if the parties did not conclude a contract. As the salvage remuneration is not limited by the agreement of the parties, the salvor claims for more than pursuant to a negotiated services agreement for the same operation.

In General Average and Salvage situations, the carrier has a right to lien the cargo. Where the cargo is insured under the usual ICC Clauses both the bond and the final amount of general average and salvage is covered under the insurance policy.

Philip Teoh is an International Maritime Lawyer and Arbitrator and practices in the Malaysian law firm of Azmi & Associates. He is a regular contributor to the Maritime Executive.

[1] Dali’s owner declares ‘general average’ in Key Bridge disaster. What does that mean? Baltimore Sun 18 April 2024 : https://www.baltimoresun.com/2024/04/17/key-bridge-dali-general-average/

[2] See Dali cargo owners face massive costs if general average is declared. Loadstar : https://theloadstar.com/dali-cargo-owners-face-massive-costs-if-general-average-is-declared/

[3] See the articles in the Maritime Executive : Ever Given – What Happens Now? At https://www.maritime-executive.com/editorials/ever-given-what-happens-now and Ever Given: Legal and Insurance Implications, Maritime Executive at https://maritime-executive.com/editorials/ever-given-legal-and-insurance-implications

[4] Like Hague and Hague-Visby, US COGSA exonerates the ship and carrier from liability for loss or damage resulting from an error in navigation or management of the ship or from unseaworthiness when the owner/carrier has exercised due diligence to make the vessel seaworthy. Carriage of Goods by Sea Act (COGSA) § 4, reprinted in 46 U.S.C. § 30701

[5] Birkley v Presgrave(1801) 1 East 220 at 228 per Lawrence J.

[6] Kennedy & Rose, Law of Salvage, 6th edition, published by Sweet & Maxwell 2002

[7] See the articles in the Maritime Executive : Ever Given – What Happens Now? At https://www.maritime-executive.com/editorials/ever-given-what-happens-now and Ever Given: Legal and Insurance Implications, Maritime Executive at https://maritime-executive.com/editorials/ever-given-legal-and-insurance-implications

[8] [2024] EWCA Civ 260, see also the Hill Dickinson Case Commentary at https://www.hilldickinson.com/insights/articles/court-appeal-agrees-no-binding-salvage-contract-concluded

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

 

Survey: General Cargo Ships Lag Far Behind on Measures of Crew Wellbeing

ITF file image
File image courtesy ITF

PUBLISHED APR 21, 2024 4:45 PM BY THE MARITIME EXECUTIVE

 

 

Seafarers who have spent enough time in international trade are familiar with a general pattern in vessel quality: newer, fancier ships are often more comfortable, better-kept and better for growing a career. Recently-released survey data from vessel inspection agency Idwal confirms this broad impression, plus one more common belief - that on average, general cargo ships lag far behind other vessel classes when it comes to quality of life. 

This won't surprise many seafarers and inspectors, who see a rust-streaked tramp freighter flagged in a rust-streaked registry and can guess what to expect on board. But the consistency across metrics is surprising.  

On crew connectivity, general cargo vessels perform abysmally compared with the rest of the fleet, and they drag down the global average. On a percentage basis, when compared with costly and highly-regulated gas carriers (LPG, LNG, ammonia carriers, etc.), or more expensive tankers, general cargo ships are far less likely to have quality internet service for the people who work on board. Since internet bandwith can be expensive, depending on the satcom vendor, the ability of the shipowner to pay is part of the equation.

"General cargo vessels lag significantly in providing crew connectivity," Idwal observes. "As a common vessel type, impact is substantial."

Older vessels also tend to have poorer connectivity, in part because they may have outdated equipment or were built without any meaningful satcom capability on board. 

Fleetwide, most vessels have some form of internet for their crew, but 13 percent of all ships have no internet access - an "alarming" and "extremely disappointing" result, Idwal found. "Such a lack of basic connectivity exacerbates crew welfare issues," the consultancy wrote. 

General cargo ships also lag the fleet on most other metrics. Their operators are less likely to score well on PSC inspections; keep up the basic appearance of the ship; maintain basic crew health standards like clean water, good food and hygienic facilities; less likely to demonstrate good management by keeping up with paperwork; far less likely to provide recreational facilities on board; far less likely to provide comfortable accommodations; less likely to provide training, skill-building and advancement opportunities for their crew; and more likely to overwork their crews. 

"General cargo vessels . . . exhibit the poorest workload management, potentially leading to fatigue and job dissatisfaction," found Idwal. 

Perhaps unsurprisingly, the lowest inspection score that Idwal recorded during the period was for a general cargo vessel, flagged in Mongolia and classed by a non-IACS society.