Tuesday, May 07, 2024

BHP bombshell puts South African mining in a hole


Reuters | May 6, 2024 | 
Aerial view of enormous copper mine at Palabora, South Africa. 

BHP has put South Africa and its mining sector on the spot. The $140 billion Australian group’s ambitious swoop on rival Anglo American would see one of the Rainbow Nation’s most familiar companies largely withdraw from the country more than a hundred years after it was founded. The question is whether the government in Pretoria can stop the $39 billion transaction – and whether it should.


South African officials have so far given BHP’s proposal a mixed reception. Gwede Mantashe, the country’s mining minister, told Bloomberg he “wouldn’t support” the deal. But President Cyril Ramaphosa’s spokesperson described the approach as “normal market activity”.


In reality, Pretoria has a host of reasons to be awkward. South African mining is in decline: as a contribution of GDP it has fallen from 21% in 1980 to 7.5% in 2022. The country’s platinum, diamonds, coal and iron ore are not integral materials to the all-important energy transition. Corruption scandals at state utility Eskom and issues at freight carrier Transnet have led to frequent electricity blackouts and problems for miners trying to get shipments out of the country.


Anglo, which was founded in Johannesburg in 1917, has tended to be more of a help to the government than a hindrance in dealing with these challenges. The London-listed group, currently run by CEO Duncan Wanblad, has invested $6 billion in its home country in the last five years, including in educational projects. It also acts as a reliable counterparty in the mining sector’s frequent labour disputes.

BHP chief executive Mike Henry’s planned deal would take a crowbar to this arrangement. The Australian group wants Anglo to spin off its controlling stakes in local mining companies Anglo American Platinum (Amplats) and Kumba Iron Ore, which have a combined equity value of about $13 billion. Except for nuggets like the domestic operations of its De Beers diamond unit, Anglo would effectively check out of South Africa.

Henry has travelled to South Africa to make his case. Yet his initial brusque approach is striking because prominent political figures like Mantashe already had reasons to dislike BHP. After merging with domestic mining giant Billiton in 2001 the “Big Australian” spun off most of its South African assets into a new company called South32 in 2015. It did so under a cloud caused by revelations that Billiton had a secret, decades-long contract to get cheap electricity from Eskom for its aluminum smelters. While stressing he was not expressing an official government position, Mantashe told the Financial Times last month that the BHP Billiton merger “never did much for South Africa” and that his country’s experience with BHP was “not positive”. Throw in the fact that South Africa is holding national elections on May 29, and there’s a fertile backdrop for opposing a foreign takeover.

The government also has the means to do so, even though the country’s Public Investment Corporation owns only 7% of Anglo. South Africa’s Competition Commission must approve all mergers and demergers and can use controversial “public interest” powers to nix a transaction even if it lacks antitrust grounds.


Yet South Africa also has good reasons to be more even-handed. While the share of non-resident holdings of domestic government bonds has fallen from 40% five years ago to 25% now, the country would be ill-advised to spook foreign investors grappling with elevated global interest rates. Blocking a valid deal on spurious grounds may do just that. Throwing up regulatory roadblocks could also prompt other investors in South African assets to fret they might not be able to get their money out.

There’s a smarter way for Ramaphosa to play the situation. Anglo has long suffered from a stock market discount due to its South African roots: breaking up the company could unlock at least $10 billion more than the $39 billion equity value implied by Henry’s approach, a Breakingviews sum of the parts suggests. Shareholders may therefore resist BHP’s current proposal.

Only about a third of Anglo shareholders are domestic South African investors. So if the company spins off Amplats and Kumba, as BHP wants, the value of those two units may well drop. Investors previously hoped that Anglo might at some point buy out minority shareholders at a premium. Meanwhile, overseas investors may be unwilling to hold shares listed in South Africa. In this scenario, assets which account for roughly a third of the value of BHP’s proposal might actually be worth a lot less.

South Africa could also use the threat of its own veto to extract concessions from BHP. Even though the Competition Commission ultimately waved through previous international swoops on local assets, like brewer Anheuser-Busch InBev’s $106 billion acquisition of SABMiller in 2016, it only did so after receiving promises on jobs, local production, long-term commitments to South Africa and payments to the farming sector. Spinning off Anglo’s South African assets could trigger a $2 billion capital gains tax payment to the government; with some other goodies the authorities might look more favourably on BHP’s proposal.

South African politicians may also open the door to a bid from another mining group like Glencore. The $70 billion Swiss miner-trader is studying an approach for Anglo, Reuters reported on Thursday citing two sources. Its smaller size means Anglo shareholders would hold a larger proportion of the combined group in an all-share deal. Glencore also has strong South African connections and may want to keep Kumba and market its iron ore. Boss Gary Nagle could therefore propose a merger which would be more acceptable to South Africa.


Anglo American’s South African heritage weighs on the company’s value. That’s one of the reasons BHP swooped. A takeover will not solve South African mining’s wider headaches, even if a buyer agrees to hold on to Amplats and Kumba. Any new owner would seek ways to unlock the value of Anglo’s assets in ways Pretoria might not like. Still, while BHP has put South African mining on the spot, the government has the power to do the same to any buyer.
Context news

Commodities group Glencore is studying an approach for Anglo American, Reuters reported on May 2 citing two sources.

Glencore has not yet approached Anglo, one of the sources said. The discussions are internal and preliminary at this stage and may not result in an approach, the source added. A Glencore spokesperson said the company did not comment on market rumour or speculation.

South Africa’s independent antitrust authority, the Competition Commission, requires “a mandatory merger notification … where any transaction involves the change of control over the business of Anglo in South Africa”, the Financial Times reported on May 3.

The commission usually assesses whether a deal would reduce domestic competition, and whether it is justifiable on “public interest” grounds. This includes the impact on a sector, on jobs, on historically disadvantaged South Africans, and the ability of industries to compete globally, spokesperson Siyabulela Makunga told the FT.

(By George Hay; Editing by Peter Thal Larsen and Oliver Taslic)

Read More: What’s Anglo worth? For now it’s less than the sum of its parts


 

U.S. Special Ops Gunship Decimates Fishing Boats in South China Sea Test

South China Sea
Courtesy U.S. Special Operations Command

PUBLISHED MAY 5, 2024 9:33 PM BY THE MARITIME EXECUTIVE

 


U.S. military units are training alongside Philippine forces in the South China Sea this month, preparing for a range of maritime security and shore defense scenarios. Some elements have caught the attention of the Chinese government, like amphibious exercises aimed at retaking and holding islands from a hostile force in the Philippine exclusive economic zone. At least one of these exercises might be applied to countering China's maritime militia - the force of hundreds of government funded commercial trawlers that provide a constant Chinese presence in Philippine waters. In a little-publicized trial, U.S. Special Operations Command dispatched an AC-130J Ghostrider gunship for a sinking exercise targeting small fishing vessels. 

Developed during the Vietnam War for close air support, the AC-130 is a conventional cargo plane bristling with heavy weapons. The basic airframe remains the same as it was nearly 60 years ago, but the latest version has an extended range, advanced electronics, a 105mm howitzer in a specially-designed recoil carriage and a 30mm chain gun. It can also deliver a variety of small bombs and missiles from external weapons pylons. 

For the test, exercise organizers used several outrigger fishing boats of a traditional Philippine design (bangka boats). The AC-130J's ordnance - designed for destroying hardened targets on shore - functioned as intended. 

 

By treaty, the U.S. is obligated to defend the Philippines in the event of an attack, including an attack on its vessels or military personnel. Over the past two years, China's maritime militia and coast guard have been edging up towards this threshold, and their rules of engagement in the South China Sea have become increasingly confrontational. Escalatory new tactics include shining powerful target illumination lasers at Philippine vessels; swarming and blocking maneuvers; shouldering; installing rope barriers; and water-cannoning. Multiple Philippine personnel have been injured in water-cannon attacks, and at least four vessels have been damaged by high-pressure streams. 

Last week, China Coast Guard cutters water-cannoned two Philippine patrol vessels with more force than in previous encounters. Damage included bent railings, torn deck canopies, interior flooding, and a broken radar and radome, reporters embedded in the mission said. 

China claims sovereignty over the vast majority of the South China Sea, including waters and land features located hundreds of miles from the Chinese mainland. Most of these areas are within the EEZs of neighboring countries, including the Philippines. In 2016, an international tribunal ruled that China's claims to ownership of Philippine waters were invalid under international law; China denounced the ruling as a "piece of paper" and has ignored it.

The longstanding diplomatic dispute over the Philippine EEZ also has a new wrinkle. Last week, Chinese officials claimed that they reached a secret verbal agreement with the administration of former Philippine President Rodrigo Duterte in 2016. Beijing has hinted at a gentleman's agreement before, but this is the first time that officials have described it in detail. The purported agreement allowed Philippine fishermen to access Chinese-claimed areas of Philippine waters, so long as Philippine military vessels stayed out of the Philippines' western EEZ. 

Current Philippine President Ferdinand Marcos Jr. has denied that such a deal ever existed, and has dispatched government vessels where needed to maintain a sovereign presence. His decision to carry out patrols and operations in Philippine waters "is the basic reason for the ceaseless disputes at sea between China and the Philippines over the past year and more,” the Chinese Embassy in Manila said in a statement. 

 

Conference Agenda Announced for Seatrade Maritime Salvage & Wreck

Seatrade Maritime Salvage & Wreck

PUBLISHED MAY 6, 2024 12:34 PM BY THE MARITIME EXECUTIVE

 

[By: Seatrade Maritime Salvage & Wreck]

Environmental concerns, ESG, future training needs for maritime emergency response, and a status check on lithium battery fires are among topics up for discussion at Seatrade Maritime Salvage & Wreck 2024, which returns later this year as the UK’s leading annual conference for the salvage and wreck removal sector.

Taking place 11 – 12 December 2024 at Leonardo Royal Hotel London City, the conference will get underway with Allianaz’s annual safety and shipping review before going on to a series of case studies and panel discussions focused on:

  • Exploring the Options & Potential Changes to LOF in Maritime Operations Industry Concerns
  • Cargo Fires, Oil Spills and Pollution Issues
  • Status Check: Lithium Battery Fires
  • Managing ESG Factors in Emergency Response
  • Preparedness and Resilience: Future Training Needs for Maritime Emergency Response
  • Shipwreck Reflotement and Towing with Airbags: Santa Ana and Serenin

The full agenda can be viewed here.

Andrew Chamberlain, Partner at HFW, will once again return as conference chairman. Speaking ahead of this year’s event, Chamberlain said: “As accelerated change across the wider shipping industry continues to impact marine salvage and emergency response, the agenda will provide an opportunity for delegates to reflect on the current landscape, identify opportunities and challenges, and explore current and future trends. I look forward to reprising my role as conference chair throughout what is set to be a lively and engaging programme.”

Chamberlain is set to be joined by over 50 experts and specialists throughout the 2024 agenda, which was programmed in consultation with the Seatrade Maritime Salvage and Wreck Advisory Board.

“This year, and as with each edition of the conference, we work in direct consultation with our Advisory Board, which enables us to deliver a programme that is reflective of the most pertinent and important industry trends and influencing factors,” said Chris Morley, Group Director of Seatrade Maritime.

“We look forward to welcoming delegates back to Seatrade Maritime Salvage & Wreck, and in particular our brand new Parliamentary-Style debate, which we hope will provide a truly exciting and engaging conclusion to this year’s conference,” added Morley.

Registration is now open for Seatrade Maritime Salvage & Wreck 2024, which is supported by long-standing partners HFW and International Salvage Union (ISU). The conference is aimed at professionals who responsible for underwriting, mitigating, and preventing risk, as well as those who respond to and manage emergency situations at sea.

Delegates can save up to £240 when booking before Friday 26 July. To find out more, please visit salvageandwreck.com.

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

 

Eastern Shipbuilding Group Launches Long Island Ferry

Eastern Shipbuilding Group, Inc.

PUBLISHED MAY 6, 2024 8:04 PM BY THE MARITIME EXECUTIVE

 

[By: Eastern Shipbuilding Group, Inc.]

On Friday, May 3rd, Eastern Shipbuilding Group, Inc. (ESG) successfully launched the ferry LONG ISLAND (ESG Hull 228) at its Allanton Shipyard in Panama City, FL. The new passenger and auto ferry is destined to operate between Bridgeport, CT, and Port Jefferson, NY, traversing the Long Island Sound. The vessel was christened by Rosemary McAllister, Director of Strategy, and attended by representatives from vessel owners Bridgeport & Port Jefferson Steamboat Company, a subsidiary of McAllister Towing.

"This launch is a testament to the dedication and expertise of our team at Eastern Shipbuilding Group," said Joey D’Isernia, CEO, and Chairman of ESG. "We are honored to partner with our friends at McAllister Towing and contribute to enhancing the transportation infrastructure for the residents and tourists of Long Island. This ferry will not only serve as a vital link between communities, but also exemplify our commitment to delivering excellence to our valued customers."

The ferry LONG ISLAND, measuring 302 feet, is designed to accommodate both vehicles and passengers, and is designed with several enhancements including Tier IV main engines, increased crew capacity, and an upgraded furniture package. Scheduled for delivery later this year, this state-of-the-art vessel will join a fleet that includes two other Eastern-built ferries: the P.T. BARNUM (1999) and the GRAND REPUBLIC (2003). McAllister Towing has been a longstanding partner with ESG, having commissioned more than a dozen vessels from the shipbuilder.

The Bridgeport and Port Jefferson Steamboat Company provides safe, scenic, and relaxing transit across Long Island Sound for hundreds of thousands of passengers and cars every year.  The addition of the ferry LONG ISLAND will upgrade and expand the service.  Buck McAllister, the President of the ferry company, said “P.T. Barnum, the founder of the ferry, once said that the noblest art is that of making others happy.  All of those who have worked to make the ferry service what it is today can be very proud of their role helping drivers on the I-95 and Long Island Expressway.  Eastern Shipbuilding has provided our company with over a dozen high quality vessels and transformed the maritime services we can offer. We are very thankful to Eastern Shipbuilding and the D’Isernia family for the happiness this new vessel will bring to our employees and customers for generations to come.”  The addition of the LONG ISLAND will help ensure that a three-vessel schedule can be provided for the peak periods when demand is most critical, a most welcome improvement.

VESSEL SPECS:
Ferry LONG ISLAND - Hull 228              
Customer - Bridgeport & Port Jefferson Steamboat Company
Type -    Auto & Passenger Ferry 
Length – 302 ft
Delivery - 2024

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

 

CIMAC Digitalization Strategy Group Publishes New Position Paper

CIMAC

PUBLISHED MAY 6, 2024 12:30 PM BY THE MARITIME EXECUTIVE

 

[By: CIMAC]

Digitalization provides the opportunity to generate optimized technical solutions based on highly integrated intelligent systems. While such solutions have already been realized in several industries such as automotive and aerospace, they are implemented only slowly in the maritime industry. For this very reason, the CIMAC Digitalization Strategy Group has now published a new Position Paper entitled “On enabling the implementation of a ship-wide data ecosystem”. It aims to identify ways in which the potential of digitalization can be fully exploited for process optimization, develops a vision, and provides recommendations. 

“The full technical potential of highly integrated, optimized technical solutions that support the reduction of operational costs, identification of hazards, and better transparency on environmental performance is currently not exploited. That needs to change” says Dominik Schneiter (WinGD), Chair of the Digitalization Strategy Group. The Position Paper reflects the intense discussions within the Digitalization Strategy Group and the alignment made. It went through a feedback process that has taken place over the past 2 years, including peer reviews at the CIMAC Circle at SMM in Hamburg, at the panel discussion in Busan during the CIMAC Congress in 2023, and at the digitalization reception during London International Shipping Week. It also takes into account the EU regulation on harmonized rules for fair access to and use of data, known as the Data Act, which came into force in January 2024.

Eero Lehtovaara (ABB Marine and Ports), VP Digitalization, explains: “Integrated data ecosystems have an untapped potential to optimize the efficiency of ship operations. You can only improve what you can measure. Without data exchange, the overall system cannot be optimized. We would like to encourage the maritime industry to embrace digitalization and implement it more quickly.”  CIMAC’s Vice-President Communication Christoph Rofka (Accelleron) concludes: “We look forward to a lively dialogue with the entire industry and see the paper as the starting point for a common path.”

The CIMAC Digitalization Strategy Group consists of representatives from engine manufacturers, component suppliers, engineering companies, classification societies, system integration solution providers, and universities. The Position Paper “On enabling the implementation of a ship-wide data ecosystem” can be downloaded here.

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

 

Workers Find Rare Artifact From WWII's "Greatest Raid," Operation Chariot

Campbeltown
A rare color photo of HMS Campbeltown rammed up onto the St. Nazaire lock. The vessel exploded several hours later, disabling the structure for the rest of the war (Bundeswehr)

PUBLISHED MAY 5, 2024 10:03 PM BY THE MARITIME EXECUTIVE

 


A museum near St. Nazaire, France is now the proud owner of a hatch from HMS Campbeltown, found about 100 yards away from the drydock where the ship's explosive payload detonated in 1942. The hatch came from the starboard side of the Campbeltown's deckhouse, which largely disappeared in the blast. 

On March 26 1942, the WWI-era destroyer HMS Campbeltown departed Falmouth on a mission to damage the drydock in St. Nazaire, France, hoping to take it out of service and deny the German Navy a valuable repair yard. Campbeltown was lightened, armed with extra 20mm guns on deck and packed with 4.5 tonnes of explosives in her bow. 

In the early hours of March 26, on a high tide, she navigated over the shoals at the entrance to the Loire, and she successfully fooled German defenders for a few minutes by transmitting a German identification code. The ruse only lasted a short while, and she fought her way into the harbor under heavy fire. She rammed the dock gate at 19 knots, driving her bow up onto the structure about 30 feet. After a timed delay of several hours, the charge in the ship's bow blew up, destroying the gates, killing several hundred German personnel, and knocking the giant dry dock out of action for the rest of the war.

She was accompanied by 16 torpedo boats carrying commandos. Most of the launches were destroyed by German fire as Campbeltown made her final run. The survivors landed and blew up dockside installations, destroying much of the infrastructure around the port.

The raid was an unqualified success, but the cost was high. Of the 611 commandos and sailors who took part in Operation Chariot, 169 were killed and 200 were taken prisoner. Only four motor launches out of 16 made it home, and just 242 men returned to Falmouth after the raid.  

Marc Braeuer with Campbeltown's No. 6 hatch (Royal Navy)

The hatch is a rare reminder of Campbeltown's victory. During port upgrades at St. Nazaire, workers found the metal panel about 100 yards away from the Normandie Dock, where the vessel's massive bomb detonated. After cleaning it, they found clear markings reading "Door No.6. Collision. Close and Dog Immediately." 

The blast-damaged hatch was saved and stored by one of the managers of the seaport. Eventually it came to the attention of Marc Braeuer, director of the nerarby Musée Le Grand Blockhaus. Braeuer and his brother stepped in to take care of the artifact, and they carefully researched its design to confirm its identity. The exterior hatch is visible in one of the few surviving photos of Campbeltown in the hours just before she exploded. 

The exterior bulkhead No. 6 hatch, circled in red (Royal Navy)

 

Maersk Resumes Liquidation of its Russian Container Shipping Subsidiary

St Petersburg file image
Andrew Shiva / CC BY-SA 4.0

PUBLISHED MAY 5, 2024 2:34 PM BY THE MARITIME EXECUTIVE

 

 

Maersk has resumed the process of liquating its Russian subsidiary, Maersk LLC (St. Petersburg), as part of its final steps of exiting the country. According to a notice published Friday by the Russian Unified State Register of Legal Entities (Fedresurs), A.P. Moller-Maersk made the decision to liquidate Maersk LLC in April.  

Maersk had initially started liquidating its Russian container shipping subsidiary in 2022, with all employees dismissed through mutual agreement in February 2023. However, the liquidation process was later canceled in June 2023, according to local media reports.

In its regulatory filings for last year, Maersk LLC stated that it did not receive any revenue for the period, as there were no activities due to being in liquidation.

Maersk formally ceased Russian-related operations in 2022 and went on to divest its key assets in the country. These include selling two key logistics sites - an inland container depot in Novorossiysk and refrigerated containers warehouse in St. Petersburg.

Among the last assets in Russia were four tugboats under Maersk’s towage division Svitzer, which a Russian court had seized last year following a dispute with Svitzer’s customer Sakhalin Energy. However, early this year, Svitzer announced that it had managed to sell the four tugboats to a Chinese buyer.

 

Equatorial Guinea May Be Holding S. African Engineers Over Seized Yacht

Blue Shadow
Blue Shadow (broker listing file photo)

PUBLISHED MAY 6, 2024 3:30 PM BY THE MARITIME EXECUTIVE

 

The government of South Africa is working to secure the release of two oil and gas executives who were charged and swiftly convicted of drug trafficking in Equatorial Guinea last year. They were arrested just days after South African courts seized a superyacht belonging to the country's ministry of defense, the Blue Shadow, and their 12-year prison sentence is widely believed to be a politically-motivated form of retaliation. 

Authorities and open source intelligence researchers have linked the vessel to vice president Teodoro (AKA Teodorin, Teddy) Nguema Obiang Mangue, son of lifelong ruler Teodoro Obiang Nguema Mbasogo. The Obiang family has controlled Equatorial Guinea for so long that six U.S. presidents have come and gone, making the elder Teodoro Obiang the world's second-longest-ruling national leader (other than royalty). Under his leadership, the Obiang family holds almost all political power, and their government has repeatedly been accused of corruption and human rights abuses. Foreign authorities periodically seize houses, cars, properties and luxury goods allegedly linked to the president and vice president, including a Parisian mansion and wine collection seized in 2012; a $30 million Malibu estate and a Ferarri in 2014; and a $27 million collection of luxury cars in Switzerland in 2016. The younger Obiang is sanctioned in the UK for corruption and has been fined in France for a similar offense. He has denied any wrongdoing. 

The latest case stems from a civil suit brought by a South African businessman, Daniel Janse van Rensburg. In 2013, after a business deal with an Equatoguinean politician soured, van Rensburg was arrested by the Obiang regime and detained in a notorious prison. Upon his release and return home, he sued Vice President Obiang in South African courts for unlawful arrest and torture. 

In February 2023, van Rensburg won a judgement against the vice president and convinced a South African court to seize two mansions and a superyacht, the Blue Shadow, which was at a yard in Cape Town for repairs. He secured a financial settlement and the vessel was released; AIS shows that it transited back to Malabo, Equatorial Guinea.

For official purposes, the luxury vessel belongs to the Equatoguinean defense ministry, but transparency campaigners say that there is little difference between the Obiang family's personal holdings and the property of the state. The yacht has no known capability for ISR, interdiction, surface warfare or other applications as a defense-related vessel.

Bellingcat, an established open-source intelligence foundation that made its name unmasking Russian covert operations, has linked the movements of Blue Shadow to the itinerary of Vice President Obiang's private. In one example in late 2023, the yacht and the plane arrived in Sardinia at about the same time. The plane then transited to Milan, where the Vice President released a photo of himself attending the Milan Fashion Week.

In early February 2023, two days after Blue Shadow was seized by the South African court, Equatoguinean police detained two South African oil and gas engineers, Frik Potgieter and Peter Huxham. They were one day away from returning home, and the police arrested them in their hotel. They were tried in June 2023 and were convicted - allegedly without evidence or an opportunity to mount a defense - and sentenced to 12 years each.  

South Africa's foreign minister, Naledi Pandor, visited Equatorial Guinea over the weekend to discuss the case with the Equatoguinean government and negotiate for the two engineers' release. South Africa's political opposition, the Democratic Alliance, welcomed the news and said in a statement that the diplomatic effort is long overdue. 

 

To Safely Transit the Red Sea, Shadow a Chinese Ship

COSCO
File image courtesy Fletcher6 / CC BY SA 3.0

PUBLISHED MAY 5, 2024 4:10 PM BY CIMSEC

 

 

[By Clay Robinson]

It was a sunny morning with calm seas on March 6, 2024, a fine day for sailing the tranquil waters of the Gulf of Aden. The crew of M/V True Confidence, however, were on edge: less than 10 hours before, their ship had come under attack from a Houthi-launched Iranian missile. Through sheer luck, the missile missed its intended target, and the ship continued its westerly journey bound for Jeddah, Saudi Arabia. At 11:34 AM, the crew’s luck ran out: another Houthi missile ripped through the deck house, exploding in a massive fire ball that set the bridge ablaze. Two innocent civilian mariners were killed and four more critically injured. The captain ordered the fifteen surviving crew to abandon ship, leaving it adrift and in flames, yet another victim of the Houthis’ senseless and indiscriminate violence. 

Red Sea Fast Pass: Chinese Opportunism

Even as the tumultuous situation in the Red Sea takes ever more deadly and dangerous turns, China continues to sit idly by and reap the economic and diplomatic benefits thanks to the Houthis’ Iranian patronage and their own calculated self-interest. While much of the world’s shipping has been forced to take longer and more expensive routes to avoid Houthi missiles in the Red Sea, Chinese shipping continued virtually undisturbed, protected as it were under a modern day “non-aggression pact” between China and Houthi forces. However, just a few days after the Houthis granted this assurance to China that their ships would not be targeted in exchange for political support, on March 23, 2024, a Houthi missile struck the Chinese-owned M/V Huang Pu. Houthi spokesmen were unusually tight-lipped4 after this attack, likely the result of severe chastisement behind the scenes by both China and Iran, and will take extra efforts to avoid targeting Chinese shipping in the future.

It is not clear yet whether this Houthi attack should be attributed to an administrative oversight, missing that M/V Huang Pu’s ownership had recently transferred to China. Or perhaps the Houthis were targeting another vessel nearby. Either way, the safest place to transit the Red Sea is now onboard Chinese-owned ships.

The combination of the Houthi’s public agreement with China to not target their shipping and the likely private reprimand after striking the M/V Huang Pu sets up a scenario whereby Chinese shipping will be getting a free pass through the Red Sea. That provides China a significant competitive advantage at the precise moment its economy is starting to falter. There is a way, however, to both remove that advantage and force China to abide by its international obligations.

The time has come to exact a cost on this unbridled Chinese opportunism.

Panda Express: A Proposed Convoy Operation

The idea is simple: vulnerable multinational commercial vessels would closely shadow Chinese ships as they transit safely past Houthi missile launchers in a convoy-type operation. The Houthis, knowing their targeting is lacking, would refrain from shooting lest they accidentally hit a Chinese ship and anger both Beijing and Tehran. The U.S.-led Combined Maritime Forces or the European Union Naval Forces’ Operation Aspides are the most obvious candidates to organize such a convoy – nicknamed Panda Express – but arguably it could be self-organizing or organized under an alternative multinational coalition. The shipping industry could institute a loosely organized program to surreptitiously appropriate passive escort of commercial vessels by Chinese vessels sharing the same shipping lanes. In short, these vessels will shadow Chinese vessels at a safe but proximate distance such as to keep the Chinese vessel between them and the direction of the Houthi missile threat. A limited handful of multinational commercial vessels will transit under the shield of the security that each of the Chinese vessels enjoy, taking advantage of a reliable and predictable, yet passive escort courtesy of China.

The current situation (Figure 1) consists of multinational commercial vessels transiting independently under the impressive but less-than-omnipresent protection of the multinational warships participating in Operation Prosperity Guardian and Operation Aspides. These warships endeavor to intercept Houthi missiles and attack drones targeting commercial shipping.

Figure 1: Status quo of Operation Prosperity Guardian. (Author graphic)

A brief vignette will serve as an example of what Panda Express might accomplish. Prior to a southbound transit of the Red Sea, a multinational commercial vessel will loiter temporarily at the southern end of the Suez Canal, awaiting the passage of another southbound Chinese vessel. This will occur ostensibly every few hours as an average of over five Chinese vessels transit the Suez Canal per day. The multinational vessel will then take station on the starboard quarter of the Chinese vessel at a safe distance, but in close proximity such that a sort of passive, perhaps even unwitting, screen of the vessel by the Chinese vessel will occur (Figure 2).

Figure 2: Panda Express concept. (Author graphic)

Some might argue that Panda Express would put innocent civilian mariners at risk by shadowing Chinese merchant vessels, and from a practical standpoint, that threat would exist. But therein lies its value as a deterrent because the Houthis have already stated that they will not attack Chinese shipping. As the two vessels reach the Bab el-Mandeb Strait, air defense vessels of Operation Prosperity Guardian and Operation Aspides can provide a more robust ability to detect and engage any Houthi missile that might be close enough to discern the multinational vessels from the Chinese one. Once through the western reaches of the Gulf of Aden and outside the threat area, the vessel can once again resume navigating independently.

Panda Express leverages opportunities fomented by China for both a protective and influence advantage. This concept is not an evaluation of the technical aspects of a possible tactical advantage on a notional battlefield. Assessments would need to be made about just how close these vessels would have to transit near their Chinese escorts to achieve sufficiently low levels of probability hit (PH) or probability of kill (PK) for inbound Houthi missiles. Similarly, there would be limits to how many vessels could safely transit in company with each Chinese vessel. This concept is rather about taking advantage of the deterrent value of the present situation and using it as a way to exact diplomatic costs on China for sticking to its opportunistic agenda in the Middle East. This is a way to erode China’s economic and diplomatic advantages by highlighting China’s malign opportunism and providing safe passage through the Red Sea. Panda Express is a low cost, legal, and pragmatic way to compete with China.

What will Panda Express accomplish? This escort tactic would begin to serve as a strategic deterrent against Houthi attacks in three ways. First and foremost, the risk of the Houthis accidentally hitting a Chinese vessel while targeting other vessels one would be too great, and it would deter attacks on any ships traveling in close company with Chinese ships. Additionally, Panda Express could reduce the strain on the contingent of warships supporting Operation Prosperity Guardian and Operation Aspides that are spread very thin by helping to better position these assets in order to more efficiently focus their layered defense on the places where they can be most effective. Lastly, diplomatically, China could be held accountable for malign hedging behavior and an opportunistic silent partnership with Iran. Panda Express could drive China to increase pressure on Iran to rein in all Houthi attacks, not just prevent attacks on Chinese vessels.

How long could Panda Express be sustained? There are risks to be sure, but most are worth accepting. China might stop sending its ships through the Red Sea, but this is extremely unlikely. The Suez Canal and Red Sea serve as the primary route for China’s westward shipments of goods, including around 60% of its exports to Europe, representing one-tenth of the Suez Canal’s annual traffic. China cannot afford to avoid the Red Sea route altogether.

The maritime shipping industry can determine that the cost of loitering at the entrances to the Red Sea and the Gulf of Aden to wait for Chinese escort are too high. Yes, loitering temporarily for a few hours costs some money, but it is also likely to be far less than transiting around the Capes of Africa.

All this cat and mouse activity on the high seas might lead to collisions between vessels, but these are professional mariners with years of experience plying these waters. They can handle it. And, if Chinese ships were to be instructed to somehow attempt to disrupt this passive escort program, it will only cost them more in time and money.

China: A Silent Partner in the Axis of Insecurity

Is Panda Express worth it? Some points to consider: Chinese leaders have repeatedly claimed they hold very little sway over Iran, and by extension the Houthis; however, several key factors seem to indicate otherwise, and China’s opportunistic fingerprints are all over the Red Sea crisis. China asked Iran to rein in the Houthis. China is not alone in asking Houthis to cease the attacks. Yet, the Houthis publicly stated only Chinese and Russian ships have a free pass.

China knows its ships are safe, too. Despite having a significant naval presence in the region, China has kept its Naval Escort Task Force (NETF) out of the Red Sea, choosing instead to loiter in the safer waters of the eastern Gulf of Aden. In late February, the Chinese Defense Ministry denied the 46th NETF deployment is related to the Red Sea crisis and reiterated that it is a “regular escort operation.”10 That none of these NETF vessels are needed in the Red Sea to ensure the safe passage of Chinese shipping is proof China knows its vessels are exempt from Houthi attack.

China does indeed have influence over Iran and, by extension, the Houthis in what has now become an “Axis of Insecurity.” Panda Express would reduce the likelihood of new attacks like that on M/V True Confidence and M/V Huang Pu and put direct pressure on China to either explain to the court of international opinion why shadowing Chinese vessels is a safe tactic, or influence Iran and the Houthis to end their aggression in the Red Sea altogether. Either way, China loses, and the rest of the world wins. It’s time to order Panda Express.

Commander Clay Robinson is a retired surface warfare officer and antiterrorism/force protection specialist. He has worked for the U.S. Department of Defense since 2017 as a strategic planning specialist and is currently an Adjunct History Instructor with the U.S. Naval Community College. He served on board the USS Russell (DDG-59), USS Laboon (DDG-58), and USS Nitze (DDG-94), and commanded Maritime Civil Affairs Squadron One (MCAS-1).

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

Top image: File image courtesy Fletcher6 / CC BY SA 3.0

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

ALT FUELS

Fortescue’s Ammonia-Fueled Ship Runs Propulsion and Maneuverability Tests

Forescue Green Pioneer
Fortescue Green Pioneer completed ammonia propulsion and maneuverability tests using ammonia and biofuel (Fortescue)

PUBLISHED MAY 6, 2024 1:47 PM BY THE MARITIME EXECUTIVE

 

 

Sea trials continue for the first vessel operating on ammonia, an offshore supply vessel converted by Australia’s Fortescue. Earlier this year, the vessel completed the first marine bunkering of ammonia, and now after a second bunkering undertook the next phase of its ongoing sea trials.

The testing and trials are being conducted with the cooperation and close supervision of the Maritime and Port Authority of Singapore, where the vessel is registered. The MPA developed stringent safety protocols and reports it conducted Ammonia plume modeling and drone surveillance to support safety and incident planning and response. With a lack of maritime regulations in place for ammonia as a fuel. the MPA is using these first trials to develop the model for safe handling and operation of ammonia-fueled vessels.

Fortescue completed the conversion of the 2010-built MMA Leveque (3,100 dwt) in 2023 into the world’s first operational ammonia-fueled vessel. One of the four Cummins engines was converted for ammonia. The 246-foot PSV made her debut as the Fortescue Green Pioneer in late in 2023 and received the first notations from DNV and Singapore for ammonia operations after loading three tonnes of liquid ammonia and conducting seven weeks of tests in February and March 2024.

The next round began by loading a further four tonnes of liquid ammonia, along with diesel and Hydrogenated Vegetable Oil, a second-generation biofuel. Between April 23 and May 2, they conducted trials involving propulsion and maneuverability. The trials also included tests to validate the management of nitrogen-based emissions. They also assessed the vessel’s engine capability to operate on varying amounts of biofuel in combination with ammonia.

The trials took place in the Raffles Reserved Anchorage off Singapore. They are looking to complete the certification of the vessel and demonstrate the ammonia-fueled operations for the future of the maritime industry.

During February and March, the vessel completed a series of fuel trials. During those tests, the vessel was at anchor demonstrating the ammonia storage system, associated piping, gas fuel delivery system, retrofitted engines, and seaworthiness.

Fortescue is working with research institutes, industry partners, and government agencies including the MPA and DNV. The company plans to use the PSV to drive awareness of ammonia and demonstrate its operations for the marine sector. 

Several other pioneering projects are also expected to proceed, including NYK is leading an effort in Japan to convert its LNG-fueled tug to begin operations later this year fueled by ammonia. So far, only a handful of ship owners have ordered ammonia-fueled vessels as they wait for these demonstrations and the commercial introduction of the engines and fuel systems required to adopt ammonia as a marine fuel.


USCG Agreement Sets Development Pathway for First Hydrogen-Power US Towboat

hydrogen powered towboat
Rendering of the design for the Hydrogen One towboat (Elliott Bay Design Group)

PUBLISHED MAY 6, 2024 4:14 PM BY THE MARITIME EXECUTIVE

 

The project that has been underway for the past several years to develop the U.S.’s first hydrogen-power towboat reached a critical agreement with the U.S. Coast Guard that provides a pathway forward. Maritime Partners, which is leading the project, signed a Design Basis Agreement with the USCG for the Hydrogen One towboat that will use a novel technology that produces hydrogen aboard the ship eliminating the challenges of bunkering and storing hydrogen.

“The signing of this agreement opens the pathway for us to deploy our technological capabilities,” said Bick Brooks, co-founder and CEO of Maritime Partners. “With this, Hydrogen One is one step closer to becoming the world’s first vessel to utilize hydrogen generator technology greatly reducing emissions, increasing efficiency, and providing a model for cleaner energy use as the industry continues to seek ways to decarbonize.”

The DBA process was established by the U.S. Coast Guard to set the rules for new and novel technology proposed for installation on marine vessels. By reaching the agreement, they explained that the project would be working towards an agreed-upon framework with the U.S. Coast Guard for the design, arrangement, and engineering aspects of the power system and associated safety systems. It established a plan for the review, inspection, and eventual certification of the Hydrogen One.

The towboat is being designed as a first-of-its-kind vessel using new, cleaner, fuel cell technology that works by converting stored methanol to hydrogen. The produced hydrogen is output, on-demand, to the fuel cell to generate power for the vessel.

When the project was revealed in 2021, they said the towboat would be nearly 89 feet (27 meters) and designed to push barges from the Port of New Orleans along the Mississippi River and its tributaries. They projected the vessel will be able to travel for up to about four days at a speed of 6 knots, or cover a total of 550 miles, with a load between fueling. The concept called for a propulsion system capable of generating up to 2,700 HP propulsion power, with 1,700 HP generated by the fuel cell and the remainder from batteries.

The partners report that a string of successful tests of the technology were completed in Sweden in 2023. They said it demonstrated the viability of the technology as the sole power generation source for the vessel’s propulsion.

Maritime Partners worked with several industry leaders on the Hydrogen One project, including Seattle-based Elliott Bay Design Group, which is designing the towboat, and Intracoastal Iron Works which was selected as the shipyard to build the vessel. e1 Marine, which holds the license for the technology also worked with RIX Industries, Power Cell Group, among others, to work through the U.S. Coast Guard requirements. ABB Marine & Ports reported in 2021 that it would also participate in the project providing the electrical propulsion plant, including motors, transformers, and the integration of the fuel cell system.

Only a handful of hydrogen-powered vessels have entered service, mostly in Europe. In the U.S. the Sea Change ferry went through a long development process which experienced delays after the hull was launched in 2021 before it finally arrived in San Francisco in 2023. By entering the DBA process, the goal is to ensure a smooth process to move the Hydrogen One through design and into operation.