Choosing the Right Flag

There’s something for everyone in the flag state business.

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Published Oct 20, 2024 3:00 PM by Pat Zeitler

 

(Article originally published in July/Aug 2024 edition.)

 

The global supply chain is dependent on an efficient maritime transportation system, and flag states are the catalyst for ensuring the integrity of this system.

Their role is complex and multi-layered. Registries simultaneously serve as regulatory enforcers and shipowner advocates while also competing against each other to attract business. In a world where shipowners face all kinds of challenges – ambitious IMO regulations demanding zero emissions by 2050, armed conflicts disrupting shipping routes and a labor shortage affecting every skilled position at sea – the best way to avoid headaches is to choose the right flag for their vessel.

One-Stop Consultancy

Global Maritime Consultants Group (GMCG) can help. It’s a one-stop consultancy with a deep appreciation of the variety of roles flag states perform in the global supply chain.  

For over 35 years, shipowners have relied on GMCG for services such as marine surveys, counsel in matters of maritime law, engineering support and seafarer training. GMCG helps owners liaise with registries and port states and understands the relationship between owners, registries and the IMO.

“Beyond enforcement, a registry plays a crucial role in supporting the day-to-day operations of vessels,” says Ranim Obeid, GMCG’s Head of Legal Services. “Effective registries provide the necessary framework for compliance and operational efficiency.”

The company operates out of 19 global locations providing 24/7 customer support and has built a reputation for excellence. It works with every major registry and knows shipowners will seek registries that meet their own unique requirements. Registries that can provide technical assistance for retrofitting older vessels, offer financial incentives for compliance and support the adoption of alternative fuels are highly desirable as are those that host international forums and provide up-to-date guidance on evolving regulations.

There’s something for everyone, and GMCG can help you find it.

Estonian Transport Administration

One of the biggest challenges facing flag states and owners alike is how to retrofit currently active, seaworthy and capable older vessels to be compliant with future green IMO initiatives. In this regard, the Estonian Transport Administration (ETA) is taking a proactive approach by creating a retrofit hub in Estonia with state-assisted financing when utilizing top-tier contractors. 

Helena Rattus, head of ETA’s Maritime Development & Competitiveness Department, says, “We told shipowners ‘We’re listening, and we’d like to improve our service.’ Shipowners told us it’s all about service. They need 24/7 service, fast responses, constant cooperation and support. They want a partnership between the ship and the flag state.” 

Estonia is taking what they hear from shipowners seriously. Its policy of “Bringing ships under Estonian Flag” promotes Estonia as a maritime country, and the best method for accomplishing this is to offer favorable conditions for owners. 

These conditions include four key features. The first is a simple and transparent tax system along with state aid benefits. The second is digital solutions such as an automated system with 99 percent of government services available online 24/7. The third is a competitive and developing business environment that is welcoming to start-ups and offers opportunities for discussion with the Estonian Business & Innovation Agency for financial support.

The fourth key feature is the variety of high-quality shore services. Estonia has a long and proud maritime history and offers extensive ship repair and shipbuilding facilities. Owners who qualify sail under a flag that promotes green shipping, is highly digitalized, business-friendly and distinguished for its commitment to international standards. It’s a flag of quality, not convenience.

Cayman Islands

The Cayman Islands Shipping Registry (CISR) is a key supporter of the global maritime economy. Evolving from the Cayman Islands’ rich historic seafaring and shipbuilding industries, CISR recently celebrated its 120th anniversary.

It views the role of the flag state as being the primary interface between the IMO and owner/operators and being ultimately responsible to ensure that vessel operations are conducted as safely and efficiently as possible.

Coming into full force in March 2024, the Merchant Shipping Act updated previous legislation, enabling the CISR fleet to stay current, if not ahead of international regulatory conventions. CISR supports its clients at the operational level by posting up-to-date guidance and coordinating appropriate responses, something all vessel operators can appreciate considering the recent conflicts and geopolitical turmoil that have negatively impacted maritime trade in the past two years. 

Owners who register with CISR benefit from a flag state that is on the White List of the Paris and Tokyo MOUs and is a member of the U.S. Coast Guard’s Qualship 21 program. Additionally, CISR is part of the Red Ensign Group and with a Category 1 status can register ships of unlimited tonnage.

Yacht owners find it very appealing to be a part of the Red Ensign Group, and why wouldn’t they? Having their yacht registered under the protection of the British Royal Navy makes the sailing just a little bit smoother.

Panama Maritime Authority

With over 700,000 seafarers, a fleet of over 8,600 vessels and arguably the most geographically advantageous location in the Western Hemisphere, the Panama Maritime Authority (PMA) is the industry’s largest registry. 

Established in 1917, it joined the IMO in 1958 and has been a Category A (top 10 states with largest interest in international shipping) member since 2002. PMA sees two major challenges for shipowners. The first is decarbonization and the second is vessel performance.

For both issues, PMA is full ahead to advocate and support its clients as an active participant in all discussions with the IMO while aligning itself with IMO’s 2050 agenda. It balances the role of vessel owner advocate with enforcing international regulations in a consistent and accurate manner to optimize the performance of each flagged vessel.

The registry boasts a network of 53 Merchant Marine Private Consulates and 14 Segumar International Technical Offices located across the globe.

Maritime Cook Islands

Shipowners looking to register under an open flag should consider Maritime Cook Islands (MCI).

Established in 2001, it’s arguably the fastest growing open registry with a fleet that numbers over 900 vessels. Knowing that owners have choices with respect to selecting the optimal registry, MCI continues to expand its market share by prioritizing customer service and improving its Port State Control performance to achieve White List status on the Paris and Tokyo MOUs.

MCI’s many advantages include electronic certification and forms, in-house technical experts, global 24/7 support, IMO representation and IMO STCW White List status. Registering under MCI offers owners an efficient and relatively quick process for incorporating an offshore company based on vessel ownership, a shrewd move that results in tax exemption benefits. 

MCI has no restrictions on the nationality of seafarers employed on its flagged vessels, another huge advantage for vessel owners struggling to crew their ships.  

Palau International Ship Registry

Established in 2010, the Palau International Ship Registry (PISR) is headquartered in Piraeus, enhancing its ability to make strategic decisions independently and resulting in a highly responsive management structure –  something of great value to shipowners requiring immediate support. 

PISR knows the maritime industry is at a critical crossroads and believes the two biggest concerns for vessel owners are the attacks on shipping in the Red Sea and increasingly stringent environmental regulations. With respect to the Red Sea, PISR keeps open communications and advises clients based on guidance from IMO, BIMCO, Combined Maritime Forces and the “Guidance for Shipping Navigating the Southern Red Sea.” Regarding the environment, it supports IMO initiatives and advocates for a more comprehensive and adaptable system.

PISR’s fleet includes a variety of vessel types including bulk carriers, tankers, ro-ros, yachts, tugs and barges. The flag prides itself on customer service. From providing a globally top-tier digital ship registry to transparent fees, for PISR the real difference lies not only in its services but in how they deliver them.

Something for Everyone

While shipowners have many challenges, they also have many options when deciding on a flag state. 

“As environmental regulations tighten, the importance of robust ship registration services becomes paramount,” states Jaun Maltez, Regional Director of the Americas for Global Maritime Consultants Group. “At GMCG, our expertise ensures that our clients' vessels are not only compliant with international standards but also operate efficiently and sustainably. We are dedicated to guiding shipowners through the complexities of registration and compliance with confidence and ease." – MarEx

Frequent contributor Pat Zeitler is Director of Business Development & Program Advancement at The Ocean Corporation in Houston.

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

 

IMO Honors Lahaina Responders With Bravery at Sea Award

The fire at Lahaina, as seen from a Coast Guard response boat on August 8 (USCG)

Published Oct 20, 2024 4:55 PM by The Maritime Executive

 

On Friday, the IMO honored Coast Guard members and good Samaritans who responded to the Lahaina wildfire last year. Their actions saved or assisted dozens of local residents who were attempting to flee the devastating blaze that swept through the city.

On August 8, 2023, a major wildfire started on the outskirts of Lahaina, Maui. Propelled by winds from a strong high-pressure weather system and fueled by tall grasses, the blaze swept into the city that evening, destroying over 2,200 buildings and killing more than 100 people in a matter of hours. Survivors said that the  evacuation was self-organized, with little guidance or warning from city officials, and traffic hampered the movement of those who attempted to flee by car. Dozens escaped a firestorm on the waterfront by jumping into the harbor. The severity of the situation and the effectiveness of the response were exceptional: Coast Guard responders and good Samaritans rescued 20 people along the shoreline and assisted about 40 more over the course of August 8-9.

In a ceremony at the J. Walter Cameron Center in Wailuku, Hawaii, the International Maritime Organization presented five Coastguardsmen and four good Samaritans with its Honours for Exceptional Bravery At Sea award for their role in the response. The award recognizes those who risk their own lives to save others or prevent damage to the marine environment. The highest-level award is granted to nominees who perform the "most outstanding act of bravery in a situation of grave danger to themselves or others and under very difficult conditions." 

Typically the awards are announced and presented at IMO headquarters on a major occasion, but in exceptional circumstances, the ceremony may be held elsewhere - in this case, Hawaii. 

“Attempting to rescue those in peril is among the noblest of human undertakings,” said Arsenio Dominguez, secretary general of the International Maritime Organization. “The courage and professionalism displayed . . . are truly noteworthy.” 

At the same event, the United Services Organization honored Petty Officer 2nd Class Joshua Marzilli, a boatswain’s mate from Coast Guard Station Maui, as its 2024 USO Coastguardsman of the Year. 

Boatswain Mate 2nd Class Joshua Marzilli was the coxswain in charge on scene, and he and his crew arrived at Lahaina to respond to reports of up to 100 people who had jumped into the water to escape the fires. The surface conditions were hazardous for swimmers, including 25-knot winds, three-foot seas and less than 10 feet of visibility near the shoreline from the heavy smoke. 

Working from outside the reef line in the dark, Joshua and his crew used a loudhailer, searchlights and a visual search to look for survivors. They spotted lights on shore and determined that there might be people stuck on the beach. 

Marzilli volunteered to jump in and swim to shore on a tether line. The first attempt was not successful, and his crew hauled him back to the response boat. Instead, he worked with a good Samaritan boat nearby, which donated two surfboards and an inflatable dinghy to help them get over the reef. An off-duty lifeguard from the good Samaritan vessel joined Marzilli, and they paddled together on the surfboards, carrying lifejackets. They retrieved two children from the shore and paddled back out through the surf to bring them to safety. Marzilli continued to help on shore and afloat through the night, rescuing three people on the beach with the Maui Fire Department and two more independently with his response boat crew. 

Coast Guard Sector Honolulu also presented 26 local skippers and crew members from the Trilogy II, Expeditions, Majorie Ann, Reef Explorer, and Ali’i Nui with letters of appreciation, and it awarded Coast Guard Lt. Dylan McCall with a Coast Guard Commendation Medal.

“Their selfless actions exemplify true heroism, and we are deeply grateful for their bravery and dedication. Together, they transformed a moment of despair into a testament of hope and humanity for the community of Maui," said Coast Guard Capt. Aja Kirksey, commander, Sector Honolulu. 

 THE CONVERSATION 

Heavy Industries Need Carbon Capture - But It Has to be Done Right

CCS is an essential part of the transition for heavy industries, including shipping, but the details matter

An onboard carbon capture system prototype (DSME)

Published Oct 20, 2024 5:37 PM by Myles Allen

 

 

The UK government has given the go-ahead to carbon dioxide capture and storage (CCS) schemes worth £22 billion (US$28.6 billion). Critics are insisting that this technology – which involves capturing carbon as it is emitted or taking it back out of the atmosphere, then pumping it into rocks deep underground – is unsafe, unproven and unaffordable. Defenders are responding with painstaking rebuttals.

Could the whole debate be missing the point? I think it is better to focus on the big picture – why we need CCS to work – rather than playing whack-a-mole with every objection to individual projects.

The case for CCS boils down to waste disposal: we are going to make too much carbon dioxide (CO?), so we need to start getting rid of it.

By burning fossil fuels and producing cement alone, we will generate more CO? than we can afford to dump into the atmosphere to have any chance of limiting global warming to close to 1.5°C – even after accounting for the capacity of the biosphere and oceans to mop it up.

So, we need to start disposing of that CO?, safely and permanently, on a scale of billions of tonnes a year by mid-century. And the only proven way of doing this right now is to re-inject it back underground, through CCS.

Keep our options open

The world is not giving up fossil fuels any time soon, and the transition is going to be difficult enough without tying our hands by ruling out CCS.

The questions we should be asking are: will enough “green hydrogen” – produced from water using renewable electricity – be available to power all the industries that will need it, given all the other new demands on the electricity grid? Will we still need gas as a back-up to deal with the vagaries of the weather in a renewable-dominated grid? Can we get by entirely on recycled steel, and eliminate the use of conventional cement in construction (steel and cement are notoriously hard to produce without generating CO?)?

If the answer to any of these questions, anywhere in the world, turns out to be “no” – or even “not by 2050” – then we need CCS.

Would taking CCS off the table focus minds and make us abandon fossil fuels faster? It could equally make us abandon climate targets – ultimately, the most expensive option of all.

Nature is maxed out

What about offsetting continued fossil fuel use with nature-based solutions, such as restoring ecosystems and rewilding? Unfortunately, we are already planning on maxing out nature’s credit card.

In the Intergovernmental Panel on Climate Change’s (IPCC) scenarios in which warming is kept close to 1.5°C, we eliminate deforestation almost immediately, and restore a cumulative total of some 250 billion tonnes of CO? to the biosphere by 2100 – by restoring forests and wetlands, for example.

Over the same period, we dispose of four times that amount of CO? back underground through various forms of CCS – as well as slashing fossil fuel use by 75%-80%.

We cannot bank on stuffing an additional trillion tonnes of CO? into the biosphere over the next 75 years – especially as carbon stored at the Earth’s surface is increasingly at risk of being re-released to the atmosphere as the world warms, forests burn, and peatlands dry out.

Invest, but invest wisely

The fact that we need CCS is no excuse for doing it badly. It makes little sense, for example, to manufacture “blue hydrogen” – produced from natural gas with CCS to limit emissions – from high-emission LNG. UK rules would prohibit this, and there are cleaner gas supplies available, but rules need to be enforced. Above all, we need to make sure the availability of CCS does not encourage yet more CO? production.

This is where critics of government policy may have a point. If CCS is widely available and heavily subsidized, could that just encourage individuals and companies to use more fossil fuels? The danger is real, but it doesn’t mean we should abandon CCS. We need to be smart about how it is implemented.

An injection of government money is, by now, essential to kickstart our CO? disposal industry. But this should not become an endless subsidy which allows private industry to keep profiting from selling the stuff that causes global warming, while taxpayers pay for the clean-up.

Fortunately, there is another way. The EU has shown, in its Net Zero Industry Act, how regulation can force the fossil fuel industry to contribute to the cost of CCS without relying on US-style subsidies.

The UK government could go further, making it clear that, by mid-century, anyone selling fossil fuels in the UK will be responsible for geological disposal of all CO? generated by their activities and the products they sell.

Pricing in permanent CO? disposal would make fossil fuels more expensive, potentially adding 5p per kWh to the cost of natural gas over the next 25 years. That’s cheap compared with the cost of just dumping that CO? into the atmosphere, and would encourage everyone to use fossil fuels more sparingly, which is precisely what needs to happen.

Building a global industry to dispose, safely and permanently, of every tonne of CO? still generated by any remaining fossil fuel use by 2050 will be hard. But if we want to meet our climate goals, we just have to get on with it.

Fortunately, the UK has the right geology, skills and expertise, as well as a history of innovation in climate policy. It also has a clear interest in getting involved in what should become one of the major industries of the second half of this century. And it has a moral obligation, having pioneered taking fossil carbon out of the Earth’s crust, to join the first wave of countries putting it back.

Myles Allen is Professor of Geosystem Science in the Environmental Change Institute, School of Geography and the Environment and Department of Physics, University of Oxford. His research focuses on how human and natural influences on climate contribute to observed climate change and risks of extreme weather and in quantifying their implications for long-range climate forecasts.

This article appears courtesy of The Conversation 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.

 

Video: New STS Crane Topples Old STS Crane at Keelung

Image via Taiwanese social media

Published Oct 16, 2024 6:59 PM by The Maritime Executive

 

On Monday, a heavy lift vessel was delivering a new container crane to the port of Keelung when it hit and destroyed an existing crane. 

At about 1400 hours Monday afternoon, the heavy lift ship Yuzhou Qi Hang was arriving at Keelung with a brand new STS crane. As it pulled into its berth at the port's Pier 20, the top of the new gantry crane contacted and pressed up against the existing STS crane on the wharf. As the ship moved further towards the pier, the new crane pushed the old crane backwards until it was resting on one set of rail wheels, then toppled it over. Unlike most STS crane allisions, the old crane's structure did not buckle before it hit the ground: it was tipped over intact. 

Luckily, no one was injured by the falling crane, and physical damage to other port infrastructure was limited. An estimated four empty containers and one full container were hit, and operations were temporarily suspended in the terminal area. 

The estimated cost of replacement for the lost crane is over $40 million, according to Taiwanese outlet ET Today. The port operator and the vessel operator are in talks with their insurers about responsibility for the damage. 

Taiwan's transport regulators attended the scene of the crash, and the circumstances of the casualty are under investigation.  

Container crane allisions are a rare but recurring event for terminal operators. In March 2021, the container ship OOCL Durban hit an STS crane and a moored vessel as it approached its berth, collapsing the crane and injuring one port employee. The falling crane severely damaged a second, nearby crane as it fell, according to operator Taiwan International Ports.   

 

After Surviving Houthi Attack, Bulker Hits and Sinks Freighter at Dakar

Senegalese social media

Published Oct 20, 2024 10:11 PM by The Maritime Executive

 

 

A freighter at the port of Dakar, Senegal sank at the pier last week after it was hit by an arriving bulker, according to the local port authority. That bulker, named by Senegalese officials as the Zografia, appears to be a Greek-owned vessel that survived a Houthi missile attack in January.  

At about 2030 hours GMT on October 15, the Zografia approached the inner harbor at Dakar, Senegal. In circumstances that remain under investigation, Zografia struck the moored vessel Princesse Jessica, which was berthed at the port's Pier 2. The allision caused the Princesse Jessica to capsize and sink at the pier. 

In a statement, the Port Autonome de Dakar emphasized that there was no loss of life; that this form of casualty can occur in any port; and that the "accident has no impact on port activities, which are continuing normally." The port authority suggested that the Princesse Jessica would be refloated swiftly.

"The Port Autonome de Dakar has a robust operational system and is working closely with the relevant administrations to respond effectively and minimize the impacts," the agency said in a statement. 

Zografia herself survived a major incident earlier this year. On January 16, the 55,000 dwt bulker was hit by a Houthi ballistic missile while transiting the Red Sea. The missile penetrated her number two hold from above and exited out through the side of the hull, well below the boot top; Luckily the vessel was in ballast condition, and the penetration was above the waterline. No injuries were reported, and the bulker continued under her own power to Suez Shipyard, where the damage was repaired. 

 

Seven Killed in Dock Gangway Collapse at Sapelo Island, Georgia

Police divers search the area around the broken gangway, Oct. 19 (Camden County Sheriff's Office)

Published Oct 20, 2024 11:15 PM by The Maritime Executive

 

 

On Saturday, seven people were killed and three were seriously injured when an aluminum gangway suddenly collapsed at a ferry pier on Sapelo Island, Georgia. All of the victims were senior citizens, and they were on the island for a festival celebrating the culture and language of the Gullah Geechee, an African American ethnic group from the coastal Southeast.   

The event had ended and the attendees were headed back to Sapelo's ferry landing when the gangway connecting the shore to the floating pier gave way. Bystanders described a chaotic scene of families attempting to pull their loved ones from the water and survivors struggling to stay afloat. “A lot of people jumped in and did what they had to do,” attendee Maurice Bailey told the New York Times. 

The deceased have been named as Charles Houston, 77; Jacqueline Crews Carter, 75; Cynthia Gibbs, 74; Carlotta McIntosh, 93; and Isaiah Thomas, 79; Queen Welch, 76, and William Johnson Jr., 73.

“It is a structural failure,” Georgia Department of Natural Resources chief Walter Rabon told reporters on Sunday. “There should be very, very little maintenance to an aluminum gangway like that, but we’ll see what the investigation unfolds.”

The authorities have identified the contractor that built the dock, which was installed by the state of Georgia in 2020 at the request of island residents. The upgrade project was the product of a federal lawsuit accusing the state of operating outdated ferry infrastructure that could not accommodate people with disabilities. An estimated 40 attendees were on the new, accessible gangway when it collapsed, Rabon said.

The tragedy brought an outpouring of condolences from Georgia and beyond, including from President Joe Biden. The organizers of the festival, the Sapelo Island Cultural And Revitalization Society, thanked supporters for their good wishes.

"Our thoughts and prayers are with the families and loved ones who lost their lives and who were injured," SICAR said in a statement. "The Sapelo Island community is grateful for the outpouring of love and support and we ask that you join us in praying for the families of those who were impacted by this tragedy."

 

Who Will Benefit From Senegal's Offshore Oil Development?

Woodside's Sangomar FPSO (Illustration courtesy Woodside)

Published Oct 21, 2024 12:31 AM by Dialogue Earth

 

[By Mustapha Manneh]

Senegal hopes a move into offshore oil will transform its struggling economy but questions remain about who will actually see the economic benefits.

Oil drilling can provide vital income for poor countries but it can adlso lead to social unrest and environmental damage when mismanaged – on top of the climate impact of burning the resulting fuel. In Senegal, the government’s plans have elicited mixed feelings in a population already struggling with climate change, degradation of traditional fishing grounds, and outbreaks of political violence.

Australian oil company Woodside announced in June that it had extracted the first oil from the deepwater Sangomar field, which sits around 100 kilometres south of Dakar and is the country’s first offshore oil project. Its CEO Meg O’Neill called it “an historic day for Senegal” and her company. The ship sent to harvest oil from Sangomar is named in honour of the country’s first president, Léopold Sédar Senghor.

Some are less happy, however.

Mor Mbengue, a fisher based in the important fishing port of Kayar, just north of Dakar, told Dialogue Earth he had concerns over the future of artisanal fishing.

“We are afraid of a negative impact with the decrease in fishing areas but also the risks of gas or oil leakage,” he says.

The situation in the Niger Delta serves as a cautionary tale. There, initial hopes of economic improvement through oil have been overshadowed by conflict over money and pollution from spills.

Ademola Henry Adigun, an oil and gas governance consultant based in Nigeria, says fossil fuel production can enhance a nation’s economy but will cause harm if not conducted responsibly. Poor management and lack of enforcement of regulations have led to oil spills in Africa in the past, he notes.

“It takes an average of 25 years to clean an oil spill and 15 years for the environment to be back to normal [in the Niger Delta region],” he says. “This all happens because people don’t pay attention to maintenance and core standards of operation.”

A Woodside spokesperson says the Sangomar project is “world-class” and “a circa USD 5 billion investment in Senegal’s energy future”.

They point out that the company has conducted an environmental and social impact assessment which was approved by Senegal’s government in 2019. This, the spokesperson says, “is underpinned by a comprehensive understanding of the marine and socio-economic environment”.

They add that “there will be appropriate mitigation measures adopted with the aim to minimise any impact on the environment and local communities”.

Woodside’s assessment specifies the company will ensure it has “a minimal impact” on fisheries. It also says spills are not predicted, although “there is an inherent risk of spills occurring”. The operation “will implement stringent industry standards and controls” to reduce that risk, and “appropriate management measures to prevent spills of any nature have been identified”.

Fishers fear repeat of the past

Before the “historic” oil drilling by Woodside, other companies were already exploring for gas off the northern coast of Senegal. There, a joint project between Kosmos and BP and the national oil companies of Mauritania and Senegal hopes to start producing liquified natural gas later this year.

Fishers in these waters claim the project has brought additional problems to their community, which was already hard hit by pressure from industrial fishing.

In Saint Louis, a northern city near the border with Mauritania, some fishers say the intrusion of large ships into their fishing grounds has led to their nets being damaged, causing financial losses, although it is difficult to assign such damage to particular vessels.

Lamine Diop, whose family has a long tradition of fishing in the region, says fishers are struggling, as nets are very expensive in Senegal.

“We were hopeful at first, thinking it [the arrival of oil companies] would end our poverty,” he says, adding that he believed the companies would bring revenue and create jobs for the area’s young people. But because of the damage to fishing equipment and disruption, their presence has meant “we are suffering more than before”, he says.

Thomas Golembeski, a spokesperson for Kosmos, says his company has engaged closely with local fishers and funded projects including healthcare, schools and micro-finance for fishers.

He adds that the pressures felt by the fishing community in the Saint Louis region pre-date the discovery of natural gas and Kosmos and BP’s Greater Tortue Ahmeyim offshore gas project.

“Overfishing by foreign industrial trawlers, an influx of foreign-owned fishmeal factories, and licensing requirements to access historic fishing areas in Mauritanian waters are all well-documented issues,” he says.

A BP spokesperson said that “engaging with and supporting local communities” has been important throughout its work on the Senegal gas project. They said the company and its partners have launched a “multi-million-dollar, wide ranging, social investment programme” which has included support for fishing communities such as developing alternative income sources and education.

They added that the project’s environmental and social impact assessment had been approved by governments and regulators in both Mauritania and Senegal.

Woodside stresses that it neither operates nor conducts any activities near Saint Louis.

Senegal’s fossil fuels, Europe’s gain?

Though Senegal’s domestic gas could eventually supply local markets and potentially replace expensive imports of oil, questions remain over who will ultimately profit from the country’s current fossil fuel projects.

After taking office in April, Senegalese president Bassirou Diomaye Faye announced an audit of the oil, gas and mining sectors, but reassured fossil fuel investors they are welcome in the country. Other politicians and industry figures have touted economic benefits, and Woodside says it has already spent some USD 177 million with local suppliers and created 4,400 local jobs.

But the oil and gas itself has largely been earmarked for export. After breaking ties with Russia, many western countries have turned to African countries with gas and oil potential like Senegal for their energy needs.

“African countries mainly produce gas and oil for Western nations, to the detriment of their citizens, who receive limited benefits from the revenue,” says Amos Wemanya, a climate and energy activist based in Nairobi.

Australian-headquartered Woodside has an 82% interest in the Sangomar field, with state-owned Petrosen holding the remaining 18%. Other parts of the drilling area are divided 90/10 in favour of the former.

“This project illustrates the disproportionate control foreign entities have over Senegal’s natural resources,” says Wafa Misrar, an environmental chemist and policy officer at Climate Action Network Africa.

Prime minister Ousmane Sonko recently announced the establishment of a commission to review Senegal’s oil and gas contracts, and promised to “re-examine them and work to rebalance them, obviously in the national interest”.

To drill or not to drill?

Energy policy in Africa is at a critical juncture amid tension between climate challenges and the urgent need for both economic transformation and a solution its energy crisis.

Climate change brings multiple threats to Senegal, including sea level rise in its low-lying and highly populated coastal regions, droughts damaging agriculture, and negative changes to fisheries.

More than three quarters of the 774 million people living without access to electricity globally are in Africa. In Senegal, only 68% of the population have access to electricity.

Meanwhile, the African population is expected to grow from 1.5 billion today to 2.5 billion by 2050. With increasing incomes and urbanisation, energy demand is only going to soar.

Many have pinned their hopes on homegrown fossil fuel supplies as a way to deal with this crisis. Some also argue that, given the continent’s miniscule contribution to global emissions, African countries have a right to utilize their fossil fuel resources.

Alagie Jinkang, a researcher at the University of Bologna in Italy who studies overfishing and border violence in Senegal, says he is concerned about environmental and health impacts and the involvement of foreign companies. But, he adds: “We should utilize natural resources such as gas and oil as soon as possible because we can’t wait any longer. These resources offer significant benefits, including GDP growth, job creation, and opportunities for students to learn how to utilize these resources without relying on foreign capital.”

Misrar has a different take. She believes that, rather than investing in an unsustainable path of extraction, “Senegal has the opportunity to lead by fully committing to renewable energy”.

“This would not only bolster the country’s development but also set a powerful precedent for the continent,” she says.

Sources for renewable energy are abundant on the African continent, so it is seen as a potential solution to its energy crisis. Africa could use current renewable energy technologies to produce an estimated 1,000 times its projected energy needs by 2040, as well as exports, but faces challenges in accessing financing and technologies.

What is more, the African Union’s Energy Transition Program highlights that African oil and gas assets are more expensive to develop and operate than many global rivals, and more carbon intensive.

Senegal is also active in the UN climate process, which focuses on clean power, emissions reduction, and climate resilience. It presented an ambitious clean energy plan in 2020 and by 2023 had already met renewable energy targets.

It has also entered into a Just Energy Transition Partnership (JETP), backed by France, Germany, the European Union, the UK, and Canada, through which $2.74 billion has been pledged to develop renewable energy and speed up its transition to a low-carbon economy.

The country’s previous president, Macky Sall, hoped that support from Europe and Canada would help the country generate 40% of its electricity from renewables by 2030. His successor has inherited a country that is now a fossil fuel producer, and all the tension that comes with that.

Mustapha Manneh is a researcher and investigator at The Outlaw Ocean Project and a former reporting fellow there. Previously, he was West Africa regional editor at Dialogue Earth based in The Gambia, was a local producer for a fishmeal documentary called Stolen Fish, and has served as a consultant for environmental NGOs.

This article appears courtesy of Dialogue Earth 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.

 

Canadian Rescue Ship Saves Drifting Tug From Grounding off Washington

MLB crewmembers at the scene with the drifting tug Luther (USCG)

Published Oct 20, 2024 1:26 PM by The Maritime Executive

 

 

On Friday, a combined U.S. Coast Guard and Canadian Coast Guard response team narrowly prevented a tug from going aground off La Push, Washington in rough weather.

At about 1600 hours on Friday, the 130-foot tug Luther was towing a concrete barge about 10 miles off the coast of La Push when it lost steering. The crew called the Coast Guard for help, and a motor lifeboat crew from Coast Guard Station Quillayute River, a helicopter aircrew from Coast Guard Air Station Astoria, and the emergency response tug Lauren Foss were dispatched to assist. The surface conditions on scene included seas of 10–14 feet and 45 knots of wind. Lacking steerage, the crew of the Luther attempted to keep the bow of their vessel into the seas using their twin-screw propulsion. 

The situation aboard the Luther deteriorated in the rough weather, and the tug began taking on water. In order to save their vessel, the crew disconnected from their tow, and they were able to stabilize the situation while awaiting first responders. 

The Lauren Foss soon arrived and began to prepare to take the Luther in tow to a port of refuge - but as they were getting ready, the drifting barge came so close that the crew feared that there was a risk of collision. All crewmembers transferred over to the motor lifeboat for safety, but in the heavy swells, one person fell in the water while making the transfer. The motor lifeboat crew managed to retrieve them from the seas. 

The Luther was drifting towards shore, and to prevent a grounding, the motor lifeboat crew put a coastguardsman back aboard the tug to help attempt a tow. After making a connection, the Lauren Foss attempted to tow the disabled tug to safety - but a line fouled in one of Lauren Foss' props, forcing the tug to return to port. 

The Canadian Coast Guard emergency response tug Atlantic Raven was stationed nearby on the west coast of Vancouver Island, and it diverted to assist. The Raven arrived in the early hours of Saturday morning, along with additional U.S. Coast Guard assets from Neah Bay and Port Angeles. 

With the CCG's help, the U.S. Coast Guard crews set up a tow, and the Atlantic Raven kept the drifting Luther off the beach. They narrowly averted a grounding, as the tug had come within one mile of shore. 

The Luther was towed safely to Port Angeles, and the crew all returned to shore without injuries.

The barge remained missing, and the Coast Guard set up a unified command with the owner, the state department of ecology and the local Makah Tribe to manage the risk of a spill. The barge is carrying 10,000 tons of cement mix and 1,200 gallons of diesel fuel, and search crews hunted for it throughout Saturday in heavy seas, high winds and low visibility. The service announced that the barge had been found on Saturday evening, and the responders began operations to tow it to a safe harbor. 

Atlantic Raven is one of two anchor handling tugs that the Canadian Coast Guard chartered in 2018 to manage the risk of a major casualty off the seaward coast of Vancouver Island, where busy shipping lanes coincide with rough winter weather rolling in from the North Pacific. The Raven and sister ship Atlantic Eagle have about 160 tonnes of bollard pull, twice that of a typical harbor tug, and bring the heavy-weather capabilities of a 250-foot oceangoing AHTS design. 

Luther is a 49-year-old, 3000-horsepower twin screw tug operated by a firm in Seattle, and is among the youngest vessels in the owner's listed fleet. 

In July 2023, Coast Guard inspectors found a leaking steering ram in Luther's steering compartment and ordered it repaired. Five days later, the vessel "was unable to properly maneuver during underway drills." The vessel also reported a hairline crack in the rub rail, causing diesel fuel leakage. These and other deficiencies were corrected to the Coast Guard's satisfaction.

Resolve Marine Hired to Remove Oil From WWII Wreck in Grenville Channel

An oily sheen on the water at the wreck site in narrow Grenville Channel, September 2024 (CCG)

Published Oct 20, 2024 10:14 PM by The Maritime Executive

 

The Canadian government has awarded a contract to Resolve Marine to remove oil fom the WWII-era shipwreck USAT Brigadier General M.G. Zalinski, which grounded and sank in Grenville Channel on B.C.'s Inside Passage almost 80 years ago. It is the latest of several attempts that environmental protection agencies have made to reduce the risk of a fuel leak from the Zalinski, which has been on the bottom since 1946 and is gradually deteriorating. 

The Zalinski was a freighter built in 1919, and was acquired by the War Department at the outset of World War II. After the war ended, she continued serving the military as a cargo vessel on the West Coast. On September 29, 1946, the Zalinski was headed from Seattle to Whittier with a cargo of ammunition and fuel oil when she hit a rock in Grenville Channel, the deep and narrow strait between Pitt Island and mainland British Columbia. Miraculously, all 48 members of her crew were rescued by good Samaritan vessels. 

The wreck was largely forgotten until 2003, when a U.S. Coast Guard cutter spotted a slick on the surface near Lowe Inlet, a small provincial park about halfway up the channel. After a month-long search, a Canadian Coast Guard ROV survey found a wreck site located south of the inlet in about 100 feet of water. The hull was identified as the Zalinski. 

The ship's fuel oil and explosive cargo were not immediately addressed, and the vessel repeatedly released fuel as it continued to deteriorate. In 2013, the Canadian Coast Guard hired a remediation team to remove 600 tonnes of oil from the Zalinski, with a budget of CA$50 million and a 100-person crew.

Commercial divers at work at the Zalinski wreck site, 2013 (CCG)

The work site is difficult, with five-knot tidal currents that interfere with dive operations, and the shipwreck is upside down and perched on the edge of a steep underwater cliff. Ultimately, the salvors only managed to recover a fraction of the fuel on board because the tanks had collapsed internally, allowing the oil to migrate within the vessel's hull and accumulate in pockets. Return visits in 2015 and 2018 recovered small additional amounts, but pockets remained in inaccessible locations. 

The Zalinski's wreck is upside down, perched on a sloping underwater shelf on the steep channel edge (CCG)

In recent years, the ship’s structure has continued to deteriorate, and some of the remaining fuel tanks have collapsed. According to the Canadian Coast Guard, the deterioration poses a substantial risk of releasing a large amount of oil. At present, only a "minimal" amount of fuel is leaking out from the vessel, and the CCG's concern is for preventing a future spill. 

For this round of cleanup, Resolve Marine has been contracted for a CA$4.9 million remediation project using hot tapping. The objective is to recover as much remaining oil as possible while minimizing the risk of leakage, and CCG spill-control assets are staged nearby as a precautionary measure given the small but possible risk of a release during operations. The work is scheduled to begin in mid-October and is expected to take several weeks; in comments to CBC, the Canadian Coast Guard acknowledged that it may be necessary to return again in future years.   

ZIONIST WAR ON THE UN

Israel blasted by UNIFIL for bulldozing observation tower

United Nations Interim Force (UNIFIL) vehicles patrol in Wazzani village, southern Lebanon, on Sept. 15, 2024. File Photo by EPA-EFE/STR


Oct. 20 (UPI) -- Israel has once again been scolded by the United Nations' peacekeeping force in Lebanon, which accused Israeli fighters of bulldozing one of its observation towers near Marwahin.

"Yet again, we remind the IDF and all actors of their obligations to ensure the safety and security of U.N. personnel and property and to respect the inviolability of U.N. premises at all times," the peacekeeping force, known as UNIFIL, said in a statement.

"Yet again, we note that breaching a UN position and damaging UN assets is a flagrant violation of international law and Security Council resolution 1701."

The peacekeeping force noted that Israeli fighters have repeatedly demanded that UNIFIL vacate its positions along the Blue Line, a demarcation drawn by the United Nations in 2000 to confirm Israel's withdrawal of troops from southern Lebanon after years of occupation.

Last week, UNIFIL warned Israel for the fourth time in as many days against "further flagrant violation of international law" after peacekeepers were injured by smoke caused by the IDF.

At the time, UNIFIL added that three platoons of Israeli fighters breached the main gate of its camp with tanks and forcibly entered to demand that the peacekeepers leave to aid Israel in its assault on Lebanon.

The head of the peacekeeping force has since vowed that the blue helmets would stay put, despite Israel's demands.

Under-Secretary-General for Peace Operations Jean-Pierre Lacroix said: "the decision was made that UNIFIL would currently stay in all its positions, in spite of the calls that were made by the IDF to vacate the positions that are in the vicinity of the Blue Line."

Israel is known for bulldozing the buildings of its enemies, often demolishing the homes of Palestinians living in the West Bank.