Monday, November 04, 2024

Column: The US needs a clear, climate-focused mining strategy

Peter Bryant | November 4, 2024 


The White House. Stock image.

Both Presidential nominees Kamala Harris and Donald Trump have backed laws to promote minerals extraction and processing while in the White House. While conversations about critical minerals have been largely absent from the campaign trail, hard and fast decisions must be made whoever sits in the Oval Office in January.


Minerals such as copper, zinc and lithium — all of which comes from mining — and their security will need more than promises and good will to build affordable, reliable and secure energy systems.

When the United States and more than 140 countries pledged to get to net-zero carbon emissions by mid-century, they were committing themselves to deploying vast amounts of new solar panels, wind turbines, batteries and other infrastructure. This transition will dramatically increase demand for minerals and metals, which could lead to a minerals famine. The U.S. is particularly unprepared

Decades of offshoring have resulted in an over reliance on minerals supply from other countries. We need to reverse course to meet impending demand. No matter if you’re casting a vote for Harris or Trump, the U.S. needs a clear and aligned strategy for minerals development globally.

Reinvigorating the industry is a matter of national and energy security.

The U.S. government is taking some steps to address mineral security. The incentives in the Inflation Reduction Act of 2022 are designed to jump-start mining and processing minerals from both our country and our allies. In the bipartisan Infrastructure Investment and Jobs Act, signed into law in 2021, Congress supported programs to better characterize U.S. geological resources, showcase novel production technologies and get federal land managers to permit mining projects for critical minerals more expediently.

The Department of Energy and other agencies are working with companies to support new operations for recycling, refining and producing minerals from nontraditional sources, such as using plants to extract nickel from the soil.

While these efforts are worthwhile, they only chip away at the edges of a larger problem, failing to address its full scale and urgency. The lack of a comprehensive and climate-coherent strategy for mining – domestically and internationally – will hinder efforts to advance the global energy transition and prevent the U.S. from constructively engaging in the new mineral economy.

Stakeholders including investors, mining firms and governments in resource-rich states and countries know that the U.S. wants to develop new and more secure supplies of these minerals. The heart of the challenge is that government and industry players need to have more confidence in each other.

Domestically, a key source of uncertainty for developers is the prospect of being bounced between municipal, state and federal agencies in search of permits for new projects. These delays and regulatory uncertainties discourage investment. This uncertainty has made the U.S. as one of the worst countries in the world for permitting a new mine, forcing mining companies to focus on expanding production in existing operating mines rather than building new ones.

For instance, working with the state of Nevada, the federal Bureau of Land Management has approached this issue by opening up dialogue before a project application is filed. Simply by holding meetings with project developers and stakeholders at all levels of government, the process of hearing input and advancing projects has been made more direct. The Department of the Interior has recognized this need in a recent report, and it is critical that we see these practices adopted nationwide as soon as possible.

Abroad, the U.S. faces a separate set of challenges. When it comes to enabling resource development, the U.S. has developed the reputation for being quick to lecture and slow to deliver. China, by contrast, moves deliberately to establish diplomatic and economic ties that enable its companies, which are often state-backed, to develop projects and bring minerals to market. That results in projects that typically have greater negative impacts for Indigenous communities, the environment and labor.

Resource-rich countries want to see resource development contribute more significantly to their economic prosperity. The model of mineral development must evolve from the historical extract-and-ship model to one that is actually invested in the economic prosperity of countries and communities. It must prioritize financial and political sustainability as much as environmental sustainability.

This means the U.S. should focus on building broad support for projects, establishing trade and investment arrangements with resource-rich countries and directing federal money to project support where it pays off in new resources and local economic development. Such an approach will create a compelling value proposition to resource-rich nations that are looking for partners beyond China.
Lack of public trust

Still, a more active government will need a trustworthy partner. At present, the mining industry is the least trusted industry of any in meeting societal goals, according to GlobeScan’s 2023 global survey measuring public trust in different industries. Ironically, when we need this industry the most, it is least trusted. That lack of trust extends to its relationship with the government. Politicians hesitate to back projects or support initiatives that risk not being developed or may result in human or environmental damage.

To ensure long-term political and policy support, the industry will need to demonstrate its commitment to delivering both mineral products and high standards of development around the world. To accelerate progress, the industry needs to lean into its shift to become a development partner with governments and communities, build champions in civil society and political leadership, engage with indigenous communities and host governments in new ways.

With rising concern about climate change and the security of supply chains, this issue is gaining bipartisan attention in Washington. For those most interested in climate change, accessing minerals will reduce costs and speed of the energy transition.

When a country owns and controls a supply chain, it can better prepare for supply shocks when they occur. For those most interested in security, minerals access reduces dependence on the Chinese firms that have captured significant parts of the global industry. De-risking supply chains is front-of-mind for U.S. policymakers, who would like to see supply chains brought home or diversified amongst more friendly countries and firms without close connections to the Chinese Communist Party.

We need to move quickly to make this happen. Major mining projects in the US can take 10-plus years to permit. Without a new model, any new project today will only begin production in the 2040s. Accelerating that timeline will help prevent mineral shortages that pose huge risks to achieving the swift and secure energy transition that companies and governments seek.

Peter Bryant is a managing director and board chair of Clareo, an international strategy consulting firm focused on natural resources, energy and food industries.


MinRes’ founder Ellison to exit after internal misconduct probe

Kristie Batten | November 4, 2024 |

Chris Ellison. (Image courtesy of Macquarie Australia | MinRes.)

Following two weeks of scandal, Australia’s Mineral Resources (ASX: MIN) announced on Monday that its founder and managing director, Chris Ellison, will be fined and will leave the company within the next 12 to 18 months.


Shares in the embattled mining contractor fell more than 6% on the ASX at market open Monday, reaching an intraday drop of up to 10% as the release of an internal investigation uncovered serious governance issues within the company.

While the probe was initially believed to have been triggered by an exclusive report in The Australian Financial Review last month, which alleged Ellison’s involvement in tax evasion dating back to 2004, MinRes clarified that the executive had been under board investigation since 2022.

The AFR has since continued to publish allegations against Ellison, including reports on Monday stating that he and other senior executives had leased properties to MinRes at up to 70% above market rates since 2006.

MinRes responded by saying that its board had uncovered “a range of issues and shortcomings that demanded a strong and comprehensive governance response” and found that Ellison had not consistently acted with integrity.
The findings

The investigation confirmed that from 2003 to 2014, Ellison held an interest in Far East Equipment Holdings Limited (FEEHL), a company incorporated in the British Virgin Islands. In 2003 and 2004, FEEHL sold mining equipment to Crushing Services International (CSI), with payments outstanding at the time of CSI’s acquisition by MinRes in 2006.

MinRes listed on the ASX in 2006, but the liability to FEEHL was not disclosed in its prospectus or any subsequent report. The company later made two payments totaling A$3.79 million ($2.57 million) to FEEHL in 2006 and 2008 to settle the liability.


In 2021, Ellison voluntarily disclosed income earned from FEEHL to the Australian Taxation Office (ATO) and paid A$3.9 million in unpaid taxes in May 2023, though he did not inform MinRes of this disclosure until November 2023. MinRes found that certain emails relating to FEEHL were deleted in 2019 to prevent this information from becoming public.

The board also acknowledged that related-party financial benefits had been provided to Ellison’s associates, including rent paid to entities in which he held an interest, rent relief given to entities affiliated with his daughter, and indirect financial arrangements involving her.

While Ellison had disclosed these instances, the board determined he failed to grasp the importance of transparency and timely disclosure of potential or actual conflicts of interest.

Additional findings revealed that Ellison directed company employees to work on his boat and properties, manage his personal finances, and procure goods and services for his private use. The board, however, found these actions did not financially impact MinRes materially.
‘Deeply sorry’

Ellison, a New Zealander who left school at 15 and went on to become a self-made billionaire, founded MinRes in 1992. MinRes chairman James McClements described Ellison’s actions as serious, noting that they had severely impacted his reputation and, by extension, that of the company.

The scandal has wiped about 20% from MinRes’ share price since Oct. 21, underscoring the investment risk of having a company operating under the shadow of a single dominant corporate figure.

Ellison agreed to repay MinRes A$3.8 million, equivalent to the payments made to FEEHL in 2006 and 2008 without appropriate related-party disclosure. Additionally, he will donate A$5 million to charity over five years, forfeit up to A$6.5 million in unvested incentives, and withdraw a proposal for an additional A$3.1 million in incentives.

“There can be no doubt that Mr. Ellison’s actions, decisions, and behavior have been profoundly disappointing and demand sanction and penalty,” McClements stated.

Ellison, who has agreed to step down within 12 to 18 months to facilitate a smooth leadership transition, expressed remorse, saying he was “deeply sorry” for the events that have occurred and their impact on MinRes’ reputation. “I apologize to the board and our people, who expect and deserve better from me,” he said.
McClements to go

McClements, who has been the miner’s chairman since May 2015 and is also managing partner at Resource Capital Funds, announced he would also leave once a suitable successor for Ellison is found. He anticipates stepping down by the next AGM, marking his tenth year on the MinRes board and two years as chairman.


“There can be no doubt that Mr. Ellison’s actions, decisions, and behavior have been profoundly disappointing and demand sanction and penalty”MinRes chairman James McClements

The AFR also alleged that McClements’ predecessor, Peter Wade, had an interest in FEEHL and was involved in the tax evasion scheme. Spencer Stuart, an international recruitment firm, is aiding in the search for Ellison’s successor.

“The transition process has been underway for some time, and recent events have accelerated it. It’s appropriate that my successor is involved in appointing the next CEO, so we will fast-track recruitment of the next MinRes chair,” McClements noted.

An independent Ethics & Governance Committee, including MinRes directors Denise McComish, Susie Corlett, and Jacqui McGill, will be formed to oversee compliance.

McClements acknowledged the pressures that MinRes’ rapid growth in recent years had placed on its governance systems, saying, “The board faced a unique set of circumstances, with a high-performing managing director and a range of governance issues that required us to take action.”
‘Critical time’

This controversy comes at a pivotal moment for MinRes as it contends with weak lithium prices and ramps up operations on its largest project, Onslow Iron. As of June 2024, MinRes employed 8,500 people, up from 5,600 the previous year. However, the company has recently reduced its workforce, cutting 570 jobs since July.

Concerns over MinRes’ gross debt of A$5.3 billion, set to peak in the current half, were alleviated somewhat by the company’s recent sale of a 49% stake in the Onslow Iron haul road to Morgan Stanley Infrastructure Partners for A$1.1 billion and the sale of its Perth Basin gas interests to Gina Rinehart’s Hancock Prospecting for an additional A$1.1 billion.

Kaan Peker, an analyst at RBC Capital Markets, said that the board’s recent moves have eased short-term uncertainty regarding leadership. “This is a critical time for the company with the Onslow project ramping up and efforts to reduce debt,” he wrote.

Given Ellison’s history in the company, he may stay involved even after he steps down as managing director, Peker said.

Despite the governance challenges, Peker added that Ellison, who holds over 11% of MinRes, remains well-regarded in the market, noting that as the company matures, a transition to a less active role for Ellison aligns with its evolving strategic goals.

MinRes shares have declined from nearly A$80 in May to an intraday low of A$36.51 on Monday, though RBC has maintained an outperform rating with a price target of A$64.

 

Hydrofoiling Electric Ferry Enters Service in Stockholm

The first Candela P-12 fast ferry (Candela)
The first Candela P-12 fast ferry (Candela)

Published Nov 3, 2024 11:06 PM by The Maritime Executive

 

 

Last week, Swedish startup Candela announced that its hydrofoil electric ferry Nova has begun operations. The 30-passenger, 40-foot ferry departed from its dock in the quiet suburb of Tappström in the early morning hours of October 29, powered by electric motors.

Flying silently a meter above the water’s surface, Nova completed the 15-kilometer route to Stockholm’s City Hall in 30 minutes, half the normal time that conventional ferries use to cover the distance.

Owing to its hydrofoil technology, Nova is not only the fastest electric ferry in the world (says Candela) but also the fastest in Stockholm’s public transport fleet, cruising at 25 knots and outpacing the diesel-powered V-class ferries that previously held the local speed record.

Candela says that Nova is the first of its new P-12 model to enter service, and the company says that its capabilities put it in a new class when compared to conventional vessels. The ferry’s computer-controlled hydrofoil wings lift the hull above water, reducing energy consumption by 80 percent by cutting water friction. It creates a minimal wake, even at top speed, so it can operate faster in the harbor while staying compliant with wake regulations.  

Candela, one of a growing number of hydrofoiling electric ferry startups, says that Nova requires no costly dock infrastructure. With a DC charging station, the vessel can recharge in less than an hour.

“This is a paradigm shift for urban transport and a revival of our waterways,” said Gustav Hasselskog, Candela founder and CEO. “For the first time, there is a vessel that makes waterborne transport faster, greener, and more affordable than land transport. It’s a renaissance for the world’s waterways.”

Candela says that it has secured orders from Saudi Arabia, New Zealand and Berlin so far.

HD Hyundai Begins Autonomous Demonstration with Larger Containership

containership testing autonomous operations
HD Hyundai launched autonomous and collision avoidance demonstrations using an 8,000 TEU containership (HD Hyundai)

Published Nov 4, 2024 6:07 PM by The Maritime Executive

 

 

South Korean shipbuilder HD Hyundai Heavy Industries today started a demonstration of autonomous operations of a large containership with the systems specifically designed into the vessel. It is part of a government-sponsored program being overseen by Korea’s Ministry of Trade, Industry and Energy, and the Ministry of Oceans and Fisheries, designed to advance and commercialize autonomous shipping.

The 8,000 TEU containership was built at the Ulsan yard with HD Hyundai’s autonomous navigation system. The ministries selected the project as part of a series of 44 programs that were given a special exemption from current regulations. According to the shipbuilder, this permits them to proceed with the demonstrations which will lead to the development of international standards for autonomous shipping.

During the tests, which began on Monday, November 4, they will demonstrate autonomous collision avoidance operating in the waters off Ulsan, South Korea. The ship will also be remotely controlled for the speed and direction during the demonstration which operations from the HD Hyundai GRC located in Seongnam, Gyeonggi Province.

The company highlights that it is difficult to test ships for autonomous navigation systems because there currently is no legal basis for land-based mariners to control ships under remote control. The “regulatory sandbox” program launched by the South Korean ministries is letting companies work around the current regulations for demonstrations and gather data to advance the development of the technology. 

 

Sample collision avoidance screen (POS Ocean Ship Management)

 

This is the latest in a series of tests in cooperation with South Korean shipping company POS Ocean and PAN Shipping along with HD Hyundai’s Avikus division which was set up for the commercialization of autonomous technologies. The group has already demonstrated systems on smaller boats and is launching products for recreational boating while expanding its efforts to large commercial ships.

In April 2024, POS Singapore (22,800 dwt), which was ordered in 2022 and built by Hyundai Mipo Dockyard in Ulsan, was launched as the first containership with the autonomous technology integrated into a newbuild. The vessel, which measures 576 feet (172 meters) in length and is registered in Liberia with a capacity of 1,800 TEU, completed the installation of the systems in September to begin testing.

Last month, the same partnership launched tests with the Sea Shanghai, a 324,272 dwt ore carrier built in 2020 and managed by POS Ocean. Pan Ocean reported they jointly conducted test operations for the stable application of the autonomous navigation system and successfully conducted various tests during the sea trial period, including route planning, route tracking, speed tracking, collision avoidance, and safety function inspection of the product.

The autonomous navigation system is designed to operate the optimal route and avoid collisions by analyzing information collected from various navigation equipment and sensors using Artificial Intelligence (AI) and Augmented Reality (AR). According to the companies, it was developed to assist navigation, such as reducing navigation fatigue for deck officers, and is expected to contribute to carbon reduction through safe operation and improved fuel efficiency.

Based on the data accumulated through the offshore demonstrations, Hyundai Heavy Industries says it plans to lead the international standards for autonomous ships.

 

One Injured in Fire Aboard Dredger at Mayport, Florida

Coastguardsmen and first responders transfer the victim ashore at Mayport (Jacksonville Fire Rescue Department)
Coastguardsmen and first responders transfer the victim ashore at Mayport (Jacksonville Fire Rescue Department)

Published Nov 3, 2024 11:16 PM by The Maritime Executive

 

 

On Saturday, a fire broke out aboard a dredging vessel near Mayport, Florida, injuring one person and prompting a rapid medevac response. 

At about 1530 hours on Saturday, Coast Guard Station Mayport received an alert that an engine room fire had occurred aboard the dredging vessel Stuyvesant. Small boat crews from Station Mayport responded to the scene, working together with the local fire department, county sheriff and harbor pilots' association. 

The blaze was quickly extinguished, but one crewmember was seriously injured in the fire. A boat crew transported him to an awaiting EMS unit on shore, and the victim was delivered to a local hospital in critical condition, the Jacksonville Fire and Rescue Department told local media. The cause of the fire is under investigation. 

Courtesy USCG

Stuyvesant is a 10,000 dwt trailing suction hopper dredger. Built at Avondale Shipyard in 1981-2, she is Jones Act qualified and owned by a firm in California. 

Stuyvesant's inspection record shows that U.S. Coast Guard inspectors found fire safety issues aboard previously, and that they were corrected when identified. In March 2024, oil-soaked lagging was found on the exhaust leading to the turbocharger on the port main engine, and it was replaced to the inspector's satisfaction. The vessel's PSIX record shows that the same issue was observed and corrected in May 2023.

 

Tanker Collision Spills Paraffin Off Algeciras

AIS data from Louisa Bolten (orange) and Southern Puma (not reported) on the day of the casualty (Pole Star)
AIS data from Louisa Bolten (orange) and Southern Puma (not reported) on the day of the casualty (Pole Star)

Published Nov 3, 2024 1:48 PM by The Maritime Executive

 

After a collision between a bulker and a chemical tanker near the Strait of Gibraltar on Friday, white balls of solid paraffin wax have been floating ashore near the port of Algeciras, Spain. The substance appears to be connected to the cargo released by the tanker Southern Puma, which was struck by a bulker, spilling about 500 cubic meters of paraffin into the water. 

On Friday morning, the bulker Louisa Bolten was transiting eastbound through the Strait of Gibraltar. At a position northeast of Ceuta, she collided with the chemical tanker Southern Puma, which - according to electronic records - appeared to be operating with its AIS transmitter turned off. The tanker's AIS signal was last received by Pole Star on October 25, when the vessel was transiting the English Channel. 

No injuries were reported, but Southern Puma sustained considerable damage on the starboard side, with the bow-shaped indentation indicative of a T-bone collision. The impact damaged at least one of Southern Puma's cargo tanks, spilling liquid paraffin into the sea. 

Paraffin is biodegradable, and it rapidly solidifies at ambient temperatures, so the environmental harm is expected to be minimal. No bunker fuel releases have been reported. As a precautionary measure, Spanish environmental group Verdemar Ecologistas en Accion called for the authorities to closely monitor the spill and to watch for any signs of ecological impact. 

Escorted by four tugboats, Southern Puma arrived at the Port of Algeciras on Saturday to tie up at a safe berth and await a shipyard availability for repairs. The tanker will need to offload the rest of its cargo to another specialized chemical tanker before it can go into drydock, and it will be inspected by class before further movements. Local authorities say that there is no further environmental risk from the vessel, though a boom has been deployed around it as a precautionary measure. 

As of Sunday, Louisa Bolten was still under way in the Mediterranean, headed eastbound for Aliaga, Turkey. 

 

Houthi Forces Threaten to Target Ex-Israeli Ships, Even After Resale

Explosion on tanker
File image courtesy Houthi Military Media

Published Nov 3, 2024 10:02 PM by The Maritime Executive

 

In a statement Sunday, Yemen's Houthi rebel group pledged to target ships formerly owned by Israeli companies, even after the vessels are resold and no longer have a tangible link to Israel. The announcement appears to broaden the list of available targets that the group can choose from amongst the passing traffic. 

The Houthi rebels have been launching missile and drone attacks on civilian shipping in the Red Sea and Gulf of Aden since last fall. The group claims that it targets vessel linked to Israel and its Western allies, but in practice, the terrorist group has repeatedly attacked ships that have no clear connection to Israeli shipping interests or cargo movements. The vast majority of container ship traffic has rerouted away from the Red Sea, along with a lesser but still substantial percentage of tanker and bulker traffic. 

In a statement Sunday, Houthi spokesman Yahya Saree said that the group believes Israeli shipping interests are taking steps to hide their ships' true ownership in order to evade the "punitive measures" that Houthi forces have imposed in the Red Sea. These claimed evasive efforts include selling vessels or re-registering them under the names of third parties, Saree said. 

"The Yemeni Armed Forces will not take into consideration any change in ownership or flags of the ships of the Israeli enemy, and warns all concerned parties dealing with these companies or ships are subject to punishment," Saree warned. "This blockade will continue until . . . the siege on the Gaza Strip is lifted and the aggression on Lebanon stops."

Houthi forces have repeatedly targeted vessels that were once connected to Israeli interests but have since changed hands. Maritime security analysts have long speculated that the group could be using outdated database information for targeting purposes. 

The last ship targeted by a Houthi strike was a Greek-owned bulker, the Motaro, which had no recent record of Israeli port calls or connections to Israeli business interests. Saree confirmed the targeting of the Motaro, and said that it was picked because the shipping company - not the ship itself - had allegedly continued to operate vessels to and from Israeli seaports. Motaro's operator has three bulkers under management, and AIS records show no signs that any of them have called in Israel in the last three years.

  

Report: Houthis Are Earning $2 Billion a Year by Shaking Down Shipowners

A new report from the UN Panel of Experts on Yemen suggests that the Houthi group is extracting safe transit fees from owners - or else (EUNAVFOR image)
A new report from the UN Panel of Experts on Yemen suggests that the Houthi group is extracting safe transit fees from owners - or else (EUNAVFOR image)

Published Nov 4, 2024 7:13 PM by The Maritime Executive

 

 

An as-yet-unreleased UN report suggests that Yemen's Houthi rebels have figured out a way to monetize their blockade of the Red Sea: insiders report that the group is operating a multi-billion-dollar tolling operation on the strategic waterway, extracting covert payments from shipowners in exchange for the right to pass safely. If accurate, the safe passage tolls may be among the group's largest sources of income, and would give the Houthis a significant financial incentive to continue attacks on shipping - regardless of the group's ideological motives.

In a long-running research project on the conflict in Yemen, a panel of experts compiled a 500-plus page report for the UN Security Council on Houthi capabilities, finances and alliances. The findings depict an organization that has grown rapidly, both at home and in its near abroad. The Houthi militia has developed a sophisticated international network for shipping, money laundering, smuggling, recruitment and piracy, earning revenue at multiple touch points along the way. 

The latest revenue opportunity is linked to the group's politically-motivated blockade of shipping on the Red Sea, enforced through prolific missile and drone attacks. The Houthis launched more than 130 strikes on merchant ships from last November through the end of July, the expert panel assessed. "The group’s shift to actions at sea increased their influence in the region," the panel wrote. "Such a scale of attacks, using weapon systems on civilian vessels, had never occurred since the Second World War."

Houthi leaders claim that their ballistic missile and drone attacks are targeted at ships linked to Israel and its allies. In practice, the group has repeatedly attacked a wide variety of vessels with no clear connection to Israel or the West. Some of the targeted ships have even been carrying cargoes for Houthi-supporting nations, including the group's primary sponsor, Iran.

While many analysts have put the scattered attack pattern down to faulty targeting, the UN panel's conversations with local shipbrokers suggest that Houthi forces also have a financial method for target selection. Shipowners can quietly pay the group a fee for a safe transit, implying that the shipowners who do not pay might have an unsafe transit. 

"The sources estimate the Houthis’ earnings from these illegal safe-transit fees to be about $180 million per month," the panel reported, noting that it has not been able to verify the information independently. 

If the report is accurate, the Houthis could be generating more revenue from safe-transit fees than they earn by taxing petroleum imports, one of their biggest sources of income. If Houthi leaders ever agreed to cease strikes on Red Sea shipping, the group would be giving up more than $2 billion a year in income, along with a substantial source of regional influence and leverage. 

The report also provides extensive details on the Houthis' ties to terrorist organizations (Al-Qaeda, Al-Shabaab and Hezbollah) and pirate action groups in Somalia, as well as details of its well-known links to the Iranian military apparatus and its "Axis of Resistance." 

"The scale, nature and extent of transfers of diverse military materiel and technology provided to the Houthis from external sources, including financial support and training of its combatants, is unprecedented," the panel concluded.



Egyptian Officials Cite “Severe Loss” at One Year Mark for Houthi Attacks

Suez Canal
Egypt reports $6 billion impact after a year of Houthi attacks has diverted traffic from the Suez Canal (SCA file photo)

Published Nov 4, 2024 4:55 PM by The Maritime Executive

 

 

Egyptian officials quantified the severe level of economic damage to the country’s economy as the Houthis closed in on the first anniversary of the launch of their assaults on commercial shipping in the Red Sea. Egypt emphasized the impact while it was meeting with the Secretary-General of the International Maritime Organization Arsenio Dominguez while reiterating its commitment to maintaining freedom of navigation in the vital seaway.

Dominguez was touring the Red Sea region and meeting with leaders in Djibouti, Egypt, Oman, Saudi Arabia, and Yemen. They discussed the current situation while Dominguez said the trip was meant to also express support for freedom of navigation as well as concern for innocent seafarers.

Egypt cited the dramatic economic impact as transits of the Suez Canal have declined. After record levels and a strong outlook for canal operations, reports indicate that overall traffic is down between 60 and 70 percent in the Suez Canal. The vast majority of containerships and all cruise ships diverted while an increasing number of bulkers, tankers, and car carriers have also rerouted. This comes despite the U.S. and EU efforts to maintain navigation and suppress the attacks by the Houthi. The past few months have shown a significant decline in the number of missile and drone attacks and long gaps between staging attacks.

Egyptian Foreign Minister Badr Abdel Aati however reported that the loss of traffic has cost the Egyptian economy around $6 billion in the past year. He emphasized to the IMO leader the critical role the canal income plays to the country.

It is just short of a year since Houthi forces boarded the car carrier Galaxy Leader on November 19, 2023, and commandeered it into a port holding the crewmembers. Dominguez sought to call attention to the crew which remain captive despite outreach by the Philippines and others to have the crew released.

Egyptian officials also emphasized that they are committed to maintaining open transit. This came as there was an online uproar after an Israeli warship was spotted transiting the Suez Canal over the weekend.  

They responded to the online reports citing the Constantinople Convention, which was signed in 1888, that established international expectations of free transit. The Suez Canal Authority noted that it provides that “the Suez Maritime Canal shall always be free and open, in time of war as in time of peace, to every vessel of commerce or of war, without distinction of nationality.” They said that the authority remains legally and morally bound to uphold the agreements.

The Houthis however marked the upcoming one-year mark with the leader of the rebel group saying that the total number of targeted ships reached 202, which they called “an important achievement in every sense of the word.” The group’s spokesperson vowed that they would continue the attacks and not distinguish between vessels that had been sold and companies that trade with Israel. 

Last week, CEO of Maersk Vincent Clerc said that his company as well as the new Gemini Cooperation with Hapag-Lloyd expected the disruptions would continue well into 2025. The new alliance finalized its routing plans focused on the diversions around Africa. Other carriers however continue to selectively send vessels through the Red Sea and Suez Canal but are delayed waiting for naval escorts to enhance security.

 

More Woes for Tasmania's Ferries: Newbuild Goes Adrift in a Storm

RMC
The newly-built Spirit of Tasmania V pressed up against a tug on the opposite embankment (Courtesy RMC)

Published Nov 3, 2024 11:26 PM by The Maritime Executive

 

 

Just days after it emerged that the brand-new Spirit of Tasmania IV will be transferred to Scotland and laid up, sister ship Spirit of Tasmania V broke loose from its outfitting quay at the Rauma Marine Constructions (RMC) shipyard due to high winds.

On Friday evening, severe "hurricane-force" winds tore the ferry off the dock and sent it drifting towards the opposite wharf. Luckily, the presence of a tug and two barges between the vessel and the quayside prevented serious damage to the hull. Reported weather conditions at Rauma at the time of the casualty included wind speeds of up to 65 knots. 

Spirit of Tasmania operator TT-Line said in a statement that the ferry is floating, safe and secure with every action possible being taken to protect her. “A detailed assessment of any damage is just not possible at this stage, but it appears there has been no breach to the hull,” said Kym Sayers, Spirit of Tasmania acting CEO.

She added that there are three tugs currently alongside Spirit of Tasmania V, and as soon as wind conditions are suitable, the vessel will be returned and secured to the layup berth at RMC.

"The good news is that the vessel has not been transferred to Tasmanian ownership at this stage, so the risk remains with the Finnish boatbuilder," Tasmanian Minister for Transport Eric Abetz told local media.

RMC had earlier released a statement stating that nobody was injured in the incident and there were no known leaks or other environmental damage, a situation that was prevented by advance preparations for the storm the previous day. In anticipation of the heavy weather, the company had assembled an emergency team, called a tug to the scene and doubled up mooring lines.

When completed, the 212-meter car and passenger ferry will serve the ports of Geelong and Devonport on Australia’s Bass Strait, a route known for its challenging sea conditions. The ship was launched in July this year and is currently in outfitting. The ferry, which will have a capacity of 1,800 passengers and a lifespan of 25 years, is expected to be delivered in the last quarter of next year.

Sister ship Spirit of Tasmania IV was delivered in September, but unfortunately cannot begin operations because of multiyear delays in the construction of a dock in Devonport, Australia. The ferry will be transferred to Leith, Scotland where she will be laid up for at least two months to avoid the harsh Baltic winter in Finland. TT-Line said it is still assessing its options for the vessel, which could include the possibility of leasing to a third party.

When both ships finally enter service, they will replace two aging hulls, Spirit of Tasmania I and II. The two new ships will significantly increase the passenger, vehicle and freight capacity on the route.

 

As Civil War Rages, Sudan's Government Cancels $6B UAE Port Project

Port Sudan
Port Sudan

Published Nov 4, 2024 1:58 PM by The Maritime Executive

 

 

The military government of Sudan has canceled a $6 billion port deal with the United Arab Emirates over the UAE's alleged weapons transfers to the Rapid Support Forces (RSF), the Sudanese militia that launched a brutal civil war in April 2023. An estimated 15-60,000 people have been killed and eight million displaced in the fighting to date, with no end in sight. 

The RSF has its roots in the notorious Janjaweed, the Arab militia that drew charges from the International Criminal Court for ethnic cleansing in the Darfur region in the mid-2000s. The official Sudanese Armed Forces (SAF) and the RSF were allied for decades under longtime dictator Omar al-Bashir, and they worked jointly to restore a military dictatorship in 2021, ending a brief experiment in civilian rule that began in 2019.

In early 2023, SAF leader General Abdel Fattah al-Burhan and RSF leader Mohamed Hamdan "Hemedti" Dagalo had a falling out over ministerial appointments, largely on regional lines. Al-Burhan re-appointed prominent Islamists from the Nile region to the positions of power that they held under al-Bashir. Hemedti, who came from the country's rural southwest, feared that these appointments would weaken his influence and responded by going to war

In more than a year of fighting, neither side has gained a firm upper hand, though the RSF made major gains in Khartoum and the country's west. As of October 2024, the SAF was on the offensive, retaking parts of Khartoum and Dinder. "It is not clear how far the army is able to advance but they are putting up a big fight," Suliman Baldo of the Sudan Transparency and Policy Tracker told Al Jazeera. 

Foreign powers have weighed in on both sides of the conflict, with some evidence of Iranian and Russian support for the SAF - including a landmark Russia-SAF deal to build a naval base on the Sudanese coast. 

The UAE is widely believed to support the RSF with large quantities of arms, flown into neighboring nations and trucked across the border. The UAE denies providing any backing for the RSF, describing its intervention as a humanitarian aid operation, and in public it has called for mediated peace talks. 

The economic motive for the UAE's alleged support, according to analysts, may be the Gulf nation's interest in securing its landholdings in Sudan's fertile Nile region. The UAE is overwhelmingly dependent on imported food, and has invested heavily in agricultural land in Sudan; the $6 billion transport network and seaport complex that it had planned with the SAF-led government would have supported exports of UAE-bound agricultural products. 

That planned seaport, Abu Amama, sits well within SAF-controlled territory. On Sunday, SAF finance minister Gibril Ibrahim told local media in Port Sudan that the agreement was off, citing repeated reports of UAE arms deliveries to the RSF. "After what happened, we will not give the UAE a single centimeter on the Red Sea coast," Ibrahim told Sudan Tribune. 

The agreement with the UAE was signed in 2022, the year before the RSF launched its attack, and it was the first major foreign investment announced under the brief SAF-RSF military regime. In addition to the greenfield port north of Port Sudan, the project would have included a 400,000-acre agricultural development in the Nile region, hundreds of miles of new roadways, a large free trade zone, and a reported 35 percent share of port profits for the Sudanese government. Sudanese dry bulk specialist Invictus Investment partnered with AD Ports Group on the proposal.