Monday, December 16, 2024

Forensic technology aids Brazil’s crackdown on illicit Amazon gold trade

Reuters | December 14, 2024 |


Image courtesy of Antoniocarlos32 | Wikimedia Commons.

Harley Sandoval, an evangelical pastor, real estate agent and mining entrepreneur, was arrested in July 2023 for illegally exporting 294 kilos of gold from Brazil’s Amazon to the United States, Dubai and Italy.


On paper, the gold was sourced from a legal prospect Sandoval was licensed to mine in the northern state of Tocantins. But police said not an ounce of gold had been mined there since colonial times.

Using cutting-edge forensic technology, along with satellite imagery, Brazil’s Federal Police said it was able to establish that the exported gold did not come from the Tocantins prospect. Instead, it had been dug up from three different wildcat mines in neighboring ParĂ¡, some on protected Indigenous reservation lands, according to previously unreported court documents dated November 2023 seen by Reuters.


The prosecution is one of the first in Brazil using the new technology to tackle clandestine trading that may account for as much as half of the gold output of Brazil, a major producer and exporter of the precious metal. Illegal gold mining has surged at thousands of sites in the Amazon rainforest, bringing environmental destruction and criminal violence to the region.

Seizures of illegally mined gold have surged seven-fold in the past seven years, according to Federal Police records obtained exclusively by Reuters.

Sandoval, who has been released pending trial and continues to preach with his wife at a Pentecostal Evangelical church in the central Brazilian city of Goiania, denies the allegations. He maintains there is no way to establish where the gold was mined once it is melted down into ingots for export.

“That’s impossible. To export gold one always has to melt it down,” he told Reuters by telephone.
The DNA of gold

Historically, gold is notoriously difficult to trace, especially once metal from different sources has been melted together, erasing the original signatures. After that, it can easily be traded as a financial asset or be used in the jewelry industry.

But investigators say that’s starting to change. A police program called “Targeting Gold” is creating a database of samples from across Brazil that are examined with radio-isotope scans and fluorescence spectroscopy to determine the unique composition of elements.

The technique, long used in archaeology, was pioneered in mining by University of Pretoria geologist Roger Dixon to help distinguish between legal and stolen gold.

The program developed in partnership with university researchers includes the use of powerful light beams from a particle accelerator at a Sao Paulo lab to study nano-sized impurities associated with gold, be it dirt or other metals like lead or copper, that help trace its origins.

Humberto Freire, director of the Federal Police’s recently-created Environment and Amazon Department, said the technology allows scientists to analyze “the DNA of Brazilian gold.”

“Nature has marked the gold with isotopes and we can read these unique fingerprints with radio-isotope scans,” Freire said. “With this tool we can trace illegal gold before it gets refined for export.”

The program has helped fuel an increase in gold seizures since leftist President Luiz Inacio Lula da Silva took office last year — up 38% in 2023 from 2022, according to government numbers seen by Reuters. New Brazil central bank gold market regulations, including mandatory electronic tax receipts for all trades and tightened monitoring of suspect transactions, have also helped, according to Freire.

“We estimate that around 40% of the gold that is extracted in the Amazon is illegal,” he told Reuters. Brazil exported 110 tonnes of gold in 2020 worth $5 billion, according to official data, ranking among the world’s top 20 exporters. Last year, exports were 77.7 tonnes, a drop the government attributes to improved enforcement of illegal mining.
Indigenous tensions

Lula’s predecessor, far-right President Jair Bolsonaro weakened environmental controls in the Amazon.

That triggered a new gold rush in Brazil, spurred by record world gold prices that were driven up by geopolitical tensions and central bank purchases, led by China.

Prices have continued to new highs, trading at around $2,650 per ounce on Friday.

Gold rushes have been a hallmark of mineral-rich Brazil from its Portuguese colonial past. But the latest surge in wildcat mining beginning during Bolsonaro’s administration has been unprecedented. Satellite images show there are some 80,000 such prospects today in the Amazon rainforest, more than ever registered before.

Once dominated by prospectors with gold pans, artisanal mining in Brazil has become an industrial-scale activity with heavy excavating machinery and million-dollar river dredgers. Criminal organizations fly people, equipment and gold into and out of the region with helicopters and planes that land at clandestine airstrips.

Their excavations often leave behind gaping ponds of sludge contaminated with mercury, used to separate the gold from dirt and other minerals.

Last year, thousands of miners who invaded the Yanomami territory, the country’s largest Indigenous reservation on the northern border with Venezuela, brought violence and disease that caused malnutrition and a humanitarian crisis among the tribe, prompting Lula to send in troops.


But many returned this year after the military pulled out. Lula, who has pledged to stamp out illegal gold mining, tried to fight back by deploying special forces of the environmental protection agency Ibama into Indigenous reservations and forest conservation parks.

Police say cracking down on the organized crime gangs that back the wildcat miners is the next step in staunching an illegal trade that feeds the jewelry and watch industry in Switzerland, which buys 70% of Brazil’s exported gold, according to government trade data.

Amazon neighbors, including Colombia and French Guiana, are considering adopting the Brazilian gold analysis method to deal with their illegal gold trade and European governments have shown interest, including Switzerland and Britain, the top importers from Brazil after Canada, police and diplomats said.

Brazil accounts for just 1% of gold imported by Switzerland, a global trade hub for the metal, and “measures are in place to import only legally mined gold,” a Swiss embassy statement said. The embassy said it has set up a working group with other importing countries to study traceability and anti-counterfeiting tools.

A 2022 study by non-profit watchdog Instituto Escolhas found that 52% of the gold exported from the Amazon was illegal, nearly all from protected Indigenous reservation lands or national conservation parks.

A vibrant lobby for informal gold mining has survived Bolsonaro in Brazil’s Conservative Congress, where pending bills propose legalizing wildcat mining.

For now, though, gold samples from across Brazil are being added to a database with the help of scientists at the Federal Police’s criminology institute lab in Brasilia, where forensic expert Erich Moreira Lima oversees microscopic scanning of gold nuggets that are kept in a safe.

“Now that we have a team set up, we hope to analyze the 30,000 gold samples the Brazilian Geological Service has collected. In a few years, we should have mapped all Brazil’s 24 gold producing regions,” he told Reuters.

Geologist Maria Emilia Schutesky and her team at the National University of Brasilia’s geosciences lab conduct mass spectrometry scans on gold samples to identify associated molecules, such as lead, to place the gold’s origins.

“We researchers seek a 100% ability to trace gold, but that is more than what the police needs to prove a crime, which is just to establish that the gold does not come from where a suspects claims it is from,” Schutesky said.

(By Ricardo Brito and Anthony Boadle; Editing by Christian Plumb and Claudia Parsons)

US foreign investment panel split on Nippon-US Steel deal

Reuters | December 15, 2024 | 

Credit: US Steel

The US Treasury has informed Japan’s Nippon Steel that the panel reviewing its proposed $14.9 billion purchase of US Steel has not yet come to an agreement on how to address security concerns, the Financial Times reported on Sunday.


Treasury, which leads the Committee on Foreign Investment in the US (CFIUS), wrote to both companies on Saturday saying the nine agencies on the panel were struggling to reach a consensus ahead of the deadline to submit a recommendation to President Joe Biden, the report added, citing several sources familiar with the talks.

CFIUS, a powerful committee charged with reviewing foreign investments in US firms for national security risks, has until Dec. 22 to make a decision on whether to approve, block or extend the timeline for the deal’s review, Reuters has reported.

US Steel and CFIUS did not immediately respond to Reuters‘ requests for comments on the Financial Times report, while Nippon Steel declined to comment.

The US Treasury also declined to comment.

The acquisition has faced opposition within the US since it was announced last year, with both Biden and his incoming successor Donald Trump publicly indicating their intentions to block the purchase.

CFIUS told the two companies in September that the deal would create national security risks because it could hurt the supply of steel needed for critical transportation, construction and agriculture projects, according to a letter seen by Reuters.

(By Surbhi Misra; Editing by Jamie Freed and Diane Craft)

WWIII

Philippines Accuses Chinese Coast Guard of Using Dredgers for AIS Spoofing

Jay Tarriela Philippine Coast Guard
Philippine Coast Guard spokesperson released data accusing China of spoofing AIS signals (Philippine News Agency)

Published Dec 13, 2024 12:24 PM by The Maritime Executive

 


During a briefing on Friday, December 13, in Manila, Commodore Jay Tarriela of the Philippine Coast Guard accused a China Coast Guard vessel and dredgers of AIS Spoofing to create panic and uncertainty. Tarriela presented a 60-day analysis of the AIS track of CCG 21543 saying it is evident the vessel “could not realistically navigate those routes.”

The latest incident took place as tensions remain high as China and the Philippines are trading verbal accusations after the latest incident in which the Chinese used water canons and bumped a Philippine Coast Guard vessel.

Tarriela said the investigation followed an incident on December 10. An independent watchdog group reported to the Philippine Coast Guard that the China Coast Guard vessel CCG 21543 appeared to be near the Zambales province in Central Luzon. The Philippine Coast Guard responded by sending its patrol boat BRP Teresa Magbanua to investigate.

On its way to the area of the supposed sighting, the Philippine Coast Guard vessel identified five vessels from AIS transmissions. In addition to the China Coast Guard vessel 21543, there were three Chinese-flagged dredgers and an additional dredger flagged in Sierra Leone. However, when the Teresa Magbanua reached the area it only found the three Chinese dredgers.

Tarriela told reporters that it is possible “the dredgers are being contracted by the CCG to do AIS spoofing for them.”

The Coast Guard boarded one of the three dredgers and reported it had a crew of Chinese and Filipinos. They found no irregularities and reported that all the licenses were valid. The PCG was not able to board the other two dredgers.

 

Philippine Coast Guard released a chart showing 60 days of AIS Signals from CCG 21543

 

The Philippine Coast Guard also tried to track CCG 21543 and analyzed 60 days of its AIS transmissions. The chart presented showed the vessel appearing in Manila, Zambales province, China, and even South Africa. 

“It is clear that the Chinese Coast Guard is engaging in AIS spoofing to mislead the international community, confuse authorities, and instigate public concern,” Tarriela writes in a social media posting with the track chart.

He said it in the intent of the Coast Guard to intensify its inspections not only of the three dredgers in the recent incident but all other dredgers operating in and around Manila Bay. He highlighted that AIS spoofing is a detainable offense.

China has repeatedly dismissed the Philippines’ claims as propaganda. They contend that the Philippines is the instigator of the clashes for invading Chinese waters and that the Philippines has been warned. China vows to continue to protect its sovereign waters.

 

Royal Navy’s Last Cold War-Era Submarine Set for Decommissioning

Royal Navy submarine
Triumph departed the base in Scotland and arrived Plymouth for the final time (RN)

Published Dec 13, 2024 1:55 PM by The Maritime Executive

 

 

The HMS Triumph, the last of the Trafalgar Class submarines built at the end of the Cold War, arrived in Plymouth, England ahead of her official decommissioning ceremony early in 2025.  The Royal Navy nuclear-powered attack submarine had a distinguished career including on the frontline in the Afghanistan war and played a central role in the fall of Libya’s Muammar Gaddafi. 

Designed to hunt out and destroy enemy submarines and surface ships, the Trafalgar Class gradually been adapted to perform other roles. Each of the submarines displaced 4,500 tonnes and had a length of 280 feet (85 meters). The Royal Navy reported a top speed of 30 knots.

Laid down in Barrow shipyard in 1987 and commissioned in 1991, Triumph was the 19th nuclear-powered boat built for the Royal Navy and the last of her class. She was built alongside her six sisters TalentTrenchantTorbayTirelessTurbulent, and Trafalgar, all of which preceded her in decommissioning.

Shortly after being commissioned, in 1993, Triumph demonstrated her capabilities traveling 41,000 miles submerged without support from the UK to Australia. At the time, it was the longest solo deployment ever undertaken by a Royal Navy nuclear-powered submarine. 

 

Trafalgar Class was a key part of the Cold War-era Royal Navy (RN)

 

Triumph participated in many front-line operations that took her around the globe. Among them was serving in the Afghanistan war in 2001 where along with Trafalgar she formed part of a task group that was part of the American-led invasion. During Operation Veritas, Triumph launched Tomahawk missiles at targets. The boat was also part of Operation Ellamy in Libya where she fired Tomahawk missiles as part of coalition cruise missile strikes designed to defeat Gaddafi’s air defense system. 

In 2016, the boat was out of service for an extended period while undergoing extensive maintenance and equipment upgrades. It was part of what the Royal Navy called a transition to peacetime service.

Her decommissioning brings to an end a career spanning 34 years and an important part of the Royal Navy’s history. She departed the Clyde Naval Base in Scotland for the final time and was escorted by an array of vessels and onlookers from shore as she reached Plymouth Sound.

 

Official decommissioning will take place early in 2025 (RN)

 

“Having spent many years serving in Trafalgar-class SSNs it is with both pride and sadness that I see these excellent submarines reach the end of their career,” said Rear Admiral Andy Perks, Royal Navy Director Submarine. “The last of the Cold War submarines, these vessels have helped keep our country safe for over 30 years.”

She was the 10th Royal Navy vessel to bear the name HMS Triumph. The first was a 680-gun galleon built in 1561 and was the largest built in England during the reign of Queen Elizabeth I.

The Trafalgar Class is being replaced by the Astute-class attack submarines. Highlighted as the largest, most advanced, and most powerful attack submarines ever operated by the Royal Navy, the massive new submarines are each 7,400 tonnes displacement and measure 318 feet (97 meters). The Astute fleet will eventually consist of seven boats. Five are currently in service while two additonal boats are under construction at BAE Systems in Barrow-in-Furness.

 

Ukraine Plans to Ship Grain to Syria, Replacing Russian Supplies

Port

Published Dec 15, 2024 8:46 PM by The Maritime Executive

 

 

Ukrainian President Volodymyr Zelensky announced Sunday that his government is working to facilitate shipments of agricultural goods to Syria, which is now governed by Islamist group Hayat Tahrir al-Sham (HTS). Until HTS took Damascus last week, Syria was a top recipient of Russian-supplied grain stolen from occupied Ukrainian territories; with the ouster of Russian-backed president Bashar al-Assad, Russia's grain-theft bulkers have halted mid-voyage and are not expected to deliver their cargoes. 

During HTS' short and decisive offensive against the Assad regime, Ukraine weighed in on the militant group's behalf, aiming to deal Russia a strategic failure in the eastern Mediterranean. Russian intelligence official Alexander Lavrentyev complained about the presence of Ukrainian operatives on the ground; Ukraine's secret service, the GUR, reportedly provided drone surveillance assistance to HTS units during the push to the capital. 

With Assad gone, and with his Russian backers all but ejected, HTS must now govern on its own - with few resources, and with a terrorist-group designation clouding its ability to cooperate with the West. In this context, bulkers of corn and wheat from the "Grain from Ukraine" program could help alleviate potential food shortages in Syria's devastated economy. 

"This humanitarian initiative has already made a significant impact in stabilizing the food situation in some of the world’s most challenging regions," said Zelensky. "Now, we have the opportunity to support Syrians with Ukrainian wheat, flour, and oil—our products that contribute globally to ensuring food security."

Zelensky said that his administration is already coordinating with its partners and with "the Syrian side" to make delivery arrangements. "We will certainly support this region so that stability there can become a foundation for our movement toward real peace," he said. 


What Next After Syria?

A Middle Eastern regional review for 2025, starting with the Levant

A lone Israeli tank operates within Syrian territory, Dec. 2024 (IDF)
A lone Israeli tank leads the way into Syrian territory, Dec. 2024 (IDF)

Published Dec 15, 2024 3:51 PM by The Maritime Executive



The rapid and unexpected revolution in Syria has caught many by surprise, the shock of it re-igniting worldwide interest in the region. How things develop in Syria is going to be important. But the revolution in Syria is just one consequence of Hamas launching its attack on Israel on October 7, hastening Hamas’ own defeat and the collapse of Iran’s Axis of Resistance.

Looking ahead to 2025, it is the destruction of Iran’s Axis of Resistance that will continue to be the dominant catalytic spark. But from January onwards, change is likely to be accelerated by the new US administration. Except for a blip during the first Trump presidency, American policy towards the Middle East since the Obama era has had continuity; this is likely to change significantly after the presidential inauguration. The demise of the Axis of Resistance and the arrival of a second term President Trump is going to make 2025 a particularly turbulent year in the Middle East.

Beyond generalities, predicting the future in the Middle East is a very imprecise art. In this first part, the focus is on the Levant. Subsequently, potential happenings in the rest of the Region will be considered.

In Syria, a period of instability beckons, as the new government struggles to consolidate its control. There was clearly sovereign money behind the HTS offensive; no rebel army otherwise appeared in identical uniforms carrying the same type of weapons, and HTS’ rapid progress was in part due to generous bribes paid to commanders and factions to secure new loyalties. This is how things have been done in Syria for the past 50 years.

The usual paymasters - the Emiratis and Saudis - were backing the other horse on this occasion, the Americans in the dark as to what was going on. The Israelis have traditionally not taken sides in Syria, unless there is an immediate threat to Israel. That leaves the Turks across a shared border as the prime suspects, working closely as ever with the Qataris, and both of them sharing the same Muslim Brotherhood inclination. Predictably, both Turkey and Qatar have denied underwriting HTS.

But while the Turks and Qataris will seek to keep HTS aligned with their own playbook and to represent its interests on the world stage, the HTS leadership will now have other suitors. The Saudis and Emiratis will be anxious to win influence, and to exploit economic opportunities arising from the need to renovate the whole country. At the same time, radical Islamists - already deeply embedded in Syrian society as a product of a long civil war - will be pushing to recover the sway that they previously enjoyed over HTS.

The HTS is keen to honor debts of loyalty to some of these Islamist organizations, such as the East Turkistan Islamic Party, which helped with the recent offensive and may now seek assistance with their struggle against China in Xinjiang. So the next year could well be chaotic, and the outcome uncertain. Hence Israel has taken the precaution of destroying what remains of the Syrian armed forces, just in case it is not possible to maintain the unofficial non-aggression pact on the Syrian-Israeli border that was in place with the Assad regime. The overwhelming need to secure redevelopment funds to rebuild a devastated nation, which can only come on the scale required from the Gulf monarchies and the West, will be a strong incentive for HTS-dominated leaders to keep the radical Islamists under control, and so far HTS seems set on restoring Syria’s rich tradition of pluralism.

Most certainly, the Iranians will have no further foothold in Syria. HTS leader Ahmed Al Sharaa, speaking in the Ummayad Mosque on his arrival in Damascus, specifically blamed the Iranians for introducing sectarian divisions to Syria.

The Russians may be suggesting they are in discussions to retain their bases in Tartus and Khmeimim. If indeed the Russians have managed to find the right people to talk to, it would be fanciful to think that such a dialogue could be fruitful. Within the last week, Russian aircraft were bombing the advancing HTS forces - with the Russians at one point claiming to have killed the HTS leader in an airstrike. Accusing Ahmad al Sharaa of being a CIA agent and offering sanctuary to Bashar Al Assad and his family will not have helped either.

With their potential for continuing interference, the new Syrian administration will be wondering what benefit a continued Russian presence might have to offer a new Syria. Anti-Russian sentiment will have been bolstered by the presence alongside HTS in the advance on Damascus of a Ukrainian GUR military intelligence drone unit.

Over the border in Lebanon, the end of Assad rule closes down residual Syrian influence in Lebanon, still strong since Syrian occupation forces withdrew from the country in 2005. Moreover, with the IRGC evicted, the overland arms supply route through Syria into Lebanon is no more, with the Israelis - just to make sure - destroying the logistics routes that underpinned the network, including the remarkable two-mile truck tunnel under the border, which entered northern Lebanon at Mrah al-Makbeh.

With its leadership and fighters decimated, its border infrastructure in southern Lebanon and the Beqaa destroyed, and with arsenals whittled down, Hezbollah is a shadow of its former self. The coming months will see whether this demise is reflected in Lebanese domestic politics, and if there will be a realignment of political parties and switching of allegiances such that Hezbollah no longer is the dominant force in Lebanese politics.

Without such a realignment and a new political consensus, nobody will come to the desperately needed rescue of the Lebanese economy. On balance it seems likely that over 2025, a new president will be elected and a new parliamentary majority constructed with support from Western and moderate Arab states, and that the economy will rebound. The Lebanese will find a way somehow to do business.

Finally to Israel and Palestine. Driven by the shock of October 7, and the horrific heritage of the Holocaust conjured up, Israel has determinedly pursued its national security interests, doing what it previously had hesitated to do for fear of upsetting allies. Self-assuredness strengthened by its successful exercise of resolve, Israel will not compromise on securing satisfactory security solutions for its borders with Lebanon and Syria.

The shape of a settlement in Gaza is as yet unclear. Hamas is destroyed militarily (although still capable of low-level insurgency) and Israel appears able to dictate its own terms. So the situation will settle. But with the political character of the Knesset as it is, Israel is not going to sign up to a Two State Solution, and on the contrary a further erosion of Palestinian statehood and autonomy on the West Bank can be expected.

This is something that the Gulf monarchies will be unable to accept, given the strength of hostile public opinion, which would need to be defied if a compromise with Israel left the Palestinian situation unresolved. So an extension of the Abraham Accords to include Saudi Arabia - and perhaps other states - is unlikely.

Without such an extension, a joining up of the Gulf with the Mediterranean, engendering a potentially huge economic revolution, will be forfeit. This could have been transformational for both Israel and the Gulf states. Israel and the Arab states will continue to glower at each other, and the potential dividends of peaceful co-existence and economic cooperation will be lost for the time being.

 

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

 

Matson’s Third LNG Conversion Boxship Entered Service

Matson containership
Kaimana Hila is also featuring a bow windshield after its LNG conversion (Matson)

Published Dec 13, 2024 2:51 PM by The Maritime Executive

 


The containership Kaimana Hila (50,981 dwt) has returned to service after completing the third LNG conversion for Matson. When she was completed in 2019, Matson highlighted that commercial supplies of LNG were not available along its network but the vessel along with her sister ship Daniel K. Inouye were designed LNG-ready anticipating a future conversion.

The company reports it invested $94 million to convert the sister ships to LNG operations, up from an original estimate of $35 million per ship. The Daniel K. Inouye was first, completed in June 2023, and the Kaimana Hila followed arriving at China’s COSCO Shipping Shipyard (Nantong) in mid-2024. The ship returned to service in November and departed Shanghai yesterday, December 12. It is scheduled for a 10-day crossing to Long Beach, California as she has resumed her normal runs.

MAN Prime Service worked with Matson to prepare the dual-fuel engines for the new operation. In addition, the project involved the placement of three LNG tanks, piping, and associated equipment. 

Introduced in 2019, the Kaimana Hila is 854 feet (260 meters) in length. She has a capacity for 3,220 TEU with over 400 reefer slots. The vessel has a MAN B&W S90ME main engine and the LNG is also used for the four auxiliary engines. 

Matson highlights that it also used the refit period to fit a new bow windshield on the Kaimana Hila. These screens are growing in popularity among the container segment as they have been shown to improve aerodynamics and fuel conservation.

These conversions are part of the company’s larger strategy that also saw it in 2024 rebuild the containership Manukai (29,500 dwt and 2,370 TEU). Built in 2003, the vessel arrived in August 2023 in Nantong for a more extensive renovation project that involved replacing her main engine as well as the installation of LNG tanks and systems. Matson reports it invested $74 million for the LNG outfitting. Unlike the two other conversions, this vessel was not built LNG-ready and required the replacement of her main engine.

Matson built two other LNG-ready containerships, Lurline introduced in 2019 and Matsonia in 2020. No plans however have yet been announced for their conversion. The company also ordered three new containerships being built at the Philly Shipyard and when introduced they will be able to operate on LNG or conventional fuel as needed. Steel cutting started for the first of the vessels which will be named Makua. It is scheduled for delivery in 2026.


 

Petrobras to Invest $2.7B to Modernize Offshore Support Vessel Fleet

platform supply vessels
Petrobras will invest in Brazilian shipbuilding to develop a fleet of 12 new offshore support vessels (Bram)

Published Dec 13, 2024 7:05 PM by The Maritime Executive

 

 

Petrobras announced plans for an investment of $2.73 billion as part of an effort to modernize its offshore support vessel fleet. The company looks to expand its capabilities while also enhancing the performance of its vessels.

Contracts were signed for the construction and chartering of a dozen Platform Supply Vessels (PSVs) to be introduced into the operations by 2028. According to the company, the support vessels will have a hybrid propulsion system, which combines electric motors and batteries with diesel/biodiesel generators, in line with Petrobras' commitment to reducing greenhouse gas emissions.

“These new units will not only incorporate the latest technology but also represent our commitment to sustainable and innovative best practices,” said Magda Chambriard, president of Petrobras. The modernization of the fleet, Chambriard said, is one of the initiatives in Petrobras’ Business Plan for the period between 2025 and 2028. 

These vessels, the company said, will be essential for its Exploration and Production logistics operations.

Petrobras highlights that the initiative will also have a significant positive impact on the national shipbuilding industry and the generation of jobs in the sector. Of the total contracts, it said $860 million is earmarked for investment in Brazil’s shipbuilding sector.

As part of the program, Petrobras also entered into contracts with Bram Offshore and Starnav Serviços Marítimos. Founded more than 30 years ago, Bram operates a fleet of over 70 offshore support vessels and represents Edison Chouest Offshore Group in Brazil. Starnav reports a fleet of 18 offshore support vessels also focusing on the oil and gas sector.

The contracts include a period of up to four years for mobilization and 12 years of operation, in addition to the requirement of 40 percent local content during the construction phase. The vessels will be built in the winning companies' shipyards, located in Santa Catarina, in the cities of Navegantes (Bram) and ItajaĂ­ (Starnav). Each company will be responsible for chartering six vessels for Petrobras.

 

H2 Ocean

As the maritime sector faces increasing pressure to reduce its carbon footprint, major stakeholders are championing hydrogen as the solution.

hydrogen fueled ferries

Published Dec 13, 2024 4:14 PM by Chad Fuhrmann

 

(Article originally published in Sept/Oct 2024 edition.)

 

Fossil fuels have dominated marine propulsion for over a century. Since the first Industrial Revolution, industries have increasingly mechanized operations based on a foundation of hydrocarbon-based energy. The maritime industry was no exception, although it took a slow-to-adopt approach that’s become its trademark.

In the transitions from sail to steam to internal combustion engines, fossil fuels have played the lead role. And through each evolution, the marine industry has sought to improve its efficiency, motivating manufacturers and owners to squeeze more bang into every drop.

The industry now finds itself at a critical juncture. A global paradigm shift seeks improved efficiency not just for economic reasons but for mitigating the industry’s environmental impact.

Environmental concerns have accelerated the use of emission control technologies and cleaner fuels. Regulators and industry bodies have imposed sweeping measures to address both real and perceived dangers posed by the industry’s dependence on fossil fuel. This push aligns with a broader global movement to address climate change and reduce fossil fuel reliance, motivating stakeholders to explore alternatives.

Gimme Fuel, Gimme Fire

The alternatives, however, still need to deliver the horsepower to propel the industry forward. Many of the available alternatives provide viability in terms of emissions but fall short when it comes to safety and efficiency.

Enter hydrogen.

Known for its high energy density, hydrogen has gained momentum as a key player in the quest for cleaner energy solutions. Due to its potential to generate energy safely, efficiently and with water as the only byproduct of combustion, hydrogen has become an attractive option for reducing the industry's environmental impact.

Its potential was recognized early in industries like aerospace and automotive where its high energy-to-weight ratio made it appealing for transport applications, though widespread adoption was hindered by infrastructure challenges. As motivation and interest in decarbonization grew, the maritime sector began investigating.

Importantly, hydrogen offers flexibility. It can be used in fuel cells to power electric propulsion systems or in specially designed engines, giving designers and builders options. The industry saw its first milestone with delivery of the dual-fuel passenger shuttle Hydroville in 2017, developed by  CMB.Tech, that marked a significant step in scaling hydrogen fuel technologies. 

Pieter Huyskens, Director of Research, Development & Innovation for Damen, notes that “These dual-fuel systems provide flexibility for vessel operators, ensuring vessels can run on diesel when hydrogen is unavailable while still pushing the technology forward. Damen is now collaborating on multiple projects with CMB.Tech to leverage their knowledge and experience on hydrogen implementation with the standardized shipbuilding approach of Damen.”

The industry continues its hydrogen exploration with projects like Zero Emission Industries’ (ZEI) cutting-edge fuel cell systems. Founded in 2018, ZEI offers hydrogen fuel cell powertrains specifically tailored for maritime use. CEO Joe Pratt explains, “The maritime industry is comprised of vessels and equipment that use significant amounts of power for long periods of time, making electrification only possible through hydrogen.”

Collaboration with original equipment manufacturers (OEMs) has been critical in advancing hydrogen-compatible engines and generators. These efforts are facilitating innovation through technologies that integrate engines and generators with advanced controls and automation, safety systems, simulations and digital twins, and hydrogen-specific management software. 

Advanced electronic controls are key to optimizing hydrogen fuel systems. Collaborations between vessel operators and OEMs have resulted in control systems that enable efficient fuel usage and enhance vessel automation. Automated systems allow real-time adjustments in fuel consumption, improving both safety and operational efficiency.

Hydrogen’s volatility necessitates stringent safety measures. ZEI is pioneering safety protocols for hydrogen storage and handling aboard vessels. By working with OEMs, they have introduced innovative safety equipment such as leak-detection sensors and pressure-management systems, ensuring that hydrogen-powered ships meet the highest safety standards. 

Companies like ABS have collaborated with tech firms to develop digital ecosystems that integrate hydrogen management software into existing maritime operations, offering real-time data analysis and predictive maintenance.

Collaboration & Challenges

Despite hydrogen's promise, infrastructure challenges remain. The industry is actively addressing these by partnering with private and public entities to develop scalable hydrogen solutions, demonstrating once again that innovation across the maritime sector is dependent on close collaboration between all stakeholders.

Naval architecture firm Glosten has been pioneering hydrogen-fueled vessels at the design stage, working closely with shipbuilders and classification societies to refine hydrogen fuel cell systems for marine applications. Designing a research vessel in partnership with Siemens, ABS and Scripps, Glosten’s work in innovative designs has been instrumental in demonstrating the feasibility of hydrogen for larger maritime applications, addressing safety, space and operational challenges.

Organizations like the California Hydrogen Business Council (CHBC) represent a collaborative effort that aligns the interests of maritime and shoreside in the development of hydrogen-focused port infrastructure. “We’re seeing increased engagement from frontline port communities who want to ensure that that their communities are part of the evolution of cleaner and safer ports,” says Katrina Fritz, CHBC’s President & CEO.

For its part, ZEI’s innovations extend to solutions like “FTcase,” a portable refueling system that allows vessels to refuel with hydrogen at any dock without needing dedicated infrastructure. This type of innovation makes hydrogen as convenient as diesel in maritime applications. CEO Pratt notes, “Our goal is to make hydrogen fueling as simple as using diesel today, enabling a smooth transition for the industry.”

While these forward-looking companies are developing scalable storage and refueling solutions or investing in research and development to refine the technology, governments are increasingly developing the regulatory frameworks and offering incentives to build necessary infrastructure and support hydrogen adoption.

ABS is working to develop the necessary regulatory framework for hydrogen-powered vessels, cooperating with organizations like Damen to ensure they meet stringent safety and operational standards. Likewise, CHBC’s Fritz notes that federal support is critical for building community buy-in, maintaining an excellent safety record and “working with codes and standards-making bodies to ensure infrastructure is built, operated and maintained in a safe and compliant manner.”

The growing demand for hydrogen across all sectors makes ZEI’s Pratt optimistic, despite challenges: “Demand incentivizes production, which lowers costs and increases adoption. This helps maritime as well as land-based industry.”

Beyond Fossil Fuels

The combination of growing environmental awareness and stricter compliance requirements is effectively driving the maritime industry beyond its traditional reliance on fossil fuels. And hydrogen is emerging as a promising alternative, offering a pathway to a cleaner, more sustainable future. 

Technological innovation, collaboration and regulatory support are ensuring that infrastructure, supply chains and regulatory frameworks can support the adoption of hydrogen fuel and advance the industry’s clean energy transition safely and effectively. – MarEx 

Regular contributor Chad Fuhrmann is the founder of Revolution Consulting X Engineering.

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

 

ECOCIDE

Thousands of Aging Shipwrecks Pose Global Environmental Threat

Wreck WWII USS Stewart
File image courtesy Ocean Infinity

Published Dec 15, 2024 6:56 PM by The Conversation

 

[By Fraser Stuart]

At the bottom of the oceans and seas lie more than 8,500 shipwrecks from two world wars. These wrecks have been estimated to contain as much as 6 billion gallons of oil, as well as munitions, toxic heavy metals and even chemical weapons.

For decades, these wrecks have largely lain out of sight and out of mind. But all this time, their structures have been degrading, inexorably increasing the chances of sudden releases of toxic substances into the marine environment.

In parts of the globe, climate change is exacerbating this risk. Rising ocean temperatures, acidification and increasing storminess accelerate the breakdown of these wrecks.

Of course, wrecks from the world wars are far from the only ones to be found at the bottom of the sea, with many others adding to the problem. The cost of addressing this global issue has been estimated at US$340 billion.

How many of these wrecks pose a threat to people’s safety, to coastal communities and to the environment? What can be done – and why haven’t we done it sooner?

Mapping the problem

The raw figures in dollars and the numbers of wrecks on the map rightly cause concern. Work by researchers such as Paul Heersink has drawn together different datasets to help visualize the scale of the challenge. Yet these figures, and the position of dots on maps, may also give a false sense of certainty.

It remains the case that the world’s oceans and seas are not as well mapped as we would like, with about 23% having been described and mapped in detail. Even that level of detail often falls short of what we need to positively identify a wreck, let alone determine the risk it might pose.

There is an ongoing global push to improve our mapping of ocean space under the auspices of the Seabed 2030 project, which is looking to reach a universal resolution of 100x100m. That means one “pixel” of information would be equivalent to about two football pitches. This will be transformative for our understanding of the ocean floor, but will not reveal the detail of all those things that you could hide within those two football pitches (which includes quite a few wrecks).

Many of the wrecks that may pose the greatest problems are found in shallower coastal waters, where government mapping initiatives and work by industry provide much higher resolutions, yet still the challenge of identification remains.

What about archival records? Historical records, such as those held by Lloyd’s Register Foundation in London, are fundamental to bringing greater certainty to the scale and nature of the challenge. They contain the details of ship structures, cargo carried, and last known positions prior to loss.

The accuracy of those positions, however, is variable, meaning that knowing exactly where on the seabed a wreck might be, and so how to survey it and assess its risk, is not straightforward. This is placed in stark relief by the work of British maritime archaeologist Innes McCartney and oceanographer Mike Roberts, whose detailed geophysical and archival investigations in the Irish Sea demonstrated that historic wrecks have been frequently misattributed and mislocated. This means that the dots on the map are often in the wrong places, and up to 60% can be sitting in unknown locations on the sea floor.

A race against time

Most of the wrecks causing greatest concern are of metal, or metal and wood construction. The steel in these wrecks is slowly degrading, increasing the chance of cargos being spilt, and components breaking down. However, this is only part of the risk.

The sea is becoming an ever busier place, as we carry out more intensive fishing and ramp up the construction of offshore wind farms and other energy installations to meet net zero commitments. These all affect the seabed and can physically disturb or change the dynamics of wreck sites.

There is increasing global recognition of the need to address this problem. It has remained unresolved to date because of the complex international and interdisciplinary challenge it poses.

Many of the wrecks lie in waters off countries that have nothing to do with the original owner of the ship. How then, do we determine who is responsible? And who pays for the clean-up – especially when the original owner benefits from the legal loophole of sovereign immunity? Under this concept, the flag State (the country where the ship is registered) cannot be held responsible under international law and therefore is not legally obliged to pay up.

Beyond these fundamental questions of responsibility, there are technical challenges. It’s difficult to know exactly how many wrecks of concern there are, and how to locate them. So how do we assess their condition and determine if intervention is needed? And if so, how do we intervene?

Each of these questions is a complex challenge, and solving them requires the contributions of historians, archaeologists, engineers, biologists, geophysicists, geochemists, hydrographic surveyors, geospatial data analysts and engineers.

This has already been happening, with regional projects making critical headway and demonstrating what can be achieved. However, the immense scale of the problem outweighs the amount of work done to date.

New technologies are clearly critical, as are new attitudes. At the heart of the problem is an issue of knowledge and certainty – is this the wreck we think it is, does it pose a problem and if so, over what time scale?

Advances in subsea drones known as Autonomous Underwater Vehicles (AUVs), which are fitted with an array of sensors to measure the seabed and detect pollutants, could help enhance our knowledge about the locations of wrecks, what they’re carrying and their state of deterioration. AUVs can provide relatively cheap, high resolution data that produces fewer emissions than a comparable survey campaign conducted from a large research vessel.

But we also need to share that information, and compare it with data from archives to help generate knowledge and higher levels of certainty. Too often, underwater surveys and investigations occur in silos, with data held by individual agencies or companies, preventing a rapid and cumulative increase in understanding.

The severity of the environmental and safety risk posed by wrecks on the ocean floor, and how it changes over time, is not fully known. But this is a problem we can solve.

Action is needed now, driven by a robust regulatory and funding framework, and technical standards for remediation. A global partnership – codenamed Project Tangaroa – has been convened to stimulate that framework – but political will and financing is required to make it a reality.

Through targeted archival and survey work, and by sharing data and ideas, we can chart a course to a future where the sea is not a place where we ignore things today that will threaten us tomorrow.

Fraser Stuart is a specialist in maritime prehistory and geoarchaeology who has been lucky enough to work on projects both on land and underwater across the globe: from survey and excavation in South, Central and North America, through to diver and ROV work in Europe. He is a professor of archaeology at University of Southampton. 

This article appears courtesy of The Conversation and may be found in its original form here.

The Conversation

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