Tuesday, August 17, 2021

WHY MIGRANTS ARE AT THE US BORDER
Survivors of Guatemalan mudslide face death or emigration

'Those of us who had time to flee could only carry our children on our backs'



AUG 12, 2021
THE ASSOCIATED PRESS

A student writes in her notebook as she crouches against a wall on the muddied floor of a shack serving as a schoolhouse which was inundated by heavy rains the night before, in the makeshift settlement Nuevo Queja, Guatemala, Tuesday, July 6, 2021. UNICEF donated a new school to the community, but it has been closed for five months because no one could find the key to open it. (AP Photo/Rodrigo Abd)

Alberto Arce and Rodrigo Abd
Associated Press

NUEVO QUEJA, Guatemala — The day before he left for the United States was a busy one for Victor Cal. He went from relative to relative, collecting money to buy food during the journey north.

His mother was disconsolate. "I begged him not to go, that we could live here," she said, again and again, "but the decision had already been made".

He and his parents shared a small lunch -- a couple of chiles with sesame seeds -- in silence. His mother's gloom weighed upon him; he announced he had to find somewhere to charge his phone. "to receive calls so the coyote can tell me where and when we will finally meet."

He set off on a bumpy, dirt road, looking to hitch a ride to any place with electricity. A motorbike pulled over and drove him to the nearest outlet, miles away.

___

This story is part of a series, After the Deluge, produced with support from the Pulitzer Center on Crisis Reporting.

___

At age 26, Cal felt he had no choice but to leave. The makeshift town where he lived, born of disaster, offered only hunger and death. It seemed the U.S. was the only way out.

Eleven men from his town have gone north in 2021. American authorities say they have stopped more than 150,000 Guatemalans at the border this year, four times the number in 2020.

Many were like Victor Cal, famished and impoverished. He had served in the army, mustering out as a corporal. An indigenous Mayan who speaks Pocomchí, he failed to find work in Guatemala City. When the pandemic hit, he joined thousands who fled the capital to return to their agricultural hometowns in the mountains.


His father's land in Quejá, with its coffee, cardamon, corn and beans, sounded like a safe place. At least there will be food, he thought.

He was wrong.

In his worst nightmare, he could not imagine that a hurricane's rains could bring a mountain down and destroy it all -- house, land, town. He and his parents were left destitute by a fierce hurricane Eta, displaced and dependent on relief from international organizations in a desperately shabby settlement called Nuevo Quejá.

Now, he was hours away from leaving it behind. His phone charged, he returned home after sunset. A group of friends awaited him, but he was in no mood for goodbyes.

He packed quickly. Not too many things fit in a small yellow backpack: a shirt, a sweater, jeans and a pair of extra shoes. He lost pretty much everything else when the landslide buried his house.

___

It had been raining for 25 days. The people of Quejá had been cooped up in their homes for 10 days; access roads had been cut off by flooding.

Without electricity, all the telephones were dead. Nobody told the villagers that the rain that fell over the previous 24 hours had been five times the average monthly amount; no one told them they were at risk, and they should leave.


It was lunchtime last Nov. 5 when the first trees fell and the hillside began to melt. The townspeople left their food on the fire and ran.

"Those of us who had time to flee could only carry our children on our backs" says one of the survivors, Esma Cal, 28, an energetic, articulate woman who would assume a role as a community leader in the aftermath. (Many of the people of Quejá share the same last name, Cal, though it is not always clear how they might be related.)

Fifty-eight people disappeared in seconds. Most of the bodies will never be recovered. Forty homes were buried under tons of mud and dozens of others were left inaccessible.

Crossing torrents of water on ropes, the survivors walked to the nearest town. Residents shared with them their remaining food and put them up in schools and at the market. Due to the isolation, no trucks could arrive with supplies. When helicopters finally arrived, "some of us had been without food for almost two days," said Esma Cal.

Quejá was never an affluent place. But there had been hard-earned progress over the decades, and it was wiped out in minutes.

Erwin Cal, 39, explained that Quejá was founded a hundred years ago, when a group of families got access to a coffee plantation. "My grandfather was a slave. They had to harvest without pay before they were allowed to build their shacks and use some plots of land for their own fields."


There were corn and beans to eat. Then, coffee and cardamom for the market.

In time, they started earning some extra money so they could afford to buy the land.

In the '80s, some men started venturing out of their region and joined the Guatemalan army. At the turn of the century, riding the wave of violence that has plagued the country, they hired on as private guards.

Shacks turned into colorful cement houses with tiles, big windows, refrigerators. "I had a laptop, a sound system and cable TV," said Erwin Cal. All gone.

___

By January, Esma Cal, Erwin Cal, childhood friend Gregorio Ti and others organized a local development council. By February, they had founded a temporary settlement on a third of their agricultural land, close to their buried homes. Perhaps it was not safe from another landslide, but it was accessible.

Thus was born Nuevo Quejá, home to about 1,000 survivors.

"We know how to work," said Ti, 36. He lost his pregnant wife, his 2- and 6-year-old sons and his mother in the mudslide; his surviving daughters, 11 and 14 years old, cling to his side.

The toil is constant, and back breaking. There are no animals to share the burden -- all day long, men, women and children cut and transport wood and clear land with their machetes.


The shacks are constructed with zinc sheets donated by a priest and wooden planks made from pine trees the villagers cut down. Some have big stones on the floor. Holes in the roofs allow rainwater to pour inside; holes between the wall planks are patched with rags, including U.S. flags that turn up among donations of second-hand clothing.

Esma Cal's 37-year-old uncle, Germán Cal -- who returned to Quejá after 20 years in Guatemala City to breed chickens, only to lose all his savings in the mudslide -- is trying to bring electricity to Nuevo Quejá.

It's an almost impossible task -- because officially, the town does not exist.

The government of Guatemala has never been much help to these people. And after the mudslide, it declared the new settlement uninhabitable. If officially, Nuevo Quejá does not exist, it is not eligible for electric poles or road repairs or improved water supply.

"Apart from declaring the place uninhabitable," said Esma Cal, "the government of Guatemala has been absent. Period."

The townspeople have received some help from non-governmental organizations that drew funding from the U.S. Agency for International Development -- some of it useful, some of it less so.

One gave them wheelbarrows, picks and shovels and brought two psychologists to play with the kids, reminding them how to clean their teeth. A second visited to ensure that donations of water and sanitation kits were used correctly. A third spent two days in mid-July on a family needs assessment.


Mirrors donated by USAID hang inside every ramshackle house. The purpose: to elevate self-esteem.

UNICEF donated a new school to the community, but it has been closed for five months because no one could find the key to open it. It turns out that UNICEF gave the key to a teacher who resigned and left with it. A second copy was given to a community member who denied having it.

So instead, school was held in the shack next door, in chairs donated by the European Union. But like every other shack, it leaks, and the floor is often flooded and muddy. The furniture rots.

The school serves 250 children. Of the 12 teachers who worked there before the storms, four remain to teach despite a lack of a permit from the education ministry. Their materials are in Spanish; the students speak only Pomachi, said a teacher who spoke on condition of anonymity, for fear of consequences.

"None of them will go to high school. They already lost years. School failure is total," the teacher said.

___

César Chiquin, 39, is the head nurse in charge of the area. At least once a month, he visits Nuevo Quejá; mothers bring their children and wait on a patio as the nurse lays out his scale and tape measure.


Children cried in fear when they were placed on the scales. The mothers were silent, looking at Chiquin as if he was doing magic.

The results are bad. "Malnutrition has doubled. One in three are stunted," he said.

He does not have many options. "The only thing I can do is to give them some vitamins and advice they are not ready to follow. Even if they want, most of them cannot do it because they lack the resources."

Before the hurricane, the children were healthier. "Today, it is rare for a child to have the correct weight and height. Virtually all are at risk. Their families are not in a suitable place to harvest. They have lost sustainability."

This is the central plight of the people of Nuevo Quejá. Struggle as they might, they can't raise enough food to sustain themselves. Part of the problem is timing. Having lost last year's crops to the hurricanes, "We arrived in Nuevo Quejá too late for planting properly," Esma Cal says.

They also have just a third as much land as they did before the storms. And a lot of the soil has been degraded -- torrential rains wash away the topsoil, black and fertile, and leave behind orange clay.

"We harvested two times a year, now we have only one much smaller harvest, a very small portion of our needs. We are starting again below zero." Esma Cal says.


There are so many obstacles: Seeds and fertilizer are twice as expensive as before, roads are dangerous and easily collapse when it rains. But the lack of good land trumps them all.

The local council has done the calculations. They need about 75 acres more. But they have no money to buy them.

The government has a land trust. Someday they could be awarded the land they need but, according to Guatemalan law, it does not have to be in the same region -- and they cannot even contemplate such a move. Most do not speak Spanish, and a move would obliterate their culture.

"Our community is under collapse and we need a permanent solution. This place is not fit to live in and for the moment we have no way out," said a frustrated Esma Cal. "Our real problem is that we have no land and we are dependent.

"We, as a farming community, need land."

___

The people of Nuevo Quejá are well acquainted with death. They escaped a disaster in which 58 of their neighbors and loved ones died almost instantaneously, and they know it could happen again.

Still, they need wood for their stoves, so they are again deforesting the mountainside, setting the stage for more mudslides as the autumn and winter rainy season approaches.


"But for the moment we have no choice," Gregorio Ti said.

They have designated Julio Cal, 46, to monitor rain and the mountain. There is an evacuation plan: On a pine tree forest over a small hill, they have built a bigger shack where hundreds of people could stay. But few believe this is Nuevo Quejá's salvation.

"We know we can't be here," Julio Cal said. "At any moment that mountain could come crashing down and we all die. We know that. The government has to relocate us on permanent land."

In the meantime, people are dying in the squalor of this settlement, one by one.

In July, 17-year-old Flor Maribel Cal lay in bed with a tumor on her right leg the size of a soccer ball. She was in intense pain, vomiting, malnourished. Months earlier, when the community raised money to send her to the hospital, doctors said amputation was her only hope.

Her mother refused. Her husband and two other children had died in the mudslide, and she is silent and in despair. She does not have the strength to take care of a daughter who will not be able to fend for herself, so she declined treatment. The girl died, on July 22.

Death is one of only two ways out of Nuevo Quejá. The other is emigration to the United States.


Ask any man, and he would say he wants to go. Stay, and you might earn $4 for a full day's work of clearing land, harvesting coffee or cutting wood, Victor Cal said -- hardly enough to support a family. He had heard that you could earn $80 a day in the U.S.

And moving to Guatemala City wasn't an option. There were no jobs in the pandemic, and the deck is stacked against Mayans like Victor Cal who lack Spanish skills.

Most of them say the only thing that prevents them from emigrating is that they cannot afford it.

Víctor Cal contacted a distant cousin who has been in Miami for years. He agreed to advance the $13,000 to buy a coyote package that offers two attempts to enter the U.S.

Optimistic, Cal was convinced he will be able to earn enough to repay his cousin.

It was four in the morning when Victor Cal took a scrap of paper and wrote his number and the number of the coyote who would take him to the Arizona desert.

He left it on the table, one of the few pieces of furniture in the dirt-floored shack. "My objective," he repeated, as if to convince himself, "is to be able to send money so my parents have a real house again and some land."


He added: "If I had a choice, I wouldn't go. I will be back as soon as possible"

He said goodbye without looking back at Nuevo Quejá.

 

Royal Navy Pays Tribute to WWII Arctic Convoys on 80th Anniversary

pack ice
Merchant vessels under way in ice on an Arctic convoy run (Lt. J.A. Hampton / Royal Navy)

PUBLISHED AUG 16, 2021 10:55 PM BY ROYAL NAVY NEWS

 

Eighty years to the day that sailors left Liverpool on "the worst journey in the world," wartime allies paid tribute to the merchant mariners of the WWII Arctic convoys.

Representatives from the UK, United States, Canada and Russia gathered in St Nicholas’ Parish Church to remember nearly 3,000 sailors who sacrificed their lives to deliver vital aid to the Soviet Union between 1941 and 1945.

They ran the gauntlet of Nazi sea and air power and faced horrendous weather conditions – snow, ice, sub-zero temperatures, weeks of perpetual darkness in winter and little hope of rescue if they went in the water – to reach the ports of Murmansk and Archangel.

The mission – which began on August 12 1941 with the first convoy, Operation Dervish, sailing from the Mersey – was dubbed "the worst journey in the world" by Winston Churchill.

The heavily-guarded Dervish convoy reached northern Russia without incident – it caught the Germans by surprise and they made no efforts to attack it. But they did attack many of the subsequent 77 convoys which came within range of U-boats and German bombers based in occupied Norway.

Sixteen Royal Navy warships were lost and 1,944 Senior Service personnel were killed, while 85 of the 1,400 merchant ships which took part in the Arctic runs were sunk, a loss rate 17 times higher than in the Atlantic campaign. More than 800 merchant sailors died.

“In a war of national survival, the operational and logistical challenges for the Arctic Convoys were tremendous and we should all admire the courage of both the Merchant Fleet and the Armed Forces as they faced the harshest conditions imaginable,” said Lieutenant Colonel Guy Balmer RM, the RN’s Deputy Regional Commander.

The Royal Navy’s senior engineer Rear Admiral Jim Higham, Defence Minister Baroness Goldie, Foreign, Commonwealth and Development Office Minister Wendy Morton, and military representatives from Russia, the USA and Canada took part in the ceremony. After the service wreaths were laid at the Arctic Convoys Memorial in the church grounds before participants moved to the nearby Western Approaches Museum, from where the battle against the U-boat was directed for most of World War 2. Commemorations concluded at Liverpool’s town hall with a reception for 150 people, with two Arctic veterans the guests of honour.

“Those who sailed on the convoy displayed exceptional bravery in some of the most challenging circumstances in World War 2,” said Minister Morton. “Today, on the 80th anniversary of the first convoy’s departure from Liverpool, we honor all those who served and pay tribute to their heroism and sacrifice. They played a major role in the shared history between the UK and Russia – and the ultimate Allied victory.”

Their sacrifice was not in vain. Over four years, they delivered four million tonnes of supplies to the Soviet war effort – about one quarter of the total aid they provided to the USSR between 1941 and 1945. The 7,000 aircraft and 5,000 tanks, plus trucks, cars, fuel, medicines, metals and other raw materials helped the Soviets to defeat the Germans on the Eastern Front.

 

Incidents Against Ships Declined Significantly in Asia in 2021

crime against ships and crew in Asia declines in 2021
Singapore Strait is one area of concern reporting the only increase in crime in 2021 (file photo)

PUBLISHED AUG 13, 2021 6:41 PM BY THE MARITIME EXECUTIVE

 

The number of incidents against ships in Asia declined significantly in the first half of 2021 falling to the second-lowest level in the past fourteen years. The six-month report on piracy and armed robbery against ships in Asia released by the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP) highlights the decline in serious crime while reporting five incidents, including one where a crew member was threatened with “an improvised gun,” in July.

“The total number of incidents of armed robbery against ships in Asia reported during January-July 2021 has deceased compared to 2020,” ReCAAP reports. “However, of concern is the persistent occurrence of incidents in the Singapore Strait and the continued threat of abduction of crew in the Sulu-Celebes Seas and the waters off Eastern Sabah (Indonesia).”

On the five incidents reported to ReCAAP last month, one however included a higher level of violence. It happened on July 17 in the anchorage in Manila. The duty watcher aboard the Maersk Nussfjord containership encountered an unidentified person at the forecastle of the vessel who pointed “an improvised gun at the back of the duty watcher’s head.” During the incident, the perpetrator took the watchman’s two-way radio and tied him to the railing of the ship. Seven other unidentified persons then boarded the ship, broke the padlock of the boatswain mate locker, and took away one roll of new spare rope mooring line. After they left, the watchman untied himself from the railings and reported the incident.

The other reports in July included two further boardings both in the eastbound lane of the Singapore Strait, which is a continuing area of concern for ReCAAP with a total of 22 reports in the first six months of the year. In one case, five people armed with knives were seen aboard a bulk carrier but left without stealing anything, and another sighting was of a single individual also armed with a knife who was discovered and left without taking anything. There were also two other incidents where equipment was stolen ranging from fire hose couplings to power tools and a welding machine in anchorages in Manila and Indonesia.

Despite these reports, overall incidents in Asia were down by a third in the first half of 2021 versus 2020. According to ReCAAP, it is the second-lowest level between January to July from 2007 to 2021. They further reported that there were no incidents of piracy and no crew were abducted in 2021. Currently, ReCAAP is not aware of any cases where crew members are being held in captivity in Asia.

Beyond the increase in incidents in the Singapore Strait, ReCAAP says the majority of reports were from the Philippines and Indonesia. There were only three reports in Indian and two in Vietnam, while there were none in Bangladesh, the South China Sea, or the Sulu-Celebes Seas in the first half of 2021.

Of the 41 total incidents reported this year, in nearly two-thirds the perpetrators were not armed, often fled when they were discovered, and no crew was harmed. 

ReCAAP credits the ongoing patrols and law enforcement efforts as well as reporting. They however cautioned that until the perpetrators are arrested incidents are likely to continue and that heightened vigilance must be maintained.

Robbery and Piracy Declines in 2021 Except in the Singapore Strait

piracy and armed robbery in the Singapore Strait
Robberies are down in Asa except in the Singapore Strait (file photo)

PUBLISHED JUL 19, 2021 6:07 PM BY THE MARITIME EXECUTIVE

 

The regional organization that coordinates efforts to combat piracy and armed robbery against ships in Asia, ReCAAP, has once again issued a warning about the level of activity in the Singapore Strait and in particular in one zone near Bintan Island, Indonesia. ReCAAP reported two additional incidents on July 17, while the organization reported a decline in overall activity during the first half of 2021.

The latest incident alert reports that there were two unauthorized boardings both on July 17 while each ship was underway off Tanjung Pergam, Bintan Island, Indonesia. The two incidents occurred approximately 30 minutes apart and in the same area of the Singapore Strait in the eastbound traffic lane. In both cases, the boarders were spotted by the crew members that reported that the boarders were armed with knives. In one incident they were seen in the engine room and the other in the steering gear room. In both cases, they fled once they were discovered and both ships reported that their crew was unharmed and nothing had been stolen.

“The ReCAAP ISC is concerned with the persistent occurrence of incidents in the Singapore Strait, particularly a cluster of incidents off Tanjung Pergam, Bintan Island, Indonesia,” the alert said. “Since January 2021, a total of 22 incidents occurred in the Singapore Strait, with 18 incidents occurred off Tanjung Pergam.”

 

 

ReCAAP is again warning ships to increase their safety efforts and lookouts, especially at night when most of the boardings have occurred. In half of the incidents, the boarders were armed with knives and in six cases engine spare parts were stolen. In two of the incidents, the crew was also assaulted.

News of the latest boardings came just after ReCAAP issued its six-month report during which time it says armed robbery against ships in the region declined by more than a third versus 2020. While there were 35 incidents and two attempts, there were no reports of piracy, only pretty crimes, and 20 of the incidents detailed in the six-month report were in the area of the Singapore Strait. That represented a 25 percent increase in reported incidents over 2020 in the Strait. 

Overall, the severity of the incidents also declined during 2021. In more than two-thirds of the reports, the perpetrators were not armed, and no crew was harmed. In addition, there were no abductions of crew in the Sulu-Celebes Seas and the waters off Eastern Saba, with the last incident in January 2020. Further, the four crew members abducted in January 2020 were rescued in March 2021 by the Philippine authorities. 

While incidents are down overall in the region, ReCAAP highlights that there have also not been arrests to disrupt the gangs that have carried out some recent boardings of ships. As such, they repeated the call for cooperation and reporting warning ships to remain on guard at all times. 
 

IMB: Piracy and Armed Robbery at 27 Year Low in 2021

decline in priacy attacks in 2021
(file photo)

PUBLISHED JUL 12, 2021 3:03 PM BY THE MARITIME EXECUTIVE

 

The ICC International Maritime Bureau (IMB) reported that the incidents of piracy and armed robbery are at their lowest levels in 27 years. The organization, which was founded in 1991, said that during the first half of 2021, it received the lowest number of reported incidents for the first half of any year since 1994. They, however, cautioned, that the risks remain for seafarers and especially in certain regions of the world.

IMB’s latest global piracy report details 68 incidents of piracy and armed robbery against ships during the first six months of 2021 compared to 98 incidents during the same period last year. The IMB’s Piracy Reporting Centre (PRC) highlighted that in 91 percent of the incidents, 61 vessels, the ships were boarded. In addition, four attacks were attempted, two vessels were fired upon, and one vessel was hijacked since January 2021. Despite the overall decline in reported incidents, violence against crews continued with 50 crew kidnapped, incidents where crew were threatened, taken hostage, or assaulted, and one crew member was killed and another injured.

The Gulf of Guinea continues to be particularly dangerous for seafarers, with 32 percent of all reported incidents taking place in the region, according to IMB. The region accounted for all 50 kidnapped crew and the single crew fatality during the first half of 2021.

The number of kidnappings recorded in the Gulf of Guinea, however, during the most recent quarter was the lowest since the second quarter of 2019. IMB warns that the pirates continue to target all types of vessels operating in the region and that fishing vessels have been hijacked in the Gulf of Guinea and later used as mother ships to target other merchant vessels.

“Whilst IMB welcomes reduced piracy and armed robbery activity in the Gulf of Guinea, the risk to seafarers still remains,” said IMB Director Michael Howlett. “By reporting all incidents to the Regional Authorities and IMB PRC, seafarers can maintain pressure against pirates. Bringing together maritime response authorities through initiatives – like Nigeria’s Deep Blue Project and Gulf of Guinea Maritime Collaboration Forum – will continue and strengthen knowledge sharing channels and reduce risk to seafarers in the region.”

As with other security organizations, the IMB is also warning that the pirates in the Gulf of Guinea are carrying out attacks further from the coast. For example, in early June, a bulk carrier was approached by a skiff with six pirates while approximately 210 nautical miles off the coast of Lagos, Nigeria. In that instance, the vessel was able to prevent the armed pirates from coming onboard, but it illustrates the distances at which the pirates are threatening vessels.

IMB also highlights the dangers of operating in the Singapore Strait, similar to the numerous reports of boardings and thefts from ReCAAP. Sixteen incidents were reported to the IMB center in the first six months of 2021. This was up from 11 reported incidents during the same period in 2020 in the Singapore Strait. According to IMB, these attacks are considered opportunistic, but in seven of the incidents, the perpetrators were armed with knives. In three separate incidents, seafarers were reported to have been either threatened, assaulted, or injured.

The report also highlights an increase in incidents in Peru’s Callao Anchorage. There were four reports in the second quarter of 2021 with knives reported in three of these attacks. In comparison to the first half of 2019 and 2020, IMB reports that this represents a two-fold increase in the number of incidents, with nine incidents reported in total for 2021. Perpetrators in the region possess the capacity to carry out violent attacks, with two separate incidents of crew being taken hostage and assaulted occurring in the first six months of 2021.

Vessels are also advised to take precautionary measures while anchored in Manila Bay, Philippines. IMB recorded four incidents during the second quarter of 2021. 

 IMPERIALISM

Myanmar Port Project Highlighted in China’s BRI Human Rights Abuses

Myanmar and China Human Rights abuses
Pipeline on Myanmar’s west coast- Photo: HT

PUBLISHED AUG 13, 2021 5:37 PM BY THE MARITIME EXECUTIVE

 

As China seeks to increase its influence over Myanmar including its ports and key infrastructure projects, a new report highlights China's Belt and Road Initiative (BRI) projects impact in developing countries while citing the extensive lists of alleged human rights abuses lined to Chinese business operations. The report comes days after Myanmar's military junta decided to expedite China’s funded Kyaukphyu Special Economic Zone (KPSEZ) and the deep-Sea Port project. 

The report launched by the Business and Human Rights Resource Centre (BHRRC) highlights what the watchdog organization says are the increase in social, environmental and human rights violations, especially “in countries with weaker governance and where Chinese investments are dominant.” Between 2013 and 2020, there were allegedly 679 human rights abuse allegations linked to Chinese business operations abroad. 

The London-based group, which monitors human rights violations in more than 10,000 companies worldwide, highlighted in the report that Myanmar had the highest number of recorded allegations, leading with 97 cases. South East Asia, Africa and Latin America also featured prominently in the alleged abuses. The Chinese businesses that had high risks for human rights abuse are in construction, fossil fuel energy and mining.

 

 

“The Junta has recently invited bids to provide legal services to the KPSEZ and deep-sea port project in Myanmar’s western Rakhine State, a key strategic component of China’s Belt and Road Initiative,” reported The Economic Times, India. 

This project is vital to BRI, as it will give China a direct access to the Indian Ocean, significantly enabling the China trade to bypass the congested Strait of Malacca near Singapore. The BHRRC report also notes, “Many projects in Myanmar had human rights concerns prior to the February 2021 military coup.”

In 2017, a report from the Myanmar-China Pipeline Watch Committee (MCPWC), responding to operations of China National Petroleum Corporation (CNPC), indicated that gaps remain in building clear communication and accountability mechanisms, to facilitate dialogue with the affected communities and address public concerns effectively.

CNPC operates Myanmar- China pipelines that transport crude oil and natural gas from some offshore blocks in Myanmar.

In May 2019, Adani Ports announced plans to set up a container terminal at Yangon, Myanmar investing as much as $290 million in the project as part of the overall development in Myanmar. Adani recently said it believed it could proceed with the project without being in violation of U.S. sanctions. The Chinese government has been pushing for the broader development, with an initial estimated that the projects would cost between US$9-10 billion. Myanmar raised concerns over the amount of debt it would incur leading to an agreement for the first phase of the port development cost around $1.5 billion, according to the NLD government.

 

Canada's Transport Minister Announces Ports Investments

Canada infrastructure investments in ports
Vancouver Centerm Ballantyne port area (Vancouver Fraser Port Authority)

PUBLISHED AUG 13, 2021 5:08 PM BY THE MARITIME EXECUTIVE

 

As part of its economic recovery and to lay the foundation for future growth, the government of Canada announced two projects designed to enhance its industrial ports. Canada’s Transport Minister, Omar Alghabra, announced the projects saying that Canada is investing in its economy by making improvements to its trade and transportation corridors. 

The investments in the ports will include Vancouver, Canada’s busiest port and a key gateway for Asian trade and on the east coast the Saguenay Port, which serves the industrial region of Saguenay-Lac-St-Jean at the head of the Saguenay fjord. Other investments are planned in airports and the Canadian rail system.

As Canada’s largest port, the port of Vancouver provides a strategic gateway for the country’s imports and exports, handling a third of Canada’s trade in goods transiting outside North America. Last year, overall cargo throughput at the port remained largely flat due to COVID-19 disruptions, which resulted in just a one percent increase to 145.5 million metric tons and two percent growth of 3.5 million TEUs in the container trade. The port however annual accounts for almost C$240 billion in goods and more than 2,700 foreign vessel calls.

The Minister announced plans to improve marine vessel traffic flow at the Port of Vancouver and in Southern British Columbia. With the support of Transport Canada, the Vancouver Fraser Port Authority will work with partners to design a new collaborative system to manage marine vessel traffic and optimize the supply chain flow for this strategic gateway. To be completed by March 31, 2022, the new plan includes approaches to policies, procedures, practices, incentives, technologies, information, and data sharing needed to deliver a traffic management system that creates benefits for all partners.

Earlier this summer the port experienced an unprecedented container backlog after devastating wildfires disrupted rail transport. Investment in the new system comes at a time when the Port of Vancouver is investing more than C$1 billion in infrastructure projects, including two container terminal projects and several road and rail projects to enhance its long-term competitive position and prepare it to handle growth as well as manage future issues such as those experienced this summer.

Once implemented, the system is expected to strengthen maritime safety by reducing congestion and actively managing traffic to improve the efficiency and reliability of the flow of goods for importers and exporters.

Minister Alghabra also announced an investment of over C$33 million for the Saguenay Port. A regional port, it is an import business for the local industry. The deep-water port is capable of handling vessels up to 100,000 dwt and is ice-free remaining open year-round. 

The project targets the installation of an electric mechanized transport system to transport materials at the Saguenay Port site. The conveyor system will be used to move materials back and forth between the industrial port zone and ships docked at the Grande- Anse Marine Terminal. Additionally, the system will also be accessible for loading and unloading of materials for port users who may build processing plants on the Saguenay Port property.

The funding will be done through the National Trade Corridors Fund, a merit-based program providing funding for investment in critical infrastructure assets in Quebec and across Canada. This project funding aims to enhance the performance and functions of facilities at the port, helping increase handling capacity and reduce bottlenecks in daily operations.

In announcing the two projects, the minister noted that the quality of Canada’s transportation infrastructure and the efficiency of its trade corridors are key to the success of companies in the global marketplace. As such, the Government of Canada continues to invest in infrastructure projects that create quality middle-class jobs and support economic growth.

 

Plan to Decarbonize Norway’s Ammonia Production to Build Leadership

decarbonizing Norway's ammonia production
Ammonia plant at Herøya (Dag Frode Heiland photo courtesy of Statkraft)

PUBLISHED AUG 16, 2021 2:34 PM BY THE MARITIME EXECUTIVE

 

To enable large-scale green ammonia production, a new Norwegian company is launching to decarbonize an existing production plant as part of an effort to support building Norway’s position in the emerging clean energy field. HEGRA, which is co-owned by Yara, Aker Clean Hydrogen and Statkraft aims to electrify and decarbonize the ammonia plant at Heroya in southern Norway on the North Sea.

According to the companies, the timing for establishing HEGRA is important because it will be key to building a well-functioning domestic and regional market before the global demand for ammonia increases. The plant currently produces approximately 500,000 tons of ammonia. Provided that power is available at site and the required public co-funding is in place, the companies said the project to convert Heroya into green production project could be realized in five to seven years.

“HEGRA is more than a new industrial company, it is Norway’s largest climate initiative,” said Auke Lont, Chair of HEGRA’s Board. “The decarbonization project will reduce CO2-emissions by 800,000 tons annually, equivalent to 300,000 fossil-fueled cars. It marks the beginning of developing a Norwegian value chain for green ammonia and hydrogen.”

Green ammonia, produced using renewable energy, would enable the production of carbon-free fertilizer, and is a promising zero-emission fuel for the maritime sector. HEGRA will contribute to creating a new industry based on a regional hydrogen and ammonia market, while contributing to maintaining the competitiveness of the Norwegian maritime and processing industries.

The companies noted that access to emission-free fuel will be key to the future of the maritime industry. They believe that the existing global infrastructure for ammonia will facilitate Norwegian green ammonia becoming a global commodity. With renewable energy in abundance, Norway is in a good position to capture a large share of the emerging global green hydrogen and ammonia value chain.

A report published in 2020 by The Confederation of Norwegian Enterprise found that the hydrogen industry can become a significant Norwegian export industry. They estimated it could reach more than $1 billion by 2030 and $8 billion in 2050.


China Makes a Hard Turn Towards Clean Hydrogen

gcl
Chinese solar power company GCL is pivoting to hydrogen (GCL)

PUBLISHED AUG 5, 2021 8:20 PM BY THE MARITIME EXECUTIVE

 

China is on track to become a powerhouse for the production of green hydrogen, one of the most promising alternative fuels for shipping, according to recent reports from BloombergNEF and Fitch. As the world's largest shipbuilder, largest exporter, largest port operator and third-largest shipowner, China's fuel policy choices will have a significant impact on the composition of the world fleet.

Hydrogen power is prominently included in the Chinese Communist Party's 14th Five-Year Plan. At present, most of China's hydrogen comes from coal gasification or steam reformation of methane, but green hydrogen (from renewable electricity) is a high priority as China takes aim at carbon neutrality by 2060. According to IEA data, China has 20 green hydrogen projects under development today.

As the cost of the electrolyzer units used to split water into hydrogen and oxygen comes down, the share of green hydrogen in China's economy is expected to rise. The Hydrogen Council predicts that electrolyzer prices are going to fall by 70-80 percent within ten years' time, dramatically lowering total cost of production. 

The prospect of a hydrogen value chain is attracting large Chinese companies, including solar manufacturer GCL, which is jettisoning its solar power station assets and investing in new hydrogen projects. It plans to build out about 400,000 tonnes of green hydrogen capacity in China, predominantly from solar power sources, and it is investing in a much larger conventional natural gas-to-hydrogen project in Ethiopia. "We are re-locating ourselves and focusing on a new racing track," GCL Chairman Zhu Gongshan told Reuters.

However, there may be a timeframe mismatch between when Chinese production of electrolyzers ramps up and when demand for electrolyzers materializes. BloombergNEF expects that next year, demand for electrolyzers will be in the range of 2 GW - an unprecedented number driven up by growth in China. The same year, electrolyzer manufacturing capacity will hit 10 GW, rising to 16 GW by 2024 - creating an oversupply that could drive down electrolyzer prices and prompt further uptake. 

“What's happening in China right now is revolutionary for clean hydrogen,” said Martin Tengler, lead hydrogen analyst at BNEF. "Chinese companies are racing to show their compliance with the country's carbon neutrality target, pushing the market for electrolyzers . . . to be at least nine times bigger in 2022 than in 2020."

REVIVING OLD WELLS

Design Begins for Malaysian Carbon Capture and Storage Project

carbon capture sotrage Malaysia
Xodus will design the CCS project for the platform (Xodus)

PUBLISHED AUG 9, 2021 8:09 PM BY THE MARITIME EXECUTIVE

 

The development of the first complete Carbon Capture and Storage (CCS) project, offshore Malaysia, is getting underway for the oil and gas company Petronas. The conceptual engineering design contract for the project was awarded to the global energy consultancy Xodus. 

The Kasawari CCS project, off the coast of Sarawak, will comprise the capture and processing of carbon dioxide (CO2) from the sour gas field development, which will then be injected in a depleted gas field. This project is a key element of PETRONAS’ aspiration of achieving net-zero carbon emissions by 2050.

“CCS will be a key part of a global transition to net-zero carbon emissions and our international experience and expertise will support PETRONAS in delivering sustainability across future projects,” said Simon Allison, Xodus’ Regional Director for Asia Pacific. “This is a significant step for PETRONAS and Malaysia and aligns with our ethos of delivering a responsible energy future. The award of this contract is a demonstration of the success of our expansion and recognition of our growing footprint across the APAC region.”

Xodus provides engineering services for the operator’s Malaysian and international developments and under the agreement is developing the feasibility studies and conceptual design for the CCS project. In delivering for Kasawari, Xodus will also enable knowledge and expertise exchange with its Malaysian client and contractor communities. Xodus has extensive experience across all aspects of CCS including designing and operating systems to capture, process, transport, inject and store CO2. 

 

Environmentalists Urge US Navy Involvement in Final Golden Ray Salvage

Golden Ray salvage operation
Two sections of the Golden Ray remain with the team preparing for the final cut (St. Simons Sound Incident Response photo)

PUBLISHED AUG 15, 2021 4:58 PM BY THE MARITIME EXECUTIVE

 

As the salvage team working on the Golden Ray approaches the final cut and the removal of the last sections of the wrecked car carrier, a local environmental group is calling for experts from the U.S. Navy’s Salvage Division to become involved. After the recent oil spill, which was the largest since the cutting and removal began, the Georgia group One Hundred Miles fears that the last sections could lead to another significant spill, which they warn could be catastrophic to the sensitive marshes along St. Simon’s Sound.

“As we enter the last stage of salvage operations, significant concerns remain,” the environmental group writes on its website. “As much as 44,000 gallons of heavy fuel oil, along with other hazardous chemicals and debris, remained onboard when initial cutting began.” 

The group is urging the U.S. Coast Guard Commander for the region, Admiral Brendan McPherson, the Commander of the 7th District of the U.S. Coast Guard, to ask the U.S. Navy Salvage Division for their expertise and assistance with the remaining clean-up process. “The Navy's expertise, equipment, and additional manpower can improve the outcome of the salvage operation, and their involvement is necessary to prevent further injury to human and environmental health.”

Over the weekend, the Unified Command announced that it had finally been able to remove section six of the wreck after a delay while they had addressed the recent oil leak. On August 13, they lifted section six onto the barge after completing the removal of debris and sediment, and the following day tugs towed the barge to a response facility south of Mayor’s Point Terminal. 

 

Welders prepare to attach cradles to the hull-side of section six (St. Simons Sound Incident response photo)
 

The environmental group’s concerns about the remaining hazardous materials aboard were highlighted by a small oil discharge this weekend with the Unified Command reporting that approximately 25 pollution response vessels quickly mitigated an oil discharge using oil skimmers, Current Busters, and a sorbent boom. In total, on-water pollution response teams recovered approximately 2,300 gallons of oil during the controlled lifting operations that began on July 31 for section six, according to the Unified Command.

One Hundred Miles also wrote to the Coast Guard commander alleging inadequacy of the booms surrounding the ship’s environmental protection barriers contending that the boom was only built to withstand currents less than one knot even though Georgia’s coast has currents of four knots. 

A spokesman for the salvage operation speaking to the local Brunswick News said that the team had been challenged by the “rapidly changing currents within the sound,” but that they were constantly monitoring the wreck site and surrounding areas and had scaled up their response teams within 48 hours of the most recent oil spill, with the teams continuing to work across the area.

 

Response vessels recover an oil discharge using a Current Buster (St. Simons Sound Incident response photo)

A shoreline clean-up team removes oiled sand on a beach near Gould’s Inlet  (St. Simons Sound Incident response photo)

 

The environmental group says that it is unclear how much oil remains aboard in the last two sections of the vessel and worries that another large spill could happen based on the leak experienced when the team started raising section six from the water preparing it to be loaded on the recycling barge. The Unified Command originally reported that the vessel had approximately 380,000 gallons of fuel when it heeled over in the sound in September 2019. After some initial oil leaks, the salvage team removed 327,000 gallons of fuel at the end of 2019 according to the newspaper, leading to the contention of the environmentalists that more than 40,000 gallons could have been trapped aboard the vessel.

The Unified Command’s spokesperson told the Brunswick News that they had not expected the scale of the last leak this late in the salvage operation. However, they said that the command has already been and continues to consult both with the salvage experts at the U.S. Navy and U.S. Coast Guard.

With section six having been removed from the site, the VB-10,000 being used for the cutting and lifting operations began a refitting period on August 15 to prepare for the final cutting operation to separate the two remaining sections of the wreck. The VB 10,000 rig will be repositioned over the remaining 153-foot section of the wreck and the final cut will begin. After the last two sections are removed for recycling, the operation will move into its final phase which includes a review of the site and remediation.