Thursday, April 11, 2024

 

Lloyd's Gets Low Marks in Insurance-Industry ESG Survey

Inside the halls at Lloyd's of London (courtesy Lloyds of London / CC BY 2.5)
Inside the halls at Lloyd's of London (courtesy Lloyds of London / CC BY 2.5)

PUBLISHED APR 11, 2024 5:22 PM BY THE MARITIME EXECUTIVE

 

 

A British investment activism group has handed Lloyd's of London low marks on environmental and social responsibility, and has suggested imposing new regulations on the historic insurance marketplace if it does not improve. 

The activists' group, ShareAction, wants to see the British financial industry reorient towards adequate protection for both society and for the planet. It recently undertook a review of the nation's large insurers, including the Lloyd's market, to see how well their social-responsibility and climate policies stacked up against each other.  

Though Lloyd's has voluntary ESG guidance for its managing agents - the professionals who manage the operations of each Lloyd's syndicate - ShareAction found that it falls short of other institutions' recommendations. Managing agents who follow Lloyd's voluntary rules precisely would get a low score of 13/100 on ShareAction's assessment, and an "extremely poor" grade of "E." The market's voluntary guidance dates back three years, and recommends joining an ESG alliance that Lloyd's itself has since departed, ShareAction said. 

As would be expected, Lloyd's has no restrictions on underwriting business ventures in thermal coal or offshore oil and gas, both of which are staples of the shipping industry. ShareAction called for a commitment to phase out these carbon-intensive elements of the business. 

But the real responsibility lies with the managing agents themselves, as they each run an independent book of business. Nearly half received an "extremely poor" grade of "F" on the group's ratings, for several key reasons. Less than half of Lloyd’s of London managing agents have set any net-zero targets for their underwriting business, the group found. No managing agents have adopted a net-zero transition plan, though Lloyd's has launched a new consultation process for market-wide transition. Only a handful of agents offer insurance products for green businesses and projects.

"Raising performance among managing agents may therefore require that Lloyd’s of London mandate specific requirements for its agents," ShareAction wrote. "If ambition at Lloyd’s of
London is moving in the wrong direction, then such actions could be mandated by legislation
and regulation, particularly given Lloyd’s’ historic relationship to the British state."

Among all insurance industry members surveyed - within Lloyd's and without - ESG factors are rarely tied to management compensation. On a day-to-day level, this means that "climate targets are likely to be marginalized in practice and senior staff are primarily incentivized to meet other KPIs" like P&L, concluded ShareAction. 

 

Baltic Sea’s Largest Offshore Wind Farm Advances Towards Auction

iStock image
iStock

PUBLISHED APR 10, 2024 11:00 PM BY THE MARITIME EXECUTIVE

 

 

With the construction of Poland’s largest offshore wind farm in the Baltic Sea on course, Equinor and the Polish utility company Polenergia have applied for an environmental approval for the connection infrastructure of the Baltyk I offshore wind project. The wind farm is the largest and most advanced offshore wind project in the Baltic Sea. It is the second phase of offshore wind energy development in Poland, coming after the earlier projects, Baltyk II and Baltyk III. According to the developers, the application for the environmental approval comes ahead of the planned auction for Baltyk I in 2025.

The three projects are jointly developed by Equinor and Polenergia. They will have a combined capacity of up to 3 GW, allowing 4 million Polish households to be supplied with green energy. Baltyk I is the largest of the wind farm projects, with a capacity of up to 1560 MW.  The wind farm is located about 50 miles from the coastline near the Leba Municipality.

Electricity from the project will flow via cables ashore to a connection point at the Polish Power Grid Krzemienica substation, which is under construction in the Redzikowo municipality.

“A common corridor section for the cable bringing power out of all the three Baltyk projects will significantly shorten the investment process, and make it easier and cheaper. The construction of the Baltyk I wind farm will benefit from the best practices developed in the construction of the earlier projects, Baltyk II and Baltyk III,” said Jerzy Zan, CEO of Polenergia.

The total distance prompted the developers to use direct current (HVDC) technology. This has already been installed at the largest offshore wind farm in the world - Dogger Bank in the UK, where the first power was fed into the grid last year.   

 

 

Chinese Trawlers and Warming Waters Fuel West African Fishery Crisis

Factory trawler off Ghana (File image courtesy EJF)
Factory trawler off Ghana (File image courtesy EJF)

PUBLISHED APR 9, 2024 9:17 PM BY THE CONVERSATION

 

 

[By Robert Paarlberg]

Average fish catches by traditional fishing communities along the West African coast have declined significantly over the past three decades.

Along the Gulf of Guinea, stretching from Côte d'Ivoire to Nigeria, fishers launch their wooden canoes from the beach to catch small pelagic fish, like sardines and anchovies, which they sell into local informal markets to make a living. They have done this for generations, but since the 1990s, a decline in the catch has put their livelihoods at risk.

In Ghana, total landings of small pelagic fish fell by 59% between 1993 and 2019, despite increased fishing efforts. Landings of Sardinella aurita, a favored species, declined from 119,000 tonnes in 1992 to just 11,834 tonnes in 2019.

Côte d’Ivoire has experienced a parallel fisheries decline, with its catch plummeting nearly 40% between 2003 and 2020.

The continuing decline in fish catches has serious implications for some of the poorest families in the region. Ghana, for example, has more than 200,000 active fishers. More than two million others along the value chain, including thousands of women who process and sell fish at markets along the coast, are now at risk as well. Already living at or below the international poverty line (US$2.15 per person per day), these communities now face further income loss. In essence, they are falling deeper into poverty.

I have researched food and agricultural policy in a dozen African countries over the past three decades, but the current west African coastal fishing crisis in the Gulf of Guinea is complex because it has multiple and reinforcing origins: climate change, illegal fishing by China, and too many African canoes in the water.

My work on this crisis is part of a three-year study (2023-2025) funded by the Salata Institute at Harvard University. To pursue this work I spent three weeks in 2023 visiting coastal communities in Ghana, Côte d’Ivoire and Nigeria. On a return trip to Ghana in 2024, I will share the preliminary findings with local stakeholders, including fishing community leaders, local advocates and government officials. Meanwhile I set out the main findings below.

Climate

Among the multiple threats from climate change, ocean warming is probably the least appreciated. Plenty of warming is experienced on land, but roughly 90% of the extra heat trapped by greenhouse gas is absorbed into the ocean. This helps contain warming on land in the short run, but in the long run it brings a cascade of larger climate threats.

When ocean waters warm they expand in volume, and this thermal expansion is now the source of almost half of all sea-level rise. Warmer ocean waters also hold less oxygen, creating a threat to all marine life. But for human populations that catch fish for a living, ocean warming becomes an acute threat when it results in fish stock migrations.

Fish are cold-blooded, so if the water becomes too warm the only means they have to regulate their body temperature is to move away. This is what they have been doing along the warming equatorial currents in the Gulf of Guinea, and it accounts for some of the fish catch decline.

Dynamic bioclimate models allow us to project what continued ocean warming of this kind will do to Africa’s fish stocks. The models are widely used to forecast range shifts of organisms due to climate change and predict the eventual ranges of invasive species, among others.

One study found that the maximum catch potential for Ghana, Côte d’Ivoire and Nigeria would be reduced 50% by mid-century, compared to a zero ocean warming scenario. Another study published in 2018 was in rough agreement. It projected that climate change alone would reduce maximum catch potential in the Guinea Current System by 30% or more by 2050, even if the fisheries were well managed.

Unfortunately, Africa’s coastal fisheries are not being well managed.

Chinese trawlers

Lax regulation of international fishing trawlers is a second source of the recent fish catch decline.

Countries like Ghana, Nigeria and Côte’ d'Ivoire have laws that prevent foreign trawlers from getting a licence to fish within national exclusive economic zones, which extend 200 nautical miles beyond territorial seas. However, Chinese trawlers get around this barrier by using local companies as legal “fronts”. Chinese companies, thinly disguised as Ghanaian companies, currently own over 90% of Ghana’s licensed bottom trawlers. The Chinese vessels are damaging fish stocks by using illegal nets to catch too many undersized fish, including juveniles that have not yet had a chance to reproduce.

Chinese trawlers are occasionally fined for illegal practices in Ghana, but some fail to pay the fines and still do not lose their licence. This damaging non-enforcement of fishing laws is hard to understand, since the foreigners pay minimal taxes and licence fees, and most of the fish they catch are exported, adding almost nothing to national food supplies.

Too many canoes

Traditional fisherfolk in west Africa like to blame Chinese trawlers for diminished stocks of fish, but the increased fishing activities of their own canoes have been at least as damaging.

In west Africa there are now seven times as many canoes engaged in ocean fishing as there were in 1950. Today’s canoes have larger nets and bigger crews, and many have powerful outboard engines.

This expansion of the region’s artisanal fishing fleet has been driven by powerful demographic trends, including rapid rates of population growth plus steady human migrations towards the coast to escape impoverished rural farming.

This is why, between 1960 and 2023, the leading coastal cities in Ghana, Nigeria and Côte d’Ivoire saw population increases of at least seven-fold (Accra) and in some cases 30-fold (Abidjan). Having more people on the coast increases commercial demand for fish consumption while providing the added labour needed to catch, process and market the fish.

Despite the recent fish catch decline, canoe numbers have continued to increase; in Ghana there were 8,000 canoes in 1990, but by 2017 there were 13,650.

New livelihoods

Most traditional fishing communities will have to find new sources of income to survive. This won’t be easy since roughly 40% of coastal fishermen in Ghana and Nigeria have no formal education. Non-fishing jobs will increase in the fast-growing coastal economy. If the children of today’s fishing families stay in school long enough to complete a secondary education, most will be able to make the shift.

One policy measure to keep them in school would be to provide monthly cash transfers conditioned on school enrolment and attendance. Such conditional cash transfers have been producing results in other low- and middle-income regions. Data from 75 reports drawing on 35 studies show that conditional cash transfer policies can lead to a 60% increase in school enrolment.

Cash transfer policies are already in use in West Africa. Since 2008 Ghana has operated the Livelihood Empowerment against Poverty programme, providing cash and health insurance to the elderly poor, the disabled, pregnant women and infants. Expanding this program to poor coastal fishing families with school-aged children could promote education. For fishing communities threatened by falling fish stocks, this might be a path to future livelihood protection.

Robert Paarlberg is an Associate in Sustainability Science at the Harvard Kennedy School of Governance. 

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.

 

What We Know (And Don't Know) About the Ocean's Soaring Surface Temps

Another day, another record: global average sea surface temperatures have outpaced all prior-year records since last March (UMaine / Climate Change Institute / CC BY 4.0)
Another day, another record global average sea surface temperature (Full chart at climatereanalyzer.org / CC BY SA 4.0)

PUBLISHED APR 10, 2024 8:20 PM BY THE CONVERSATION

 

 

[By Alex Sen Gupta et al.]

Over the last year, our oceans have been hotter than any time ever recorded. Our instrumental record covers the last 150 years. But based on proxy observations, we can say our oceans are now hotter than well before the rise of human civilisation, very likely for at least 100,000 years.

This isn’t wholly unexpected. Ocean temperatures have been steadily rising due to human-caused global warming, which in turn means record hottest years have become increasingly common. The last time ocean temperature records were broken was 2016 and before that it was 2015. The last year we experienced a record cold year was way back at the start of the 20th century.

But what is remarkable about the past year is the huge ongoing spike in global ocean temperature which began in April last year. Last year was hotter than the previous record year by a whopping 0.25°C. In contrast the margins of other previous record years were all less than 0.1°C.

Why? Global warming is the main reason. But it doesn’t explain why the heat spike has been so large. Climate drivers such as El Niño likely play a role, as do the random alignment of certain weather events and possibly the reduction in sulfur emissions from shipping. Researchers around the world are trying to understand what’s going on.

How big is the jump in heat?

You can see the surge in heat very clearly in the near-global ocean surface temperature data.

Averaged ocean surface temperatures between 60 degrees south and 60 degrees north of the equator, inspired by ClimateReanalyzer.org. Each coloured line represents the temperature of a single year. Author provided, CC BY

The trend is clear to see. Earlier years (in blue) are typically cooler than later years (in red), reflecting the relentless march of global warming. But even with this trend, there are outliers. In 2023 and 2024, you can see a huge jump above previous years.

These record temperatures have been widespread, with the oceans of the southern hemisphere, northern hemisphere and the tropics all reaching record temperatures.

What’s behind the surge?

We don’t yet have a complete explanation for this record burst of warming. But it’s likely several factors are involved.

First, and most obvious, is global warming. Year on year the ocean is gaining heat through the enhanced greenhouse effect – indeed over 90% of the heat associated with human-caused global warming has gone into the oceans.

The extra heat pouring into the oceans results in a gradual rise in temperature, with the trend possibly accelerating. But this alone doesn’t explain why we have experienced such a big jump in the last year.

Then there are the natural drivers. The El Niño event developing in June last year has certainly played a substantial role.

El Niño and its partner, La Niña, are opposite ends of a natural oscillation, the El Niño Southern Oscillation, which plays out in the tropical Pacific ocean. This cycle moves heat vertically between the ocean’s deeper waters and the surface. When El Niño arrives, warmer water comes up to the surface. During La Niña, the opposite occurs.

You can see the impact of an El Niño on short term temperature spikes clearly, even against a backdrop of strong long-term warming.

This figure shows global ocean temperatures with El Niño years (red dots) and La Niña years (blue dots) highlighted. Author provided

But even climate change and El Niño combined aren’t enough to explain it.

Other natural heat-transferring oscillations, such as the Indian Ocean Dipole or the North Atlantic Oscillation, may play a role.

It may also be that our successful efforts to cut aerosol pollution from the dirty fuel shipping relies on has had an unwanted side effect: more warming. With less reflective aerosols in the atmosphere, more of the Sun’s energy can reach the surface.

But there’s probably also a level of random chance. Chaotic weather systems over the ocean can reduce cloud cover, which can let in more solar radiation. Or these weather systems could weaken winds, reducing cooling evaporation.

Why is this important?

To us, a warmer ocean might feel pleasant. But the extra heat manifests underwater as an unprecedented series of major marine heatwaves. The ocean’s organisms are picky about their preferred temperature range. If the heat spikes too much and for too long, they have to move or die.

Marine heatwaves can lead to mass death or mass migration for marine mammals, seabirds, fish and invertebrates. They can cause vital kelp forests and seagrass meadows to die, leaving the animals depending on them without shelter or food. And they can disrupt species important for fisheries and tourism.

This year’s heat stress has caused widespread coral bleaching around the world. Bleaching has been seen on reefs in the Caribbean, Florida, Egypt, and the Great Barrier Reef.

In the cooler waters of Tasmania, extraordinary conservation efforts have been put in place to try and protect endangered fish species such as the red handfish from the heat, while in the Canary Islands, small scale commercial fisheries have popped up for species not normally found there.

Last year, Peru’s anchovy fishery – the country’s largest – was closed for long periods, leading to export losses estimated at $1.4 billion.

What’s going to happen next?

Given the record temperatures stem from a combination of human-induced climate change and natural sources, it’s very likely ocean temperatures will drop back to more “normal” temperatures. Normal now is, of course, much warmer than in previous decades.

In the next few months, forecasts suggest we have a fair chance of heading into another La Niña.

If this eventuates, we might see slightly cooler temperatures than the new normal, but it’s still too early to know for sure.

One thing is certain though. As we struggle to rein in greenhouse gas emissions, the steady march of global warming will keep adding more heat to the oceans. And another spike in global ocean warming won’t be too far away.

Alex Sen Gupta is a Senior Lecturer, School of Biological, Earth and Environmental Sciences, UNSW Sydney.

Kathryn Smith is a Postdoctoral Research Scientist, Marine Biological Association.

Matthew England is Scientia Professor and Deputy Director of the ARC Australian Centre for Excellence in Antarctic Science (ACEAS), UNSW Sydney.

Neil Holbrook is a Professor at University of Tasmania.

Thomas Wernberg is a Professor at The University of Western Australia.

Zhi Li is a Postdoctoral researcher, Centre for Marine Science & Innovation, UNSW Sydney.

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.

 

Another Boxship Loses Propulsion Near an Iconic East Coast Bridge

This time, escort tugs helped it safely divert to an anchorage

Tugs helped APL Qingdao slow down and divert to the west, to a safe anchorage (AIS trackline courtesy Pole Star)
Tugs helped APL Qingdao slow down and divert to the west, to a safe anchorage (AIS trackline courtesy Pole Star)

PUBLISHED APR 8, 2024 1:32 PM BY THE MARITIME EXECUTIVE

 

 

The container ship APL Qingdao experienced a temporary loss of propulsion as she approached the Verrazzano Narrows Bridge on Friday night, the U.S. Coast Guard has confirmed to ABC News. The cause and exact nature of the mechanical casualty have not been disclosed, but the incident is receiving extra scrutiny: the container ship Dali experienced loss of power and allided with Baltimore's Francis Scott Key Bridge less than two weeks earlier, killing six and shutting down the port. 

AIS data from Pole Star shows that APL Qingdao departed the GCT New York terminal on Staten Island at about 1930 hours on Friday night. She was making about six knots as she exited the Kill Van Kull and rounded Staten Island's St. George Terminal, headed south for the Verrazzano Narrows. 

At about 2100, at a distance of about 3,000 meters from the bridge's center span, she slowed to four knots. Over the course of the next 15 minutes and 1,500 meters, she slowed to a near-stop, then diverted to a safe anchorage off Buono Beach. 

"The vessel regained propulsion and was assisted to safely anchor in Stapleton Anchorage, outside the navigable channel just north of the Verrazzano Bridge, by three towing vessels," the Coast Guard said in a statement. "These towing vessels were escorting the vessel as a routine safety measure, which is a common practice for large vessels departing their berth."

After the incident, the APL Qingdao was repaired and inspected to the Coast Guard's satisfaction. The vessel stayed at anchor for two days, then resumed her commercial voyage to Norfolk, where she is currently moored. 

APL Qingdao is a 10,000 TEU boxship operated by CMA CGM. She is approximately the same size and age as Dali, and both were built by the same South Korean shipyard. 

However, there were key differences between the two incidents. Unlike the DaliAPL Qingdao did not experience a total blackout, the Coast Guard said - only loss of propulsion. Dali also lacked escort tugs, which are not required at Port of Baltimore, and she was traveling approximately three knots faster when trouble began.  

The Verrazzano Narrows Bridge is also better protected against large vessels, according to its operator. It has large rock walls surrounding its piers, which are designed to fend off allisions. Baltimore's Key Bridge had little protection against full-size modern ships. 

 

Contractors Will Cut Baltimore Bridge Wreckage With Hydraulic Shears

Clearing the wreckage at the north side of the ship channel (center) will require cutting the remains of the truss in two (U.S. Navy SUPSALV / USACE)
Clearing the wreckage at the north side of the ship channel (center) will require cutting the remains of the truss in two (U.S. Navy SUPSALV / USACE)

PUBLISHED APR 10, 2024 11:43 PM BY THE MARITIME EXECUTIVE

 

 

In a press briefing Wednesday, the head of the U.S. Army Corps of Engineers' Baltimore district gave fresh details on the plan to remove the wreckage of the Francis Scott Key Bridge. The steel through-truss bridge collapsed on March 26 after a container ship hit one of its piers, and the Navy Supervisor of Diving and Salvage is coordinating efforts to remove the resulting wreckage from the navigation channel.

According to Pinchasin, the next step for clearing the channel is to cut a 1,500-ton section of the center span into two pieces of about 750 tonnes each. These will be small enough to pick up with the largest crane available. (Some foreign-flag crane ships might be capable of a single-piece 1,500 tonne hoist, but the largest crane barge on the East Coast is limited to 1000 short tons.)

In order to cut the 1,500-ton section in half, a crane with a bucket dredge is working on digging a hole through the crumpled road surface of the span, she said. Once that's done, there will be enough access for divers to place hydraulic shears on the thick steel chords on the bottom of the bridge. When the divers are out of the way at a safe distance, the shears will be activated and the underwater section will be cut safely in two. 

The unified command still plans to reopen a 35-foot-deep channel by the end of April and the full 50-foot channel by the end of May, Col. Pinchasin confirmed, adding that the timeline is firm and is based on rigorous engineering analyses. 

In a statement Wednesday, Senator Ted Cruz (R-TX) criticized the unified command's pace, comparing it unfavorably to the speed of America's primary competitor.   

“Given the importance of the port to the economy, one has to wonder - 'is our country treating this like an emergency?' I can’t help but think that China would have cleared the wreckage in days. I hope this episode doesn’t become another punchline about a nation in decline," Cruz said. 

Separately, the National Transportation Safety Board's investigative team still remains on site and working in Baltimore, chair Jennifer Homendy said in a reconfirmation hearing in the Senate on Wednesday. The NTSB's staff are still interviewing crewmembers and collecting information. Homendy pleaded with senators for more funding for her staff, noting that she has to choose between basic maintenance on the NTSB office building or hiring enough marine investigators. 


Investigators Suspect Electrical Fault Led to Baltimore Bridge Strike

Dali

PUBLISHED APR 10, 2024 1:55 PM BY THE MARITIME EXECUTIVE

 

As the National Transportation Safety Board hunts for the cause of the boxship Dali's disastrous allision, investigators are looking closely at the electrical system, chair Jennifer Homendy told a Senate panel on Wednesday.

In the early hours of March 26, the Dali lost all power and propulsion as she approached Baltimore's Francis Scott Key Bridge. Unable to stop, the Dali drifted into one of the bridge's piers, collapsing the entirety of the through-truss center section of the bridge. Six workers who were patching potholes on the center span died in the collapse, and one worker was injured. Removing the wreckage is expected to take months, and rebuilding will take years. 

NTSB investigators are looking at every possible factor in the incident. Tests of Dali's fuel have reportedly come back clean and on-spec, and officials have said that there are no signs of intentional wrongdoing; equipment faults are also on the list, and the OEM has sent experts to help NTSB comb through the Dali's systems for clues. Early signs point to the electrical system, Homendy said, and manufacturers' representatives have flown out to examine the vessel's circuit breakers in particular.

“That is where our focus is right now in this investigation,” Homendy told the Commerce, Science and Transportation Committee. “Of course, that’s preliminary. It could take different roads, different paths as we continue this investigation. It’s very early.”

Homendy has also said that investigators are looking at the bridge's design and its protection from ship traffic. The Key Bridge opened in the late 1970s, when most merchant ships were far smaller, and civil engineering experts have questioned whether the bridge was adequately updated to keep up with modern risks. 

“Are these bridges protected for the types of traffic that is going through now? . . . If I was a state and the Department of Transportation, that’s what I’d be looking at now," said Homendy. 

New Sonar Data Shows the Challenge of Clearing Baltimore Bridge's Wreckage

Contractors use a bucket dredge to lift wreckage of the Key Bridge, April 2024 (USACE)
Contractors use a bucket dredge to lift wreckage of the Key Bridge, April 2024 (USACE)

PUBLISHED APR 9, 2024 8:46 PM BY THE MARITIME EXECUTIVE

 

The U.S. Navy's Supervisor of Diving and Salvage (SUPSALV) has released new sonar imagery of the wreckage of Baltimore's Francis Scott Key Bridge, showing the full extent of the damage and the work that will be required to restore the main shipping channel.

Courtesy USACE / SUPSALV (click to enlarge)

The depiction shows that the tangled wreckage has significantly reduced the navigable depth of the center of the federal channel, including areas where no wreckage is visible above the surface. As USACE has warned before, the steel truss span disintegrated into a tangled mess when it hit the bottom, and its girders are visibly twisted together and embedded in the mud. 

The 3D sonar survey was created through painstaking work by Navy salvage divers, who operated in darkness and near-zero visibility to assess the contours of the wreckage. 

A panorama of Baltimore's ship channel (top) and a corresponding 3D sonar survey of the wreckage below water (bottom) (USACE / SUPSALV, click to enlarge)

The diagrams show two separate areas of focus for the Army Corps-led salvage team. The first is a "Limited Access Channel," a 35-foot-deep fairway that contractors will clear on the north side of the center span. This will be big enough to allow ro/ros, barges and government vessels to go through. Clearing that channel will resolve minor national-defense effects of the bridge collapse: Four Military Sealift Command cargo ships are currently on the landward side of the bridge and cannot get out; meanwhile, several larger Coast Guard cutters are due to call in Baltimore for repairs and cannot get in, according to USNI. 

The Limited Access Channel includes areas with significant underwater wreckage, which may be challenging to clear. However, it is also further away from the difficult operation to remove the container ship Dali, which is entangled with a section of the bridge truss. The delicate task of cutting Dali free is just beginning, and salvors are starting to hoist off intact containers from Dali's bow. 

When the channel is restored, thousands of stevedores and others who depend on the Port of Baltimore will be able to get back to work. While the primary focus has been on containerized and ro/ro cargoes, Baltimore is also home to America's second-largest coal terminal, which has been shuttered by the channel closure. In its April outlook, the Energy Information Administration (EIA) said that U.S. coal exports will drop by fully a third this month and by 20 percent in May. The impact will reduce U.S. coal exports by six percent for the full year. 

 

Green Energy's Rope-a-Dope

Is a rebound in the offing?

Wind farm
iStock

PUBLISHED APR 11, 2024 3:53 AM BY G. ALLEN BROOKS

 

(Article originally published in Jan/Feb 2024 edition.)


The 1974 “Rumble in the Jungle” made rope-a-dope famous. The boxing technique whereby a fighter allows his opponent to beat him while he leans on the ring’s ropes so they absorb the energy of the blows enabled challenger Muhammed Ali to seize the world heavyweight crown from George Foreman. All the pummeling wore out the champion, leading to Ali’s unconventional victory. 

Based on green energy’s beatings in 2023 and early 2024, is the industry merely engaging in a rope-a-dope? 

Green energy appears to have lost its mojo. Grid operators struggle to avoid electricity blackouts. Electric vehicle owners can’t get them charged in super-cold weather. EV manufacturers scale back their production plans and lay off workers. Who wouldn’t question the Green Revolution?

In Europe, energy-intensive businesses are abandoning high energy-cost countries in favor of lower-cost ones. European households are straining under the weight of high utility bills. The mirage of cheap renewable energy is disappearing, but for many it can’t happen quickly enough. 

Stressed Power Grids

The polar vortex that swept across North America stressed power grids. Canada’s Alberta grid operator warned of blackouts without a power reduction. Customers responded by cutting power usage by 100 megawatts, saving the grid. 

Like many North American grids, Alberta’s renewable energy share is growing. The problem is renewable energy sources – solar and wind – are part-time power providers, which complicates keeping the system balanced. Alberta’s data illustrates the growing challenge of managing the grid.  

Alberta has 19,272 megawatts of electricity generation capacity of which a quarter is renewable – wind (19.4 percent) and solar (6.1 percent). On the first day of the three-day grid emergency, wind generated just 2.3 percent of its capacity while solar was better at 8.8 percent. It was a sunny day because the maximum solar utilization that day reached 37.4 percent, but wind failed to even double its output. Natural gas carried the load, generating 75.5 percent of its capacity, which is 64 percent of the grid’s total generating capacity. 

To highlight the part-time performance of renewable energy, on the same day of the prior week, solar delivered zero output while wind delivered 59.8 percent. Given wind’s strong performance, natural gas got a reprieve and only had to utilize 74.9 percent of its capacity. 

U.S. grid operators anxiously watched. The Texas grid, devastated by Winter Storm Uri in 2021, which claimed 800 lives, avoided a repeat as temperatures were not as cold and there was no ice storm.  However, during the 7 a.m. hour on the two days of the cold snap, the grid narrowly avoided crashing when wind generated only 7 percent and 12 percent of capacity. Solar was completely absent. Natural gas, coal and nuclear power kept the electrons flowing. 

The East Coast offshore wind disaster that began last year continued into the new year. Developer Eversource announced a $1.4-$1.6 billion write-down of the value of its interests in three joint-venture offshore wind projects as it seeks to sell them. Because the economics of these projects have deteriorated, their value must be reduced.  

Transition Fairy Tales

Joe Kaeser, Chairman of Siemens Energy, one of the world’s largest wind turbine manufacturers, commented on the energy transition fairy tales that must be corrected before progress can be made. 

He was interviewed by The Telegraph after addressing the recent Davos World Economic Forum meeting. He told the paper, “Every transformation comes at a cost and every transformation is painful.  And that’s something which the energy industry and the public sector – governments – don’t really want to hear.”  

“I believe people need to become reasonable about the energy transition,” he added. “I believe that for a while [customers] need to accept higher pricing. And then there might be innovation – about the weight of the blades, other efficiency methods, technology – so the cost can then go down again.  But the point is, if there is no profit pool in an industry, why should that industry innovate?”

In effect, only higher prices will create the “profit pool” allowing the industry to innovate and hopefully bring down costs. 

“I think [the net zero targets] are realistic, but they come at a cost,” Kaeser continued. “You need to stick by the facts at some point even though facts sometimes may not be liked.” He went on to explain that consumers want “reliability, affordability and sustainability” from their energy system. However, as he points out, “sustainability and affordability may conflict.” 

As a result, the green energy movement faces a serious problem: “If you want to have cheap energy,” Kaeser concludes, “you need to be gas-fired. That’s the cheapest way, the most secure way if you calculate the whole thing, from the beginning to the end.” 

Natural gas over wind energy is not a message the green energy movement wants to hear, especially from a key industry player. But Kaeser is right. Transitions take time and are not costless. You need profitable industries to effect technological change, enabling the transition to continue. Compressing the transition timeline is proving to be more expensive than it would be otherwise, and therefore it’s alienating the public whose support it needs. 

Energiewende

A fast energy transition can lead to fundamental flaws that put economies and societies at risk of immense harm. Germany, the world’s fourth largest economy, experienced an economic contraction last year and is projected to barely grow this year.

The problem? High-cost energy. 

Germany’s energy transition – Energiewende – has been underway for over 20 years. The transition was energized following the 1997 Kyoto Protocol. Germany’s carbon emissions reduction has been outstanding, but recent progress has come at the cost of industrial activity due to surging energy costs. 

The super-cold winter of 2021-2022 depleted gas storage just as the Russia/Ukraine conflict commenced and Germany lost its major source of gas. Energy prices soared as alternative gas supplies were secured at higher prices. German households pay the second highest electricity price in Europe –  three times the cost in the U.S. 

With Germany’s economy shrinking because manufacturers, especially high-energy-consuming companies, were ceasing operations and shifting production to low-energy-cost countries, the government had to act. Last November, it agreed to subsidize the industry’s energy costs to the tune of €28 billion ($30.5 billion) for 2024-2027 with €12 billion ($13 billion) allocated for 2024.

This may not be enough to keep the economy humming, suggesting the public may suffer even more in the future. 

EV Slowdown

Another struggling green energy industry is electric vehicles. Sales continue to grow but at a slower-than-anticipated rate. Production has outstripped demand, causing inventories to build on dealers’ lots. 

The share of Americans willing to consider EV purchases has fallen, causing America’s automakers to pull back EV investments, cut production and lay off workers. This is happening despite more states instituting bans on internal combustion engine vehicle sales. 

Pictures of charging stations in Chicago chock-full of EVs with dead batteries during the recent Arctic cold spell created bad press. The inability to charge EVs and a significant loss of range have alarmed potential buyers. 

The announcement by rental car giant Hertz that it’s selling a third of its global EV fleet – 20,000 vehicles – because of repair and insurance costs was another black eye for the industry. Hertz was pressured by the sharp drop in used EV values due to Tesla’s price cuts. Rental car company earnings are highly sensitive to fleet depreciation. Price cuts drive down used-car values, slamming earnings.

But the real problem was not as many people wanted to rent EVs as Hertz anticipated. 

Tesla has aggressively cut EV prices hoping to boost lagging sales. As a result, Detroit automakers are losing thousands of dollars per EV sold, an untenable situation.

Rope-a-Dope? 

It would seem the green energy movement is being derailed. However, it could just be a rope-a-dope move. Can the industry rally? 

As Siemens Energy’s Kaeser explained, the rush to transition has created the industry’s problems. For offshore wind, it rushed to build bigger and bigger turbines to boost project returns, but the technology could not mature at the same pace. With developers “flip-flopping on projects given their slow planning process, equipment suppliers were left with an uncertain business outlook.” Thus, they are reluctant to invest in research and development and the larger manufacturing plants necessary for bringing down turbine costs and improving project economics. 

“It’s up and down and up and down, and promise here and promise there and then, ‘Oh, well, renewables are too expensive.’  Well, the cost of energy doesn’t go down on renewables if you don’t innovate,” Kaeser explained. 

Who Pays?

It all comes down to money. If countries and developers are not prepared to spend, they should rethink their net zero plans. 

Such spending, however, is predicated on a return to a world with loads of cheap money. That world no longer exists. In today’s high-interest-rate world, the cheap renewable energy mirage has disappeared. The cost of the energy transition can’t be financed on the backs of the public alone.  

As they await a renewable energy rope-a-dope, many electricity customers are yelling, “No Más!” – MarEx 

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