Monday, July 15, 2024

Vehicle electrification requires 55% more copper mines by 2050 — report
AND CENTRALIZED GLOBAL PLANNING (WWII)

Staff Writer | July 14, 2024 

View from above of an open-pit copper mine in Peru. Stock image.

Electrification of the global vehicle fleet would require 55% more new copper mines coming online by 2050, the target year for net-zero emissions, according to a recent study published by the International Energy Forum.


Even factoring out energy transition, the world will need to mine at least 115% more copper than has been mined in human history pre-2018 just to meet business-as-usual trends, the report added.

Dr. Lawrence Cathles, an earth and atmospheric sciences professor at Cornell University who co-authored the study, said these findings point to a “disconnect” between the intentions behind decarbonization and the reality of the materials required.
Supply-demand disconnect

In short, the study — led by Dr. Cathles and Dr. Adam Simon, a professor of earth & environmental sciences at the University of Michigan — found that the rate at which the world is producing copper cannot keep pace with the increasing global demand for electric vehicles.

To quantify this disconnect, it gave projections of both supply and demand in a fashion that is unique to prior studies (see below).

(A) Historic and projected mined copper production. (B) Copper mine production requirement scenarios. Credit: IEF

On the supply side, annual mine output is expected to increase by 82% (from 20.4Mt to 37.1Mt) by 2050, and so will the total supply, after accounting additions from copper recycling. However, all production estimates are set to peak around the year 2086 (mine output of 48.7Mt), as shown in Figure A.

On the demand side, the study investigated several decarbonization scenarios and broke down the additional copper production that will be required under each case up until year 2050 (Figure B) .

Evidently, the net-zero scenario displays the largest gap — requiring at least 194 mines or 6 new mines every year. On the other hand, the baseline scenario (business as usual) presents a more realistic challenge of 35 mines — about one per year (see chart below).

Extra copper (relative to 2018) mined between 2018 and 2050 and number of mines that must be put into operation each year over this period to meet electrification demands. Credit: IEF

However, the authors also noted that they have been optimistic in projecting the new mine creation needs. For instance, if copper recycling remains constant at its 2018 level rather than increasing as assumed, then the number of new mines required for baseline demand would be 43.
EV manufacturing goal

Even before reaching the 2050 net-zero target, the goal of 100% EV manufacture by 2035 will still require an unprecedented departure from the copper mining baseline, the report noted.

Historically, it is estimated that excursions from mine production have been around 1 million tonnes per year (in magnitude over about 15 years), and a departure from the baseline related to EV manufacture will be five times greater and twice as long as we have experienced before (5Mt for over 30 years).

Corrected for recycling, this mining excursion is equivalent to a demand gap of 8.1 million tonnes in 2035 and 9.6 million tonnes in 2040, it added.

It is worth noting that the methods used in this study are identical to the one used by M. King Hubbert, who was famous for successfully predicting 30 years of US oil production right up to when technologies such as directional drilling and hydraulic fracturing made it possible to produce natural gas and crude oil from shale and expanded the hydrocarbon resource.

Mining takes time

With increased mining activity, there also comes the question of whether the Earth holds enough resources to support this. The short answer given by the IEF report is yes.

Under the baseline scenario, about 1.69 billion tonnes of copper will be mined by 2050, which represents 26% of the total copper resource of approximately 6.66 billion tonnes estimated by the authors. Their total resource estimate is also close to the 5.6 billion tonne figure given by the USGS.

If mining ever shifts to greater depths in Earth’s crust, the copper resource would grow further to 89 billion tonnes, and 241 billion tonnes may be recoverable from the seafloor.

Hence, there is plenty of copper available. The real concern, then, is whether these resources can be mined fast enough to support baseline global development, and then go beyond towards vehicle electrification.

The study puts that into doubt by pointing out that the new copper mines that came online between 2019 and 2022 took an average of 23 years from the time of a resource discovery for mines to be permitted, built, and put into operation.

“Within this long discovery-to-operation pipeline, we should see at least ten years of prospects (e.g. 17 prospects) with a combined production potential of 8 million tonnes per year in the pipeline to have any confidence we can meet the 1.7 major deposits per year discovery rate required for EV manufacture,” the authors wrote.

Hybrid: An alternative

In light of the findings, the authors of the report suggested hybrid vehicles as a better alternative for balancing the copper demands of electrification and the pressure placed on the mining industry.

“There is remarkably little difference between the amount of copper needed to manufacture hybrid electric rather than ICE vehicles,” they said, highlighting that hybrid electric vehicles require 29 kg of copper compared to 24 kg for an ICE vehicle.

“It would therefore be judicious to aim for a transition to the 100% manufacture of hybrid electric vehicles by 2035, rather than transitioning to the 100% manufacture of battery electric vehicles, which require 60 kg. The copper required for this transition is only slightly above baseline and does not require major grid improvements.”

“This is not a perfect solution, but it is a much more resource realistic one,” they emphasized.

Read the full report here.



Friedland warns of copper ‘crisis’ as mine costs soar


The closing panel at the Rule Symposium. From left: Rick Rule, James Rickards, Albert Lu, Nomi Prins, and Adrian Day. Credit: Henry Lazenby

Miners and analysts gathered this week in a sweaty beach city in southeast Florida to ponder why the industry gets the cold shoulder from most investors.


Copper in particular faces a forecasted supply chasm, mining mogul Robert Friedland told the Rule Symposium via a pre-recorded video interview from Telluride, Colorado.

“The world is suffering from a shortage of copper metal,” the founder and executive co-chair of Ivanhoe Mines (TSX: IVN) said. But copper prices “fall woefully short” of supporting the development of new projects. The current price is around $4.60 per lb.

“We see a crisis coming in physical markets and a requirement for much higher prices to enable most of the copper projects that are in development to have a prayer coming in.”

Humanity would have to mine more copper in the next 20 years than we have in human history to meet surging global demand on the back of the energy transition, Friedland told the conference, organized by resource speculator and founder of Rule Investment Media, Rick Rule.

Meanwhile, the cost of new mines has soared. Friedland said recent copper mine builds in Chile and Peru, jurisdictions once credited for having among the biggest and cheapest copper mines, have seen costs soar to about $45,000 per tonne of daily installed capacity due to inflation, steadily falling grades and dropping output.

While some analysts see near-term respite for soft copper prices, developers need a sustained price gain to make long-term investment decisions. Last week, BMO Capital Markets and Citigroup analysts said copper prices may rise past the $10,000-per-tonne ($4.54 per lb.) mark again in the near term due to a Chinese smelter supply shortage and grid investments in China. Copper posted a record high of $5.11 per lb. In May.

Copper price surpasses $10,000, expected to rise further, says Citigroup

The International Energy Agency projects that copper demand will increase to 36.4 million tonnes by 2040 from 25.9 million tonnes last year, driven by its growing application in clean technology and electric grid expansion. However, analysts have warned for years that copper prices aren’t high enough to support new builds. 

Friedland underlined the critical role of copper in the global economy, given its significance in electrification and renewable energy, and major new demand for modern warfare.

“The global economy needs to find five or six new Kamoa-Kakula-sized projects yearly to maintain a 3% gross domestic product growth rate over the next two decades,” Friedland estimated.

Ivanhoe is doing its part to address the copper deficit challenge with its world-class Kamoa-Kakula copper project in the Democratic Republic of Congo (DRC). The mine is ramping up, producing over 100,000 tonnes of the red metal in the June quarter. The company’s guidance for 2024 is 440,000-480,000 tonnes, with the outlook set to top 600,000 tonnes next year.
Contrarian approach

The current state of the copper market is a consequence of chronic historical underinvestment in production, compounded by increasingly scarce resources, the conference heard.

Symposium host Rule, noted that’s a repeated pattern in natural resources that will continue to lead to more boom-and-bust cycles.

Rule pointed to dramatic increases in commodity prices during the 1970s due to underinvestment: oil prices rose from $2.50 to $30 per barrel., gold from $35 to $850 per oz., and copper from $0.30 to $1.60 per pound.

Drawing parallels to the present, Rule pointed out that the US dollar lost 85% of its purchasing power in the 1970s, a situation he believes is re-emerging due to $6 trillion in quantitative easing in recent years and federal on and off-balance sheet debt of more than $100 trillion.

“Investing in underappreciated sectors presents an opportunity to invest in high-quality companies at a discount,” Rule said.

“The cure for high prices is high prices. The cure for low prices is low prices,” he said, repeating one of his favourite mantras.

Rule stressed the importance of being a contrarian investor, suggesting that attendees look for value in areas where others see risk or disinterest.

He pointed out that generally, the current sentiment around sub-$2 billion market cap mining companies is notably poor, presenting an opportunity to invest in high-quality companies at a discount.

“You can buy the serially successful companies at a small discount to the serial losers. That’s a really good deal if you think about it. The market has been completely undiscriminating with regards to the quality of leadership,” he said.
Commodities rally

The concentration in the US stock markets poses a big risk to economic stability as a small number of issuers are driving most gains, James Rickards of Paradigm said in the closing session at the conference. About 70% of the stocks in the S&P 500 are down for the year despite the index hitting new highs, driven by a handful of tech stocks.

Still, commodities have seen big gains this year, macroeconomist Nomi Prins of PrInsights Global said.

“Gold has rallied 24%, copper 27%, silver 49%, and uranium 60% — indicators of a massive transition regardless of economic ground realities,” she said.

Perhaps preaching to the converted, she noted natural resources have a critical role in future economic stability and growth. “These assets have a tremendously positive trajectory from here, driven by modern geopolitical and energy-related needs.”
CAPITALI$T XAO$

Indonesian onslaught wipes out Australia’s nickel industry

Kristie Batten | July 14, 2024 | 


BHP Leinster airport. Image: Kristie Batten

An influx of cheap nickel supply from Indonesia has all but killed off Western Australia’s long-running nickel sector.


Nickel prices halved in 2023, dipping below $16,000 per tonne in December as surpluses widened.

According to Benchmark Mineral Intelligence, Indonesia accounted for 49% of nickel production in 2023, up from less than 5% just eight years ago.

Nickel sector decimated

The impact on Australia’s nickel industry has been dramatic.

ASX 200 producer IGO paid A$1.1 billion ($744 million) for nickel miner Western Areas in mid-2022. Just 18 months later, the entire value of the acquisition had been written off and the Cosmos development project was suspended, resulting in the loss of 400 jobs.

Wyloo Resources, owned by Fortescue founder Andrew Forrest, paid A$760 million for Kambalda nickel producer Mincor Resources, and just seven months later, announced the suspension of operations.

A spokeswoman for Wyloo confirmed to MINING.COM that a joint feasibility study with IGO into a nickel sulphate plant had been paused.

In April, Canada’s First Quantum Minerals announced it would put its Ravensthorpe nickel laterite operation in WA’s southwest on care and maintenance.

The Savannah mine in WA and Avebury mine in Tasmania were also suspended after owners Panoramic Resources and Mallee Resources, respectively, collapsed.

BHP makes tough call

In February, BHP recorded a non-cash $3.5 billion impairment charge on its Nickel West division and reported negative EBITDA of $200 million, triggering a review into its future.

The worst was confirmed on Thursday when BHP announced it would “temporarily suspend” Nickel West – comprising the Kwinana nickel refinery, Kalgoorlie nickel smelter, Mt Keith and Leinster mines and West Musgrave development – from October.

The Kambalda concentrator, which relied on third-party ore, was suspended earlier this year.

More than 3,000 jobs will be lost though BHP will offer its 1,600 “frontline” employees the choice of redeployment or redundancy.

The decision will be reviewed by February 2027, and BHP has vowed to invest around $300 million per year to support a potential restart.

Once the suspension is complete, Australia will have just three operating nickel mines, IGO’s Nova and Forrestania and Glencore’s Murrin Murrin, though Forrestania and Nova are due to close within the next two years.

Prior to the decision, the Australian government’s Office of the Chief Economist was forecasting Australia’s nickel exports to decline from 161,000 tonnes in the 2023 financial to just 62,000 tonnes in the 2026 financial year.

Long history

Nickel was first discovered in the WA Goldfields in 1966, which led to the establishment of the town of Kambalda by Western Mining Corporation (WMC).

The Kambalda concentrator, Kalgoorlie smelter and Kwinana refinery were in operation by the end of that decade.

BHP acquired WMC in 2006 for $7.3 billion, and was initially extremely profitable, making more money than BHP’s world-class iron ore division in 2007, thanks to a surge in the nickel price to as much as $50,000/t.

The Global Financial Crisis reversed nickel’s fortunes and in 2014, the business was deemed as non-core and put up for sale.

Despite interest from Glencore, the sale was pulled after an acceptable price couldn’t be reached. The more than A$1 billion in closure liabilities and large capital spend required were said to be the sticking points.

Though it remained non-core, Nickel West was surprisingly left out of 2015’s demerger of South32. BHP was still keen to sell the division as recently as 2017 and it was slated for closure in 2019.

Electric era

The rise of electrification changed the outlook for Nickel West and BHP announced it would build a nickel sulphate plant in Kwinana, an industrial area south of Perth, the first and only facility of its kind in Australia.

With Tesla as its foundation customer, the plant produced its first crystals in late 2021.

BHP confirmed it had invested around $3 billion in Nickel West since the 2020 financial year.

Despite the hefty investment, Nickel West had been cashflow negative during that period and was expected to report an underlying EBITDA loss of roughly $300 million in the 12 months to June 30.

“Clearly, it’s not viable to continue operating under these significant and sustained losses,” BHP president Australia Geraldine Slattery told reporters.

The company will record an additional impairment of $300 million in its full-year results in August.

Political fallout

WA premier Roger Cook and federal resources minister Madeleine King both live near the Kwinana refinery and have been watching the review with interest.

At a conference in Perth in May, Cook urged BHP to reflect on the support of the WA government and community before considering “whether they’ll turn their back on WA in relation to the nickel industry”, while King criticized BHP for not investing more in the ageing facilities.

On Thursday, Cook described BHP’s decision as disappointing and pledged to support the workers impacted.

King acknowledged the nickel market conditions were beyond BHP’s control.

“I really am grateful that it’s a temporary suspension and not a more, I suppose, dead-end kind of closure, which would be even a worse situation,” she told local radio on Friday.

‘Devastating’

Kalgoorlie-Boulder, around 600 km inland from Perth, is the largest town in the WA Goldfields with a population of just under 30,000 people.

The City of Kalgoorlie-Boulder released a statement, describing the Nickel West news as “profoundly sad”.

“This decision is devastating, with significant impacts on the livelihoods of our residents and businesses, which will have far-reaching effects across the Goldfields,” it said.

Kambalda is about 60 km from Kalgoorlie and is home to around 2,500 people, while Leinster is a further 300km to the north. Wiluna, which supports the Mt Keith mine, is 585 km north of Kalgoorlie, on the edge of the Western Desert, and has a population of just 240.

Wiluna Shire president Peter Grundy said he was deeply concerned about the community impact.

“While this decision has been coming like a slow train across our red desert landscape, we are still shocked and disappointed by it,” he said.

“There is a knock-on effect with a decision like this – one that may get a small mention in a boardroom, but is as real as an oily, dusty, overdue invoice for some.”

BHP has established a A$20 million community fund though many estimate that won’t be enough.

Hope for Leinster?

Leinster, with a population of just 400 people, is run by BHP Nickel West.

Nickel West asset president Jessica Farrell said the company owned around 280 houses in the town and was hopeful they could be used for those workers supporting the care and maintenance process.

“We would continue to honour, obviously, the obligations of running that town,” she told reporters.

In a positive for the future of Leinster, the 200,000-ounce-per-annum Bellevue gold mine has recently opened and is already talking about expanding, while Liontown Resources’ A$1 billion Kathleen Valley lithium mine is due for firs production within weeks.

Customers and suppliers weigh impacts

Nickel West is also a supplier of sulphuric acid, which is produced as a smelter by-product.

Lynas Rare Earths has a contract with BHP for the supply of sulphuric acid to its Kalgoorlie rare earth facility until mid-2027. Lynas said BHP had affirmed its commitment to supply imported acid to the company.

The suspension of the nickel sulphate plant will impact battery customers including Tesla, Panasonic and Toyota.

IGO is the only remaining supplier of third-party ore to BHP. A spokesman for IGO said the company did not comment on contractual agreements but the closure would have no material impact.

Shares in junior Kambalda nickel explorer Lunnon Metals slumped by more than 12% on Friday to an all-time low. The company said it was considering alternative processing options to Nickel West, including the purchase or lease of the Kambalda concentrator or the development of a new facility.

The decision will also impact contractors and suppliers.

GR Engineering Services said the suspension of West Musgrave would impact its revenue by up to A$80 million in the 2025 financial year, while local airline Alliance Aviation Services, which operates 24 round-trip flights to Nickel West sites per week, reported an EBITDA impact of A$3-5 million per year over the next two financial years.

Other contractors and suppliers are likely to disclose impacts in the coming days.
The end of Australian nickel?

The nickel market is expected to remain in surplus until later this decade. Fastmarkets believes the market is oversupplied by up to 8% of demand.

Slattery said multiple options for Nickel West, including partial curtailment, were considered.

“Ultimately, this was less about the cost of running the business and more about the market outlook and anticipated extension of what is a structural low in the market,” she said.

BHP expects the market to remain in surplus for at least the next three years but was confident of an improvement beyond that timeframe.

“Now, of course, there’s uncertainty with that, but we’ve got sufficient conviction to maintain investment in the option of bringing the Nickel West business back into operation,” Slattery said.

The Nickel West suspension will narrow the nickel surplus but also cement Indonesia’s dominance.
Costly restart

If BHP decides to stick to nickel, it will have to go ‘all in’.

The West Musgrave nickel-copper project, acquired in last year’s A$9.6 billion takeover of OZ Minerals, has a large price tag of A$1.7 billion and is only partially built.

The concentrator, smelter and refinery are all nearly 60 years old and require investment.

In particular, the Kalgoorlie smelter requires a significant upgrade, one that is likely to cost upwards of A$500 million.

The restart will have to compete for capital with other large projects, including a potential new concentrator at the Escondida copper mine in Chile.

Even at full operations, nickel represents a tiny part of BHP’s business – around 1-2%.

(By Kristie Batten)

 

Six Shipping Industry Groups Come Out Swinging Calling for CII Reforms

containtership car carrier
Six trade groups representing all sectors of shipping jointly called for revision to the IMO's CII ranking system (file photo)

PUBLISHED JUL 10, 2024 12:41 PM BY THE MARITIME EXECUTIVE

 

 

Six of the major shipping industry trade groups representing everything from bulk cargo to containers, tankers, and passenger shipping, have joined together to highlight the shortcomings of the International Organization’s Carbon Intensity Indicator (CII).  While there has been broad talk of the issues within the structure of the CII which became effective on January 1, the six groups have joined together to highlight the perceived “inadequacies” of the program.

CII applies to ships of 5,000 gross tonnage and above and according to the IMO it was designed to aid ship owners and operators by determining “the annual reduction factor needed to ensure continuous improvement of a ship's operational carbon intensity.” Based on 2023 data, the first rating for each ship is being issued and many have warned that it could impact the economic livelihood of ships garnering the lowest rankings. Further, the program requires a ship rated D for three consecutive years, or E for one year, to submit a corrective action plan to show how it will achieve a C or higher rating.

“To achieve the IMO’s intent, the CII scheme must reflect the true efficiency rating for each ship.,” the policy statement by the six organizations declares. “A one-size-fits-all instrument, as the CII is currently designed, has inherent flaws that works against its intended purpose of supporting our collective objective of reducing GHG emissions across the maritime industry.”

The groups which include BIMCO, CLIA, Intercargo, InterManager, the International Chamber of Commerce, and Intertanko are calling on the IMO to amend the current CII system to avoid unintended consequences that are contradictory to reducing overall GHG emissions. At the same time, they are also calling for public administrations, flag states, ports, and destinations to acknowledge that the current CII system has inherent shortcomings recognized by the IMO and may not accurately reflect the true environmental performance of ships.

The IMO has acknowledged “significant concerns” raised about the program. Marine Environment Protection Committee (MEPC) in March 2024 noted that possibly inaccurate or misleading CII ratings could result in unintended adverse consequences for some ships, particularly for business-critical decisions made by the finance, insurance, chartering, brokering, and port sectors. Recognizing “shortcomings and unintended consequences of the CII mechanism,” MEPC said the issues should be addressed in the CII review, but under the IMO rules the review only must completed by 2026.

In calling for immediate actions to reform the CII system, the groups highlight that the IMO has already received 78 proposals submitted by every sector of shipping all calling for amendments to the CII. Representing the shipping industry, the six groups declared they will be part of the solution and will engage with the MEPC as the review commences in September. 

The groups are promising to propose revisions to the current CII methodology and formula that will provide a better indicator of a ship’s actual efficiency. In addition, they are also calling for those who are considering the CII rating as a potential for decision-making in the future to work closely with shipowners and flag administrators to determine whether the CII rating accurately reflects a ship’s environmental performance before making decisions.

 

South Korea’s HD Hyundai Qualifies to Compete for U.S. Navy Repair Work

Hyundai shipyard South Korea
HD Hyundai signed an agreement that permits it to compete for U.S. government vessel repair work (file photo)

PUBLISHED JUL 11, 2024 4:33 PM BY THE MARITIME EXECUTIVE

 

 

In a first of the Korean shipbuilding industry, HD Hyundai Heavy Industries, the intermediary company for three of South Korea’s largest shipyards, has secured the right to compete over the next five years for U.S. Nay maintenance, repair, and overhaul work. The agreement comes at a time when the U.S. Navy is facing a critical shortfall in shipbuilding and repair capabilities and follows a visit by U.S. Secretary of Navy Carols del Toro to South Korea earlier this year.

The company estimates the market is valued at $14.5 billion annually for both MSTS support ships and the Navy’s warships. The Koreans highlight it builds on their experience as the first domestic shipbuilding company to enter into the overseas maintenance business having established operations in the Philippines in 2022. The company also highlights that it has built warships for Korea and exported 18 vessels to the Philippines and elsewhere.

HD Hyundai Heavy Industries applied for the U.S. certification in May last year. The company underwent quality inspections in January as well as security inspections and a financial review before being certified. Today, they reported signing a Ship Maintenance Relations Agreement (MSRA) with the U.S. military authorities.

The MSRA program operated by the U.S. Naval Supply Systems Command involves private shipyards to provide maintenance and repair work mostly for the support ships deployed by the Military Sea Command (MSC) and U.S. Navy. Most of the work goes to U.S. private shipyards but the U.S. government has been strategically assigning work outside the country. India’s L&T (Larsen & Toubro) Kattupalli shipyard in Chennai, India performed its first project on a supply ship in 2022 with additional work in 2023. Three Indian shipyards were certified in April 2024.

Joo Won-ho, head of the Special Vessel Building Division of HD Hyundai called the agreement the company’s “full-scale entry” into the U.S. ship maintenance, repair, and overhaul market. Describing the scope of the work, HD Hyundai said it plans to use these projects to “build the trust of the U.S. military authorities.” It looks to expand its scope to newbuilding projects such as special purpose vessels and other government orders.

SECNAV del Toro visited Hyundai in Ulsan, South Korea in February and commended the level of work and technology available at the yard. He was quoted at the time as encouraging the South Koreans to enter the U.S. and possibly rehabilitate shipyards to expand the domestic capabilities and apply their technologies to the U.S. industry. Hyundai says they discussed ways of strengthening cooperation with the U.S. authorities. 

HD Hyundai made a first play into the U.S. market in April 2024 signing a MOU to work with the Philly Shipyard on government projects. This however was upended when Hanwha Ocean announced last month that it agreed to acquire Philly Shipyard.

 

CBP Recovers Over 1,300 Stolen Cars Being Smuggled Overseas from U.S. Ports

stolen vehicles
Baltimore CBP recovered three Mercedes being exported each valued at over $225,000 (CBP)

PUBLISHED JUL 12, 2024 6:22 PM BY THE MARITIME EXECUTIVE

 

 

U.S. Customs and Border Protection is reporting a strong increase in the recovery of stolen vehicles being smuggled out of U.S. ports often hidden in containers. Just over 1,300 stolen cars were recovered, a 6.5 percent increase, nationwide before they could be smuggled out of the country. 

The agency highlights that its officers are discovering stolen vehicles packed in shipping containers being exported from the United States. The agency says it has increased its rigorous import and export inspections with officers examining the export documentation and comparing a vehicle’s identification numbers against stolen vehicle reports.

The Baltimore Field Office which covers the Mid-Atlantic region recovered 343 stolen vehicles last fiscal year (Oct. 1, 2022 – Sept. 30, 2023). The office ranked second in the nation for vehicle recoveries. The estimated value of the vehicles is $17.7 million. 

The single most valuable vehicle retrieved was a Lamborghini Urus, valued at over $250,000. It was bound from Norfolk, Virginia to Togo in West Africa. At least three Mercedes-Benz G63 AMG sedans were also retrieved before they could depart Baltimore for Togo or in one case Benin. Each of the cars was valued at over $225,000 while an Aston Martin DBX valued at $175,000 was stopped before it could depart Norfolk also for Togo.

The Baltimore office reports that 90 percent of the stolen vehicles it was able to recover, a total of 310, were destined for West Africa.

“The international trade in stolen vehicles is just one of many revenue streams for transnational criminal organizations, so Customs and Border Protection officers will continue to strike back by recovering these vehicles and reuniting them with their lawful owners,” said Matthew Davies, Acting Director of CBP’s Baltimore Field Office. “Auto theft remains a rising concern in the United States. CBP remains committed to working with our federal, state, and local partners to hold these exporters accountable.”

The strongest increase was in the port area of Norfolk and Newport News in Virginia where CBP recovered 18 stolen vehicles an increase of 158 percent versus the prior year. The cars were valued at over $10 million. Norfolk ranked second national among the ports of entry.

There was a slight decrease in the number of stolen vehicles stopped at the Port of Baltimore last year. While the port ranked third nationally, CBP said eight fewer cars were discovered. They stopped a total of 141 stolen vehicles valued at over $7.3 million.

The criminals are also attempting to export the vehicles through smaller ports. The ports of Philadelphia and the Port of Wilmington, Delaware, collectively recovered 22 stolen vehicles.

The stolen cars run the gamut from subcompacts to full-sized sports utility vehicles. CBP reports that 73 percent of those stopped were SUVs. Land Rover’s Range Rover took the top spot again last year followed by the Toyota Highlander. They also stopped BMWs, Toyotas, and Infinity models. 

CBP reports they even recovered a 1991 Toyota pickup valued at just $2,150 being exported from Wilmington to Honduras. They only recovered one electric vehicle (Hyundai IONIQ5) but also recovered four stolen motorcycles and even a 2014 John Deere Combine that thieves were trying to send from Baltimore to Argentina.

Two individuals were sentenced in June in the District Court in Maryland. Both had been arrested for shipping stolen vehicles to West Africa. 

The seizures are part of the wider efforts by CBP officers which are also searching for narcotics, firearms, counterfeit consumer goods, and other contraband that violate U.S. export laws. 

 

California Invests $27 Million in Port Data System Development

Socal port complex
California is investing in a new port data system (file photo)

PUBLISHED JUL 14, 2024 12:18 PM BY THE MARITIME EXECUTIVE

 

 

The California Governor’s Office of Business and Economic Development (GO-Biz) today announced the award of $27 million to support data system development and interoperability across California’s five containerized ports, the first-ever state-level funding in the country focused on improving data functionality across a statewide network of ports.

As the nation’s premier gateway for international trade, California and its ports are essential to the smooth functioning of the global economy. The state’s containerized ports, which include the Ports of Los Angeles, Long Beach, Oakland, San Diego, and Hueneme, handle a staggering 40% of all U.S. containerized imports, supporting millions of jobs and generating billions in economic activity.

“California’s ports are critical to the stability of our national and global supply chains, as well as the health of our worldwide economy,” said GO-Biz Director and Senior Advisor to Governor Gavin Newsom, Dee Dee Myers. “These historic, first-of-their-kind awards will allow us to use data to improve the functionality of our supply chain, and we look forward to working with our ports to further the momentum that these projects will generate across the state.”

The awards will fund ten innovative projects across the five ports that address key challenges in port operations and foster long-term statewide freight resilience. These projects encompass a wide range of solutions including optimization of cargo-routing, deployment of cutting-edge technologies such as artificial intelligence, implementation of climate resiliency and emissions reductions measures, adoption of trucking appointment systems, and the development of new data standards for cargo.

“This milestone marks significant progress in the Governor’s vision to improve California’s supply chain, powering us into a more equitable and economically prosperous future,” said California Transportation Secretary Toks Omishakin. “Through this critical funding and strong collaboration between California’s ports, key operators will now have essential data to help move goods using a more efficient, reliable and resilient transportation network. Together with our recent Port and Freight Infrastructure Program investments, these groundbreaking awards will help leverage innovation and new approaches, continuing to advance CalSTA’s Core Four priorities of economic prosperity, equity, climate action and safety.”

 The grant program and awards also mark a significant milestone in the Governor and Legislature’s historic investment in supply chain and goods movement, aimed at building long-term resilience in the wake of global supply chain challenges just years ago.

“As Chair of the Select Committee on Ports and Goods Movement, I am happy to see all of California’s containerized ports continue to modernize their infrastructure and benefit from this $27 million for data system development,” said Assemblymember Mike A. Gipson (D-Carson). “I am dedicated to ensuring a continued, collective partnership between the Legislature, State, and ports. Ports are a vital part of California’s economy, and I will work to ensure that California is doing everything to support our ports.”

The funds follow the signing of a first-of-its-kind Memorandum of Understanding (MOU) last spring that formed the California Port Data Partnership between the five ports. Both the MOU and the awards are expected to yield significant economic, environmental, and transportation benefits for the State.

What the Ports Are Saying

“This unprecedented level of funding is crucial for California’s containerized ports as it will enhance the sharing of supply chain data to improve information flow. With the state’s investment, the Port of Hueneme will support collaborative efforts to bridge data gaps in the regional, state, and national supply chain. The funding will also accelerate the Port’s data strategy enhancing commercial, operational, and financial data sharing systems. We appreciate the State’s commitment to resiliency and its significant investment in goods movement.” – Port of Hueneme CEO & Port Director Kristin Decas

“With six marine terminals at the Port of Long Beach now connecting to a beta version of the Supply Chain Information Highway, we’ve entered a crucial phase of development. We are grateful to the State of California and GO-Biz for their continued leadership in supporting data modernization to bolster goods movement. This funding will be important as we roll out these new enhancements to increase cargo velocity and tighten coordination across modes of transportation.” – Port of Long Beach CEO Mario Cordero

“California is the first state to step up with policy and funding to enhance supply chain digitalization. This GO-Biz funding will help the Port of Los Angeles accelerate our proven technology, the Port Optimizer, to further improve efficiency, lower impacts on our communities and make us more competitive.” –  Port of Los Angeles Executive Director Gene Seroka

“The California Port Data Partnership is a monumental and strategic achievement. This grant allows the Port of Oakland to further expand its current data environment, as well as improve the trucker appointment system in Oakland to allow for a more seamless user experience. These enhancements are critical in improving overall supply chain visibility, efficiency and planning at the local, state and national levels.” – Port of Oakland Maritime Director Bryan Brandes

“We are grateful to the Governor’s Office for prioritizing data partnerships among California’s ports. We are eager to upgrade our technology and create an interoperable system where we can share information and collaborate to further improve our maritime operations, increase cargo throughput, and enhance customer service, as we promised our constituents. Together, we’re modernizing our seaports to strengthen the supply chain and to be greener and cleaner overall.” – Port of San Diego Board of Port Commissioners Chairman Frank Urtasun

The products and services herein described in this press release are not endorsed by The Maritime Executive.



Adani Invests in New Greenfield Port in Da Nang

Da Nang port
Waterfront at Da Nang (Thang Nguyen / CC BY SA 3.0)

PUBLISHED JUL 14, 2024 10:48 PM BY THE MARITIME EXECUTIVE

 

 

India’s Adani Ports and Special Economic Ltd (APSEZ) has reportedly secured a deal to build an important new greenfield port in Da Nang, Vietnam. Located along the central coast of Vietnam, the Lien Chieu port is expected to become a major maritime gateway, helping to ease cargo handling for the overloaded Tien Sa port. It will also boost hinterland connectivity to Thailand, Laos and Myanmar.

In an interview with Bloomberg, Karan Adani, the managing Director of APSEZ, said that the company had secured an “in-principle approval” from the Vietnamese government for the development of Lien Chieu Port. Although the construction of the port was launched back in 2022, the project has been facing significant delays due to absence of an investor.

“We are targeting countries that are high on manufacturing or high on population, which will lead to high consumption. We are focusing on export volumes in these countries,” added Karan.

Lien Chieu becomes the fourth asset in Adani’s rapidly growing international terminals portfolio. Recently, the company has won stakes in Israel’s Haifa port, Colombo in Sri Lanka and the Port of Dar es Salaam in Tanzania.

The development of the port comprises two components. The first includes building of the shared infrastructure such as the breakwaters, shipping channels and access roads. This is supported by public funds to the tune of approximately $140 million.

The second component involves development of the wharf area, which the government has been trying to get an investor to support. The goal is to build out eight container berths and six general cargo berths, as well as supporting facilities, all estimated at a cost of $1.9 billion.  

With the selection of Adani Ports, the construction of the first phase is expected to begin soon. It includes building of two 750m berths for containerships with a capacity for 8,000 TEUs and above. Work has also begun on construction of a 6-lane two-mile coastal road connecting the national road system and the Lien Chieu port.

 

IMO Honors Crew of Product Tanker That Was Hit by a Houthi Missile

Marlin Luanda fire
Fire aboard the Marlin Luanda (Marine Nationale)

PUBLISHED JUL 10, 2024 4:54 PM BY THE MARITIME EXECUTIVE

 

 

The International Maritime Organization has decided to give  this year's Exceptional Bravery at Sea award to two recipients: the crew of the tanker Marlin Luanda, which was hit by an anti-ship missile early this year; and the crew of the tug Pemex Maya, which rescued no fewer than six people from four vessels in the midst of a hurricane.

On January 26, the product tanker Marlin Luanda was under way from Suez to Incheon when she was hit by a Houthi anti-ship ballistic missile in the Gulf of Aden. The ship was laden with naphtha, a highly flammable petroleum distillate, and the blast ignited a fire in a cargo tank. The flames reached as high as 15 feet off the deck.

Capt. Avhilash Rawat mustered his crew at the port lifeboat station, as the starboard lifeboat had been destroyed in the explosion. Meanwhile, the crew's fire teams fought the fire with foam monitors and hoses. Even after using up all of their foam supplies, they continued to fight the blaze using seawater alone, until further help arrived. 

After about four hours, the merchant tanker Achilles (which had itself been attacked earlier in the day) arrived on scene to assist. It was followed by the French frigate FS Alsace, the U.S. Navy destroyer USS Carney and the Indian Navy's INS Visakhapatnam. These responders supplied the crew with more foam to keep fighting multiple reflashes.    

Capt. Rawat was advised to abandon ship by expert consultants, but he and his crew stayed in the fight to preserve the vessel, at great personal risk. The crewmembers were eventually aided by trained marine firefighters from INS Visakhapatnam, who boarded the vessel and helped put out the last of the blaze. The vessel survived, and after temporarily sealing a hull breach, it transited safely to a port of refuge under its own power. 

"The exceptional bravery, leadership and determination of Captain Rawat and his crew, along with the crucial support from the assisting naval forces, were pivotal in ensuring the safety of the crew, saving the ship and preventing a potential environmental disaster," concluded the award committee. 

The next award goes to the crew of the tug Pemex Maya, who braved extreme weather to carry out multiple rescues offshore. 

On October 25, 2023, Hurricane Otis approached the Pacific coast of Mexico. It rapidly intensified into a powerful Category 5 storm and barreled towards the city of Acapulco. 

The tug Pemex Maya was located in the Bay of Santa Lucia as the hurricane neared, but the crew - under direction of Captain Jorge Fernando Galaviz Fuentes - left the safety of their anchorage and headed out to sea in order to help vessels in distress. In the early hours of the 25th, they spotted three people in the water and successfully maneuvered alongside to rescue them, despite extreme winds and waves. They found another survivor - clinging to driftwood - and then two more, afloat with nothing more than lifejackets. Each time the tug had to maneuver into position and get close enough for a lifering throw, in fierce hurricane-force conditions. 

All of the survivors were in good condition, except for exhaustion and shock, and were transferred to shore for medical care. 

IMO also awarded certificates of commendation to the captains of the LCT Celeste and the Gabonese patrol boat Mayumba. Working together, they saved 123 out of 150 passengers and crew from the sunken ferry Esther Miracle in March 2023.

 

Ukraine Seizes Cargo Ship, Detains Captain for Looting Grain from Crimea

cargo ship detained in Ukraine
Cameroon-flagged cargo ship was seized on charges to looting grain from Crimea (Prosecutor's Office photo)

PUBLISHED JUL 11, 2024 2:51 PM BY THE MARITIME EXECUTIVE

 

 

Ukraine reports it has seized a Turkish-owned cargo ship and is detaining its captain on charges that the vessel was used by the Russians to loot Ukraine grain stored in occupied Crimea. According to a statement from the State Security Service of Ukraine (SBU), the vessel and its crew were executing orders from the Russian Federation to remove the Ukrainian grain and sell it for the benefit of Russia.

The captain of the vessel, only identified as an Azerbaijan citizen was reported by the SBU to be under detention while the case continues to be investigated. He is facing charges of entering Crimea which is a closed area and could face up to five years in prison.

The vessel involved is a shadowy general cargo ship with a long history of issues. Built in 1982, the ship now named Usko Mfu is registered in Cameroon, but during its years in service, it has also been registered in Equatorial Guinea, Sierra Leone, St Vincent and Grenadines, and Croatia. The ship is 308 feet (94 meters) in length and 2,850 dwt.

The Equasis database reflects that the vessel has undergone more than 40 Port State inspections since 1999 and only twice was it not cited for violations. Most recently, Turkey listed 19 violations in January while previously Romania in July 2023 also cited it for 19 violations. The reports from Ukraine said there are 12 crewmembers aboard, although they did not identify their nationalities or if they might also face prosecution.

The Office of the Prosecutor General of Ukraine reports the vessel had turned on its AIS signal and reflected that it was bound for Moldova on July 2. While it was sailing near the port of Reni on the Danube, the Ukrainian Navy intercepted the ship. Acting on a court order, the ship was arrested and it has now been towed to the Odesa area. Ukrainian officials were reportedly surprised based on the ship’s history that it would have dared to enter the Danube.

Teams boarded the ship and searched the computers and paper records as well as the AIS transmitter. The SBU contends the vessel “repeatedly moored at the seaport of Sevastopol to retrieve looted agricultural product.” They contend it was then transported to the Middle East where it was sold and the money given to the Russians.

The Prosecutor General supplied more specifics saying according to its investigation in November 2023 the ship entered and left Sevastopol with more than 3,000 tons of agricultural products intended for a Turkish company. To hide its activity the vessel turned off its AIS transmissions. At the end of May 2024, they report the ship returned to Sevastopol where it unloaded cargo from Turkey. The AIS signal was again turned off. 

During the search of the ship’s documentation, AIS system, and computer, they report finding documents issued by the occupation administration of the Sevastopol Sea Trade Port. The SBU is also saying that they found evidence that the captain entered “unreliable information” about the ship’s route and docking into the systems and logs. 

The investigation is ongoing while Ukraine also decides how to detain the ship and the captain. Ukraine has repeatedly accused Russia of stealing grain and other materials from the occupied areas but this is the first time they have been able to detain a vessel. Reuters is quoting the head of the prosecutor’s office as saying 21 ships have been cited with arrests issued in absentia for being involved in the illegal grain trade.


Iran Releases Chevron-Chartered Tanker Held for 15 Months After Taking Oil

crude oil tanker
Advantage Sweet is underway after nearly 15 months of detention in Iran (Advantage Tankers file photo)

PUBLISHED JUL 11, 2024 12:37 PM BY THE MARITIME EXECUTIVE

 

Tracking services and the AIS signal from the Marshall Island-flagged tanker Advantage Sweet show the vessel underway and bound for Khor Fakkan in the United Arab Emirates nearly 15 months after the tanker was detained by Iranian forces. The latest AIS data shows that the tanker has cleared the Strait of Hormuz and is entering the Gulf of Oman, although official Iranian news outlets are yet to acknowledge the release.

Reports from both Associated Press and Bloomberg however are saying that the vessel appears to be traveling with only ballast after having been unloaded of its crude oil cargo taken aboard in Kuwait in April 2023 and valued in various reports at $50 million. AP says Chevron, which had the vessel under charter, had previously written off the cargo as a loss. Bloomberg reports the vessel’s draft decreased by 13 feet a likely sign of the offloading.

The Advantage Sweet is managed by a Turkish company, Genel Denizcilik Nakliyati for Advantage Tankers of Switzerland. Built in 2012, the vessel is 159,000 dwt, and according to the IMO database, the ultimate owner is a Chinese leasing company that is part of the Shanghai Pudong Development Bank. None of the companies have made a statement about the release of the vessel.

Iran seized the tanker on April 27, 2023, first alleging that it had hit an Iranian boat in the area around the Strait and failed to stop. The seizure however was believed to be retaliation for the U.S. court action to seize an Iranian cargo aboard the tanker Suez Rajan. Iranian officials have repeatedly said they would not permit the U.S. to seize Iranian assets and that they would respond in kind.

A year after taking the Advantage Sweet, Iran reported that its courts had ordered the seizure of the cargo aboard the tanker. The reports said the cargo would be compensation for Iranian patients suffering from a rare genetic skin disorder, Epidermolysis Bullosa. The suit reportedly was based on the refusal of a Swedish manufacturer of specialized bandages and dressing to sell the supplies to Iran due to the U.S. and Western sanctions. 

Associated Press is reporting an Iranian court followed up the earlier ruling by today awarding the patients $6.7 billion in compensation. They demanded that the U.S. government pay the compensation to some 300 plaintiffs according to AP.

The U.S. government reported it seized the cargo aboard the Suez Rajan as compensation for the victims of the 9/11 terrorist attacks on the U.S. The cargo was ultimately offloaded in Texas and sold with the proceeds going to the compensation fund for the families of 9/11 victims.

Iran also seized another tanker Niovi, however, that vessel was inbound and not loaded at the time. Its forces also ultimately took the St Nikolas (ex. Suez Rajan) when it reached the Gulf. These vessels remain held by the Iranians and this spring they also seized an MSC-controlled containership which was placed in the same area of detention.

COLD WAR 3.0

U.S. Coast Guard Tracks Chinese Naval Task Force off Alaska

PLA warship
File image courtesy PLA Navy

PUBLISHED JUL 10, 2024 9:07 PM BY THE MARITIME EXECUTIVE

 

 

Over the weekend, the U.S. Coast Guard shadowed a small flotilla of Chinese warships in the U.S. exclusive economic zone, north of the Aleutian Islands. 

On Saturday and Sunday, the National Security Cutter USCGC Kimball spotted three Chinese naval vessels at a position about 100 nautical miles north of Amchitka Pass, well within the U.S. EEZ in the Bering Sea. A Coast Guard HC-130J SAR aircrew found another Chinese vessel about 70 nautical miles north of Amukta Pass, or roughly 200 nm east of Dutch Harbor. The individual vessels were not identified. 

All of these vessels were operating in international waters, inside the U.S. EEZ but well outside U.S. territorial seas. U.S. Northern Command and the Coast Guard monitored their progress, and in keeping with its policy to "meet presence with presence," the Coast Guard accompanied the Chinese task force until it departed southwards through the Aleutians and into the North Pacific. 

When queried, the Chinese warships said that their purpose was to pursue "freedom of navigation operations," mirroring U.S. Navy patrols that challenge excessive Chinese maritime claims in the South China Sea and Strait of Taiwan. The coast guard views China's occasional Bering Sea patrols as an opportunity to strengthen the "international rules-based order," by applying equal treatment to Chinese warships.

“The Chinese naval presence operated in accordance with international rules and norms,” said Rear Adm. Megan Dean, Seventeenth Coast Guard District commander. “We met presence with presence to ensure there were no disruptions to U.S. interests in the maritime environment around Alaska.”

Chinese PLA Navy transits in the Bering Sea have become an annual event. Chinese surface action groups were spotted and shadowed in the Bering in September 2021 and September 2022, and a joint Chinese-Russian task force of 11 warships conducted a patrol near the Aleutian Islands in the summer of 2023. Given the size of the flotilla in 2023, the U.S. Navy sent four destroyers and one P-8 maritime patrol aircraft to respond.