The Export of Waste by SeaJuly 25, 2022Miscellaneous / NewsThe problem of waste management is really a maritime one, insofar as the majority of objects observed at sea comes from the coast. There are reports of a “continent” in the Pacific Ocean made up of a mixture of various products (plastic bags, nets, cans…) and concentrated by the effect of sea currents. Sorting and recycling seems to be the only way to manage waste properly, but due to the lack of adequate infrastructures, states often have to export their waste by sea. A maritime trade has thus emerged, with specialized brokerage companies. Legal Framework The notion of waste is quite broad; indeed, one often thinks of plastic materials resulting from the use of disposable objects, but it can also be larger appliances (such as old household ones) or products containing residual hazardous materials (e.g. car batteries). Legally, the export of waste is covered by the Basel Convention (1992) on « the control of international transports of waste and their disposal », which stemmed from the need to regulate the maritime transport of waste following a series of deliberate pollutions. Since 2002, hazardous waste such as hospital or radioactive waste must comply with IMDG regulations (International Maritime Dangerous Goods Code, published by the IMO). As such, there are specific follow-up and ad hoc management channels (towards recycling or final storage), in order to avoid their loss, damage or diversion for criminal purposes. Observed practice and recent developments The export of waste by sea (the cheapest way of transporting freight, to date) seems to have become the norm. A new industry was born out of such practice, given the immense quantities of waste produced each year by our societies. In the wake of globalization, South-East Asian countries (China, Indonesia, Malaysia…) have become dumping grounds for the so-called “rich” states and brokerage companies have thus been able to take advantage of this opportunity. As such, China has recycled up to half (106Mt) of the world’s plastic waste, taking advantage of a poorly developed legislative framework. However, in 2018, the People’s Republic of China (PRC) decided to put an end to these imports, for the sake of compliance with global climate targets and, above all, a decline in the profitability of plastic recycling. A victim of this side effect, Indonesia, became overwhelmed with containers and decided in November 2019 to return several containers of waste to France, claiming that they had been “illegally imported”. In the wake of this, the French Ministry of Ecology imposed the same year a fine of several hundred thousand euros to a company that had exported to Malaysia containers of waste that did not comply with international regulations because they were mixed together (domestic waste, plastics and hazardous waste, without proper identification). What future for waste by sea? With this new paradigm, the producer states have no solution while they are faced with an exponential production of waste. The shipping of waste continues however, particularly in France: indeed, the overseas territories (DROM/COM) need to export garbage towards the mainland, as they are not equipped with reprocessing facilities. This specific issue and the notion of « territorial continuity » implies that the 1992 Convention does not apply to shipping companies involved in this task. Nevertheless, one can see that ship-owners are trying to minimize their reputational risk on this topic. Indeed CMA-CGM, the third largest global shipping company, announced during the « One Planet Summit » in February 2022 that it would stop transporting waste on board its ships by next summer. As for the decommissioned warships, the trend is to stop sending them abroad and instead work on domestic or European solutions. For example, France has recently sent her older ships to Belgium to undergo a green decommissioning process. Like this:Like Loading...... Gulf of Guinea: A Warning to Industrial FishingJuly 18, 2022Miscellaneous / Newsmap of western african and Bay of Guinea region The Gulf of Guinea extends over 3,500 mi (5,700 km) of coastline from Senegal to Angola. Far from the main shipping routes, this region is nevertheless economically oriented towards the sea because it is rich of two main resources: oil and fish. A coveted fishing reource Heterogeneous fleets of vessels sail on its waters on a daily basis: oil activity, traditional fishing and industrial fishing, legal or not. The Gulf of Guinea is all the more coveted because it is barely monitored, or even not monitored at all. As a consequence, 40% of the fish are caught illegally1 in the area, and the annual loss of income for the countries of the region amounts to more than 1.9 billion dollars (1.8 billion euros). A double challenge While artisanal fishing provides an important part of the food of the riparian countries, this uncontrolled industrial fishing could be an aggravating factor of insecurity in a region already affected by many problems: smuggling of petroleum products, a hub of drug trafficking between South America and Europe, a very large population facing the climate and food challenges. Munro Anderson, a British expert on maritime security, explains: “Incidents related to illegal fishing have led to a dramatic fall in the livelihoods of local economies, which has made many young people susceptible to the lures of organized crime”. Thus, riparian countries are facing a double challenge: controlling the area in order to avoid the plundering of their waters and developing a local and complete fishery value chain, from catch to processing. Identifying the problem For many years, NGOs such as Greenpeace as well as some governments of riparian states have regularly denounced the problem of industrial overfishing in the region. After the Japanese and Eastern European trawlers in the 2000s, it is now the Chinese or Russian fleets whose illegal activities are regularly pointed out. While it is obvious that this illegal fishing is a scourge for local populations, regular fishing agreements can also be criticized in that they often deprive coastal populations of the economic benefits of the processing of the catch, which is often done outside Africa via refrigerated vessels. The question of the employment of local seafarers is also tackled by the criticisms made on these agreements, again under the prism of the lack of local economic benefits. Finally, the COVID crisis has inflamed the debates around the issue of fishing. Where traditional fishing activity has been suspended, like most of the rest of the economy, industrial fishing has been maintained, fueling the resentment of local fishermen whose associations have been quick to denounce this apparent inequality of treatment. Awareness and Prospects To face these challenges, the riparian countries are beginning to organize themselves. Firstly, they have been working on improving the governance of the fight against illegal fishing, by creating in 2006 the Fisheries Committee for the West Central Gulf of Guinea (FCWC), which brings together the six riparian states from Liberia to Nigeria with the objective of preserving the fishing resource to optimize economic and social benefits. Secondly, they are aiming at increasing the efficiency of surveillance and control at sea. One can also note that Ghana, Togo and Benin conducted their first joint fisheries police patrol in December 2021. These projects are all financially assisted by the European Union and actively supported by some member states such as France, which is permanently deploying a Navy Falcon 50 maritime surveillance aircraft, based in Dakar, in addition to vessels operating within the framework of Corymbe operation (since 1990). Finally, while the local industry is not in a position to equip deep-sea fishing vessels, the allotment of fishing licenses to European ship owners would allow for the further development of a real local value chain around fishing, and thus contribute to reducing unemployment and insecurity (particularly food insecurity) in the region. These contracts should therefore include local employment, local landings and a fine management of catch quotas in order not to penalize artisanal fishing, which should also remain one of the pillars of the local economy. Like this:Like Loading...... The Militarization of the High NorthJuly 13, 2022Miscellaneous / NewsWhile Finland and Sweden have expressed their wish to join NATO in the near future, the question arises of a possible evolution of the security situation in the High North and a rebalancing of the equilibrium of power, as the entry of these two states would formalize their alliance with the NATO states. More broadly, the last few years have seen an increase in the military presence in the area and a growing interest in this space with multiple and growing opportunities. Indeed, global warming, which is two to three times more important in the Arctic than the average , will eventually allow the opening of future maritime routes, thus reducing the distances between Europe and Asia. The Arctic is also home to numerous energy resources – perhaps 13% of the world’s oil and 30% of the world’s gas – as well as significant fisheries resources, which are potentially increasing due to the warming of the waters further south. An increased militarization of the High North… Faced with these new opportunities, new competitions are emerging. To name but a few, France adopted a roadmap for the Arctic in 2016, in 2018, China published a strategy for this space, as did the British Ministry of Defence which published in March 2022 a strategic document entitled “The UK’s Defence Contribution in the High North” or the US Army with its Strategic Plan of 2021 “Regaining Arctic Dominance”. Beyond this communication aspect, the High North sees its three dimensions (sea, land, air) being increasingly militarized, starting with Russia. The Russian militarization of the High North can be characterized in three ways. First, Russia has restored its presence in the area, which had been in decline since the fall of the USSR, by increasing its military spending. It has also modernized its capabilities deployed in the area. Finally, this militarization aims to “support the extension of transportation infrastructure beyond what was present during the Soviet period”(ref p. 4). Thus, six military bases have been built or rehabilitated, as have ten air bases in the High North. A selection of Northern Fleet and civilian objects in the Barents Sea region A selection of Russian military and civilian infrastructure throughout the Arctic Regarding NATO, there is also a growing militarization of space, often justified as a response to Russian deployments. In Alaska, the port of Nome is receiving new funding to turn it into a deepwater port capable of handling larger ships. The U.S. Air Force has also deployed several dozen F-35 jets to Alaska, indicating that the state will host “more advanced fighters than any other location in the world.”. The U.S. 2nd Fleet was also re-established in 2018 and a NATO command specifically dedicated to the Atlantic based in Norfolk was declared operational in September 2020. Some states are rehabilitating their infrastructure, such as Norway with the Tromsø base, which is able to accommodate NATO submarines. The HMS Ambush made a stopover there last April. Finally, a number of exercises are also organized in the area, such as the Trident Juncture exercise in 2018, which brought together 50,000 men, 65 ships and 250 aircraft, the Cold Response exercise, the 2022 edition of which ended recently, and the ICEX exercises for submarine deployment. … which is also reflected by the deployment of specific capabilities These deployments are also an opportunity for states to test or project new equipment and devices. In March 2021, the Russian Navy reported that three Russian submarines had surfaced for the first time by breaking through a 1.5-metre thick bank and that one of the three had fired torpedos under the ice. The new submarine Knyaz Oleg also did the same last May. Another feat, that of the French Navy in the summer of 2018 with the ship Rhone, which became the first non-Russian vessel to pass through the Northeast Passage, after the German cruiser Komet in 1940, but without any assistance. Special Forces are also often deployed in the area, like the Navy SEALs and the Green Berets who participated in the last ICEX in May. Let’s remember that the US Navy has a Naval Special Warfare Cold Weather Detachment in Kodiak, Alaska. There is also no doubt that if submarines are engaged in the Great North, combat swimmers are also involved. In 1990, a swimmer delivery vehicle (SDV) was spotted in Norwegian waters. The French case, a rise in power: strategy, deployments and naval special operations The French case is significant of this rise in power of certain nations. First, the French government invested in the doctrinal field with, as mentioned, a roadmap for the Arctic published in 2016. Many of its strategic documents, such as the ministerial strategy for the control of the seabed, also mention the High North. The 2017 French strategic review explains thus: “The Arctic, where the pace of global warming is double the global average, may one day become an area of confrontation.”. This commitment is also reflected operationally and many French ships have sailed in the cold waters of the Arctic, such as the Rhone that was mentioned. Recently, the amphibious helicopter carrier Dixmude was certified for Arctic operations after participating, along with the multi-mission frigate Languedoc and a maritime patrol aircraft Atlantique 2, in Cold Response 2022. The patrol vessel Fulmar, stationed in Saint-Pierre-et-Miquelon, a French territory bordering Canada, also regularly sails in the cold waters of Greenland as part of the ARGUS exercise. France’s recent seabed control strategy calls for the consolidation of its underwater intervention capability, which would require the reinforcement of submarine forces in the area and the deployment of naval special forces. This would also respond to the deployments of France’s competitor nations. The document specifies that “the ability to penetrate complex and contested spaces ‘horizontally’ in order to conduct special underwater operations on, from and towards the seabed must be maintained at the highest level”. There is no doubt that projects under development, such as unmanned undersea vehicle and remotely operated vehicles or the third-generation SDV, could provide new capabilities in the future, potentially for use in cold waters. To conclude, the High North is an area of interest for many nations, both coastal and more distant geographically. This interest induces a growing militarization, with exercises, deployments and new capabilities adapted to this area that should continue. Like this:Like Loading...... Maritime Canals Enlargement, a Strategic Issue?July 11, 2022Miscellaneous / NewsThe Corinth Canal connects the Gulf of Corinth with the Saronic Gulf in the Aegean Sea The international maritime canals are « choke points » of strategic interest as they regulate the world economy. They contribute to the affirmation of maritime transport as the main vector of imports and exports throughout the world. To remain competitive and attractive, the channels keep being expanded. They also have a “neutrality status”, which means that everyone is free to use them regardless of the international situation. However, several factors are limiting these increasingly costly expansions. Strategic “Choke Points” and regulators of the world economy Built during the 19th century, the international maritime canals (Suez, Panama and Kiel) greatly facilitate the economic exchanges by reducing travel times. The Suez Canal allows a saving of 3500 nautical miles on a trip from Shanghai to Rotterdam, compared to the route via the Cape of Good Hope. The canals also limit certain risks such as capricious weather (Cape Horn and Cape of Good Hope) or potential collisions (density of ships in the Danish straits) as they are very well secured. The flow of goods transiting through these maritime nodes has thus exploded with globalization. If the maritime canals facilitate commercial exchanges for the benefit of the majority of people, they entail enormous geopolitical stakes. Whoever controls the canals not only controls a part of the world economy but may also project their fleet far from their bases1. With globalization, the major challenge is to ensure one’s own supplies and potentially constrain those of one’s adversaries2. Today, the states bordering the canals are required, as it is the case for international straits, to allow “freedom of passage for all states”3. This reduces the strategic importance of owning or controlling the canals. Nevertheless, in an uncertain international environment where international law and treaties are regularly challenged, it is possible that this principle of neutrality will become at least temporarily outdated. Vital and profitable expansions In order to cope with the exponential growth of commercial traffic, coupled with the increase in the size of ships, the “owner” states, bordering the canals, have been forced to widen the facilities. The main goal of such enlargement was to meet the needs as much as possible and to preserve the strategic interest of these “choke points”. The Suez Canal is a model of adaptation: initially built with a depth of eight meters and a width of twenty-two meters, it has been regularly enlarged. In 2014, Egyptian President Abdel Fattah al-Sissi, announced extensive work to adapt the Suez Canal to the new characteristics of maritime traffic. The work, which took only one year instead of the three originally planned, consisted in widening part of the original canal, and digging a parallel lane in the Eastern section to allow two-way traffic. It resulted in a significant reduction in waiting time and an increase in daily capacity. The Panama Canal, on the other hand, was quickly overtaken by the trend towards naval gigantism. The canal authority invested $1 billion in 1998 to widen the trench. In 2002, an invitation to tenders was initiated, in order to build new locks and increase the size of the ships received. The works started in 2007 ($5.2 billion) and were completed in 2016. It allowed for a significant increase (22%) in transit tonnage in 2017. Perspectives Successive enlargements have made it possible to sustain the economic benefits and strategic interest of the canals. However, several factors pose a limit to these successive enlargements. Container ships are now 400 meters long and 60 meters wide. It is likely that in the near future such gigantism will reach its peak because, on the one hand, the construction and navigability of such giants is becoming increasingly complex and, on the other hand, ports may no longer be able to absorb such large cargos in a reasonable time. Moreover, the grounding of the 23,000 twenty-foot equivalent unit (TEU) container ship “Ever Given” across the Suez Canal on March 23, 2021, is an illustration of the limits of naval gigantism and the vulnerability of sea-lanes4. Following the incident, the Suez Canal Authority decided to double the track from 72 to 82 kilometers, when the doubling of the entire canal was deemed too costly. Indeed, the financial and environmental costs are increasing considerably with each expansion. When the canals were built more than a hundred years ago, there was obviously no massive opposition based on environmental criteria. However, the damage caused was considerable and permanent, whether in the desert Egyptian isthmus or in the lush Panamanian isthmus. This environmental aspect can no longer be neglected, as it is another factor of vulnerability. The Panama Canal is facing problems of water supply, essential for the locks operations. Water from the Gatun and Madden lakes is becoming scarce due to evaporation, drought and the increase in the number of ships. Each ship passage releases 166 million liters of water into the ocean, which must be replenished. Strategic “choke points” as they are, the maritime canals will be coping with globalization, traffic increase and shipbuilding gigantism, up to a certain limit… 1 The Suez Canal was originally built and controlled by the French and British governments to connect the Eastern empires to Europe more quickly. It was also for their own national interests that the Americans took over the construction of the Panama Canal in order to ensure its management until 1999. 2 This was notably the case for Egypt, which, after the nationalization of the canal in 1957, refused Israel the right to pass through the Suez Canal. 3 Convention of Constantinople of 1888 for the Suez Canal, Treaty of Versailles of 1919 for the Kiel Canal, and a bilateral treaty of 1977 for the Panama Canal. 4 The blockage of the canal for six days directly affected the global economy and could dampen the ardor of ship-owners. Lloyd’s List Intelligence estimated the cost of the canal blockage at $9.6 billion. Like this:Like Loading...... Yaounde Code of Conduct, a Needful AllianceJune 29, 2022Miscellaneous / NewsTrans-border cooperation in mitigating illicit maritime activities remains necessary due to the transnational nature of maritime insecurity. High incidents of sea banditry, piracy, and associated crimes within the maritime domain contributed to the under-utilization of the resource-landed Gulf of Guinea region. Read on to understand how the implementation of the Yaounde Code of Conduct has enhanced stronger transboundary and inter-regional cooperation in the Gulf of Guinea. Background of The Maritime Insecurities in The Gulf of Guinea The International Maritime Bureau’s 2020 report shows that 135 seafarers were kidnapped, and 84 attacks on ships were recorded in the GoG. The same report showed the region experienced a 50% increase in ransom kidnapping between 2018 and 2019. GoG remains the most dangerous maritime zone, accounting for 95% of kidnapping globally. The pervasive incidence of insecurity, particularly the growing nature and intensity of armed robbery at sea, piracy, and other maritime criminalities in this resource-laden maritime domain, is underpinned by the following: High Poverty Level in the Region Most security challenges confronting Africa have originated from increasing poverty levels. It is pertinent to emphasize that attaining security in the Gulf of Guinea depends on the people’s financial stability. The underdeveloped and undiversified economy in the coastal states, signatories of the Yaounde Code of Conduct, is evident. The latter has resulted in an overreliance on economic activities such as fishing and small-scale farming. Most people in these states work for survival instead of growth. The youthful population in this region is left with few employment opportunities. They become a fertile recruiting ground for criminal networks and insurgent groups responsible for the rising spate of piracy and armed robbery at sea in the GoG. These groups offer them financial incentives, protection, and basic needs. The Prevalence of Bad Governance in States Signatories to The Yaounde Code of Conduct The escalation of piracy and armed robbery at sea can be entrenched in poor governance in the region. Most Yaounde Code of Conduct signatories parade low human development indices, despite the vast oil endowment in the area. The implication of poor governance is evident in the signatory states’ weak enforcement capacity of counter-piracy and armed robbery against ship operations. Besides, unprecedented diversion of resources from procurement of sophisticated hardware to curb the robbery at sea in the Gulf of Guinea is evident. Adoption of the Yaounde Code of Conduct The International Maritime Organization (IMO) had been following the illicit maritime activities in the GoG for years. However, the intervention began when Benin President, Thomas Boni Yayi, pleaded with the United Nations (UN) for assistance to combat transnational crimes in the region. ECOWAS, ECCAS, and GGC member-states adopted The United Nations Security Council (UNSC) resolutions 2018 and 2039 to strengthen domestic and international laws to address safety and security threats at sea. Consequent to adopting UNSC resolutions, member states convened in the Gulf of Guinea in March 2013. They drafted a regional strategy that attracted twenty-five countries from the Gulf of Guinea at the Cotonou Conference for the June 24 and 25, 2013 summit in Yaoundé, Cameroon. Here, they drafted a document known as the Yaounde Code of Conduct to repress the following: Illicit Maritime Activity in West and Central Africa.Armed Robbery against Ships.Piracy. Progress in the implementation of the Yaounde Code of Conduct Despite the economic fragility of the coastal states who are Signatories to the Yaounde Code of Conduct, its adoption has progressed. The EU is actively committed to funding capacity development needed to improve maritime security in the Gulf of Guinea. It uses the European Development Fund (EDF) and Instrument contributing to Security and Peace (IcSP) to facilitate programs and projects focused on training, capacity building, information sharing, and legal framework. Yaounde Architecture for Maritime Safety and Security (YAMS) leaders confirm that the YAMS system meant to improve information sharing, coordinate action, and strengthen laws is functioning. However, the CRESMAO center has not moved to its headquarters and is yet to be staffed. The spirit of international cooperation and building best practices remains evident in the GOG-MCF/SHADE. Nigeria and ICC Yaoundé intend to form a framework that focuses on bringing together regional and international stakeholders to focus on armed robbery and counter-piracy. The Way Forward for Yaounde Code of Conduct Unfortunately, the Yaounde Code of Conduct architecture, YAMS, is intricate and requires significant effort and commitment from GoG countries to make it a reality. Countries must coordinate their information-sharing systems within different operation zones to effectively eradicate illicit activities in the Gulf of Guinea. Like this:Like Loading...... Sustainability in the Shipping IndustryJune 20, 2022Miscellaneous / NewsThe shipping industry is the backbone of the global economy, carrying over 80% of all trade. Although, as an industry, it is more carbon efficient than road or air shipping, shipping is still responsible for a considerable amount of greenhouse gas emissions. If added to the list of nations by emissions, shipping would be the world’s sixth-biggest polluter. Furthermore, the Third IMO GHG Study of 2014 predicted that this could rise by 250% by 2050 if no changes are made. So, what is causing this pollution from shipping, and what can be done to address it and provide more sustainable vessels? Sources of Pollution from Shipping There are several ways in which shipping produces pollutants, so we’ll break them down here into a few categories. Red Codee Alarm and Climate Change In his reference to the 2021 Intergovernmental Panel on Climate Change (IPCC) report, the UN Secretary-General António Guterres said, “it is clear to all who want to listen that the planet is facing a climate crisis.” He elaborated that this is “a code red for humanity. The alarm bells are deafening and the evidence is irrefutable”. By extension, the climate crisis creates an ocean crisis, directly increasing the risks for marine biodiversity. Sulfur Dioxide Most ships are powered by heavy fuel oil, the most polluting form of fuel oil. According to Peter Boyd, chief operating officer of Carbon War Room, “One ship emits the equivalent of 50m cars’ worth of sulfur dioxide (SO2) emissions, and just 15 ships emit the equivalent SO2 emissions of every car in the world.” Sulfur dioxide is a cause of respiratory illness in humans and causes acid rain, which kills trees and leaches vital minerals from the soil. Carbon Dioxide A vast amount of CO2 is produced by burning fuel oil for shipping. Carbon dioxide is a greenhouse gas and a significant contributor to the ongoing climate crisis. The annual CO2 emissions from shipping are currently estimated to be around 940 million tons, at least 2.5% of total global CO2 emissions. Fuel Sillage We may occasionally hear of major oil spills from tankers, which have individually devastating environmental impacts. However, there are also thousands of minor spills annually, and not just from fuel tankers. Some occur in ports during the fuelling process or when loading tankers; other incidents occur during collisions or when ships become beached. These seemingly minor incidents are cumulative, leading to a great deal of environmental damage and harm to marine life. Making Shipping More Sustainable The shipping industry as a whole is aware of sustainability issues, and there are initiatives in place now seeking to address them. For example, the International Maritime Organization has set a target to cut CO2 emissions by 50% by 2050. Another factor that had been hampering efforts to reduce the impact of shipping on climate change was that most nations don’t include international shipping on the carbon budget. However, this too is beginning to change, and the UK became the first country to have CO2 from international shipping in its CO2 budget in 2021. In addition, many innovative solutions for sustainable vessels are also being planned by independent businesses. Cleaner Fuels Cleaner distillate fuels are a way to reduce the sulfur dioxide emissions from shipping. However, these fuels are at least $300 per tonne more expensive than the fuels currently used, so this would have a dramatic financial impact on shipping companies that make the switch. So it would seem that, without international cooperation regulating fuel usage, this option is unlikely to be taken up at present. Fuel-use reduction would seem to be a more workable option in the short to medium term. Biocide-Free Paint Most ships have reduced fuel efficiency due to a build-up of marine organisms on the hull. This can be improved by a coat of paint that inhibits the growth of these organisms, an option that is beginning to be taken seriously. For example, AIDA Cruises’ 38,531gt cruise vessel, AIDAcara, received an application of this paint in 2019 when drydocked in Marseilles, France. The paint manufacturer, Nippon Paint Europe, estimates that it can reduce fuel consumption by up to 10%, providing more sustainable vessels. Conclusions The climate crisis is being taken more seriously than ever, and the shipping industry is working hard to produce ever more sustainable vessels. However, there is still a lot of work to be done, and we can expect to see an increasing number of innovative solutions in the coming years. Like this:Like Loading...... Maritime Transport InnovationJune 13, 2022Miscellaneous / NewsMaritime transport is commonly presented as the cleanest mode of transport. However, the reality is less obvious. In order to boost the ecological transition of this sector, the IMO has set binding targets. A revolution is therefore underway to have cleaner modes of propulsion. A necessary ecological transition It is true that maritime transport is much more efficient in terms of CO2 emissions than road transport. However, its environmental footprint is much larger if we look at the sulphur and nitrogen oxide emissions induced by the consumption of heavy fuel oil. The IMO has taken the measure of the on-going ecological transition. It has therefore committed to reducing the total volume of greenhouse gases (GHG) emissions from shipping. The goal is to reach half of 2008 GHG emissions level by 2050. To comply with these new standards, ship-owners have no choice but to make investments. There areseveral options: turning to low-sulfur marine fuel oil: cheaper than conventional heavy fuel oil, its carbon footprint remains high;installing smoke scrubbers: such devices are capable of capturing up to 90% of sulfur emissions;change to alternative propulsion modes. The need for investment During the life of a vessel, shipowners are faced with regulatory changes and the variability of energy costs. Therefore, spending on research and development for alternative propulsion systems must be considered as an investment. The maritime transport sector underwent a first change with the multiplication of electrically propelled ships, known as “all-electric ships“. It is true that electric propulsion is more efficient than conventional propulsion. However, the gains obtained are low compared to the IMO objectives. Other technologies, currently in service or under development, can generate fuel-consumption reductions, meaning GHG emissions reductions: sailing propulsion: several carriers have opted for hyper-efficient cargo sailing ships, some of them are able to carry several hundred TEU;wind energy is also used via towing kites, or Flettner rotors, using the Magnus effect to supplement the propulsion of ships, thus reducing the load on propulsion engines and therefore their consumption;wind energy combined with solar energy. The EnergySail technology developed by Eco Marine Power, for example, uses rigid sails equipped with solar panels;wave energy: installed at the back of the ship, an articulated hydrofoil is driven by the waves. The movement generates useful energy for the ship, which leads to a reduction in fuel consumption (such technology has been developed by Blue Fins and Ifremer). Towards a revolution The use of other fuels, as substitutes to heavy fuel oil, is another option for the future: The combustion of liquefied natural gas reduces SOx emissions by 100%, NOx by 80% and CO2 by 20% compared to heavy fuel oil. Although the conversion of ships from heavy fuel oil to LNG has been mastered, it still involves a fossil fuel that doesn’t eliminate most of the GHGs;Several challenges still need to be overcome to use hydrogen. First of all, for the same amount of energy, liquid hydrogen takes up to four times more volume than heavy fuel oil. However, this difficulty is partially offset by the increased efficiency of hydrogen fuel cells, compared to diesel engines, and by the smaller size of the propulsion system. The current power of hydrogen fuel cells only allows them to be used on small ships. Finally, and most importantly, this type of propulsion only makes sense environmentally if it uses “green hydrogen“, the production cost of which is absolutely not competitive today. Although it offers great promise in terms of GHG emissions, the hydrogen sector is not mature yet. However, while the OECD estimates that international freight volumes will increase more than fourfold between now and 2050, it now seems to be the most credible solution for achieving the objectives set by the IMO. Like this:Like Loading...... Plastic Pollution in the ArcticMay 25, 2022Miscellaneous / NewsPlastic pollution in the Arctic coast. Since the COP26 climate change summit held in November 2021, the media focus has increasingly been on climate change and environmental degradation. However, one largely ignored aspect is that particular areas are more affected than others. One of these areas is the Arctic region. Effects of Climate Change on the Arctic As the planet warms, melting snow and ice makes the Arctic region darker, meaning that it absorbs more solar radiation. Because of this, the Arctic region is warming at three times the global average rate. This, combined with the loss of permanent ice, has significant implications for animal and plant life in the region. For example, polar bears are an endangered species that rely on seals as their primary prey, who in turn rely on floating sea ice to raise their young. With the loss of their main prey, starving polar bears roam further south and come into conflict with humans. Climate change is the biggest threat to biodiversity in the Arctic. However, other factors related to human activity have a significant effect, plastic pollution being one of the most damaging. Sources of Plastic Pollution in the Arctic With the lack of significant human habitation in the Arctic, you would expect relatively low levels of plastic pollution. However, plastic pollution is widely reported across the entire region. One reason for this is that, although the Arctic contains just 1% of the global ocean volume, it receives over 10% of global river discharge. Ocean currents also play their part, bringing flows of plastic pollution from across North America and Europe. There are also significant local sources of plastic pollution. For example, large amounts of plastic in the Arctic come from discarded fishing equipment. As well as this, there is significant cruise tourism leading to large quantities of bottles, plastic bags, containers and fabrics being found around Arctic coastal areas. Effects of Plastic Pollution on Wildlife The most visible effects of the buildup of plastic across the Arctic region are on the larger wildlife. For example, abandoned nets entangle marine mammals and fish; they have even been observed causing distress to reindeer when washed up on the coast. These larger pieces of plastic debris can also pose a risk to shipping, becoming tangled in propellers or clogging engine intakes. However, the problems don’t end there. The plastics degrade into smaller particles that animals of every size then ingest. As a result, fulmars, cod and belugas have all been found with high levels of plastics in their digestive tracts. In addition, pieces of plastic can act as floating rafts for invasive species. For example, non-native barnacles have been found on plastic debris in the Norwegian coastal town of Svalbard. As the plastics break down further, they persist within the food web. As well as harming wildlife, this can cause human health issues. For example, certain plastics have been linked to an increased risk of cancer, hormonal issues and fertility problems. Reducing the Impact of Arctic Plastic Pollution If left unchecked, the impacts of Arctic plastic pollution will have a considerable effect. For example, around 2.5 million tonnes of fish are caught in this region annually. The loss of this would have an incalculable impact on global food security. Fortunately, efforts are underway globally to reduce plastic pollution. As well as recycling initiatives, many nations are passing legislation to eliminate single-use plastics like drinking straws, carrier bags and plastic cutlery. Some efforts are also being undertaken to reduce plastic packaging for food. For example, most major fast-food retailers now package their products in paper and cardboard. However, a tremendous amount of plastic is already out there in the ocean, and measures are needed to clean this up. Non-profit organizations such as The Ocean Cleanup are working on methods to intercept plastic in rivers before it enters the ocean. They also plan to break up the floating “garbage islands” that have appeared on several oceans. Their slightly ambitious goal is to remove 90% of the plastic from the world’s oceans. Both reduction and cleanup are strategies that we will need in the years ahead to keep the Arctic, and indeed all of the world’s oceans, clear of plastic pollution. But, as yet, efforts in either direction seem to be inadequate to the scale of the problem. If we are to avoid catastrophic impacts, these efforts need to be scaled up dramatically. Like this:Like Loading...... Africa’s Blue Economy: The Red Code AlarmMay 16, 2022Miscellaneous / NewsAfrica’s blue economy Climate change, overfishing, and exhaustive ocean practices in several economic sectors threaten marine biodiversity. Africa’s Blue Economy: The Red Code Alarm explains Africa’s blue economy strategy and its actions to secure a sustainable future for Africa’s seas. Africa’s blue economy can be a crucial contributor to the regional and global economy and has the potential to grow further. However, the sector faces several challenges in achieving sustainable growth. This article provides an overview of the blue economy and its key drivers, some of the challenges it is facing, and suggestions for new sustainable strategies that could be implemented to improve the development of this sector. A Contextual Summary of the African Maritime Environment Coastal and marine resources are central to providing food, energy, and jobs to millions of people; however, Africa’s maritime industry faces many challenges, including climate change and illegal fishing practices. Climate change affects the availability of marine resources and makes it harder for vessels to navigate. At the same time, illegal fishing has caused the depletion of many stocks and the degradation of critical marine habitats. These problems are putting Africa’s maritime industry at risk, and there’s a need for concerted actions to address them. Red Code Alarm and Climate Change In his reference to the 2021 Intergovernmental Panel on Climate Change (IPCC) report, the UN Secretary-General António Guterres said, “it is clear to all who want to listen that the planet is facing a climate crisis.” He elaborated that this is “a code red for humanity. The alarm bells are deafening and the evidence is irrefutable”. By extension, the climate crisis creates an ocean crisis, directly increasing the risks for marine biodiversity. The Consequences of Illegal Fishing Practices There are many harmful consequences of illegal fishing practices, including depletion of fish stocks, loss of habitat, pollution, and the displacement of marine life. Illegal fishing also contributes to global warming, as fishing vessels generate large amounts of greenhouse gas emissions. Africa’s Blue Economy Strategy Explained In the African context, the Blue Economy includes oceans, seas, coasts, lakes, rivers, and subsurface water. It encompasses both aquatic and marine spaces. Fisheries, aquaculture, tourism, transportation, shipbuilding, energy, bioprospecting underwater mining, and other related operations are just a few of the sectors that it supports. The key obstacles that a Blue Economy strategy might help overcome include increasing knowledge and raising awareness of climate change, environmental stewardship, and promoting environment-friendly business practices. What Does the Blue Economy Hope To Achieve? The Blue Economy provides an opportunity for strengthened partnerships that can assist coastal communities to become an inclusive part of economic development. It can lead to the expansion of progress and peace and foster a climate of prosperity across the African continent. What Can We Expect From Africa’s Blue Economy ? Cultural and other societal elements have an impact on our lived experience of the economy. Therefore, the successful transition to a blue economy for Africa, could imply the following actions: Agenda setting, awareness, and sensitizationCoordination in formulating the Blue Economy policyBuilding national ownership of the Blue Economy policy formulation processSector identification and prioritizationDesigning the Blue Economy policyPolicy ImplementationMonitoring and Evaluation Africa’s maritime industry faces several challenges that have a direct bearing on its ability to thrive and grow. From the effects of climate change to the rampant illegal fishing practices, there is always something standing in the way of progress. However, through collective efforts and concerted action, Africa’s maritime industry can overcome these challenges and usher in a new era of prosperity for all. Like this:Like Loading...... Drones and Maritime SurveillanceMay 4, 2022Miscellaneous / NewsFrance’s EEZ, 10,2 million km² (3,94 million sq mi), is the second largest maritime area in the world after the United States. 97% of the French EEZ is related to its overseas departments and communities, the metropolitan EEZ representing only 370,000 km² (143,000 sq mi.). In order to monitor this immense overseas EEZ, a significant number of patrol vessels is necessary. While the French Navy is technologically credible, it is hindered by a modest number of naval platforms. Maritime Surveillance Currently, the French Navy has four Overseas Support and Assistance Ships (BSAOM), three Antilles-Guyana Patrol Boats (PAG) and six Surveillance Frigates (FS) dedicated to the surveillance of overseas marine territories. It means only 13 vessels are monitoring an area of 9,8 million km² (3,8 million sq mi.), each vessel being responsible for an area the size of Chile. It is true that six Overseas Patrol Vessels (POM) are to be delivered between 2022 and 2025, but by the end of the decade, the six Surveillance Frigates built in the early 1990s will probably be decommissioned. Based on this observation, the recent report by the Senate Delegation for overseas recommends coupling the delivery of the POMs with the commissioning of surface drones to monitor the EEZ. Drones Opportunities The use of drones to complement conventional forces would indeed allow a significant increase in capabilities…but they still need to be developed. The French Defense Industry is in the early stages of surface drones development. During the 2021 Naval Innovation Days, the company Naval Group presented a submarine drone but no autonomous surface system. Surface drones could provide a permanent and in-depth surveillance network. They could be used either as a complement to conventional forces to reinforce an existing surveillance system and possibly create a saturation effect, or as a substitute for conventional forces for DDD (Dull, Dirty, Dangerous) missions. Indeed, this 3D rule illustrates the comparative advantage of the drone compared to a manned system: it will be able to carry out repetitive and tedious tasks over time (dull), in an unpleasant or painful environment (dirty), even hostile (dangerous). The Israelis claim to be the first to have implemented an armed surface drone. Since then, the Americans and Chinese have made progress and caught up. China and USA Moving Forward A US DoD report presented to Congress in February 2022 proposed to develop a fleet made up of one third large ships (aircraft carriers, frigates), one third smaller ships and one third medium/large unmanned surface vehicles (MUSV/LUSV). The MUSVs (Sea Hunter type) would be used mainly to carry sensors (radar, sonar, electronic warfare, etc.) and weapons designed to combat swarms of enemy drones. The LUSVs (Overlord program) would provide additional mass and, in particular, sufficient weapons. They would be used in long-term operations, and specifically focused on high-intensity naval combat. As for China, it seems to be developing mainly small USVs, intended for export (JARI – 12m or Marine Lizard – 15m) and presented at the main arms shows. Some open sources also exposed larger models, which seem to be developed specifically for the PLA Navy. Beijing barely communicates on those. Indeed, China needs increased maritime surveillance capabilities in the “nine-dash line” area, particularly around the disputed islands in the South China Sea. The Future of Maritime Surveillance Finally, if surface drones can be used to reinforce the surveillance network, to combat illegal activities (IUU, smuggling….) on the world’s seas.They could also strengthen the offensive and defensive capabilities of a naval task force: extension of the radar detection range, multi-static anti-submarine warfare, coordinated anti-aircraft network to counter a saturating attack, etc. Although these tools are not fully mature yet, and their lethal effectiveness in armed operations remains to be demonstrated, they have solid assets to reinforce the surveillance of maritime spaces. European countries must rapidly strengthen their R&D in surface drones, in order to maintain their strategic autonomy. Like this:Like Loading...... news Drug Trafficking Human Trafficking Illegal Exploitation of Natural Ressources Miscellaneous Piracy Smuggling of Illicit Goods Weapons Trafficking REPORTS & GUIDES Reports Glossary International Treaties MTC BLOG About us Contact Us Legal Notice & Privacy Policy Social Media Facebook Twitter Like this:Like Loading...
