#sea port oil terminal

[kp777]

By Julia Conley

Common Dreams

April 15, 2024

Climate action groups are vehemently rejecting the Biden administration's claim that the approval of a new offshore oil terminal—planned to be the largest in the U.S.—is in the "national interest," after the U.S. Department of Transportation announced the project had met several federal requirements and could begin operations by 2027.

The agency's Maritime Administration said last week that Enterprise Product Partners, a Houston-based pipeline company, had been granted a deepwater port license to build the Sea Port Oil Terminal (SPOT) near Freeport, Texas following a five-year federal review process.

The federal government determined the $1.8 billion terminal project had undergone sufficient environmental impact reviews and would overall benefit the country—even as it was projected by the Sierra Club, which has fought SPOT for several years, to emit greenhouse gases equivalent to those of nearly 90 coal-fired power plants.

"The evidence is clear that SPOT would be catastrophic to the climate, wildlife, and frontline communities of the Gulf," said Devorah Ancel, senior attorney with the Sierra Club. "It threatens the future existence of the endangered Rice's whale with a population of less than fifty, and its ozone pollution would compromise the health of thousands of Gulf residents who have endured decades of fossil fuel industry pollution. Make no mistake, SPOT is not in the national interest."

The project is expected to include two pipelines that would carry crude oil to the deepwater port each day, enabling the export of 2 million barrels of crude oil, loaded onto two supertankers at once, daily.

"Nothing about this project is in alignment with Biden's climate and environmental justice goals," said Kelsey Crane, senior policy advocate at Earthworks. "The communities that will be impacted by SPOT have once again been ignored and will be forced to live with the threat of more oil spills, explosions, and pollution. The best way to protect the public and the climate from the harms of oil is to keep it in the ground."

Allie Rosenbluth, U.S. manager at Oil Change International, noted that the project has been approved despite the International Energy Agency's clear assessment in 2021 that "all new investments in oil and gas projects must stop if the world is going to reach its climate goals," including limiting planetary heating to 1.5°C.

"The Biden administration's decision to approve the Sea Port Oil Terminal is a grave mistake. This approval will only harm local communities and ecosystems, and lead to even more devastating impacts of the climate crisis," said Rosenbluth. "The U.S. is already the largest producer of oil and gas and has the largest expansion plans globally. Instead of continuing this legacy of harm by approving fossil fuel projects, President Biden should be listening to the science and the masses of his constituents calling for an end to fossil fuels."

The direct action group Climate Defiance expressed doubt that the approval of SPOT will help Biden win over any voters as the 2024 election approaches.

Nine in 10 Democratic voters and Democratic-leaning independents told Pew Research Center last year that they believe the U.S. should prioritize developing renewable energy sources—and two-thirds of Republican voters under age 30 agreed.

"This project would be the single-largest oil export terminal in the U.S." said the group. "We are being boiled alive here, literally burned to death by 'moderate' politicians who see fit to torch us in the name of quarterly profits. How can we live like this? How can this go on?"

Last year was the hottest on record, and the first three months of 2024 have each broken records for high global temperatures. Scientists found last year that climate disasters including wildfires in Canada and extreme heat in Europe were made far more likely by fossil-fueled planetary heating.

Local organizers in Texas condemned the Biden administration's decision to ignore campaigners who have warned of the danger SPOT poses to marine habitats as well as people who live in the area where two crude oil pipelines have now been given final approval to run.

"We continue to struggle to see why Biden and [Transportation Secretary Pete] Buttigieg prefer to protect the corporate profits of billion-dollar oil giants like Enbridge and Enterprise over the hardcore objections of the people who would have to live with the consequences of pipelines criss-crossing our beaches," said Trevor Carroll, Brazoria County lead organizer with Texas Campaign for the Environment. "If you care about environmental justice and the climate, you just can't support a monstrosity like SPOT. The local community and the global climate justice movement are continuing to fight... This is not over."

Melanie Oldham, director of Better Brazoria, said SPOT will be "an oil spill waiting to happen that would not only lower property value, but harm our local ecosystems, ecotourism, beaches, recreation, and kill marine life like the endangered Rice's whale and Kemp's Ridley sea turtles."

"Those of us residents, beachgoers, and voters that have for the past four years opposed the SPOT offshore terminal and pipelines are very disappointed with the approval of the project license," said Oldham. "President Biden has again broken promises to protect frontline communities in Surfside and Freeport."

The administration's approval came three months after the White House announced it was delaying consideration of new gas export terminals, and the same day the federal government said fossil fuel companies will have to pay higher royalties in order to drill on federal lands.

But those climate actions paired with the SPOT approval amount only to "flip flopping," said Climate Defiance.

"It is not enough that the administration stopped new gas exports if they are going to back stab us with this death-sentence decision now," said the group. "This is not us being 'ungrateful.' This is the science. The pure, unvarnished, science."

[plethoraworldatlas]

Climate action groups are vehemently rejecting the Biden administration's claim that the approval of a new offshore oil terminal—planned to be the largest in the U.S.—is in the "national interest," after the U.S. Department of Transportation announced the project had met several federal requirements and could begin operations by 2027.

The agency's Maritime Administration said last week that Enterprise Product Partners, a Houston-based pipeline company, had been granted a deepwater port license to build the Sea Port Oil Terminal (SPOT) near Freeport, Texas following a five-year federal review process.

The federal government determined the $1.8 billion terminal project had undergone sufficient environmental impact reviews and would overall benefit the country—even as it was projected by the Sierra Club, which has fought SPOT for several years, to emit greenhouse gases equivalent to those of nearly 90 coal-fired power plants.

"The evidence is clear that SPOT would be catastrophic to the climate, wildlife, and frontline communities of the Gulf," said Devorah Ancel, senior attorney with the Sierra Club. "It threatens the future existence of the endangered Rice's whale with a population of less than fifty, and its ozone pollution would compromise the health of thousands of Gulf residents who have endured decades of fossil fuel industry pollution. Make no mistake, SPOT is not in the national interest."

The project is expected to include two pipelines that would carry crude oil to the deepwater port each day, enabling the export of 2 million barrels of crude oil, loaded onto two supertankers at once, daily.

"Nothing about this project is in alignment with Biden's climate and environmental justice goals," said Kelsey Crane, senior policy advocate at Earthworks. "The communities that will be impacted by SPOT have once again been ignored and will be forced to live with the threat of more oil spills, explosions, and pollution. The best way to protect the public and the climate from the harms of oil is to keep it in the ground."

[kosmic-apothecary]

Genocide Joe: not content to mass murder only Palestinians!

[gothhabiba]

[ID: Map of the partition plan approved by the UN general assembly on November 29, 1947. It marks the "Jewish state" in green (all the border to the east with Syria, much of the south and the inland west including the southern half of the Dead Sea; and most of the northern coastline with the Mediterranean Sea) and the "Arab state" in orange (a strip on the western border with Egypt and southern part of the border with the Mediterranean, including Rafah and Gaza; and the mostly inland north including the area where the Jordan flows into the Dead Sea. In purple the "Jerusalem district" in the center of the country is marked. End ID]

But how fair, balanced, pragmatic, and practicable was the UN 1947 partition plan itself? In gross terms, the partition resolution awarded 55.5 percent of the total area of Palestine to the Jews (most of whom were recent immigrants) who constituted less than a third of the population and who owned less than 7 percent of the land. The Palestinians, on the other hand, who made up over two thirds of the population and who owned the vast bulk of the land, were awarded 45.5 percent of the country of which they had enjoyed continuous possession for centuries.

Looking at the situation in greater detail, Palestine was a country of 27 million dunams (4 dunams = 1 acre). Its population in December 1946 was just under 2 million (1,972,000): 1,364,000 Palestinians and 608,000 Jews. The partition plan divided the country into eight sections: three Jewish, three Palestinian, an international enclave (corpus separatum) including municipal Jerusalem and the surrounding villages, and an enclave for Jaffa that would be part of the Palestinian state, albeit completely surrounded by the Jewish state [...].

At the time, one of the arguments frequently raised by the Jews against a unitary state in Palestine had been the unfairness of Arab majoritarian rule over the Jewish minority. Commenting on this argument, the Pakistani delegate at the UN, Muhammad Zafrulla Khan, remarked: "If it is unfair that 33 percent of the population of Palestine [the Jews in the proposed unitary state] should be subject to 67 percent of the population, is it less unfair that 46 percent of the population [the Arabs in the proposed Jewish state] should be subject to 54 percent?" [...]

In terms of land ownership, despite over seventy years of intensive, centrally organized and internationally financed colonization since the early 1880s, Jewish-owned land on the eve of the partition resolution amounted, according to Jewish sources, to 1,820,000 dunams, or less than 7 percent of the total land area of the country. Now, at the bang of his gavel [...], the president of the UNGA [...] "awarded" the Jews 15,000,000 dunams for the Jewish state. Within the borders of this state, Jewish-owned land at its most inflated estimate amounted to 1,678,000 dunams, or 11.2 percent. [...]

But it was not only the extent of the land allotted to the Jewish state that was at issue. The best lands were incorporated within it—most of the fertile coastal plains (from Jaffa to Haifa) and all the interior plains (from Haifa to Baysan and Tiberias). These included almost all the citrus and cereal producing areas. Half of the former and the vast bulk of the latter were owned by Palestinians. Citrus was the main export crop of the country, accounting before World War II for 80 percent of the total value of exports. [...] As if this were not enough, a full 40 percent of Palestinian industry and the major sources of the country's electrical supply fell within the envisaged Jewish state.

[...] Jaffa [...], the historical Palestinian port and vibrant center of Palestinian cultural and social life, was not only confined within its municipal borders, with no living space for any growth or development, but was also cut off from the orange groves that bore its name and were its principal source of economic livelihood. Haifa—the main port of Palestine, the terminal of the oil pipeline from Iraq, the petroleum depot for the entire country, seat of the most active entrepreneurial sectors of Palestinian society [...]—fell squarely within the Jewish state. Many of the other major Arab towns included in the Palestinian state [...] were left just inside its borders but without their most fertile lands or economic hinterlands. The upper reaches of the Jordan River, and therefore control of the major source of riverine water supply to the Palestinian state, were vested in the Jewish state. The whole of Lake Tiberias and its rich fishing industry, traditionally in Palestinian hands, was incorporated within the Jewish state. The bulk of the Palestinian state, restricted to the central highlands, was landlocked with no direct access to the Red Sea southward or the Mediterranean westward. Its two other coastal towns (apart from isolated Jaffa) had no harbors or port facilities. The only airport (near Lydda) in the country with international connections went to the Jewish state, leaving the Palestinian state with no air access either.

– 1997. Walid Khalidi, “Revisiting the UNGA Partition Resolution,” Journal of Palestine Studies 27.1, pp. 5-21.

[tomorrowusa]

If you want to know why Russia has stepped up its aggression in recent weeks in eastern Ukraine, look to the increasing pressure which Ukraine has put on Russian occupiers in occupied Crimea.

Russia has been taking it on the chin in Crimea, so it is using the classic tactic of trying to relieve pressure there by attacking elsewhere.

Ukraine is making it increasingly difficult for Russia to hang on to illegally annexed Crimea thanks to an ongoing campaign that's targeting air defenses, rail links and water connections. The latest blows were struck on Friday, when a joint Ukrainian navy and army operation hit a ferry crossing and oil terminal at the port of Kavkaz, located on the Russian side of the Kerch Strait that divides Crimea from Russia, Ukraine’s general staff said in a statement. Hours earlier, Ukrainians hit the Crimean side of the Kerch ferry crossing — damaging two rail ferries, the Avanguard and the Conro Trader, that are crucial to Russia's ability to keep Crimea supplied. The Kerch Strait Bridge has been significantly damaged after a series of Ukrainian attacks in 2022 and 2023, leaving it unable to take heavy train traffic. That means Russia cannot use it for military logistics like transporting heavy armored vehicles, Ukrainian navy spokesperson Dmytro Pletenchuk told POLITICO. That is forcing Russia to rely on road and rail links across occupied Ukraine — which puts trains and trucks into easier range of Ukrainian attack. “Considering the fact that the railway line Russians are building through the occupied territories of Ukraine is not finished yet, this civil ferry was their army’s main logistics route,” Pletenchuk said. “Their sea logistics is also long gone after Ukraine destroyed four and damaged five of their landing ships,” he added.

The return of Crimea, seized illegally by Putin in 2014, is one of the highest military priorities of Ukraine.

Making it difficult for Russia to re-supply its occupiers in Crimea has been part of an ongoing effort by Ukraine almost since the start of the war – 829 days ago.

More reading on Ukraine's success in Crimea...

The Economist: Ukraine gradually gains upper hand in Crimea battle

In case you have use for it, this is "Crimea is Ukraine" in Ukrainian...

Крим це Україна!

[awesome-casuallyfamouscollector]

A Ukrainian-made drone successfully destroyed a target deep in Russian territory 899.73 km (559.07 miles) from the Ukrainian border in the area of ​​the oil terminal of the sea port in the city of Ust-Luga, January 21, 2024.

P.S. Quite an impressive achievement...! Due to slow Western aid deliveries, Ukraine's only way to successfully defend itself is to move the war deep inside Russia, destroying strategically important industrial facilities and assets of the Kremlin's foreign business partners...

This drone is rumored to have a flight distance of 1200+ km...Look at the map, there are a lot of fat Russian imperialist targets that are easy to set fire to...

[mariacallous]

Officially, the shadow fleet doesn’t exist. These rickety, uninsured vessels, running oil from Russia to China, India, and others, live off-book as they cruise the world’s oceans to dodge sanctions.

But they’re all too real, as Russia’s maritime neighbors have painfully discovered. I’ve written about the risk of disastrous oil spills as these shadow vessels pass through Denmark’s treacherous Great Belt. In recent weeks, they have begun conducting a lot of their business just outside the Swedish Baltic Sea island of Gotland. That offers the unorthodox possibility of two unlikely allies joining forces: NATO and environmental groups such as Greenpeace. Neither wants to see oil spilt from crumbling hulks into Europe’s waters.

The shadow vessels travel through the waters of countries that have no oil dealings with Russia but foot the bill each time one of these vessels has an accident in their waters. Last month, the shadow oil tanker Andromeda Star, which is, as is normal for shadow vessels, managed by an obscure firm and was sold to undisclosed buyers at the end of 2023, hit a cargo vessel just off the coast of Denmark.

Ordinarily, the tanker’s insurance would have covered the incident. But because the Andromeda Star is a shadow vessel, it lacked the Western insurance that is the industry standard. Instead, it is insured by a mysterious Russian outfit that’s unlikely to pay out a single krone. Denmark’s taxpayers may never recover the money the authorities spent attending to the incident. Fortunately, the Andromeda Star had its accident while traveling to Russia, its tanks empty—or the consequences could have been far worse.

As I’ve written for Foreign Policy, when Russian shadow vessels sail from Baltic Sea ports out to the Atlantic, they typically pass through the Great Belt. And because many of them refuse pilotage, the risk of accidents is enormous. Yet under international maritime rules, Denmark can’t bar these risky vessels from entering. On April 3, a sanctioned shadow tanker that appears to lack insurance and had been deflagged by Liberia sailed, Lloyd’s List Intelligence reports, from the Russian fuel terminal Ust-Luga on the Baltic Sea through the strait between Denmark and Sweden on to the North Sea and the Mediterranean.

Now Swedish authorities are concerned, too. In recent weeks, Russian shadow vessels have taken to positioning themselves just off the island of Gotland. Or rather, they place themselves just outside the 12-nautical-mile line that marks a country’s territorial waters. But even outside territorial waters, coastal states have an exclusive economic zone where they own the natural resources—and it’s those resources that are now in danger.

The Russian ships are there to conduct ship-to-ship (STS) transfers, the highly hazardous business of transferring oil from one vessel to another. The Swedish public broadcaster SVT has tracked vessels sailing from the Russian port of Primorsk and the Ust-Luga fuel terminal to the waters off eastern Gotland, where they meet up with another tanker, the Zircone.

Swedish officials told me that Gabon, the shadow fleet’s flag state of choice, is suddenly all over Swedish waters. “We have a front-row seat watching the shadow fleet in operation,” a senior Swedish official said. Like Denmark, Sweden faces being subjected to oil spills that will harm its maritime environment and cause considerable work for the authorities and expense to the taxpayer. “For many years, STS has been a huge problem in Denmark, too,” said retired Rear Adm. Nils Wang, a former chief of the Royal Danish Navy. “The risk of oil spills is considerable. But we found out that there was nothing we could do about the STS.”

Oil spills caused by a hostile country illegally operating merchant vessels are not a military attack. But the vessels are indisputably harmful not just to Sweden and Denmark but also to Finland, Estonia, Norway, and other NATO member states whose waters they traverse. Indeed, as I argued in January, Russia could instruct shadow vessels to deliberately cause harm—a cheap and easy way of hurting NATO member states. (It doesn’t help that the Zircone belongs to the Latvian company Fastbunkering, which is itself owned by an Estonian firm.)

Environmental crimes are clearly not NATO’s remit, but local authorities can only investigate once an accident happens. And they won’t be able to deter the activity. When researching this article, I thought of something a Japanese journalist asked me: “Couldn’t Greenpeace do something?”

Of course it could! And before I had finished entertaining this thought, the environmental campaign organization did. On April 12, Greenpeace activists turned up in small boats at the Zircone’s waiting spot off Gotland and painted “Oil Is War” and “People Want Peace” on the tanker’s hull. Suddenly, the whole region knew that Russian shadow vessels had turned the waters off Gotland into a hub for hazardous oil activities.

“This [the shadow fleet] is as wrong as it gets. Not only does the shadow fleet constitute an immediate environmental threat, it is also fuelling Russia’s war on Ukraine,” Rolf Lindahl, Greenpeace Nordic’s peace and energy campaigner, said in a press release. “Our mission at the moment is to bring attention to this problem and put pressure on our governments to stop the shadow vessels,” Lindahl told me by phone. “Ever since the full-scale invasion of Ukraine, we’ve been bringing attention to Russia’s transport of fossil fuels. It’s a big problem for our region, especially since so much of Russia’s shadow fleet sails through the Baltic Sea.”

Greenpeace has a long history of activism at sea—directed against nuclear weapons, whaling, and much more—as well as its own small boats. That has put it in the firing line in the past, as when the French security service blew up a Greenpeace boat in New Zealand, killing one person. Ideologically, Greenpeace is often at odds with NATO and its members, but when it comes to the shadow fleet, they are, so to speak, in the same boat. Yes, NATO and Greenpeace would be highly unlikely to officially join forces, but both want the dirty boats gone.

“It would be extremely difficult for NATO to team up with Greenpeace since Greenpeace’s position is that they don’t work with authorities,” Wang noted. “It would have to be an unspoken alliance, with the authorities not intervening whenever Greenpeace decided to spray-paint shadow vessels. As authorities, what we can do is put the binoculars to our blind eye when they target shadow vessels.” Military vessels, for their part, could patrol the waters frequented by shadow vessels. Both actions would cast unwanted attention on those who want to harm the planet in obscurity.

Greenpeace and other activist outfits could also help by identifying and outing the shadowy entities that own the shadow vessels. (Such shaming would convince many a shadowy owner that the shadow fleet isn’t worth the effort.) And analysts at NATO, Greenpeace, and beyond could send the International Maritime Organization (IMO) details about suspected shadow vessels.

Armed with such data, the IMO could create a list of vessels that bear the shadow fleet’s trademarks of poor insurance, obscure ownership, regular signals gaps, and frequently changing flag registration. “Shadow vessel destinations like India may not have a clear picture of which vessels that arrive in their ports are shadow vessels,” Wang said. “And India is surely not interested in having ships in its waters that could endanger the maritime environment.”

New national security threats will, in fact, require NATO to become more agile. It can’t respond to every threat, of course; it’s a military alliance, after all. But with galling violations that cause concrete harm to member states, NATO can intervene—together with novel allies. When it comes to the shadow fleet, doing so would be a good deed for international security and for the environment.

[rrondo]

«Burnt grain»

Mosaic by Ukrainian artist Tetiana Rodkina (inst | twitter)

On 23 July 2022, less than a day after signing a grain export deal with Ukraine, Russia launched "Kalibr" missiles at the Odesa sea trade port. Two of the four missiles were intercepted by Ukrainian forces.

In the night on 19 July 2023, Russia carried out further missile and drone attacks on the Port of Odesa after withdrawing from the Black Sea Grain Initiative. Grain and oil terminals were damaged. The Ukrainian Ministry of Agriculture claims 60,000 tonnes of grain were destroyed in the attacks."

Ukraine is an important global wheat supplier and the war has sent food prices soaring. A global food crisis has pushed 47 million people into “acute hunger”, according to the World Food Programme.

[zvaigzdelasas]

The inauguration of the India-funded Sittwe Port in Myanmar is a major step forward for both countries. To begin with, it supplements New Delhi's efforts to counter Beijing's growing influence in its immediate neighborhood.[...]

This port will allow for the rapid transportation of goods between India's Northeast and other parts of the country. For a long time, the northeastern region has languished behind other parts of the country in most development parameters.[...]

Importantly, the Sittwe Port also allows New Delhi to provide an alternative to the Chinese-led Belt and Road Initiative. Already China has gained a major foothold in Myanmar. For example, it initiated the Kyaukpyu-Kunming pipeline, which will take oil directly from the Middle East to southern China. That help's China to avoid the Straits of Malacca, which constitutes a lengthy detour.[...]

For Japan, this is a chance to collaborate with India in the field of infrastructure. Both Japan and India have not joined the BRI. In addition, with its partners in the G7, Japan has also come up with a new global infrastructure initiative named as the Build Back Better World (B3W). It is self-described as "a values-driven, high-standard, and transparent infrastructure partnership. Moreover, it's led by major democracies to help narrow the $40+ trillion infrastructure need in the developing world." In addition, Japan and India are collaborating in the building of the West Container Terminal at Sri Lanka's Colombo Port. Meanwhile, the increasing presence of China in Myanmar poses a threat to Japan's traditional influence in the country. Unlike democratic Japan, China, which despite being a United Nations Security Council member, has been backing up the actions of the Myanmar military junta at various international forums.[...]

[India] is also exploring the prospects of connectivity to Northeast India through ports like Chittagong and Matarbari in Bangladesh. In fact, Japan has financially backed the construction of a deep sea port in Bangladesh's Matarbari Port.[...]

[libertariantaoist]

News Roundup 7/20/2023 | The Libertarian Institute

Here is your daily roundup of today's news:

News Roundup 7/20/2023

by Kyle Anzalone

US News

On Wednesday, the Czech parliament ratified a treaty that paves the way for a US troop presence on Czech soil as the US is looking to further beef up its military posture in Europe. AWC

The Senate on Wednesday overwhelmingly voted down an amendment to the 2024 National Defense Authorization Act (NDAA) that would declare NATO’s Article 5, which outlines mutual defense commitments, does not override congressional war powers. AWC

Russia

A fire at a military facility in Crimea has forced local authorities to evacuate over 2,000 people in nearby villages. AWC

Russia warned on Wednesday that starting on July 20, it would consider all ships in the Black Sea heading to Ukrainian ports as carrying military cargo now that the grain deal has been terminated. AWC

The Biden administration announced on Wednesday a new $1.3 billion weapons package for Ukraine that includes air defense systems, kamikaze drones, missiles, and other equipment. AWC

Middle East

US federal prosecutors are struggling to sell off a shipment of stolen Iranian oil being carried by a Greek tanker off the coast of Texas, The Wall Street Journal reported Tuesday. AWC

Washington and Moscow are accusing each other of dangerous and unprofessional military activity in Syria. The Institute

Read More

[xnewsinfo]

A ship is seen subsequent to a facility of the Yuzhnaya Ozereyevka crude oil terminal owned by the Caspian Pipeline Consortium (CPC) close to the Black Sea port of Novorossiisk, Russia. File photograph | Photograph credit score: REUTERS The mayor of the Russian Black Sea port metropolis of Novorossiisk issued a warning about marine drones on Thursday, July 18, 2024, he mentioned on the Telegram messaging app.Mayor Andrei Kravchenko urged native residents to not strategy the coast. Prior to now, Ukrainian drones have attacked Russian ships close to the port, disrupting site visitors.Novorossiisk is Russia's largest port on the Black Sea and a key outlet for exports of crude oil and petroleum merchandise in southern Russia. It additionally masses oil from Kazakhstan and Azerbaijan and handles cargoes of grain, coal, fertilizers, timber, containers, meals and chemical compounds.Individually, the Russian-appointed governor of the Crimean metropolis of Sevastopol, Mikhail Razvozhayev, mentioned Russian forces destroyed a Ukrainian naval drone within the Black Sea close to the town.

[blog-kmsantosh-me-blog]

International Shipping: The Lifeline of Global Trade 

International shipping is a fundamental component of the global economy, enabling the movement of goods across countries and continents. This article delves into the intricacies of international shipping, including its significance, modes of transport, key players, processes, challenges, and trends shaping the future of this vital industry.

The Significance of International Shipping

International shipping is crucial for connecting markets worldwide, facilitating trade, and promoting economic growth. It allows countries to import goods that are not locally available and export products to foreign markets, thus fostering international trade relationships and economic interdependence.

Economic Impact

Trade Volume: Over 80% of global trade by volume is carried by sea, highlighting the importance of maritime transport.

Job Creation: The shipping industry supports millions of jobs, from shipbuilding and port operations to logistics and freight forwarding.

Cost Efficiency: Shipping is the most cost-effective way to transport large quantities of goods over long distances.

Modes of International Shipping

1. Sea Freight

Sea freight is the backbone of international shipping, handling the largest volume of goods. It includes:

Container Shipping: Goods are transported in standardized containers, offering security and efficiency.

Bulk Shipping: Used for large quantities of unpackaged goods like coal, grain, and ore.

Tanker Shipping: Specialized vessels transport liquids such as oil, chemicals, and liquefied natural gas (LNG).

2. Air Freight

Air freight is used for high-value, time-sensitive goods. Although more expensive than sea freight, it offers unparalleled speed and reliability.

3. Land Freight

Land freight involves transportation by road and rail, often used to connect ports with inland destinations. It includes:

Trucking: Ideal for shorter distances and door-to-door delivery.

Rail Transport: Suitable for heavy and bulk goods over long distances.

Key Players in International Shipping

1. Shipping Lines

Shipping lines operate fleets of vessels that transport goods across the oceans. Notable companies include Maersk Line, MSC, and CMA CGM.

2. Freight Forwarders

Freight forwarders act as intermediaries, coordinating the logistics of shipping goods from origin to destination. They handle documentation, consolidation, and customs clearance.

3. Customs Brokers

Customs brokers assist with the clearance of goods through customs, ensuring compliance with import/export regulations and handling duties and taxes.

4. Port Operators

Port operators manage the operations of ports, including loading and unloading of cargo, storage, and terminal management. Major players include Hutchison Port Holdings and PSA International.

Processes in International Shipping

1. Booking and Documentation

Shippers book space with carriers and prepare necessary documentation such as bills of lading, commercial invoices, and packing lists.

2. Packaging and Labeling

Goods are packaged and labeled according to international standards to ensure safe and efficient transport.

3. Loading and Transportation

Cargo is loaded onto vessels, planes, or trucks for transport. This involves careful planning to maximize space and ensure stability.

4. Customs Clearance

Goods must clear customs at the destination country. This process involves submitting the required documents and paying any applicable duties and taxes.

5. Delivery

Upon arrival, goods are unloaded and delivered to their final destination. This may involve additional land transport.

Challenges in International Shipping

1. Regulatory Compliance

Navigating the complex web of international trade regulations and customs procedures can be challenging and time-consuming.

2. Environmental Impact

Shipping contributes to environmental pollution and carbon emissions. There is increasing pressure on the industry to adopt sustainable practices.

3. Security Risks

Piracy, cargo theft, and geopolitical tensions pose significant security risks to international shipping.

4. Supply Chain Disruptions

Natural disasters, pandemics, and other unforeseen events can disrupt global supply chains, causing delays and increased costs.

Trends Shaping the Future of International Shipping

1. Digitalization

Technological advancements are revolutionizing the shipping industry. Digital tools like blockchain, IoT, and AI are improving transparency, efficiency, and security.

2. Sustainability Initiatives

The industry is adopting greener practices, such as using alternative fuels, optimizing routes, and investing in energy-efficient vessels to reduce environmental impact.

3. E-Commerce Growth

The rise of e-commerce is driving demand for faster and more reliable shipping services, prompting companies to innovate and expand their capabilities.

4. Automation and Robotics

Automation is enhancing port operations and cargo handling. Autonomous ships and drones are on the horizon, promising to further transform the industry.

5. Resilience and Risk Management

Building more resilient supply chains to withstand disruptions is becoming a priority. Companies are diversifying routes and investing in risk management strategies.

Conclusion

International shipping is a complex and dynamic industry that is essential for global trade and economic development. Understanding the various modes of transport, key players, processes, challenges, and emerging trends provides valuable insight into this critical sector. As technology and market demands evolve, the shipping industry will continue to innovate and adapt, ensuring the efficient movement of goods across the world.

[liamhen5]

Strategic Dynamics of Chabahar and Gwadar Ports: The Role of Private Indian Companies and Cargo Berths

Introduction

Iran Chabahar Port in southeastern Iran and Gwadar Port in southwestern Pakistan are two strategic maritime gateways in the region, each backed by different international stakeholders with varied geopolitical and economic interests. Chabahar, with substantial investments from private Indian companies, and Gwadar, heavily financed by China, are pivotal in the emerging trade and transport networks of the region. This essay delves into the significance of Chabahar Port, the involvement of Indian private companies, its comparison with Gwadar Port, and the role of cargo berths in these ports.

Chabahar Port: A Strategic Asset

Chabahar Port, situated on the Gulf of Oman, is Iran's only oceanic port, providing direct access to the Indian Ocean. This geographical advantage makes it a strategic asset for Iran, enabling it to bypass the Strait of Hormuz, a narrow passage that has historically been a chokepoint for global oil supplies. The port serves as a crucial link in the International North-South Transport Corridor (INSTC), aiming to connect India, Iran, Afghanistan, and Central Asia through a multi-modal network of ship, rail, and road routes.

For India, Chabahar offers a direct route to Afghanistan and Central Asia, bypassing Pakistan. This not only enhances India's trade potential but also solidifies its strategic footprint in the region. The development of Chabahar Port is seen as a counterbalance to China's investment in Gwadar Port under the China-Pakistan Economic Corridor (CPEC).

Role of Private Indian Companies

Private Indian companies have been instrumental in the development and operationalization of Chabahar Port. The involvement of these companies reflects India's commitment to enhancing regional connectivity and its strategic interests in the region.

India Ports Global Limited (IPGL): A consortium of private and public sector companies, IPGL is at the forefront of India's engagement with Chabahar. In 2016, IPGL signed an agreement to equip and operate two terminals and five berths at Chabahar Port. This marked a significant milestone in Indo-Iranian cooperation.

Infrastructure Development: Indian firms such as IRCON International and KEC International are involved in constructing and upgrading the infrastructure around Chabahar, including the rail link from Chabahar to Zahedan, which connects to the Iranian national railway network and further into Afghanistan and Central Asia.

Cargo Handling and Logistics: Indian logistics companies are setting up supply chains to manage the flow of goods through Chabahar. This includes developing specialized cargo berths to handle various types of cargo efficiently, thereby increasing the port's operational capacity.

Investment in Industrial Zones: Private Indian firms are also exploring investment opportunities in the Chabahar Free Trade Zone (FTZ), which aims to attract foreign investment and foster industrial growth. This includes establishing manufacturing units, warehousing, and distribution centers.

Gwadar Port: A Chinese Foothold

Gwadar Port, located on the Arabian Sea in Pakistan, is a cornerstone of China's Belt and Road Initiative (BRI). Developed under the auspices of the CPEC, Gwadar provides China with a strategic outpost to secure its maritime trade routes and energy supplies. The port is intended to serve as a major transshipment hub, facilitating trade between China, the Middle East, and Africa.

Comparison Between Chabahar and Gwadar Ports

While both Chabahar and Gwadar Ports aim to enhance regional connectivity, their strategic orientations and developmental trajectories are distinct.

Geopolitical Context: Chabahar is central to India's strategy to access Central Asia and Afghanistan, circumventing Pakistan. Gwadar, conversely, is a linchpin of China's BRI, aimed at securing an overland route to the Arabian Sea, reducing reliance on the Malacca Strait.

Development and Investment: Gwadar has seen rapid development, with substantial Chinese investments leading to the construction of modern port facilities, an international airport, and supporting infrastructure. Chabahar's development, although progressing slower due to international sanctions on Iran, has gained momentum with Indian investments, particularly in port infrastructure and connectivity projects.

Strategic Rivalry: The development of these ports underscores the strategic rivalry between India and China. Chabahar provides India with a counterbalance to China's presence in Gwadar. This competition is reflected in the investment patterns, with each port receiving significant attention from its respective backers.

The Role of Cargo Berths

Cargo berths are critical components of port infrastructure, facilitating the loading, unloading, and storage of goods. Both Chabahar and Gwadar Ports have been developing specialized cargo berths to enhance their operational capacities.

Chabahar Port: The development of five new cargo berths at Chabahar by Indian companies has significantly increased the port's handling capacity. These berths are designed to accommodate various types of cargo, including bulk, container, and general cargo. The efficient handling of cargo at these berths is essential for reducing turnaround times and enhancing the port's attractiveness to traders.

Gwadar Port: Gwadar features multiple deep-water berths capable of handling large container ships. The port's design includes specialized berths for oil tankers, bulk carriers, and container vessels. These facilities are crucial for Gwadar's ambition to become a major transshipment hub in the region.

Economic and Strategic Implications

The development of Chabahar and Gwadar Ports has far-reaching economic and strategic implications for the region.

Regional Connectivity: Both ports aim to enhance regional connectivity by providing alternative trade routes. Chabahar's link to Afghanistan and Central Asia through the INSTC can significantly reduce transit times and costs for Indian goods. Gwadar, on the other hand, offers China a shorter route to the Middle East and Africa.

Economic Growth: The development of port infrastructure and associated industrial zones is expected to spur economic growth in the surrounding regions. This includes job creation, increased trade volumes, and the development of ancillary industries.

Geopolitical Influence: The strategic investments in these ports reflect the broader geopolitical contest between India and China for influence in South Asia and beyond. Chabahar strengthens India's position in Afghanistan and Central Asia, while Gwadar enhances China's influence in the Arabian Sea and the Middle East.

Security Considerations: The military potential of these ports cannot be ignored. Both ports have the potential to serve as naval bases, enhancing the maritime capabilities of their respective backers. This adds a layer of security dynamics to the strategic rivalry in the region.

Conclusion

The development of Chabahar and Gwadar Ports represents a significant shift in the geopolitical and economic landscape of the region. Chabahar, with substantial involvement from private Indian companies, offers India a strategic foothold in Afghanistan and Central Asia, countering China's influence through Gwadar. The role of cargo berths in both ports is pivotal in enhancing their operational efficiency and attractiveness to global traders. As these ports continue to develop, their impact on regional trade, connectivity, and geopolitics will become increasingly pronounced, shaping the future of South Asia and beyond.

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LNG Bunkering Market: Fuelling the Green Revolution

Introduction to LNG Bunkering Liquefied natural gas (LNG) bunkering refers to the process of supplying LNG to ships for their engines. As an alternative marine fuel, LNG is gaining popularity due to its lower emission levels compared to other fossil fuels such as heavy fuel oil. The maritime industry has been exploring strategies to reduce both air pollution and greenhouse gas emissions from ships. The use of LNG as a marine fuel presents significant environmental benefits and is seen as an important transition fuel towards a decarbonized future. Regulatory Push for Greener Shipping International regulations have put increased pressure on the shipping industry to reduce both air pollution and greenhouse gas emissions. The International Maritime Organization (IMO) introduced stricter emission control areas with lower sulfur limits, pushing ship owners to find cleaner alternatives to comply. Starting in 2020, the global sulfur cap on marine fuel was reduced from 3.5% to 0.5%, significantly lowering sulfur oxide emissions. The IMO's ambitious GHG reduction strategy also aims to cut the sector's total annual emissions by at least 50% from 2008 levels by 2050. Faced with tightening environmental norms, LNG has emerged as one of the most viable options for ship owners looking to futureproof their fleets. Technological Advances Driving Infrastructure Development Over the past decade, technological advancements have made LNG bunkering commercially and operationally viable. New LNG containment systems with membrane tanks allow larger volumes of LNG to be transported safely. Dedicated LNG bunker vessels are being built with advanced vaporization capabilities. Containerized bunker storage units provide another flexible bunkering solution. Major ports are developing LNG fueling infrastructure like bunkering terminals and truck-to-ship supply to support the growing LNG-fueled fleet. Leading classification societies have released comprehensive guidelines for LNG bunker vessels and tank design. All these factors are enabling the broader uptake of LNG as a marine fuel on major shipping routes. Rising Deployment of LNG-powered Ships An increasing number of vessel owners and operators are retrofitting their vessels to use LNG or selecting LNG propulsion for newbuilding contracts. Almost 300 vessels either in operation or on order are now LNG-fueled across different ship segments including container ships, cruise vessels, car carriers and bulk carriers. Major Asian shipyards are actively developing LNG dual-fuel engine designs to meet this rising demand. Recent studies show that the global LNG-fuelled fleet is estimated to grow to over 2,000 ships by 2030. Major companies like CMA CGM, MSC and Hapag-Lloyd are deploying large LNG-powered containerships to service major East-West trades. The technology is also gaining ground in short-sea and inland waterways segments in Europe and Asia. Outlook for Further Market Expansion More supportive regulations, technological improvements and growing bunkering infrastructure are positive triggers for LNG to gain further adoption as a marine fuel in the coming decades. As early movers start reporting operational and economic benefits, additional ship owners are expected to embrace the transition. Developing low-carbon bio-LNG and synthetic LNG options can further improve the environmental credentials of LNG as a marine fuel. While challenges remain around standardized bunkering practices and supply availability globally, the LNG bunkering market is projected to experience strong expansion to meet demand from the rising LNG-fuelled fleet. National emission-cutting pledges and upcoming carbon-pricing mechanisms will likely strengthen the case for investments into cleaner marine fuels like LNG. The future looks promising for the growth of LNG as a commercially viable and more sustainable alternative for the global shipping industry.

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Importance of Marine Towing Companies

At the heart of marine towing companies is their fleet of powerful tugboats. These vessels are specially designed and equipped to handle the demanding tasks of towing, pushing, and maneuvering large ships, barges, and other maritime structures. Tugboats come in various sizes and configurations, from small harbor tugs to ocean-going behemoths capable of towing massive oil tankers and cargo ships.

Marine towing companies play a vital role in the maritime industry, providing essential services that ensure the safe and efficient movement of vessels and maritime assets across waterways worldwide. From assisting ships in distress to towing barges laden with cargo, these companies are the unsung heroes of the seas, often operating behind the scenes but playing a crucial role in maritime commerce and safety.

One of the primary functions of marine towing companies is providing assistance to vessels in distress. When a ship encounters engine failure, navigational hazards, or adverse weather conditions, a tugboat can be dispatched to provide much-needed assistance. Whether it's towing the disabled vessel to a nearby port for repairs or providing escort services through treacherous waters, tugboat crews are trained to respond quickly and effectively to emergencies at sea. In addition to emergency assistance, marine towing companies also play a vital role in maritime logistics and infrastructure. Tugboats are used to tow barges loaded with cargo such as petroleum products, bulk commodities, and construction materials. These barges, which can be massive in size, rely on tugboats to navigate rivers, canals, and coastal waterways, delivering goods to ports and terminals around the world.

Moreover, marine towing companies are instrumental in supporting offshore industries such as oil and gas exploration and production. Tugboats are often employed to tow drilling rigs, production platforms, and floating facilities to their designated locations in offshore oil fields. These operations require precision and expertise to ensure the safe and efficient placement of these critical assets in the marine environment.

The work of marine towing companies is not without its challenges. Tugboat crews often operate in demanding conditions, including rough seas, strong currents, and adverse weather. Maneuvering large vessels and heavy loads requires skill, experience, and a deep understanding of maritime navigation and seamanship. Additionally, tugboat operations must adhere to strict safety and environmental regulations to minimize the risk of accidents and protect the marine ecosystem.

Despite these challenges, marine towing companies continue to innovate and adapt to meet the evolving needs of the maritime industry. Advances in technology have led to the development of more powerful and efficient tugboats, equipped with state-of-the-art navigation systems, propulsion systems, and towing equipment. These technological advancements enable tugboat crews to operate more safely and effectively, even in the most challenging conditions.

Furthermore, marine towing companies are increasingly focused on sustainability and environmental stewardship. In an industry that relies heavily on fossil fuels, there is growing interest in exploring alternative fuels and propulsion systems to reduce carbon emissions and minimize the ecological impact of tugboat operations. From hybrid-electric tugboats to LNG-powered vessels, companies are investing in greener technologies to ensure a more sustainable future for the maritime industry.

Marine towing companies play a critical role in the maritime industry, providing essential services that facilitate the safe and efficient movement of vessels and maritime assets across the world's waterways. From assisting ships in distress to towing barges laden with cargo, these companies are indispensable to maritime commerce and safety. Despite the challenges they face, marine towing companies continue to innovate and adapt, embracing new technologies and sustainable practices to meet the evolving needs of the industry.

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LOGISTIC SERVICES IN DJIBOUTI: A GATEWAY TO AFRICA

 Nestled south In the Horn of Africa, Djibouti has become an indispensable centre for trading and logistics in the area. Despite the fact that the country itself is small, its location at the junction of one of the biggest shipping routes has rendered it quite significant strategically. This excellent location, along with large infrastructure expenditures, has enabled Djibouti to become a vital part of international logistics and become the gateway to Africa.

Strategic Importance

The advantageous location of Djibouti next to the Bab el-Mandeb Strait, which connects the Gulf of Aden to the Red Sea offers an immediate connection to the Suez Canal. is it natural to be responsible for a sizable portion of all global maritime traffic and this particular canal is in itself regarded as one of the most significant ones. Thus, particularly for landlocked East African countries like Ethiopia, which largely rely on Djibouti for access to foreign markets, the ports of Djibouti have become essential to the facilitation of international trade.

Port Infrastructure

The logistics sector of the nation depends mostly on the Port of Djibouti. The harbour has been extensively modernized over the years to effectively manage growing cargo quantities. With its cutting-edge amenities, it can hold a wide variety of ships, including oil tankers and cargo boats. The plans strategized for the port centre on changing and developing its operating effectiveness, cutting turnaround times, and increasing capacity to satisfy future needs.

 Apart from its main port, Djibouti has created a number of specialist ports, such as the Doraleh Container Terminal and the Doraleh Multi-Purpose Port. Doraleh, which is known as one of Africa's most sophisticated container terminals, have greatly increased the overall ability of the nation's handle  containerized or can say package freight and promotes smoother commercial environment. Conversely, Logistic service in Djibouti capabilities yet are seen to be  further diversified by the Doraleh Multi-Purpose Port, which handles a variety of cargo types from bulk commodities to cars.

Rail Connectivity

To advance with its maritime infrastructure, Djibouti has invested in better rail connections. The 750-kilometer standard gauge Djibouti-Ethiopia railway, which links Djibouti with Ethiopia's capital Addis Ababa, is another important pillar of this project. This railway provides a stable and cost-effective means of transporting goods between the two countries, significantly cutting down on transit times and costs.

Air Freight Services

Air freight services are still highly prominent in the region or Subcontinent of  Djibouti's logistics environment, even though the rail and water ways specially the ocean transit still dominate the country's logistics landscape, particularly for early and expensive or important commodities. The major Sector for aircraft freight is Djibouti-Ambouli global Airport, which also provides frequent connections to major and prominent global hubs. Many different items, including consumbales and Legal or Medicinal drugs, are transported frequently and protected via the airport's cargo facilities.

Logistics Parks and Free Zones

 Djibouti is establishing a logistics center and hurdle less-trade zones to enhance its logistical capabilities. For example, the largest trading zone in Africa is situated in Djibouti. Logistic service in Djibouti provides you in a friendly environment, efficient customs laws and procedures, and advantageous tax rates are all advantageous to businesses. These locations are highly appealing to Multinational companies looking to establish themselves in the region, which boosts employment opportunities and diversifies the economy.

Challenges and Opportunities

 Despite its magnificent growth, logistic service in Djibouti's transportation and storage sector faces constraints . Its growth trajectory is heavily effected by elements including native and indigenous  safety concerns, Political and local stability, and the need for ongoing infrastructural development. Furthermore, considering Ethiopia's importance as an economic partner, it is imperative to maintain robust bilateral relations and ensure the stability of strategic systems.

Still, there are huge room for improvement. Due to its advantageous geographic and strategic position and commitment to infrastructure development, Djibouti is a major participant in the Belt and Road Initiative (BRI). Through the BRI initiative, logistic service in Djibouti may be able to secure new investment opportunities and foster economic growth by reinforcing its international trade relations.

Conclusion

The Capability of the Country to handle  freight has significantly increased obliged to Doraleh, one of Africa's most dynamic container ports, which also enables more seamless economic flows. On the other hand, Djibouti's logistical capabilities are improved by the Doraleh Multi-Purpose Port, which efficiently handles a range of cargo, including bulk commodities and automobiles.