Video footage of North Sea accident surfaces

Energy News Beat

Newly obtained video footage has revealed the moment the containership Solong struck the tanker Stena Immaculate off the coast of East Yorkshire on Monday.

The impact and subsequent explosion were captured by Orca AI’s lookout unit Seapod mounted on the tanker Ionic Aspis anchored off the port of Grimsby near the Stena Immaculate at the time of the allision.

The footage from the Ionic Apis is from two cameras, with the day camera showing dense fog, with the accident itself captured on a thermal imaging camera. The Portuguese-registered Solong was sailing to Rotterdam at about 16 knots when it allided with the anchored US jet fuel-carrying tanker, according to AIS data.

“This video footage clearly shows the context of the accident, that is, the fog conditions at the time, while the moment of impact is also shown clearly,” said Yarden Gross, CEO and co-founder of Orca AI.

The video evidence has been handed over to UK authorities investigating the incident, which unfolded on Monday morning just before 10 am, leading to one Solong crewmember missing and presumed dead and the arrest of the vessel’s Russian captain on suspicion of gross negligence manslaughter.

Meanwhile, the fire onboard the Stena Immaculate has ceased with no visible signs of smoke or flame after reviews on Wednesday, and the vessel is stable and remains securely anchored, the ship’s manager, Crowley, said in the latest update.

The Solong has been towed to a safe location with “small pockets of fire” on the top deck visible on Wednesday, chief coastguard Paddy O’Callaghan reported.

It remains unclear what volume of jet fuel may have been released from Stena Immaculate as a result of the incident. Crowley said the initial third-party assessment of the vessel indicated “no ongoing release of jet fuel to the water and no sheen on the water”.

“Salvors will conduct onboard assessments of the vessels as soon as they are safe to board,” O’Callaghan noted.

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More tankers and dry bulk carriers turn away from the Red Sea

Energy News Beat

While there have been no attacks by the Houthis from Yemen on merchant shipping this year, shipowners are still giving the Red Sea a wide berth to the consternation of the Suez Canal Authority. Indeed, for shipping’s two largest sectors, the number of ships avoiding the Red Sea has actually increased this year.

According to data from Jefferies, an investment bank, diversions have increased in the tanker and dry cargo segments. Dry bulk diversions are up to 56% of 2023 figures so far this year, up from 45% in 2024; crude tanker diversions have risen to 48% from 35% and product tankers are up to 52% from 45%.

Containership traffic has continued to divert with transits in the region in 2025 down 90% relative to figures in 2023. This is steady with diversions seen in 2024, while LNG and LPG have continued to divert at the same pace as seen in 2024 with 80% and 74% of capacity, respectively, bypassing the region so far this year.

Data from ABG Sundal Collier shows that overall Gulf of Aden arrivals are down 72% from the 2023 average, something that has badly affected the Egyptian economy with revenues at the Suez. Canal Authority plummeting.

Ralph Leszczynski, head of research at Banchero Costa, told Splash that there are currently around 200 Red Sea crossings per week, based on AIS tracking data.  This is still less than half of the number of crossings of two years ago, which were about 500 per week.  

The Houthis said on Tuesday that they are resuming a ban on the passage of all Israeli ships in the Red Sea, Arabian Sea and Bab al-Mandab Strait after a four-day deadline they gave Israel to allow humanitarian aid into the Gaza Strip expired.

The description of what constitutes Israeli in the statement was deemed ambiguous by Ambrey, a British maritime security specialist.

Ambrey is advising merchant shipping to check their affiliation with the Houthi target profile and to reassess the risk to voyages through the Red Sea, and the Gulf of Aden.

“The situation is arguably still dangerous in the Red Sea, given that the truce in Gaza is fragile, sectarian conflict in Syria has been heating up again, and the US government has been making incendiary comments on Gaza and Iran in recent weeks, so it is believed that there is a possibility Houthi attacks could well restart at short notice. Hence many owners still prefer to play safe and avoid risking their ships and their crews’ lives,” commented Leszczynski from Banchero Costa.

Whilst no actual attacks have at this point been reported since the Houthi announcement on Tuesday, the office of the United Kingdom Maritime Trade Operations (UKMTO) has reported electronic interference seen from multiple ships in the region disrupting navigational systems and requiring vessels to use backup methods.

After more than 100 ships were attacked from late 2023 and throughout last year, the Houthis had ceased its campaign against merchant shipping this year, in line with the tentative peace deal struck between Israel and Hamas.

There is little sign authorities believe the Red Sea shipping crisis is coming to an end anytime soon.

The European Union announced last month it is extending the mandate of its maritime security operation, EUNAVFOR Aspides, for an additional year, reinforcing efforts to safeguard freedom of navigation in the Red Sea region. The operation will now continue until February 28, 2026, with a budget of over €17m ($17.8m) allocated for its extended period.

As and when the Red Sea does open up for merchant ship traffic will drive profits and losses for many shipping companies this year.

Top management at Maersk laid out last month how the Houthis could dictate the line between black or red ink for the coming year.

Maersk’s EBIT forecast for 2025 ranges from zero to $3bn, depending on whether the Red Sea opens in the middle of the year or the end of the year.

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BW Offshore sells FPSO to Murphy Oil for $125m

Energy News Beat

AmericasOffshore

Floater specialist BW Offshore has sold the FPSO BW Pioneer to US oil and gas player Murphy Oil subsidiary.

The FPSO was sold for $125m which includes an initial payment of $100m upon delivery of the FPSO at the end of the current contract period which ends on March 18, 2025.

This will be followed by the remaining balance upon receipt of the full-term class certificate for the period 2025-2030, expected before the end of the second quarter.

The two companies will also sign a five-year reimbursable O&M contract ahead of March 18, under which BW Offshore will continue to provide operations and maintenance services for a period of five years.

“The divestment is in line with our strategy of capturing value from the existing FPSO fleet. The transaction strengthens our financial position and supports the execution of our long-term growth strategy of developing floating production infrastructure projects and energy transition solutions,” said Marco Beenen, the CEO of BW Offshore.

The FPSO completed conversion at Keppel Shipyard in 2009. It has a storage capacity of about 600,000 barrels of oil and a processing capacity of 80,000 barrels per day. The unit’s current deal with Murphy Oil is a five-year extension signed in March 2020.

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ALL-DC-SHIPS project kicks off

Energy News Beat

EuropeTech

Twelve partners from eight European countries have come together to drive forward a €10.2m ($11.1m) project that will demonstrate a full DC electrical grid concept on a real vessel.

The ALL-DC- SHIPS project will advance the electrification of maritime transport with a fully DC-based architecture, including the secondary network supplying hotel loads. There will be developments on power converters with wide bandgap components, solid-state protection devices and energy management systems for better overall efficiency. 

Professor Pietro Tricoli from the University of Birmingham commented: “To support this [green] transition, shipboard power systems must integrate high-power components and protection devices more efficiently” 

While some vessels have already incorporated DC primary grids, their secondary grids have largely remained based on traditional AC solutions.  

By integrating advanced components with existing power converters and protection devices in primary and secondary grids, the ALL-DC-SHIPS project aims to reduce the risk of blackouts due to faults, improving the overall reliability of the power system. 

The ALL-DC-SHIPS project received funding from the European Union’s Horizon Europe programme. 

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Tons down, miles up

Energy News Beat

Andrew Craig-Bennett provides readers with an overview of what tariffs mean for seaborne trades.

A problem with trying to write about the possible effects of tariffs on the merchant shipping business is that the people who want to stick tariffs on stuff keep changing their minds.

However, there are some broad statements – not quite Eternal Truths, but close – that we can make. The most important one, for us, is that manufacturers will move their production – and therefore the end points of their supply chains – to places which are exempt from tariffs imposed by their target markets.

That is what they did in the past, on a vast scale.

Consider the statement from the British government that they are not retaliating against American tariffs, “Because we hope to negotiate a trade agreement with the USA”. What they actually mean, but cannot say out loud, is “Because we hope to attract European manufacturing investment to the UK, which will be exempt from some of the U.S. tariffs, and thus to kick start our stagnant economy,”

You see how devious things become, as soon as tariffs enter the picture?

Thinking further along these lines, tax officials, already worried by transfer pricing, will have to consider that tariffs make transfer pricing more attractive than ever, and that far more effort will go into it… which means that the number of government staff needed to control it will increase…

Let’s make the reasonable assumption that the American people will not rise up against tyranny and “institute new Government”, as they claim to have done in 1776, so US tariffs, and counter tariffs imposed in response to them, become, if not indeed permanently established, at least “a thing” for the next four years, or eight years, or anyway beyond the time horizon of anyone thinking about a new ship .

If we are old enough, we started our working lives in the GATT world and then lived most of our lives in the WTO world. We none of us have experienced a world of tariffs and counter tariffs without a global tariff reduction organisation because that was the 1930s.

Tariffs don’t necessarily stop cargo movements; tariffs can change the routes and we can say with some confidence that the changes will add distance and add complexity, because in a WTO world cargo will take the most economical route from A to B, whereas in a tariff world the same cargo, which may not take the same form (it may be components rather than finished items) will move in such a way as to avoid a tariff. We can also say with confidence that any tariff imposed on anything will be more than any freight rate that we could dream of charging.

Now we must think about supply chains.

Obviously, supply chain managers will reconstruct their supply chains to minimise the impact of tariffs; they may have to do so at very short notice, and the container line salesperson who tries to insist on a pre-tariff contract when her or his customers are under extreme pressure is going to get remembered, and not in a good way.

This is starting to look a bit like a world in which cargo flows are thinner and longer; a world in which the medium sized longer haul ship is more useful than the largest ships, and in which transfer terminals are going to be very handy things to have.,

On the other hand, the Trumpery tariff against Chinese shipbuilding will encourage people to use the largest possible ships to call at US ports, so as to produce the lowest impact per stick of cargo. So ultramaxes, VLCCs, VLGCs and if only it were possible, (which it is not!) Valemaxes, to call at US ports.

Terminals with rail access to the USA – and we can all think of a couple, in Canada and in Mexico – might be suitable places to berth Chinese built ships…

And, of course, ships not built in China and not owned by owners who own ships built in China will not be subject to the penalty. How many of us sat down and worked out how to get round the Trumpery penalty, how long it would take and how much it would cost to do so? I certainly did and, gentle reader, I bet you did too. It is not hard, is it! One good law shipping law firm, a few phone calls, a spell of drafting, a signing, and away we go… think “the dark fleet” but in spades redoubled… on reflection, in No Trumps, redoubled.

Cargo will continue to flow, but some cargo will flow in different and more complex channels. The tonnages may go down a bit, but the ton mileages will go up.

What we need to think about, and plan for, is, “Where will the cargo come from and where will it go, over the next few years?”

This is a question of details, and details are not only where we find the Devil, they are where information disparities occur, and, to quote Tim Huxley, information disparities are where the shipowner (and his broker) make their money.

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Kern County, California, general fund faces $9 million deficit in 2025

Energy News Beat

ENB Pub Note: Mike Umbro on X – Kern County general fund faces $9 million deficit in 2025 | KGET 17 News Kern County was the #1 oil producing county in the United States in 20213. 12 years later after Newsom’s shutdown…Kern County is broke.

 


BAKERSFIELD, Calif. (KGET) — At the Board of Supervisors meeting Tuesday, county leaders learned the state of the county’s funding…and it’s not looking good.

The costs are outweighing the funds.

The deficit for the general fund this year is also projected to grow by 2029, if things keep going the way they are, the deficit would reach $19.6 million, according to county accountants.

Elsa Martinez told supervisors she has a plan for county departments to absorb the short fall.

“It’s really gonna depend on how we’re going to absorb that additional cost,” said Martinez. “If we’re able to absorb that with reduction in other costs, then the public isn’t going to see significant impact. If we’re unable at some point, you’re going to have to delay what we call service level impacts.”

Some services might be delayed or require longer wait times.

n 2016, county libraries were open only three days, sometimes two days, a week in order to cut costs.

Martinez said the county’s costs are going up because of state mandates and federal funding uncertainty.

Unresolved state legislation might hurt the county.

“Right now we have over 2,000 bills that some of them are gonna impact,” said Martinez.

One is on oil and gas that could indirectly affect the county’s property tax. Another doesn’t allow the county to collect property taxes on solar projects.

Martinez said the county’s revenue is based on sales and property taxes.

“In the past, 33% of our property tax came from oil and gas, and we’re now at 9 percent,” said Martinez. “So, business values and home values are now the primary driver of property tax in our community.”

The return on those taxes aren’t keeping up with costs.

Other rising costs Martinez spoke about was a bill that raised minimum wage for healthcare workers, health benefits for employees, workers compensation insurance on the rise, and new programs.

“I don’t want to scare people but I want people to understand that we have to be fiscally prudent,” said Martinez. “If things change, we need to address any changes that come from the state or federal government to ensure that we are protecting services for our community.”

Martinez said the county can’t increase taxes without an election, however, the county can increase some fees.

Late library books, building inspections, and court recording are a few that could be increased.

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Beneath the Skin of CPI Inflation: Pace Slows from Spike Last Month, but 6-Month CPI Accelerates Further, Worst Increase since September 2023

Energy News BeatPrice

Natural gas and electricity pushed up energy costs in February, despite drop in gasoline prices. Used vehicle prices continued to surge.

By Wolf Richter for WOLF STREET.

The overall Consumer Price Index rose by 0.22% (+2.62% annualized) in February from January, after the jump of 0.47% (+5.75% annualized) in January from December, which had been the worst month-to-month increase since August 2023, and the sixth month of acceleration from the low point in June.

But the 6-month CPI accelerated further, rising by 3.63% annualized, the worst increase since September 2023 (red in the chart):

The “Core” CPI, which excludes food and energy components to track underlying inflation, rose by 0.23% (+2.7% annualized) in February from January, after the jump of 0.45% (+5.5% annualized) in January from December, which had been the worst increase since April 2023, (blue in the chart below).

The 6-month “core” CPI rose by 3.6% annualized, a slight deceleration from the prior month (+3.7%), which had been the worst since May (red).

The major components, year-over-year:

  • Overall CPI: +2.82% (yellow), deceleration from +3.0% in January.
  • Core CPI +3.11% (red), deceleration from +3.26% in January. It has not improved at all since June 2024
  • Core Services CPI: +4.12% (blue), a deceleration from +4.33% in January.
  • Durable goods CPI: -1.23% (green), essentially same decline as in January.

“Core services” CPI.

Core services CPI, which are all services less energy services, and accounts for about two-thirds of the overall CPI, rose by 0.25% in February from January (3.1% annualized, a sharp deceleration from the spike in the prior month (+6.4% annualized), which had been the worst increase in 11 months (blue line in the chart below).

The 6-month core services CPI rose by 4.1% annualized, a deceleration from January (+4.4%), which had the worst since June (red).

What we noted a month ago was that some services raise their prices annually in January, which can help produce the spikes of the services CPI in January. But we did not see those kinds of January price spikes before the pandemic:

Housing components of core services.

Owners’ Equivalent of Rent CPI decelerated to +3.4% annualized in February from January (+0.28% not annualized).

But the three-month average accelerated to +3.68% annualized.

OER indirectly reflects the expenses of homeownership: homeowners’ insurance, HOA fees, property taxes, and maintenance. It’s the only measure for those expenses in the CPI. It is based on what a large group of homeowners estimates their home would rent for, with the assumption that a homeowner would want to recoup their cost increases by raising the rent.

As a stand-in for homeowners’ insurance, HOA fees, property taxes, and maintenance costs, OER accounts for 26.2% of overall CPI and estimates inflation of shelter as a service for homeowners.

Rent of Primary Residence CPI decelerated to +3.4% annualized in February from January.

But the 3-month rate accelerated to +3.8% annualized, the worst increase in four months. This rate is in the upper end of the range before the pandemic.

Rent CPI accounts for 7.5% of overall CPI. It is based on rents that tenants actually paid, not on asking rents of advertised vacant units for rent. The survey follows the same large group of rental houses and apartments over time and tracks the rents that the current tenants, who come and go, pay in rent for these units.

Year-over-year, rent CPI (blue in the chart below) rose by 4.1%, and OER by 4.4% (red), both continuing to decelerate on a year-over-year basis.

“Asking rents…” The Zillow Observed Rent Index (ZORI) and other private-sector rent indices track “asking rents,” which are advertised rents of vacant units on the market for rent. Because rentals don’t turn over that much, the spike in asking rents through mid-2022 never fully translated into the CPI indices because not many people actually ended up paying those jacked-up asking rents.

For January, the ZORI (seasonally adjusted) rose by 0.31% month-to-month and by 3.5% year-over-year. Zillow has not yet released the February data.

The chart shows the CPI Rent of Primary Residence (blue, left scale) as index value, not percentage change; and the ZORI in dollars (red, right scale). The left and right axes are set so that they both increase each by 55% from January 2017:

  • Since January 2017: ZORI +52%, CPI Rent +42%.
  • Since January 2020: ZORI +34%, CPI Rent +27%.

Rent inflation vs. home-price inflation: The red line in the chart below represents the CPI for Rent of Primary Residence as index value. The purple line represents Zillow’s “raw” Home Value Index for the US. Both indexes are set to 100 for January 2000 [but each metro dances to their own drummer… The Most Splendid Housing Bubbles in America, Jan 2025: The Price Drops & Gains in 33 of the Largest Housing Markets].

The CPI for motor-vehicle maintenance & repair rose by 3.1% annualized in February from January. Year-over-year, the index rose by 5.8%. Since January 2020, the index has surged by 40%. This chart shows the price level, not the year-over-year percentage change:

The CPI for motor vehicle insurance rose by 3.25% annualized in February from January, after the huge spike in the prior month. Year-over-year, the index surged by 11.1%, but that was a deceleration from the prior months and the least-bad increase since September 2022.

Since January 2022, motor vehicle insurance prices have exploded by 56%, fueled by the surge repair costs and the historic spike in used vehicle prices in 2021 and 2022, which increases the replacement costs for insurance companies.

Food away from Home CPI jumped by 4.8% annualized in February from January. On a year-over-year basis, the index accelerated to +3.7%, worst increase since October.

These food services include full-service and limited-service meals and snacks served away from home, such as in restaurants, cafeterias, at stalls, etc.

The table below shows the major categories of “core services.” Combined, they accounted for 64% of total CPI:

Major Services ex. Energy Services Weight in CPI MoM YoY
Core Services 64% 0.3% 4.8%
Owner’s equivalent of rent 26.2% 0.3% 4.4%
Rent of primary residence 7.5% 0.3% 4.1%
Medical care services & insurance 6.7% 0.3% 3.0%
Food services (food away from home) 5.6% 0.4% 3.7%
Motor vehicle insurance 2.8% 0.3% 11.1%
Education (tuition, childcare, school fees) 2.5% 0.2% 3.5%
Admission, movies, concerts, sports events, club memberships 2.1% 0.6% 4.3%
Other personal services (dry-cleaning, haircuts, legal services…) 1.6% 0.9% 3.8%
Public transportation (airline fares, etc.) 1.5% -3.4% -0.6%
Telephone & wireless services 1.5% 0.1% 0.1%
Lodging away from home, incl Hotels, motels 1.3% 0.2% 3.5%
Water, sewer, trash collection services 1.1% 1.0% 4.9%
Motor vehicle maintenance & repair 1.0% 0.3% 5.8%
Internet services 0.9% 1.1% -0.7%
Video and audio services, cable, streaming 0.8% 1.0% 3.7%
Pet services, including veterinary 0.5% 0.1% 5.9%
Tenants’ & Household insurance 0.4% 0.8% 3.0%
Car and truck rental 0.1% -1.3% -7.1%
Postage & delivery services 0.1% -2.7% 3.0%

Prices of Goods.

The used vehicle CPI jumped by 0.9% not annualized (+11.1% annualized) in February from January, seasonally adjusted, the sixth month-to-month increase in a row.

Year-over-year, used vehicle prices rose by 0.8%, the second month in a row of year-over-year increases, after steep declines topping out at 10% year-over-year drops last summer.

The historic plunge of used vehicle prices from early 2022 through August 2024 was one of the factors in the cooling of CPI inflation over that period. That’s now over.

Since January 2020, prices are up by 34%, despite the plunge from early 2022 through August 2024.

New vehicles CPI edged down a hair in February from January, seasonally adjusted. Year-over-year, the index edged down by 0.3%.

New-vehicle prices have proven to be sticky, unlike used-vehicle prices, despite lots of supply of new vehicles now on many lots. Automakers and dealers are giving their darndest to preserve their profit margins while maintaining unit sales.

It’s hard to imagine how they’re going to pass on tariffs without crushing their sales in this environment, which is why certain US automakers that have offshored the most, such as Ford, are so upset about the tariffs: They know they have to eat them. They know they cannot pass them on without seriously damaging their sales.

Durable Goods – dominated by new and used vehicles – have experienced price declines (deflation) across the board, starting in mid- to late 2022, after the huge price spikes during the pandemic. But at least part of that has ended now:

Major durable goods categories MoM YoY
Durable goods overall -0.1% -1.2%
New vehicles -0.1% -0.3%
Used vehicles 0.9% 0.8%
Household furnishings (furniture, appliances, floor coverings, tools) 0.2% -0.4%
Sporting goods (bicycles, equipment, etc.) -2.2% -5.3%
Information technology (computers, smartphones, etc.) -0.2% -8.6%

Food Inflation.

The CPI for “Food at home” was unchanged in February, after the big jump in January. This is food purchased at stores and markets and eaten off premises.

Year-over-year, the index rose by 1.8%. Since January 2020, food prices have surged by 28%.

The avian-flu-triggered price spike of eggs, which started in early 2024, seems to have run its course and is beginning to cool.

Big month-to-month and year-over-year increases also occurred with beef, where prices already soared in prior years, and coffee.

MoM YoY
Food at home 0.0% 1.9%
Cereals, breads, bakery products 0.4% 0.3%
Beef and veal 2.4% 7.6%
Pork -1.4% 1.8%
Poultry -0.2% 1.3%
Fish and seafood 0.7% 1.8%
Eggs 10.4% 58.8%
Dairy and related products -1.0% 0.8%
Fresh fruits -0.8% 1.9%
Fresh vegetables -0.5% -2.5%
Juices and nonalcoholic drinks -0.8% 1.3%
Coffee, tea, etc. 1.8% 6.0%
Fats and oils -0.2% -0.2%
Baby food & formula -0.4% 0.0%
Alcoholic beverages at home 0.1% 0.4%

Apparel and footwear.

The CPI for apparel and footwear jumped by 0.6% (not annualized), undoing about half of the drop in the prior month. Year-over-year, the index rose 0.5%.

Energy.

The CPI for gasoline makes up about half of the overall energy CPI. Seasonally adjusted, it fell by 1.0% (not annualized) in February, undoing part of the increase in January.

Not seasonally adjusted, the index rose month-to-month, but slightly less than normally in February.

Year-over-year, the index fell by 3.1%. This decline essentially since the summer of 2022 was a significant contributor to the cooling of overall CPI in February.

The CPI for energy rose by 0.2% for the month, despite the drop in gasoline prices. The driver was a big jump in natural gas prices. We discussed the 140% year-over-year price spike of natural gas in the futures market here, which has started to bleed into prices charged by utilities for natural gas piped to the home. The index for electricity services also increased as 43% of the electricity in the US is generated by natural-gas fired powerplants.

CPI for Energy, by Category MoM YoY
Overall Energy CPI 0.2% -0.2%
Gasoline -1.0% -3.1%
Electricity service 1.0% 2.5%
Utility natural gas to home 2.5% 6.0%
Heating oil, propane, kerosene, firewood -0.2% -1.7%

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The Largest Degregulatory Announcement in U.S. History by Lee Zeldin

Energy News BeatNew EPA Chief Lee Zeldin

“Today, I’m pleased to make the largest deregulatory announcement in US history. The Environmental Protection Agency is initiating 31 historic actions to fulfill president Trump’s promise to unleash American energy, revitalize our auto industry, restore the rule of law, and give power back to the states.”

“EPA will be reconsidering many suffocating rules that restrict nearly every sector of our economy and cost Americans trillions of dollars.” “Our actions include the Biden administration’s deeply flawed clean power plan 2.0, mercury and air toxic standards, QUADO BC, particulate matter 2.5, light, medium, and heavy car and truck rules, knee shops, and the so called social cost of carbon. To advance cooperative federalism, EPA will partner with states that were universally rejected by the last administration’s good neighbor rule.”

“Among many other actions, today’s momentous day also includes the 2,009 endangerment finding along with all actions that rely on it. I’ve been told the endangerment finding is considered the holy grail of the climate change religion.” “For me, The US Constitution and the laws of this nation will be strictly interpreted and followed. No exceptions. Today, the Green News scam ends as the EPA does its part to usher in the golden age of American success.”

“Our actions will lower the cost of living by making it more affordable to purchase a car, heat your home, and operate a business. Jobs will be created, especially in The US auto industry, and our nation will become stronger for it. From the campaign trail to day one and beyond, president Trump has delivered on his promise to unleash energy dominance and lower the cost of living. We at EPA will do our part to power the great American comeback.”

ENB Pub Note: We will add the regulations here shortly – This will help lower the cost for consumers

 

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Diana Shipping fixes another kamsarmax to Cargill

Energy News Beat

Dry CargoEurope

New York-listed Greek bulker owner Diana Shipping has secured its second Cargill charter within a month. The commodities giant is chartering in the 2010-built kamsarmax Medusa for up to 16 months.

The 82,194 dwt Tsuneishi-built vessel, which earlier this year came off a long-term charter with ASL Bulk Shipping at $14,250 per day has now secured a dayrate of $13,000, excluding 4.75% commission, from March 15 until at least May 15, 2026.

The deal gives Cargill, which had previously chartered the vessel on multiple occasions, further options until July 15 of the same year.

Athens-based Diana said it should earn close to $5.5m, excluding options.

Last month, the Semiramis Paliou-led company sealed another kamsarmax fixture with Cargill at $13,000 per day for the 2010-built Myrsini. The deal should keep the vessel employed at least until January 2026.

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Amazon forest felled to build road for climate summit

Energy News Beat

A new four-lane highway cutting through tens of thousands of acres of protected Amazon rainforest is being built for the COP30 climate summit in the Brazilian city of Belém.

It aims to ease traffic to the city, which will host more than 50,000 people – including world leaders – at the conference in November.

The state government touts the highway’s “sustainable” credentials, but some locals and conservationists are outraged at the environmental impact.

The Amazon plays a vital role in absorbing carbon for the world and providing biodiversity, and many say this deforestation contradicts the very purpose of a climate summit.

Along the partially built road, lush rainforest towers on either side – a reminder of what was once there. Logs are piled high in the cleared land which stretches more than 13km (8 miles) through the rainforest into Belém.

Diggers and machines carve through the forest floor, paving over wetland to surface the road which will cut through a protected area.

Claudio Verequete lives about 200m from where the road will be. He used to make an income from harvesting açaí berries from trees that once occupied the space.

“Everything was destroyed,” he says, gesturing at the clearing.

“Our harvest has already been cut down. We no longer have that income to support our family.”

He says he has received no compensation from the state government and is currently relying on savings.

He worries the construction of this road will lead to more deforestation in the future, now that the area is more accessible for businesses.

“Our fear is that one day someone will come here and say: ‘Here’s some money. We need this area to build a gas station, or to build a warehouse.’ And then we’ll have to leave.

“We were born and raised here in the community. Where are we going to go?”

BBC / Paulo Koba Claudio Verequete sits on a felled tree, wearing a red jumper. He has short grey hair and is looking at the cameraBBC / Paulo Koba
Claudio Verequete says the trees he harvested açaí from have been cut down

His community won’t be connected to the road, given its walls on either side.

“For us who live on the side of the highway, there will be no benefits. There will be benefits for the trucks that will pass through. If someone gets sick, and needs to go to the centre of Belém, we won’t be able to use it.”

The road leaves two disconnected areas of protected forest. Scientists are concerned it will fragment the ecosystem and disrupt the movement of wildlife.

Prof Silvia Sardinha is a wildlife vet and researcher at a university animal hospital that overlooks the site of the new highway.

She and her team rehabilitate wild animals with injuries, predominantly caused by humans or vehicles.

BBC / Paulo Koba A sloth looks directly into the camera, with three long claws on one paw visible in the foregroundBBC / Paulo Koba
Sloths are among the animals frequently needing treatment after injuries caused by humans

Once healed, they release them back into the wild – something she says will be harder if there is a highway on their doorstep.

“From the moment of deforestation, there is a loss.

“We are going to lose an area to release these animals back into the wild, the natural environment of these species,” she said.

“Land animals will no longer be able to cross to the other side too, reducing the areas where they can live and breed.”

The Brazilian president and environment minister say this will be a historic summit because it is “a COP in the Amazon, not a COP about the Amazon”.

The president says the meeting will provide an opportunity to focus on the needs of the Amazon, show the forest to the world, and present what the federal government has done to protect it.

But Prof Sardinha says that while these conversations will happen “at a very high level, among business people and government officials”, those living in the Amazon are “not being heard”.

Satellite image showing location of new highway Avenida Liberdade, with inset showing where Belém is in Brazil.

The state government of Pará had touted the idea of this highway, known as Avenida Liberdade, as early as 2012, but it had repeatedly been shelved because of environmental concerns.

Now a host of infrastructure projects have been resurrected or approved to prepare the city for the COP summit.

Adler Silveira, the state government’s infrastructure secretary, listed this highway as one of 30 projects happening in the city to “prepare” and “modernise” it, so “we can have a legacy for the population and, more importantly, serve people for COP30 in the best possible way”.

Speaking to the BBC, he said it was a “sustainable highway” and an “important mobility intervention”.

He added it would have wildlife crossings for animals to pass over, bike lanes and solar lighting. New hotels are also being built and the port is being redeveloped so cruise ships can dock there to accommodate excess visitors.

Brazil’s federal government is investing more than $81m (£62m) to expand the airport capacity from “seven to 14 million passengers”. A new 500,000 sq-m city park, Parque da Cidade, is under construction. It will include green spaces, restaurants, a sports complex and other facilities for the public to use afterwards.

BBC / Paulo Koba João Alexandre Trindade da SilvaBBC / Paulo Koba
João Alexandre Trindade da Silva hopes COP30 will leave a great legacy for the people of Pará state

Some business owners in the city’s vast open-air Ver-o-peso market agree that this development will bring opportunities for the city.

“The city as a whole is being improved, it is being repaired and a lot of people are visiting from other places. It means I can sell more and earn more,” says Dalci Cardoso da Silva, who runs a leather shoe stall.

He says this is necessary because when he was young, Belém was “beautiful, well-kept, well cared for”, but it has since been “abandoned” and “neglected” with “little interest from the ruling class”.

João Alexandre Trindade da Silva, who sells Amazonian herbal medicines in the market, acknowledges that all construction work can cause problems, but he felt the future impact would be worth it.

“We hope the discussions aren’t just on paper and become real actions. And the measures, the decisions taken, really are put into practice so that the planet can breathe a little better, so that the population in the future will have a little cleaner air.”

That will be the hope of world leaders too who choose to attend the COP30 summit.

Scrutiny is growing over whether flying thousands of them across the world, and the infrastructure required to host them, is undermining the cause.

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