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Chevron's tankers that were chartered to transport Venezuelan crude oil are looking for other work
Sources say that some tankers Chevron chartered this month to transport crude oil from Venezuela to the U.S. are now being sold for spot contracts in other countries after the state company PDVSA cancelled loading permits and ordered them to return the cargoes due to payment uncertainty associated with sanctions. Chevron's marketing for the vessels suggests that it does not expect all of its cargoes to be loaded in one month, even if the dispute with PDVSA is resolved. Agelef Maritime Services was marketing the Tanker Sea Dragon that discharged Venezuelan Boscan heavy oil in Philadelphia. Two sources familiar with this matter confirmed it. Sources confirmed that Chevron's Andromeda was the vessel marketing Andromeda which discharged Venezuelan Hamaca crude earlier this month at Port Arthur. Six more tankers that Chevron chartered in order to transport Venezuelan crude oil to the U.S. as part of winding down its U.S. licence through May 27, are stranded in the Caribbean Sea awaiting directions. Last week, PDVSA ordered the return of two cargoes and cancelled loading permits for others. According to sources and ship tracking data, the Chevron chartered tanker Dubai Attraction was still waiting for customs paperwork in order to return its cargo as of Wednesday. The tanker had loaded some 300,000 barrels Venezuelan Boscan oil early in April. LSEG shipping data revealed that Carina Voyager was near Aruba last week after returning its 500,000 barrel cargo to PDVSA. According to a PDVSA document, the loading window for Sea Jaguar at Venezuela's Jose Terminal, originally scheduled for late April, has been canceled. According to tracking data, the ship hovered around Aruba on Wednesday. Chevron and PDVSA didn't respond to requests for comments. Venezuela Oil Minister Delcy Rodriguez stated in a post on social media that PDVSA maintains its commitments to Chevron, but Chevron has been "victimized" by U.S. sanctions. The data and documents show that other tankers chartered through Vitol are loading and unloading normally in Venezuelan ports. Meanwhile, vessels chartered for India and Maurel & Prom to deliver to Europe have left on time, before the deadline of May 27 to wind up cargoes. Reporting by Arathy S. Somasekhar, Houston. Editing by Franklin Paul & David Gregorio.
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Venezuela exports Blend 22 crude oil ahead of US expiration of licenses
Trading documents revealed that Venezuela will export a new medium blend of crude oil this month. This is part of a strategy to prevent a collapse in its revenue-generating sales of oil once the licenses of the U.S. sanctioned OPEC members expire next month. Washington revoked a few licenses in March that it had issued in the past to partners and customers of Venezuelan state company PDVSA for cargoes of Venezuelan oil bound for Spain Italy India and the U.S. The U.S. Treasury Department has given the companies until May 27, to complete their operations in Venezuela and ship all shipments. PDVSA began preparing for a reorganization of oil production, upgrading and exports after the announcement. This is especially true at the projects run by joint ventures that were affected by the license cancellations. One of these measures is to produce and sell "Blend 22", a new crude grade from the PDVSA Western fields. PDVSA increased its Blend 22 production and storage in recent months to attract customers in Europe, Asia and other regions that are looking for a medium-sour grade to refine. Sources said that the Venezuelan company actively markets the crude oil so it can ship it to other destinations including China once the licenses expire. Documents seen by.com show that the first two Blend 22 export cargoes were delivered by La Salina Port in Western Zulia to France's Maurel & Prom as part of a swap with heavy naphtha, which was delivered by PDVSA to this month. The swap had been authorized by a U.S. licence since last year. Trading house Vitol chartered the vessels to transport crude oil that arrived in Venezuelan water earlier this month. One document shows that the first tanker will carry around 250,000 barrels. The U.S. Treasury revoked the license of Paris-based M&P in late March, with a deadline of May 27 for the completion transactions. PDVSA and M&P have not responded to requests for comments. Vitol was not available for immediate comment. It wasn't immediately clear who would buy the new crude after Vitol. PDVSA is also trying to refine crude oil domestically in order to avoid fuel crises like the ones that caused day-long queues at stations during previous years when U.S. sanctions were being tightened. Venezuelan crude oil and fuel exports increased by about 11% last year to 770,000 barrels a day (bpd), the highest level since Washington imposed energy sanctions in 2019. The U.S. President Donald Trump’s tougher stance against the oil producer will likely stop the increase in exports, if both countries are unable to find solutions for current issues such as migration and democracy. Venezuela declared an economic emergency as a response to U.S. tariffs and sanctions. Officials reject the sanctions and say they are an "economic warfare."
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Morocco expresses interest in LNG terminal
Morocco, in an effort to diversify the energy sector that is heavily dependent on coal, made the first steps toward the location of a terminal for liquefied gas near the Mediterranean City of Nador. The Moroccan energy industry has expressed interest in the LNG terminal. Morocco is also pushing forward with a plan to increase renewable energy from 45% of installed capacity now to 52% by 2030. In a press release, the ministry announced that the terminal would be connected to an existing pipeline linking Morocco with Spain, as well as to industrial zones in Mohammedia, and Kenitra in the northwest of the country. According to estimates by the ministry, Morocco's gas demand is expected to grow to 8 billion cubic meters in 2027. It currently stands at 1 billion cubic metres. In addition, the statement said that the new infrastructure would also be connected to a project in development that aims at connecting Morocco to Nigerian natural gas fields. According to the energy ministry's responses sent to, the pipeline between Morocco and Nigeria, which was agreed in 2016, will cover 6800 km including 5100 km of offshore, and cost 25 billion dollars. The same source stated that Morocco and Nigeria were preparing to set up a special-purpose company which would look at the technical and legal aspects. It said that the project, which is backed by the West African grouping ECOWAS has completed the feasibility study and Front End Engineering stages (FEED). First phases of the project will connect Morocco with gas fields off Senegal, Mauritania and Ghana as well as Ivory Coast to Ghana. According to the ministry, the second phase will connect Nigeria with Ghana and the final phase will link Ivory Coast with Senegal. (Reporting and editing by David Gregorio; Ahmed Eljechtimi)
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Mexico exports its first ULSD shipment from Olmeca Refinery amid infrastructure problems
According to data from tanker tracking and a reliable source, Mexico exported its first cargo of ultra low sulfur diesel (ULSD), reprocessed at the new Olmeca Refinery, in early April. The infrastructure needed to transport this much-needed motor gasoline across the country was not yet ready. A source familiar with operations at the Madero refinery said that the Olmeca refinery received high-sulfur unfinished diesel from Tamaulipas, to convert it into ULSD. However, its own production remains marginal. Mexico is one of the world's largest crude oil producers, but it imports hundreds and thousands of barrels every day due to Pemex, its state-owned energy company struggling to convert heavy crudes it pumps into fuels. Olmeca was Pemex's seventh refinery, located in Mexico. It has a processing capacity of 340,000 barrels of oil per day. The facility is designed to help the country become energy independent. LSEG data revealed that the tanker Torm Singapore, flying the Danish flag, loaded about 300,000 barrels ULSD at Dos Bocas in early April, on a single buoy moored off of port. The vessel discharged the first parcel a few days later in Port Canaveral, Florida. A second parcel was then delivered to Yabucoa, Puerto Rico. According to LSEG's data, which has been compiled since the beginning of 2024, this was Mexico's very first shipment from Dos Bocas. According to data, a second tanker with the Italy flag, Valleblu, also loaded ULSD in Dos Bocas late last week, but it hasn't left yet. It was not possible to determine if Pemex will export more from Olmeca after the two cargoes. PMI Comercio Internacional (the commercial arm of Pemex) did not respond immediately to a comment request. Olmeca has so far produced petroleum coke and unfinished fuels, as is typical for refineries that are in the start-up phase. Last year, it was revealed that its first export was to India. One source stated that the diesel was exported because the refinery did not have enough pipelines and rail routes for large volumes to be transported domestically. They also said there were insufficient fuel trucks to distribute the diesel throughout the rest of the nation. A document that was shared with highlighted the fact that the construction of the refinery would be expensive and time-consuming. Pemex distributes small quantities of diesel from Olmeca's refinery via fuel trucks. It would have taken at least 1,300 fuel trucks to transport the same volume as what was exported. Former Mexican President Andres Manuel Lopez Obrador inaugurated in July 2022 a part of the refinery infrastructure in Tabasco. He hailed it as vital to the energy independence for the country. The delay in completing the refinery has cost more than doubled, reaching $16,8 billion. It will now be up to Claudia Sheinbaum to finish the project. (Reporting from Marianna Pararaga and Stefanie Eschenbacher, Mexico City. Additional reporting by Ana Isabel Martinez in Mexico City. Editing by Mark Porter.)
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Chevron's tankers that were chartered to transport Venezuelan crude oil are looking for other work
Sources say that some tankers Chevron chartered in order to transport crude oil from Venezuela to the United States last month are being sold for spot contracts on other markets after the state company PDVSA cancelled loading permits and ordered them to return the cargoes due to payment uncertainty resulting from sanctions. Chevron's marketing for the vessels suggests that it does not expect all of its cargoes to be loaded in one month, even if the dispute with PDVSA is resolved. Agelef Maritime Services was marketing the Tanker Sea Dragon that discharged Venezuelan Boscan heavy oil in Philadelphia. Two sources familiar with this matter confirmed it. Sources confirmed that Chevron's Andromeda was the vessel marketing Andromeda which discharged Venezuelan Hamaca crude earlier this month at Port Arthur. Six more tankers that Chevron chartered in order to transport Venezuelan crude oil to the U.S. as part of winding down its U.S. licence through May 27, are stranded in the Caribbean Sea awaiting directions. Last week, PDVSA ordered the return of two cargoes and cancelled loading permits for others. According to sources and ship tracking data, the Chevron chartered tanker Dubai Attraction was still waiting for customs paperwork in order to return its cargo as of Wednesday. The tanker had loaded some 300,000 barrels Venezuelan Boscan oil early April. LSEG shipping data revealed that Carina Voyager was near Aruba last week after returning the 500,000 barrels of cargo to PDVSA. According to a PDVSA document, the loading window for Sea Jaguar at Venezuela's Jose Terminal, originally scheduled for late April, has been canceled. According to tracking data, the ship hovered around Aruba on Wednesday. PDVSA and Chevron have not responded to our requests for comment. The data and documents show that other tankers chartered through Vitol are loading and unloading normally in Venezuelan ports. Meanwhile, vessels chartered for India and Maurel & Prom to deliver to Europe have left on time, before the deadline of May 27 to wind up cargoes. Reporting by Arathy S. Somasekhar, Houston; Editing and proofreading by Franklin Paul
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Sources say that oil loadings in Russia's western ports are expected to increase by 5-10% this May.
Sources in the trade and industry said that oil exports from Russia's western port are expected to increase this month due to lower crude production at Russian oil plants. However, the OPEC+ production limits may only have a small impact on Moscow’s export plans. The port of Primorsk may increase its daily loadings to an average of 2.0-2.1 million barrels next month, up from the 1.9 million barrels planned for April. Calculations showed that this is an increase of 5-10% per day. On account of low margins, refinery runs could fall by 80,000 to 100,000 barrels per a day. The impact of a stronger rouble, and lower damper payment is negative. Oil prices for domestic oil plants are also falling, but at a slower pace," said an industry source. According to calculations based upon data from industry sources and despite the extension of stoppages, Russia's primary oil refining offline capacity is expected to remain unchanged from April, at approximately 3.0 million metric tons. The higher OPEC+ oil output quotas could have a limited impact on Moscow's May export plans, as Russia would compensate to a great extent for a planned rise. Eight OPEC+ nations agreed to accelerate their plan to phase-out oil production cuts by increasing output 411,000 barrels a day in May. The Russian oil production quota rose to 9,083 million bpd in May, and its updated plan from OPEC required it to compensate 85,000 bpd for oil overproduction. According to OPEC, Russia's crude output fell to 8,963 million barrels a day in March, from 8,973 million bpd a month earlier. Jan Harvey (Reporting and Editing)
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South Dakota regulators deny Summit Carbon Solutions a carbon dioxide pipeline permit
The South Dakota regulators denied Summit Carbon Solutions permit application on Tuesday to run 700 miles (1126km) of their carbon dioxide pipeline in the state. This is the second time that the state has rejected the company's bid to build the largest carbon pipeline in the world to combat climate changes. This denial is just one of many setbacks for the project. Another was South Dakota's ban in March on using eminent realm to build carbon dioxide pipelines. The state denied its first permit application for 2023. Summit plans to build 2,500 miles (402 km) of pipeline in Iowa, Minnesota and Nebraska. It will also run through South Dakota, North Dakota, South Dakota, and South Dakota. The pipeline will capture and store carbon dioxide produced by 57 ethanol factories. Landowners on the route have refused to sign easements because they are worried about possible pipeline leaks or their land value being affected. Members of the Public Utilities Commission of New York said in a meeting on Tuesday that Summit had failed to adequately demonstrate a viable route without using eminent Domain - the compulsory purchase of land for projects of public interest. Sabrina Zenor, Summit's spokesperson, said: "We will take all necessary steps to resubmit an application with a smaller scope and continue engagement with landowners. The groups that opposed the pipeline have celebrated this decision. The application of Summit relied on using eminent-domain to force landowners who were unwilling into the project. The route was no longer feasible, now that South Dakotans can say "no thank you", said Chase Jensen in a Dakota Rural Action statement. Carbon capture and storage is supported by the ethanol industry because it would allow them to receive lucrative tax credits on fuels with lower emissions. Carbon storage projects are costly and have not been tested at scale. Summit's permit requests have been approved by Iowa, North Dakota, and Minnesota. Nebraska has no state-approved process for carbon dioxide pipes.
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GE Aerospace CEO Culp advocates tariff-free regime for aviation industry
GE Aerospace CEO Larry Culp stated on Tuesday that he advocated a re-establishment of a tariff-free régime for the aerospace sector under the 1979 Civil Aircraft Agreement, when he met U.S. president Donald Trump. Culp told in an interview that the administration "understood the company's view" and added that the zero-duty system has allowed the U.S. Aerospace industry to generate a $75 billion trade surplus each year. Culp said: "I've argued it would be good for our country." Trump's trade conflict has caused the most uncertainty in the aerospace industry since COVID. The trade war has led to the breakdown of decades-old duty free status for the aerospace industry, which puts aircraft deliveries on hold. GE Aerospace customers are struggling to forecast their business accurately due to the uncertainty. Howmet Aerospace, one of GE Aerospace's most important suppliers, has warned it could halt some shipments in the event that tariffs are implemented. Culp stated that the company had not experienced any interruptions in delivery from Howmet. The Pittsburgh-based provider is currently working on a new high-pressure turbo blade for the Leap 1A engines, which GE Aerospace and France's Safran SA produce in a joint-venture. He said, "That ramp is doing very well here in 2025." GE Aerospace is facing supply chain issues, which has led to a decrease in engine deliveries during the last year. Airbus announced last week that it was having problems with engine deliveries because CFM was "significantly lagging behind." Culp stated that the company was "well aligned with" the European planemaker’s needs for this coming year. However, he added that the tariffs had created supply chain risk. Tariffs will cost GE Aerospace over $500 million in tariffs this year. To reduce the impact, GE Aerospace is making better use of available trade programs and foreign trade zones. The company is using cost controls as well as a tariff surcharge in order to protect its margins. The trade-induced uncertainty in the economy has also affected travel demand. Travel spending is softening and there's a risk that airlines will start to delay their engine orders. Culp stated that other airlines would step up if a particular airline decided to stop its deliveries. He said that there are many other people who would step in and take their position. (Reporting and editing by David Evans; Rajesh Kumar Singh)
Shipping companies pull out of Hong Kong to avoid US-China risks
Some shipping companies move their operations discreetly out of Hong Kong, and remove vessels from its registry. Some shipping companies are making contingency planning to do this.
Six shipping executives have said that these low-profile actions are motivated by a fear that their vessels could be seized by Chinese authorities, or face U.S. sanction in the event of a clash between Beijing and Washington. The people said that the growing U.S. scrutiny over the importance of China’s commercial fleet to a potential military conflict, such as one over Taiwan, and Beijing's emphasis of Hong Kong's role in serving Chinese interests is causing concern in the shipping industry. Last month, the U.S. Trade Representative proposed imposing steep U.S. fees on Chinese shipping firms and other companies that operate Chinese-built ships to counter China's "targeted dominant" in shipbuilding and maritime logistic. Washington warned American companies in September about the growing risks associated with operating in Hong Kong. The U.S. has already imposed sanctions on officials who are involved in a crackdown.
Hong Kong has been the hub of shipowners for over a century, as well as brokers, financiers underwriters, and lawyers who support them. Official data shows that its maritime and port industries accounted for 4,2% of the GDP in 2022.
VesselsValue - a subsidiary company of Veson Nautical, a maritime data group - reports that the city's flag was flown on eight out of ten ships in the world.
Interviews with two dozen people familiar with Hong Kong including shipping executives and lawyers revealed a growing concern about the possibility that commercial maritime operations in Hong Kong could be caught up by forces outside their control if a U.S. - China military conflict occurs.
Many pointed out China's increased focus on national security goals, trade frictions, and Hong Kong's leader's broad powers to take control of shipping if necessary, as he is accountable to Beijing.
One executive who, like many others, was allowed to remain anonymous to discuss this sensitive subject said: "We do not want to be in the position where China is knocking on our door, requesting our ships, while the U.S. targets us from the other side."
Previously, the concerns of shipowners as well as their efforts to limit exposure to Hong Kong were not reported. In recent years the perception of risk has increased, in line with the tightening security environment in the Chinese-ruled area and the tensions between two of the largest economies in the world.
Turning Tide
To comply with safety and environment rules, commercial ships must be registered or flagged with a specific country or jurisdiction.
VesselsValue, an independent research firm, found that despite the influx of Chinese ships on Hong Kong's register, the number oceangoing vessels registered in the city dropped by more than 8% in January, from 2,580 in January 2004. Government data show a similar drop.
In 2023 and 2024 74 ships, mostly dry-bulk carriers, were re-flagged for Singapore and Marshall Islands. These vessels transport commodities like coal, iron ore, and grain. VesselsValue reports that 15 tankers and 7 container ships left Hong Kong's registry to fly these flags.
Hong Kong's ship registry has seen a dramatic decline in the last two years. Official data shows that it grew by 400% over the past 20 years.
Hong Kong's Government responded to questions by saying that it is normal for shipping companies, given the changing geopolitical, trade and economic circumstances, to review their operations. It is also normal for the numbers of ships registered to fluctuate over the short-term.
A spokesperson stated that Hong Kong will "continue to excel" as an international shipping center, highlighting a variety of incentives, such as profits tax breaks and environmental subsidies, for shipowners.
The spokesperson stated that neither the laws governing registry nor the emergency provisions empower Hong Kong's leader in commandeering ships to serve as part of a Chinese merchant navy.
When asked to comment on the concerns of industry players about how emergency powers from colonial times might be used during a conflict between the U.S. and China, the spokesperson declined. The provisions give the leader of the city "any regulation whatsoever", which includes taking control over vessels and property.
China's commerce and defence ministries did not respond to questions regarding the role of the merchant fleet in Beijing’s warfighting plan, the possible involvement of Hong Kong flagged vessels, or the concerns of commercial shipowners.
The U.S. Treasury declined to comment on potential sanctions, concerns of shipping executives, or the role played by Hong Kong-registered ships in a Chinese commercial fleet.
Lawyers and executives agree that ships can be reflagged in a variety of ways, including through the sale, chartering or redeployment on different routes.
Basil Karatzas of Karatzas Marine Advisors & Co in the U.S. said that Singapore was becoming the preferred domicile for businesses with less exposure to Chinese shipping or cargo trade. It offered many efficiencies including its legal system but also a lower risk than Hong Kong.
Singapore's Maritime and Port Authority stated that decisions regarding domiciles and flags were based on business considerations. The Maritime and Port Authority of Singapore said it had not noticed any "significant changes" in the number Hong Kong shipping companies moving operations or reflagging vessels to Singapore.
MERCHANT FLEEET
Executives and lawyers agree that Hong Kong's registry for shipping is highly regarded by the industry because of its high safety and regulatory standards. This allows its ships to easily pass through foreign ports. Many of China's international state-owned vessels now fly Hong Kong's banner.
According to PLA military studies and four security analysts, in a conflict these tankers and bulk carriers would be the backbone of the merchant fleet that supplies China's oil and food needs.
The U.S., on the other hand, has a very small shipbuilding industry. It also has far fewer vessels under its flag. Three analysts say that while China's growing state-owned fleet would be a target of the U.S. during a military conflict, Beijing would need other vessels in order to supply its needs, given its reliance on international shipping lanes and vast needs.
Donald Trump has been keeping a close eye on strategic maritime operations. Trump said in his January inauguration address that he would "take back" control of the Panama Canal from China. Trump did not provide specifics but his remarks focused on two Panama port operated by a Hong Kong conglomerate CK Hutchison Holdings subsidiary. The group did not respond to any questions regarding Trump's remarks, but agreed to sell the majority of the subsidiary's shares to a consortium led by BlackRock this week, giving U.S. interest control over the port. Trump said to Congress that his administration would create a shipbuilding office in the White House, and provide new tax incentives.
In a study conducted by the U.S. Congress in November 2023, it was stated that "cargo vessels typically transport 90% of military equipment required in overseas conflicts". The report noted that Chinese shipyards ordered 1,794 ocean-going large ships in 2022 compared to five in the U.S.
Merchant vessels played a crucial role in Britain's 1982 long-range operation to retake Argentina's Falkland Islands. Declassified CIA files show that UK-flagged ships operated out of Hong Kong, many of which were owned or controlled by Chinese firms, supplied communist Hanoi in the Vietnam War.
In 2013, President Xi Jinping outlined the need for a Chinese merchant fleet that would help to build China's maritime strength in a Politburo session.
In the past decade, Chinese military and government documents and studies have emphasized the dual-use value of China’s merchant ships.
According to state media, regulations enacted in 2014 required Chinese builders to build five types of commercial ships, including tankers and container ships, to be able to serve military requirements.
Since then, COSCO has seen a significant increase in its line.
Documents from COSCO show that China places political commissars, officers who make sure Communist Party goals are served, on nominally civil ships.
The U.S. banned COSCO subsidiaries in January for what they said were links with the Chinese military.
COSCO has not responded to any questions regarding its deployment of commissars, U.S. restrictions, or what role COSCO's ships -- including those with Hong Kong flags -- might play in wartime.
'REALLY DE-RISKED'
Hong Kong is still an important shipowners' base, despite geopolitical issues. Some shipowners are quietly hedging.
Taylor Maritime (London-listed) a company that was founded in Hong Kong, in 2014, has a much smaller presence in Hong Kong now after several strategic moves in the last few years.
It has been flagging its ships in Singapore and the Marshall Islands since 2021. The company has offices in London, Guernsey and Singapore.
A person with knowledge of the matter said that the firm "really reduced the risk of Hong Kong". This was due to investors' fears of a Chinese invasion in Taiwan and the Communist Party taking control of Hong Kong.
Taylor Maritime's spokesperson stated that the company initially moved its Asia-based teams from Hong Kong to Singapore to be closer to their clients.
Taylor Maritime, after acquiring Grindrod, a shipping company with an Asia office in Singapore and expanding its operations there, relocated certain functions from Hong Kong to Singapore, where it became the primary Asia hub.
Two people with knowledge of the situation said that Pacific Basin Shipping, a Hong Kong listed company, has always flagged its 110 bulk carrier fleet in Hong Kong. However, it is now preparing contingency plans for them to be registered elsewhere while it assesses possible risks.
Pacific Basin's spokesperson stated that the company constantly evaluated geopolitical risk but its fleet still flew the Hong Kong flag "which, at least for the moment, outweighs the challenges".
The spokesperson stated that "Being located in Hong Kong places us near China's 40% share of the global dry bulk export/import activity as well as close to Asia's strong industrial and economic growth regions."
Angad Banga said that shipping firms adjust contingency plans based upon risk assessments, but he has not heard of concerns regarding the commandeering vessels.
Banga said that although some organizations may be re-evaluating their operational strategies, they do not see a widespread exodus from Hong Kong or a loss of confidence. The city, he added, remained attractive to maritime commerce.
Some industry figures have described a general unease in Hong Kong, which has affected their planning.
Three lawyers have said that, until recently, contracts for the increasing number of ships constructed in China that are financed by Chinese banks stipulated that the ship must fly the Hong Kong Flag.
Lawyers said that in the past two years some companies have added a disclaimer to their contracts, stating that they are willing to consider other flags as an alternative. Could not independently verify these changes. Beijing officials have stressed that Hong Kong is important in achieving national security goals. They also referred to China's modernisation of its military and refusal to abandon the use of force against Taiwan.
Three executives and lawyers said that the sweeping security laws, which were first implemented in Hong Kong in July 2021 and then strengthened in March 2020, have increased dangers.
Lawyers said that any attempt by Hong Kong’s leader to commandeer ships in an emergency could prove difficult, since locally registered vessels often travel routes far away from Hong Kong. They said that such powers, which have been in place for a long time, now needed to be seen through the lens of national security.
One lawyer stated that some shipowners would not object to a request from the government to hand over their vessels. This could be due to patriotism, or because they might profit by a crisis.
Another veteran lawyer said that it is "better to avoid being in a situation where you could be asked".
It was not an issue a few short years ago. The national security map has been redrawn. (Reporting and editing by David Crawshaw; Additional reporting by Andrea Shalal, Idrees, and Idrees in Washington and Beijing, Shanghai, and Hong Kong;
(source: Reuters)