Russian oil exporters have nearly doubled their use of aging vessels since the outbreak of the Ukraine war, with vessels belonging to scrap piles endangering workers and the environment, says the shipping industry. Concerns are growing.
Statistics from shipbuilder Braemar show that the share of sea exports of Urals, Russia’s main blend of crude oil, carried on ships over 15 years old has surged since the start of the war. In the six months leading up to the conflict, he averaged 33.6 percent of what the old ships carried. Since December 2022, its share has stood at 62.6%.
Since the full-scale invasion of Ukraine in February 2022, Western countries have imposed a series of restrictions on the sale of Russian crude oil, but the total sea export value continues to rise as the product flows to Asia instead. there is
Industry insiders say big oil companies typically consider scrapping tankers that have endured 15 years of wear and tear, but vessels beyond that age are buying older, cheaper vessels. It is said that cases of acquisition by ship owners are increasing.
As these tankers move into shade, they are less likely to be properly inspected and operated by experienced crews, potentially increasing the risk of accidents leading to oil spills and fatalities.
“We have a lot [of talk] As for whether these vessels comply with international standards,” said Braemar’s head of research, Henry Carla. “As a premise, [they are] no. “
The potential amount of old vessels stored at sea is so large that it could soon represent a significant portion of the fleet. Braemer predicts that the share of vessels over 20 years old in the global tanker fleet could rise from 6% to as much as 16% by 2025.
The data comes on the heels of reports that an explosion had occurred on board an oil tanker in the South China Sea, alerting the shipping industry. Authorities announced last week that three crew members of the tanker Pablo, built in 1997 and involved in transporting sanctioned Iranian crude, were still missing.
Sanctions against Russia have expanded the risky but potentially lucrative business of shipping goods restricted by Western legislators, including oil from Iran and Venezuela. Earlier this month, the Financial Times reported that an Indian company that transports Russian oil has quickly become one of the world’s largest tanker owners, buying about 60 tankers in two years.
Carla said Braemar’s “customer awareness” checks, which connect ship sellers and buyers, have become “much more rigorous”.
“Since the Russian sanctions, every trading partner needs to be investigated,” he said.
Given the increased risk of tankers being bought out by unscrupulous shipowners and brokers, a London-based lawyer said that customers are now “exercising extreme caution when selling or recycling vessels.” I have to pay,” he said.
“When a ship enters the dark fleet, all compliance with international standards is ignored,” the lawyer said.
Industry officials have expressed concern that some progress toward improving environmental standards could be reversed. Data compiled by the International Tanker Owners Pollution Federation show that the number of oil spills from tankers has declined steadily since the 1970s.
“This is a social and environmental disaster waiting to happen,” the chief executive of the world’s largest shipping insurer told the FT last month.
Rolf Torre Roppestad, head of the Norwegian Guard, warned that “no one will pay” in the event of an accident.
Additional report in London by Chris Cook
