CircularsNews
November 2021

Sanctions on Venezuela

The European Union’s Emissions Trading System (EU ETS) was extended to cover emissions from shipping as of 1st January 2024.

The EU ETS is limited by a 'cap' on the number of emission allowances. Within the cap, companies receive or buy emission allowances, which they can trade as needed. The cap decreases every year, ensuring that total emissions fall.

Each allowance gives the holder the right to emit:

  • One tonne of carbon dioxide (CO2), or;
  • The equivalent amount of other powerful greenhouse gases, nitrous oxide (N2O) and perfluorocarbons (PFCs).
  • The price of one ton of CO2 allowance under the EU ETS has fluctuated between EUR 60 and almost EUR 100 in the past two years. The total cost of emissions will vary based on the cost of the allowance at the time of purchase, the vessel’s emissions profile and the total volume of voyages performed within the EU ETS area. The below is for illustration purposes:
  • ~A 30.000 GT passenger ship has total emissions of 20.000 tonnes in a reporting year, of which 9.000 are within the EU, 7.000 at berth within the EU and 4.000 are between the EU and an outside port. The average price of the allowance is EUR 75 per tonne. The total cost would be as follows:
  • ~~9.000 * EUR 75 = EUR 675.000
  • ~~7.000 * EUR 75 = EUR 525.000
  • ~~4.000 * EUR 75 * 50% = EUR 150.000
  • ~~Total = EUR 1.350.000 (of which 40% is payable in 2024)
  • For 2024, a 60% rebate is admitted to the vessels involved. However, this is reduced to 30% in 2025, before payment is due for 100% with effect from 2026.
  • Emissions reporting is done for each individual ship, where the ship submits their data to a verifier (such as a class society) which in turns allows the shipowner to issue a verified company emissions report. This report is then submitted to the administering authority, and it is this data that informs what emission allowances need to be surrendered to the authority.
  • The sanctions for non- compliance are severe, and in the case of a ship that has failed to comply with the monitoring and reporting obligations for two or more consecutive reporting periods, and where other enforcement measures have failed to ensure compliance, the competent authority of an EEA port of entry may issue an expulsion order. Where such a ship flies the flag of an EEA country and enters or is found in one of its ports, the country concerned will, after giving the opportunity to the company concerned to submit its observations, detain the ship until the company fulfils its monitoring and reporting obligations.
  • Per the EU’s Implementing Regulation, it is the Shipowner who remains ultimately responsible for complying with the EU ETS system.

There are a number of great resources on the regulatory and practical aspects of the system – none better than the EU’s own:

https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02003L0087-20230605

https://climate.ec.europa.eu/eu-action/transport/reducing-emissions-shipping-sector_en

https://climate.ec.europa.eu/eu-action/eu-emissions-trading-system-eu-ets/what-eu-ets_en

Dear All,

We are receiving some questions as to sanctions on Venezuela by the U.S. government and would like to bring to the attention of our clients a Feb 2021 circular attached and issued by Skuld, a member of the International Group of P&I Clubs.

U.S. Persons are prohibited from engaging in any transaction involving the Government of Venezuela. Definition of Government of Venezuela is broad and includes Petroleos de Venezueala (PdVSA) – which is an SDN (Specially Designated National) already - and any person owned or controlled directly or indirectly by the Government of Venezuela.

However we would like to draw special attention to information on page 3 which suggests that may make also non-US persons, entities subject to sanctions.

“The US government can impose sanctions an "any person" (apparently including non-US persons) determined to have "...materially assisted, sponsored, or provided financial, material, or technological support for, or goods or services to or in support of... any person whose property and interests in property are blocked pursuant to this order." (EO 13850 Section 1(a)(iii)). The administration did not initially indicate that it intended this provision to apply to non-US persons and OFAC FAQ 657 could be read as implying that it did not so intend. However there remained an element of doubt and recent statements by the US administration (see above) indicate that it considers non-US persons may after all be susceptible to sanctions if they deal with PdVSA.

 

  • Non-US companies involved in the transportation of PdVSA cargo to the US must comply with US sanctions.
  • Non-US companies which make or receive PdVSA related payments in USD bring the transaction under US jurisdiction even in relation to cargo which is not carried to the US.
  • Vessels carrying petroleum products originating from Venezuela to Cuba face a clear risk of being sanctioned.
  • It is possible that there may be some banking delays in PdVSA related transactions even in a currency other than USD. This will depend upon how banks frame their policies in the light of the designation.
  • It is possible (but not clear) that a foreign entity listed on the NYSE may be treated as US person.
  • The Venezuelan cryptocurrency the "Petro" is unlikely to provide a solution and its use by US persons is likely to be a breach of sanctions.
  • A non-US entity should not assist or facilitate a US person (such as a US employee) in acting in contravention of the measures applicable to US persons.”

As you will recall U.S. Government has made Group Clubs implement a tracking system of vessels’ their trading pattern.  Our circular in that respect is also attached for your ease of reference. We have also come across news that US authorities are also pressurising classification societies to establish whether vessels have violated sanctions regulations and to withdraw certification.

No items found.