India's Supreme Court has barred the giant tanker Exxon Valdez, which was involved in one of the world's worst oil spills, from entering the country. The ship, now known as the "Oriental Nicety", entered Indian waters last week, headed for the shipbreaking yards in the western state of Gujarat. The court said it would not be allowed in until it had been decontaminated. The Exxon Valdez caused devastation when it ran aground in Alaska in 1989, spilling 11m gallons of crude oil. US officials say about 1,300 miles (2,080km) of ecologically sensitive coastline in Prince William Sound were contaminated in the disaster. Tens of thousands of seabirds, otters and seals were killed. The Exxon Valdez was bought recently by the Hong Kong-based subsidiary of an Indian shipbreaking firm and was to be dismantled at Alang, the hub of India's shipbreaking industry. "We will abide with the Supreme Court order. We are studying the order, and will appeal," said Harshadbhai Padia, a partner in the company, Associated Press reports. Source: BBC News  

Accidents
10 May 12 - 17:36

Piracy and armed robbery against ships off the coast of Somalia, in the Gulf of Aden and the wider Indian Ocean will be high on the agenda when IMO's Maritime Safety Committee (MSC) meets at the Organization's London Headquarters for its 90th session from 16 to 25 May 2012. A High-Level Segment will be held on the opening day (16 May), intended to provide an opportunity for a full policy debate among Member Governments on how the international community should deal with issues related to the deployment of privately contracted armed security personnel (PCASP) on board ships and the carriage of arms on board. The MSC has also received a number of submissions under the agenda item on "passenger ship safety", which was added to the agenda in the wake of the Costa Concordia incident in January. The busy agenda further includes the adoption of amendments to the International Convention for the Safety of Life at Sea (SOLAS) and consideration of other items submitted by the IMO  Sub-Committees. Piracy and armed robbery against ships The high-level policy debate on arms on board ships, scheduled to take place on the first day of the MSC session, is expected to focus on a number of issues, including: • how Governments, either as flag States, coastal States, port States or States whose nationals are employed as seafarers, should acknowledge the actual situation and current developments with regard to employment of PCASP on board ships navigating in the high-risk area and whether they should allow PCASP under their national laws; • whether Governments, particularly coastal and port States, should allow passage of foreign ships with PCASP through their territorial waters; and whether any practical international guidance should be developed for the handling and treatment of firearms and PCASP on board ships navigating in territorial waters, including in ports of those States which have not yet established national policies in dealing with arms on board ships; and • whether Governments should establish international guidelines on the use of firearms against suspected pirates. The MSC will also review interim guidance for port and coastal States; flag States; and shipowners, ship operators and shipmasters on the use of PCASP on board ships to counter Somali-based piracy. This was approved by the Intersessional Maritime Security and Piracy Working Group of the MSC, which met in September 2011. Proposed Interim Guidance to private maritime security companies (PMSC) providing privately contracted armed security personnel (PCASP) aboard vessels transiting the high-risk area off the east coast of Africa will also be considered. Passenger ship safety The MSC will consider a number of submissions relating to passenger ship safety, after the item was added onto the agenda in the wake of the Costa Concordia incident off the coast of Italy in January of this year. The MSC is also expected to receive an update from the Government of Italy on the status of the casualty investigation. IMO is represented, as an observer, on the body overseeing the casualty investigation. It is anticipated that the MSC will also prepare an action plan to ensure a prompt response to the Costa Concordia incident and consider any other concerns associated with passenger ship safety. Adoption of SOLAS amendments The MSC will be invited to consider, for adoption, draft amendments to: • SOLAS regulation II 1/8-1, to introduce a mandatory requirement for new passenger ships for either onboard stability computers or shore-based support, for the purpose of providing operational information to the Master for safe return to port after a flooding casualty; • SOLAS chapter II-2 relating to protection of vehicle, special category and ro-ro spaces, including revised requirements for fire extinguishing systems; • SOLAS regulation III/20.11.2 regarding the testing of free-fall lifeboats, to require that the operational testing of free-fall lifeboat release systems shall be performed either by free-fall launch with only the operating crew on board or by a simulated launching; • SOLAS regulation V/14 on ships' manning, to require Administrations, for every ship, to establish appropriate minimum safe manning levels following a transparent procedure, taking into account the guidance adopted by IMO (Assembly resolution A.1047(27) on Principles of minimum safe manning); and issue an appropriate minimum safe manning document or equivalent as evidence of the minimum safe manning considered necessary; • SOLAS chapter VI to add a new SOLAS regulation VI/5-2, to make mandatory the prohibition of blending of bulk liquid cargoes during the sea voyage and to prohibit production processes on board ships; • SOLAS chapter VII to replace regulation 4 on documents, covering   transport information relating to the carriage of dangerous goods in packaged form and the container/vehicle packing certificate;  and • SOLAS chapter XI-1 regulation XI-1/2 on enhanced surveys to make mandatory the International Code on the Enhanced Programme of Inspections during Surveys of Bulk Carriers and Oil Tankers, 2011 (2011 ESP Code), adopted by resolution A.1049(27). Adoption of Load Lines amendments The MSC is expected to adopt draft amendments to regulation 47 of the International Convention on Load Lines (LL), 1966 and the 1988 LL Protocol, to shift the Winter Seasonal Zone off the southern tip of Africa further southward by 50 miles. The amendments to the Convention will then also be submitted to the next session of the IMO Assembly for adoption, as required by the Convention. LRIT status to be updated The MSC will be updated on developments in relation to the establishment and testing of LRIT Data Centres (DCs) and the operation of the LRIT system since its last session. STCW Convention: independent evaluations to be considered The MSC is expected to consider the Secretary-General's report on a number of countries whose independent evaluations have been completed since the previous MSC meeting and to confirm if those Parties continue to give full and complete effect to the provisions of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, as amended. Other issues In connection with other issues arising from the reports of IMO Sub-Committees and other bodies, the MSC will be invited to: • Adopt revised performance standards for voyage data recorders (VDRs) to update the current performance standards (resolution A.861(20), as amended by resolution MSC.214(81)) and provide for VDRs to continuously maintain sequential records of preselected data items relating to the status and output of the ship's equipment, and command and control of the ship in a fixed recording medium; a float-free recording medium; and a long-term recording medium. • Adopt several new and amended ships' routeing measures. • Approve, for future adoption, new draft SOLAS requirements (new regulation III/17-1) to require ships to have plans and procedures to recover persons from the water, as well as related Guidelines for development of plans and procedures for recovery of persons from the water. Also, to approve a draft MSC resolution on Implementation of SOLAS regulation III/17-1 to ships other than those engaged in international voyages. • Approve the draft revised Code on noise levels on board ships,  which sets out mandatory noise level limits for machinery spaces, control rooms, workshops, accommodation and other spaces on board ships, updates and revises the previous version published in 1973 (resolution A.468(XII)). Also, to approve for future adoption a related draft new SOLAS regulation II-1/3 12 to require new ships to be constructed to reduce onboard noise and to protect personnel from noise, in accordance with the Code. • Approve Unified Interpretations of the Convention on the International Regulations for Preventing Collisions at Sea, 1972, as amended (COLREG), relating to navigation-light arrangements (described in Annex I/9(a)(i) and 10(a)(i) of COLREG). • Approve  a draft MSC circular on Pilot transfer arrangements, which includes a revised graphic depiction of required boarding arrangements for pilots, reflecting amendments adopted to SOLAS regulation V/23 by MSC 88 in 2010 and Assembly resolution A.1045(27) on Pilot transfer arrangements. • Adopt a draft MSC resolution on amendments to performance standards for speed and distance measuring equipment, to add a new paragraph referring to the need for two separate devices, if ships are required to carry speed logs measuring speed through the water and speed over the ground. Also, to approve a related draft MSC circular on the interpretation of SOLAS regulation V/19.2.9.2, to clarify the requirement for two separate devices. • Adopt amendments to the International Code for Fire Safety Systems (FSS Code), relating to fixed gas fire-extinguishing systems; fixed pressure water-spraying and water-mist fire-extinguishing systems; and automatic sprinkler, fire detection and fire alarm systems. • Approve draft MSC circulars on Revised Guidelines for the design and approval of fixed water-based fire-fighting systems for ro-ro spaces and special category spaces; Guidelines for the approval of helicopter facility foam fire-fighting appliances; and Revised Guidelines for the maintenance and inspection of fire-protection systems and appliances. • Adopt draft amendment 36-12 to the International Maritime Dangerous Goods (IMDG) Code and supplements, including harmonization of the Code with the amendments to the UN Recommendations on the transport of dangerous goods, seventeenth revised edition. • Adopt draft amendments to the Guidelines for the design and construction of offshore supply vessels, 2006 (resolution MSC.235(82)), concerning damage stability standards. • Approve for future adoption draft amendments to SOLAS regulation II-2/10 on fire fighting to require a minimum of duplicate two-way portable radiotelephone apparatus for fire fighters' communication to be carried; and draft amendments to regulation II-2/15 Instructions, on-board training and drills, to require an onboard means of recharging breathing apparatus cylinders used during drills, or a suitable number of spare cylinders. • Approve a draft MSC circular on Basic Safety Guidance for yacht races or oceanic voyages by non-regulated crafts. • Approve draft amendments to the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual for inclusion in the 2013 edition of the IAMSAR Manual. The draft amendments include revised paragraphs relating to common language (English serves as the default SAR operational language in all cross-boundary operations where there is no other common language) and references to 406 MHz Distress Beacons. • Approve a draft MSC circular on Revised Guidelines on annual testing of 406 MHz satellite EPIRBs. Source: IMO

Shipping
09 May 12 - 16:15

The Port of Los Angeles has become the first US port to adopt an international clean air program that rewards ocean carriers for bringing their newest and cleanest vessels to the port. The Environmental Ship Index (ESI) program, will take effect from the start of July following the formal approval of the Los Angeles Board of Harbor Commissioners. The ESI, already underway at several major European ports, is a web-based tool developed by the World Ports Climate Initiative (WPCI), a project of the International Association of Ports and Harbors (IAPH). The ESI program offers immediate and significant clean air benefits by rewarding vessel operators for voluntary engine, fuel and technology enhancements that reduce emissions from ships beyond the regulatory environmental standards set by the International Maritime Organization (IMO). Ship emissions are the single-largest source of air pollution from port-related operations. While diesel particulate matter (DPM) and sulfur oxide (SOx) emissions from ships calling at the Port of Los Angeles decreased 68 percent and 74 percent, respectively, between 2005 and 2010, Los Angeles sees the ESI as another strong step to encourage the building and deployment of cleaner-burning ships in the TransPacific trade lane. "The ESI sets the gold standard for green shipping and we encourage other ports to follow suit," said Port Executive Director Geraldine Knatz. "The larger success of this program lies in its adoption by as many ports as possible to increase the rewards for operators willing to invest in clean air and maximize the health benefits for everyone." The Port of Los Angeles developed its ESI with input from the Pacific Merchant Shipping Association. Its program also conforms to the San Pedro Bay Clean Ports Air Action Plan, which sets specific bay-wide targets for near-term pollution reduction through 2014 and long-term objectives through 2023. To participate, operators must enroll their companies and vessels in the ESI program through the IAPH/WPCI, with registration prior to July 1 encouraged. To receive the incentive payment, operators must also register with the Port of Los Angeles. Registration is free. Source: Port Technolohgy  

Sustainability
09 May 12 - 12:39

The powerful waves of the Atlantic Ocean crash against rusting hulks beached along the coastline just outside Nigeria's largest city as lines of cargo ships waiting to come to port stretch across the western horizon. Government officials say they don't know how many abandoned ships choke Nigeria's waterways, but they cause tremendous environmental and navigational hazards. And as more wash ashore daily, the massive vessels cause fast-moving erosion along Nigeria's beaches that can tear away more than a half-mile of shoreline in a matter of days, experts say. "Shorelines are supposed to seasonally increase and decrease," said Ikenna Onyema, a professor of marine sciences at the University of Lagos. "When a man-made structure comes in between, it cuts out its life." Forgotten ships rust across Nigeria's roughly 525-mile coastline while others can be seen partially submerged on inland waterways and creeks. Some have been there for decades while others only days. Many, abandoned after the lucrative theft of crude oil, serve as hulking metaphors for the lawlessness that plagues Nigeria. The history of abandoned ships in Nigeria is intertwined with the slowly growing, strangling grip of corruption the nation has faced since it gained its independence from Britain in 1960. The first such ships came amid the booming trade of importing cement into the country during the massive projects of former military ruler Gen. Yakubu Gowon in the early 1970s. Ships backed up for miles with cement, waiting as long as a year to come into the country. Only later did officials acknowledge much of the cement was inferior, and companies put their ships in line to collect fees for being kept waiting. Some of the cement hardened in ships' holds, sinking the vessels. Today, it appears many of the boats left to rust along the coast belong to the increasingly lucrative industry known locally as "bunkering" - stealing the crude oil pumped out of Nigeria's oil-rich southern delta by foreign companies. The CEO of Royal Dutch Shell PLC, the dominant firm in Nigeria, has estimated thieves steal about 150,000 barrels of oil a day from the region by drilling or sawing into pipelines to install their own spigots. From the air, one can see the wooden ships that carry crude through the Niger Delta's winding creeks to makeshift refineries to cook into crude diesel and kerosene. Much of the oil, however, makes it to large tankers that then carry the oil out to sea and into the black market. Those tankers are later discarded along the coast. Outside Lagos at Tarkwa Bay, about a dozen abandoned vessels dot the coastline, including one from Zenon Petroleum & Gas Ltd., run by billionaire Femi Otedola, a supporter of President Goodluck Jonathan. Coves in the area are being rapidly destroyed by ships, which deflect the force of waves in a different way, causing massive erosion, said Onyema, the professor. Oil from the ships and other debris cause damage as well, he said. Yet the ships remain on the beaches. Ziakede Akpobolokemi, director-general of the Nigerian Maritime Administration and Safety Agency, told The Associated Press in a recent interview the ships would be removed - but could not say when or exactly how many abandoned vessels there are. In August, Nigeria's Transport Minister Yusuf Suleiman promised to remove the wrecks within weeks, though nothing was done. "No sane-minded man or person should be happy with such a situation when abandoned vessels can cause environmental problems, when they can cause navigation problems, when they can aid and abet criminal activity," Akpobolokemi said. "Why should you be happy?" Although the government hasn't begun removing the ships, others have. Groups of salvagers move along the coast, removing whatever electronics and communication gear remains inside. Gas tanks and blow torches follow, leaving behind exposed metal skeletons along the beach. But that scavenging takes months, as the heavy waves carry in new ships all the time. Source: AP

Marine Life
04 May 12 - 12:20