Worldwide there are approximately 3,000 merchant ports and the work of the Harbour Master can vary widely from country to country and from port to port even within the same country.
We provide here a summary of some of the news received from the excellent IMO Media service in recent weeks and relative to Kenya, Treaties and Brazil. Material is reproduced with grateful thanks.
Support to boost maritime security in Kenya
It is well known that proper implementation of IMO’s maritime security measures is essential for trade.
Kenya is the latest country to benefit from training on the implementation of SOLAS Chapter XI-2 and the International Ship and Port Facility Security (ISPS) Code.
It was reported from IMO last month that a national workshop was held in Mombasa, Kenya, from 5 to 9 August and brought together Port Facility Security Officers (PFSOs) as well as representatives of all bodies involved in maritime and port security in the country, including those from Kenya Ports Authority, Kenya Maritime Authority, Customs, Kenya Coast Guard Service, the maritime police, and several other port operators.
At the event PFSOs discussed ways to cooperate at the national level to provide the necessary support required in order to take ownership of implementation and compliance with IMO maritime security measures – and to gain the knowledge needed to train others.
Such oversight roles and responsibilities of the designated authority for implementing the ISPS Code were also covered during the workshop.
The workshop on the ISPS Code for Designated Authority (DA) and Port Facility Security Officers (PFSOs) was organized by IMO and the Government of Kenya, under the auspices of IMO’s Global Maritime Security Integrated Technical Cooperation Programme (ITCP).
Implementing IMO treaties – the legal activities
IMO treaties need to be implemented into national law so that they can be applied on ships flying the flag of a particular country and so that those countries can implement effective port State control and comply with other obligations under specified IMO instruments.
This topic was introduced by IMO on 9 August at a course providing lawyers and legislative drafters with the skills they need to understand IMO treaties, how they are developed and adopted – and the implementation of those treaties into national legislation.
Participants from Latin America attended a regional workshop on the general principles of drafting maritime legislation to implement IMO Conventions, in Guayaquil, Ecuador from 5-9 August.
Relevant treaties covered by the IMO mandatory Member State audit scheme were covered, as well as liability and compensation conventions.
It was reported that participants learned best practices in the legal implementation process. Special attention was given to the implementation of amendments to IMO treaties which are adopted through the tacit acceptance procedure.
The ultimate goal of the workshop is to leave participants able to develop national legislation and to keep it up to date to ensure compliance with the IMO standards.
This regional Workshop which concerned the Transposition of IMO Instruments into National Legislation for ROCRAM Countries was organized by IMO and the Secretariat of the Operative Network for Regional Cooperation among Maritime Authorities of the Americas (ROCRAM), in collaboration with Prefectura Naval Argentina and Directorate General of Maritime Territory and Merchant Marine (DIRECTEMAR) of the Republic of Chile, who provided experts at no charge.
It is understood that IMO sponsored 21 participants from: Argentina, Bolivia, Brazil, Chile, Colombia, Cuba, Mexico, Panama, Paraguay, Peru and Venezuela. Eight national participants from Ecuador also took part.
Brazil readies its biofouling task force
Biodiversity can be threatened by organisms which can build up on ships’ hulls and other marine structures. This process is known as biofouling*.
On 5 August during a workshop in Arraial do Cabo, Brazil, experts on biofouling and invasive species and others took the first steps towards setting up a national task force to tackle the issue. This was reported by IMO on 13 August. (See illustration here IMO ©).
Brazil is one of 12 lead partnering countries in the GEF-UNDP-IMO GloFouling Partnerships project, which aims to protect marine biodiversity by addressing the subject of biofouling.
Each lead partnering country’s national task force will define a national policy on biofouling and invasive species and draft the national strategy and action plan to implement the IMO Biofouling Guidelines⸸.
It is understood that the next step for GloFouling Partnerships in Brazil will be to develop national baseline reports to assess the current situation with regard to non-indigenous species, to identify any research currently available on the subject, and to analyse the economic impacts and to determine the national legal framework.
Brazil’s Glofouling workshop was held during the XIII Biofouling, Benthic Ecology and Marine Biotechnology Meeting (XIII BIOINC), hosted by the Instituto de Estudos do Mar Almirante Paulo Moreira from 5-9 August. As well as national experts on biofouling and invasive species, participants included representatives from Marinha do Brasil, from other departments from federal and state administrations and from leading private sector companies such as Petrobras and Vale.
IMO’s GloFouling Partnerships ProjectØ to address bioinvasions by organisms which can build up on ships’ hulls and other marine structures is a collaboration between the Global Environment Facility (GEF), the United Nations Development Programme (UNDP) and IMO.
Furthermore, twelve lead partnering countries (Brazil, Ecuador, Fiji, Indonesia, Jordan, Madagascar, Mauritius, Mexico, Peru, the Philippines, Sri Lanka and Tonga), four regional organizations with IOC-UNESCO, the World Ocean Council and numerous strategic partners have signed up to the project.
With ABB’s shore connection technology, three Corsica Linea ferries will cut emissions and noise pollution when berthed in the Port of Marseille, France.
Instead of running diesel-fuelled auxiliary engines the ferries Paglia Orba, Jean Nicoli and Pascal Paoli will use electricity for power at the berth. Each of the three vessels is being modified to feature ABB’s power compensation device Dynacomp, which allows electricity available from the local grid in Marseille to be stepped down to 11KV in order to take care of ship power needs while in port.
Jean Nicoli is illustrated here with the kind assistance of Corsica Linea / ABB ©.
In the words of Ludovic Amouroux, Project Manager, Corsica Linea: ‘ABB shore connection technology enables the type of emissions-free ship power that regulators, ports and local residents increasingly demand. With ABB’s proven technology, Paglia Orba, Jean Nicoli and Pascal Paoli will be emissions-free when berthed in Marseille. We estimate we will use between 7MWh and 11 MWh of zero-emission power per call, depending on the vessel.’
Jyri Jusslin, Head of Service, ABB Marine & Ports added: ‘Decision-makers in the ferry sector like Corsica Linea continue to lead on zero-emission shore power, proving that existing vessels can significantly reduce environmental impact with technology that is available to shipowners today. We are delighted to offer our turnkey shore connection solution to meet Corsica Linea’s shoreside power needs.’
This second volume in the Collecting Maritime Evidence series has a special focus on electronic evidence – what it is, how to preserve and collect it, and how it can be used to understand the circumstances that led to a maritime incident.
While not completely replacing traditional records such as hard-copy logbooks, data from electronic sources such as ECDIS, VDR and AIS is vital for the investigator. Admiralty Judge Mr Justice Teare points out that the great benefit of such evidence is that “electronic or digital records cannot lie or have a faulty or imperfect recollection. They will be the best evidence of what happened.”
The book’s expert contributors are drawn from a wide range of disciplines. Among the subjects they discuss are the roles of the average adjuster and the mariner lawyer, evidence collection from the P&I perspective and that of the naval architect, and fire, deterioration of agricultural cargoes, machinery failure and surveying.
Introducing the volume, Captain Ian McNaught CVO MNM FNI, Deputy Master of Trinity House, emphasises, “It is imperative that seafarers understand the need for accurate evidence after an accident on board ship.” The expert advice contained here and in Volume 1 will enable seafarers to protect themselves and defend their actions through the production of such evidence.