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.
Well under way
In a spate of activity since its formal launch in March, the initial phase of the Glofouling Partnerships project is now well underway with a series of technical workshops in the Pacific. This was reported by the IMO Media service on 2 July.
(See illustrations kindly provided by IMO ©).
Delivered to participants the key message was that once introduced, marine invasive species can be hard to eradicate – and invasive species represent a potential major threat to the Pacific Ocean’s biodiversity and the ecological integrity of Small Island Developing States. The GEF-UNDP-IMO GloFouling Partnerships project aims to protect marine biodiversity by addressing bioinvasions by organisms which can build up on ships’ hulls and other marine structures.
Participants from South Pacific countries took part in a five-day regional workshop from 3 to 7 June in Suva, Fiji. This provided an opportunity to outline the main instruments which aim to prevent the spread of invasive species and address fouling on ships:
As we well know implementation of these conventions and guidelines can help prevent the transfer of invasive aquatic species into the Pacific region.
During the workshop, site visits to a dockyard in Suva provided an opportunity for participants to see at first hand hull cleaning/painting, and to see where fouling can occur in niche areas such as sea chests, bow thrusters or propeller shafts.
This regional workshop was organized by the Secretariat of the Pacific Regional Environment Programme (SPREP), in collaboration with the Project Coordination Unit of the GEF-UNDP-IMO GloFouling Partnerships. The regional workshop was part funded by IMO’s Integrated Technical Cooperation programme (ITCP).
Attended was recorded by representatives from Cook Islands, Marshall Islands, the Federate States of Micronesia, Fiji, Kiribati, Nauru, Niue, Palau, Papua New Guinea, Samoa, Solomon Islands, Tonga, Tuvalu and Vanuatu. Consultants and support were also provided from Maritime New Zealand, the New Zealand National Institute of Water and Atmospheric Research (NIWA), and the Australian Department of Agriculture and Water Resources.
Two of the 12 Lead Partnering Countries (LPCs) of the GloFouling Partnerships hosted national workshops to review the programme of work and begin establishing national task forces. These took place in Fiji on 10 June and Tonga on 12 / 13 June. Such national meetings were attended by representatives from a wide range of government institutions and the private sector, such as the ministries of environment, fisheries, transport and infrastructure, port authority, biosecurity, port state control officers, dry docks, shipping agents and operators.
Role of national task forces
Strong support was provided by the Australian Department of Agriculture and Water Resources. One of the exercises of the participants was to review the institutions and stakeholders that should be contacted to take part in their National Task Force, to be set up in the coming months. The role of the national task forces will be to oversee the development of a strategy and action plan to implement IMO’s Biofouling Guidelines and best practices for other maritime industries.
The GloFouling Partnerships will organize similar national workshops in the remaining Lead Partnering Countries in the coming months. These Partnerships will work incollaboration between the Global Environment Facility (GEF), the United Nations Development Programme (UNDP) and IMO.
Twelve lead partnering countries: Brazil, Ecuador, Fiji, Indonesia, Jordan, Madagascar, Mauritius, Mexico, Peru, the Philippines, Sri Lanka and Tonga); four regional organizations with the 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.