SAFETY4SEA https://safety4sea.com Maritime News Mon, 21 Oct 2019 14:24:29 +0000 en-US hourly 1 https://wordpress.org/?v=5.0.7 ABP: Smart companies should boost UK ports’ innovation https://safety4sea.com/abp-smart-companies-should-boost-uk-ports-innovation/ https://safety4sea.com/abp-smart-companies-should-boost-uk-ports-innovation/#respond Mon, 21 Oct 2019 14:24:29 +0000 https://safety4sea.com/?p=21206321 Associated British Ports (ABP) calls all British technology companies to overcome any operational challenges in the shipping industry and focus on bringing innovation and digitalization; It collaborates with  the Knowledge Transfer Network, to run the EnSiX Challenge Competition, which invites UK businesses to provide innovative solutions to help boost efficiency and sustainability.

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Associated British Ports (ABP) calls all British technology companies to overcome any operational challenges in the shipping industry and focus on bringing innovation and digitalization.

Namely, ABP is collaborating with  the Knowledge Transfer Network (KTN), to run the EnSiX Challenge Competition, which invites UK businesses to provide innovative solutions to help boost efficiency and sustainability.

KTN is the network partner for Innovate UK, part of UK Research and Innovation, a non-departmental public body funded by a grant-in-aid from the UK Government.

Accordingly, the competition will be online until the end of October and will address three issues:

  1. reducing emissions from heavy lifting equipment at ports;
  2. systems and processes which can enhance equipment operator training and provide assisted inspection tools;
  3. novel alternative approaches to vessel propulsion systems.

Following EU's green program, the UK aspires to achieve its carbon-neutrality goal by 2050, ABP is looking for partners to provide energy saving, emissions reduction and efficiency boosting measures which can improve the sustainability of port operations.

Mike McCartain, ABP’s Group Director of Safety, Marine and Engineering commented

Improving efficiency and delivering more sustainable services to our customers is part of our ongoing commitment. The UK can be immensely proud of its engineering heritage and we are drawing on this pool of world-class talent to help us meet these challenges.

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2020 Seafarers Awareness Week focuses on seafarers’ safety https://safety4sea.com/2020-seafarers-awareness-week-focuses-on-seafarers-safety/ https://safety4sea.com/2020-seafarers-awareness-week-focuses-on-seafarers-safety/#respond Mon, 21 Oct 2019 14:00:09 +0000 https://safety4sea.com/?p=21206315 Seafarers UK has coordinated and promoted Seafarers Awareness Week annually since 2010, with the aim of raising awareness in challenging issues that the shipping industry has been facing and support seafarers. 2020's theme for UK Seafarers Awareness will be "Seafarers Safety."

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Seafarers UK has coordinated and promoted Seafarers Awareness Week annually since 2010, with the aim of raising awareness in challenging issues that the shipping industry has been facing and support seafarers. 2020's theme for UK Seafarers Awareness will be "Seafarers Safety."

As Seafarers UK announced, 2020's theme will be "Seafarers' Safety" and will take place in 6-12 July. The campaign will focus on the perspective of safety and what the shipping industry could do to improve the existent situation.

Seafarers' safety is a wide theme, consisting of a variety of issues; Safety comes in different shapes and sizes. Either it has to do with safety measures when conducting an operation, either with avoiding accidents or with seafarers' wellness when they're onboard a vessel.

Also, the awareness campaign will end on Sea Sunday, when church congregations are invited by Seafarers UK’s beneficiary charities Apostleship of the Sea (Stella Maris) and Mission to Seafarers to make cash donations to support seafarers in need and their families.

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In 2019, Seafarers UK paid attention on UK's commercial fishing industry, bringing this issue on the spotlight, as many of Britain’s fishing communities are in crisis. The charity has already contacted the Government to ensure that fishermen’s lives are as well protected as the fish they catch.

The campaigns lasting for seven days, provide a sufficient platform for national and regional events that attract the media and also boost the community's knowledge on shipping matters, with  individuals, businesses and organisations cooperating to raise the profile of jobs within the whole UK maritime industry, including seafaring.

Concluding, the UK is amongst the strongest European countries in the maritime sector, as according to EMSA's statistics on EU seafarers in 2018, the UK had 30.833 masters and officers holding CoCs, being the first country to have the most certified mariners.

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Predicting wind direction and strength by reading a weather chart https://safety4sea.com/predicting-wind-direction-and-strength-by-reading-a-weather-chart/ https://safety4sea.com/predicting-wind-direction-and-strength-by-reading-a-weather-chart/#respond Mon, 21 Oct 2019 13:20:11 +0000 https://safety4sea.com/?p=21206291 Weather charts, also known as surface pressure or synoptic charts, provide useful information on weather and sea conditions. Safe Skipper's Simon Jollands recommends to mariners to always study weather charts and estimate how the weather is likely to evolve in the area they plan to sail in.

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Weather charts, also known as surface pressure or synoptic charts, provide useful information on weather and sea conditions. Safe Skipper's Simon Jollands recommends to mariners to always study weather charts and estimate how the weather is likely to evolve in the area they plan to sail in.

Credit: Met Office

The circular lines, similar to contour lines on a land map, are isobars and join areas of equal barometric pressure.

Air moves from high to low pressure; when the difference in the pressure is greater, the airflow, or wind, will also be greater. Isobars that are close together indicate stronger winds. Accordingly, isobars that are further apart indicate lighter winds.

The wind scale inset in the top left of the chart helps you to forecast wind speed.

Moreover, in the northern hemisphere, air moves around high pressure in a clockwise direction and low pressure in an anticlockwise direction, so isobars on a weather map indicate the direction and speed of the wind as well as the pressure.

The lines with triangles and semi-circles represent fronts.

Semi-circles on a weather map show warm fronts and triangles indicate cold fronts. The way in which the semi-circles and triangles point shows the direction in which the front is moving.Lines with overlapping semi-circles and triangles show where a cold front and warm front meet, creating an occluded front.

Black lines with no semi-circles or triangles are troughs and show areas where the air is unstable and showers tend to form.

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On the June edition of The navigator, the Nautical Institute focused on weather as a critical factor for safe navigation. It was noted that weather can make the difference between a prosperous or loss-making voyage, can cause injury to crew and passengers and can even lead to the loss of a ship. Awareness of the weather and accurate predictions are both vitally important. With this regard, in its June issue provides ten top tips for mariners about observing and coping with weather at sea.

Moreover, Allianz has previously discussed in a Shipping and Safety Review how the changing weather patterns observed in the last few years are disrupting supply chain and resulting in physical damage shipping incidents. The report refers to recent examples, such as record low water levels on the Rhine and Elbe rivers and high water in Mississippi.

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Hudson supports anti-scrubber group https://safety4sea.com/hudson-supports-anti-scrubber-group/ https://safety4sea.com/hudson-supports-anti-scrubber-group/#respond Mon, 21 Oct 2019 13:02:19 +0000 https://safety4sea.com/?p=21206273 The US-based supply chain management company Hudson Shipping Lines has stated its opposition to using scrubber systems in order to further comply with the IMO 2020 sulphur cap, and agreed to provide support to the Environmental Protection Alliance (EPA) and its campaign to ban the use of scrubber systems in the shipping industry.

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The US-based supply chain management company Hudson Shipping Lines has stated its opposition to using scrubber systems in order to further comply with the IMO 2020 sulphur cap, and agreed to provide support to the Environmental Protection Alliance (EPA) and its campaign to ban the use of scrubber systems in the shipping industry.

Avi Eilon, Hudson’s president added that “the spirit of the IMO’s sulphur rules are clear, HSFO has a profoundly negative affect on our environment and should no longer be used by the shipping industry. The current regulations allow vessels with scrubber systems to dump heavy metals and other chemicals into our oceans. This is simply transferring the pollution that was emitted by funnels to toxic wastewater being discharged into the ocean.

It has been previously stated that the company would not utilize vessels with open or closed loop exhaust scrubbers installed following the implementation of the IMO2020 and is disappointed in its peers who have chosen to use the scrubber loophole and will continue burning high sulphur fuel oil (HSFO). In fact, estimates indicate that about 15% of the world’s shipping fleet will be equipped with scrubbers, according to Hudson.

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In addition to its commitment to support the EPA, Hudson will withdraw its membership from the Trident Alliance due to the organization’s incompatible views with Hudson on the enforcement of the IMO rules. Hudson joined the Alliance, which is a network of shipping companies and other stakeholders with a shared interest in the effective, transparent enforcement of the global sulphur regulations, earlier this month.

Benjamin Malkin, the company representative added that “we had hoped to join an organization with a true commitment to taking action on environmental issues. Hudson takes its environmental responsibilities seriously and is eager to pursue substantive action surrounding enforcement of IMO2020 sulfur regulations and other environmental issues as part of Hudson’s ongoing Green Initiative.

Earlier in the year, Hudson has announced that as part of its green initiatives, after the implementation of the IMO2020 sulphur cap on January 1, 2020, it will not deploy vessels with scrubbers installed for the purpose of meeting the new IMO standards. Namely, Company President Avi Eilon stated that they had thoroughly investigated the use and operation of scrubbers and have found that "they simply transfer the pollution produced by vessels from the air to the ocean," as they enable vessels to continue to burn high-sulphur fuel oils, is in breach of the spirit and intention of the IMO’s new fuel regulations.

Moreover, Bloomberg has previously suggested that in the following years, almost 2,200 vessels are to install scrubbers, as they will be banned if they don't, in light of the approaching IMO 2020 sulphur cap. Yet, although scrubber installations will benefit the shipping companies, the logistics may be a challenge. The two companies which account for almost a third of the 3,000 vessels expected to have the equipment installed by the end of the year are Wartsila and Alfa Laval AB.

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Singapore to use its LNG terminal to develop data center cooling technology https://safety4sea.com/singapore-to-use-its-lng-terminal-to-develop-data-center-cooling-technology/ https://safety4sea.com/singapore-to-use-its-lng-terminal-to-develop-data-center-cooling-technology/#respond Mon, 21 Oct 2019 12:04:12 +0000 https://safety4sea.com/?p=21206293 The National University of Singapore Engineering collaborated with the Keppel Data Centres Holdings Pte Ltd and Singapore LNG Corporation to develop a technology that can efficiently store and carry cold energy from the Singapore LNG Terminal to various data centres. This solution aims to open the way for more sustainable and compact data centres.

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The National University of Singapore Engineering collaborated with the Keppel Data Centres Holdings Pte Ltd and Singapore LNG Corporation to develop a technology that can efficiently store and carry cold energy from the Singapore LNG Terminal to various data centres. This solution aims to open the way for more sustainable and compact data centres.

With the rapid expansion of cloud-based services, AI, the Internet of Things and big data analytics, there has been an increased demand across the globe for data centres in recent years. In this aspect, Singapore accounted for around 50% of Southeast Asia’s data centre capacity in 2015.

What is more, in 2018, data centres accounted for 7% of the overall annual electricity consumption in Singapore.

“About 37 per cent of the total energy consumed by data centres is used to cool IT equipment. Therefore, improving the efficiency of the cooling system can result in significant energy savings and reduce the carbon footprint of data centres. In this project, we aim to demonstrate a novel way of storing cold energy released from the Liquefied Natural Gas (LNG) re-gasification process and using it to cool data centres efficiently,” highlighted Dean’s Chair Associate Professor Praveen Linga.

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More specifically, a team from NUS Engineering, Keppel Data Centres and SLNG will develop a prototype of a new cooling medium that can achieve two key functions: firstly, to efficiently store and carry cold energy from the Singapore LNG Terminal to the various data centres, and secondly, to be circulated within the cooling loop in each data centre to perform effective cooling.

The technology will be called Semiclathrate Thermal Energy Carrier System (ScTECS), and aspires to facilitate data centres to improve their power usage effectiveness (PUE) by 20%.

In addition, the team wants to use LNG cold energy from LNG re-gasification terminals and use it to keep up with the energy demands in data centres. Cold energy provided from LNG re-gasification could be stored in phase change materials and distributed to data centres for cooling purposes.

The process prototype presenting the cooling technology with a capacity of 1 tonne per day will be designed, built and operated for demonstration by 2022 at NUS.

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Russia wants to attract shippers to Arctic, competing Suez https://safety4sea.com/russia-wants-to-attract-shippers-to-arctic-competing-suez/ https://safety4sea.com/russia-wants-to-attract-shippers-to-arctic-competing-suez/#respond Mon, 21 Oct 2019 12:01:15 +0000 https://safety4sea.com/?p=21206289 Russia is considering of attracting more shippers to transmit their products through the Northern Sea route, by launching a state-run container ship operator, which will cover any risks linked with transporting international cargoes via the Arctic’s icy waters, including possible delivery disruptions and higher insurance payments.

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Russia is considering of attracting more shippers to transmit their products through the Northern Sea route, by launching a state-run container ship operator, which will cover any risks linked with transporting international cargoes via the Arctic’s icy waters, including possible delivery disruptions and higher insurance payments.

Russian President Vladimir Putin is looking for additional ways on making the NSR more attractive, given that the route is still a challenge for the majority of shippers due to its weather conditions.

Russia's goal is to make the Arctic a more appealing shipping route in comparison to the Suez Canal, as although Arctic export of liquefied natural gas via the Northern Sea Route has already lured investors above the Polar Circle, shippers of other products remain reluctant to make the detour from the Suez Canal toward the Arctic due to multiple risks.

Today, to transmit a cargo through the NSR, a shipping company has to deploy an ice-class vessel or an icebreaker and to pay insurance costs more than twice those for the Suez Canal, according to Bloomberg.

Moreover, Russia’s Deputy Minister of the Far East and Arctic Development Alexander Krutikov commented that according to the plan they are now considering, the state will pay for the Arctic exposure and the shippers will cover the remaining costs themselves.

If the plan is implemented in the future, the state container ship operator will be responsible for transporting cargoes across the NSR. The national ship operator should be responsible for accompanying the vessels for a decade, minimum; Later on, shippers will be able to fully understand the infrastructure needed for the Arctic and Russia will stop covering the Arctic exposure and make the route commercial.

Bloomberg also refers to the cost of transporting a Twenty-Foot Equivalent Unit, a standard measure of a ship’s cargo capacity commonly known as TEU, via the Northern Sea Route, which could be around 36% higher than via the Suez Canal, following a 2014 presentation made by Tuomas Kiiski, a research manager at Finland’s University of Turku.

Today, international transit accounts for just a fraction of total cargo flows along the Northern Sea Route. The bulk of the 20.2 million tons of cargo which were shipped via the route last year was LNG from Novatek PJSC’s Yamal LNG plant and crude from Gazprom Neft PJSC’s Novoportovskoye field. By 2024, Russia aims to increase shipments via the Northern Sea Route to as much as 80 million tons per year.

To implement the plan, Russia will have to 'get used to' the Arctic conditions, as for the time being it is possible to navigate through the NSR for four months of the year.

During the international Arctic Forum in April, Putin stated that "The task is to make the Northern Sea Route safe and economically viable for shippers, attractive both in terms of quality and price".

Despite plans and future goals, the project is still surrounded by doubt, as firstly Russia's think-tank Skolkovo has to complete research on potential infrastructure and budget costs by the end of this year. The results of the research will then be discussed and updated for another half a year, and the final decision on whether the project is needed or not is up to Russia’s leadership, Krutikov said.

Krutikov concluded that "the overall development of the Northern Sea Route is a project, which will develop at least 100 years given its scale."

On the contrary to Russian aspirations on taking full advantage of the NSR, shipping companies as MSC, CMA CGM and Hapag Lloyd announced that they will not sail in Arctic in protection of the environment and in efforts of reducing shipping's harmful environmental impact.

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Container vessel capsizes in Vietnam https://safety4sea.com/container-vessel-capsizes-in-vietnam/ https://safety4sea.com/container-vessel-capsizes-in-vietnam/#respond Mon, 21 Oct 2019 11:15:28 +0000 https://safety4sea.com/?p=21206246 A container ship carrying 285 containers capsized in the early hours of the morning of Saturday, October 19, on the Long Tau River, Ho Chi Minh City in Vietnam. Local media report that just before the midnight of Friday, October 18, the pilot notified the local VTS center of an issue occurred with a container. The 132-meter (433-foot), 657 TEUs VietSun Integrity vessel listed shortly after that and sank almost two hours later.

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A container ship carrying 285 containers capsized in the early hours of the morning of Saturday, October 19, on the Long Tau River, Ho Chi Minh City in Vietnam. All of the 17 crew of the vessel are reported safe.

Local media report that just before the midnight of Friday, October 18, the pilot notified the local VTS center of an issue occurred with a container.

The 132-meter (433-foot), 657 TEUs VietSun Integrity vessel listed shortly after that and sank almost two hours later.

The 800-tonne vessel, owned by Nhat Viet Joint Stock Company, was en route from Hai Phong to Ho Chi Minh City.

Transport Minister Nguyen Van The has allegedly requested prompt actions to prevent the 150 tonnes of oil leaked from the ship from spreading further, and ordered an investigation on the incident.

Local authorities are currently responding to a large number of drifting containers and are further working to remove around 150 tons of oil from the vessel.

Moreover, it is added that the Ho Chi Minh City Port Authority is restricting maritime traffic from the junction of the Dong Tranh - Long Tau River to the crossroads of the Four Sides River.

In 2017, three crewmen were found dead and three went missing, after the general cargo ship VTB 26 capsized and sank off Vietnam's central coast, in the early morning hours of July 17th. The vessel was reported to have send a distress call, due to inclement weather, but shortly after midnight, it went off the radar. The weather was probably resulted from Talas typhoon, that hit Vietnam for the first time in 2017.

Moreover, in August 2019, the Philippines were struck by a fatal incident, after three passenger motorboats capsized off the city Iloilo, Panay, on Saturday, August 3. The capsized incident resulted to 31 of the passengers found dead, according to Iloilo city officials. According to sources, the search and recovery of the victims was halted on Tuesday, August 6, and authorities recovered all passengers. Following the deathly incident, the Maritime Industry Authority (MARINA) began the investigation of the event, and monitored the search and rescue operations.

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RMI: Crew fatality from failure of extension platform https://safety4sea.com/rmi-crew-fatality-from-failure-of-extension-platform/ https://safety4sea.com/rmi-crew-fatality-from-failure-of-extension-platform/#respond Mon, 21 Oct 2019 11:09:37 +0000 https://safety4sea.com/?p=21206268 RMI issued an investigation report on a fatal fall onboard the bulk carrier 'Penelope' while underway in the Coral Sea in November 2018. A seafarer was standing on the extension platform for one of the ship’s provision cranes which detached and fell 8-9 meters.

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The Republic of Marshall Islands Maritime Administrator issued an investigation report on a fatal fall onboard the bulk carrier 'Penelope' while underway in the Coral Sea in November 2018. A seafarer was standing on the extension platform for one of the ship’s provision cranes which detached and fell 8-9 meters. The seafarer was wearing a safety belt with a line connected to the handrail on the extension.

The incident

On 26 November 2018, the Marshall Islands-flagged Penelope was underway in the Coral Sea on a ballast voyage from Yeosu, Republic of Korea to Newcastle, Australia.

At about 16:00 hrs, an Able Seafarer Deck (ASD) and an Ordinary Seafarer (OS) were performing routine maintenance on the port side provision crane.

The OS was standing on the Bridge Deck near the port side crane assisting the ASD. The ASD was standing on the platform extension.

Both were wearing coveralls, gloves, safety boots, and safety helmets. The ASD was also wearing a safety belt with a line connected to the handrail on the extension.

At approximately 1655, the platform extension detached and fell to the port side Lifeboat Deck. The platform extension was approximately 8-9 m above the Lifeboat Deck before falling.

The ASD was standing on the platform extension when it detached. His safety line was attached to the railing on the platform extension, which caused the ASD to fall together with the platform about 8-9 meters to the Lifeboat Deck.

When the platform extension and the ASD fell, the OS was getting some extra rags and was looking away from the crane. He did not see what happened but reported hearing a loud noise.

He died as a result of injuries sustained from the fall.

Extension platform near where it landed on the Lifeboat Deck / Credit: RMI

Conclusions

The following Conclusions are based on the above Findings of Fact and Analysis and shall in no way create a presumption of blame or apportion liability:

1. Causal factors that contributed to this very serious marine casualty include:

  • the design of the connection of the two parts of the lower stage of the portside provision crane was inherently weak and prone to failure. It was based on three short welded brackets and it did not include mechanical connections joining the railing on the two parts of the lower stage;
  • the failure of the welds for the brackets used to connect the two parts of the lower stage; and
  • the ASD’s safety line was connected to the railing on the platform extension of the lower stage.

2. Causal factors that may have additionally contributed to this very serious marine casualty include:

  • corrosion where each bracket landed on the main platform not being detected during the most recent inspections conducted by members of the ship’s crew or by class surveyor;
  • the potential consequences of a failure of the bracketed connections used to secure the platform extension to the main platform might not have been recognized;
  • the inspection checklist in the Company’s PMS may not have been as effective as it could have been because it did not include a requirement to inspect the upper and lower stages; and
  • the lack of international and national requirements addressing the design, maintenance, and inspection of means of safe access to lifting devices.

 

Actions taken

The Company has taken the following preventive actions:

  1. modified the design of the connection between the main platform and the platform extension to include mechanical connections at the railings on the ship’s port and starboard provision cranes;
  2. amended the crane inspection checklist in the company’s PMS to include inspection of the condition of the upper and lower maintenance platforms;
  3. amended the Company’s permit and risk assessment for working aloft or over the side21 to include guidance for assessing locations where a safety line might be attached to avoid additional hazards;
  4. provided all ships in the company’s fleet with five full body safety harnesses and fall arrest systems; and
  5. amended the SMS to include a “Stop Work” procedure as part of its adoption of a Behavior-Based Safety System.

The class has taken or is taking the following actions:

  1. issued an internal circular in July 2019 drawing its surveyors’ attention to this specific risk for their safety when they carry out survey of cranes; and
  2. considering an amendment to BV Rule Note NR 526, Chapter 4, Section 2, paragraph 2.1.3 to include a reference to the connections of ladders, gangways or other means of access used for the inspection to lifting appliances.

The Administrator has taken the following action:

  1. issued Marine Safety Advisory 23–19 on 30 July 2019 that included recommended actions for ship managers based on the marine safety investigation of the failure of the connection of the two parts of the lower stage of the port provision crane.

 

Recommendations

Based on the above findings, RMI made the following recommendations:

1.No recommendations are made to the company or the class.

2. It is recommended that the crane manufacturer consider:

  • developing a means of reinforcing the connection on cranes built using the connection details shown on the drawings for the provision cranes fitted onboard PENELOPE and issuing a service bulletin to owners of ships fitted with those cranes; and
  • amending the design details for new cranes that use a similar means of connection of the two sections of the lower stage.

It is recommended that the Administrator take the above conclusions into account when considering proposals at the IMO related to the development of amendments to SOLAS for shipboard lifting gear and appliances.

 

Explore more herebelow:

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UK leads the 30by30 initiative in protection of the ocean https://safety4sea.com/uk-leads-the-30by30-initiative-in-protection-of-the-ocean/ https://safety4sea.com/uk-leads-the-30by30-initiative-in-protection-of-the-ocean/#respond Mon, 21 Oct 2019 11:05:50 +0000 https://safety4sea.com/?p=21206088 The UK announced in late September a new global alliance, 30by30 initiative, which aims to alert on ocean's safety and protection of its wildlife, while pushing for at least a 30% of the global ocean to be protected in Marine Protected Areas by 2030.

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The UK announced in late September a new global alliance, 30by30 initiative, which aims to alert on ocean's safety and protection of its wildlife, while pushing for at least a 30% of the global ocean to be protected in Marine Protected Areas by 2030.

The UK is the leader of the initiative, being the first country to call for a 30% target at United Nations General Assembly last year. The initiative is in line with the overall UK's action in protecting the environment and the ocean, with the country announcing a 50% protection of UK and Overseas Territories waters by 2020, and tackling the scourge of plastic that often ends up there, by introducing the 5p plastic bag charge and banning the supply of plastic straws, stirrers and cotton buds from next April.

The 30by30 initiative has been supported by 30 countries up to now, including:

  1. Belize
  2. Costa Rica
  3. Finland
  4. Gabon
  5. Kenya
  6. Seychelles
  7. Vanuatu
  8. Portugal
  9. Palau
  10. Belgium

The Alliance will call for the initiative to be adopted at the next Convention on Biological Diversity conference in China and introduced into international law through the High Seas Treaty in 2020.

In June, UK's Prime Minister announced the expansion of the blue belt project with additional £7 million across the UK Overseas Territories.

In efforts to  protect the marine environment, the UK has a total of 355 marine protected areas in waters around Great Britain and Northern Ireland and an independent review is considering whether stronger protections should be introduced.

The commitment towards marine protection is in line with the country's 25-year environment plan, which aims to improve UK's environmental policy, by protecting ecosystems, species, oceans, as well as natural processes and functions.

Environment Secretary, Theresa Villiers commented

The UK is taking a world-leading approach to marine conservation and is on track to safeguard nearly 50 per cent of our precious marine habitats. But we are determined to go further.
The world’s ocean is a shared resource, sustaining lives and livelihoods and supporting 80 per cent of our blue planet’s biodiversity. Only by working together can we protect and restore our marine environment for future generations to come.

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Norway acquires tech-centre to focus on ocean protection https://safety4sea.com/norway-acquires-tech-centre-to-focus-on-ocean-protection/ https://safety4sea.com/norway-acquires-tech-centre-to-focus-on-ocean-protection/#respond Mon, 21 Oct 2019 11:04:54 +0000 https://safety4sea.com/?p=21206097 The World Economic Forum collaborates with Aker group, presenting the Centre for the Fourth Industrial Revolution Norway (C4IR Norway) aiming to harness advances in technology in protection of the oceans and improve shipping's environmental footprint. 

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The World Economic Forum collaborates with Aker group, presenting the Centre for the Fourth Industrial Revolution Norway (C4IR Norway) aiming to harness advances in technology in protection of the oceans and improve shipping's environmental footprint.

The C4IR Norway will join the Forum’s global C4IR Network and collaborate with the Government of Norway and the High-Level Panel for a Sustainable Ocean Economy.

The Centre’s initial projects will fall into three categories:

  1. minimizing the environmental footprint of ocean-related industrial activities
  2. harnessing big data to optimize marine resource mapping, monitoring and management
  3. using digital technology tools to protect marine biodiversity.

The Centre will enable stakeholders discuss and develop governance policies, research and business solutions that can accelerate the application of science, data and technology in the public interest.

Moreover, the newly-launched centre will be based on private-public partnerships and will develop on governance frameworks and solutions for a sustainable and profitable ocean economy, using digital technology ranging from artificial intelligence to blockchain.

Once operational, the Centre will be open to partners and projects from the public and private sectors.

Øyvind Eriksen, the company’s president and chief executive officer commented

The ambition with this Centre is to leverage our offshore expertise and the Nordic model of collaboration between the public and the private sectors to accelerate the application of technology that can reduce the industry’s environmental footprint. Only through collaboration between business, government and NGOs will we unlock the great potential that resides in digital technology to promote sustainable development.

The Centre aims to accomplish the Sustainable Development Goals; This means that the ocean needs to provide the world with more food, jobs, energy and raw materials.

In addition, Vidar Helgesen, Norway’s Special Envoy to the High-Level Panel for a Sustainable Ocean Economy, noted that the Norwegian Government welcomes this initiative, as there is a new and additional opportunity on the path towards protecting the ocean.

The ocean today is under immense pressure because of the climate change, pollution and overexploitation; Therefore, in order to save the marine ecosystems, it is important for stakolders to unite and provide innovative policies, good governance, technology, research and new business solutions, based on sound scientific data.

Børge Brende, President of the World Economic Forum added

The new Centre for the Fourth Industrial Revolution Norway will bring together some of the world’s top minds to co-design innovation policy solutions to achieve the SDGs and protect our ocean.

Norway's centre will be the only one amongst the seven in the network to focus on the environment.

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