The EEDI formula in its present form is, however, not supposed to be applicable to all ships. Indeed, it is explicitly recognised that it is not suitable for all ship types (particularly those not designed to transport cargo) nor for all types of propulsion systems.

Parallel to the regulatory developments at IMO, a number of initiatives are seeking to apply the EEDI formula also to existing ships, using speculative data to establish the values. The RT strongly recommends against the application of EEDI to existing ships, as the values generated by such application can be misleading and can create unintended consequences. The focus for ships in service is - and should continue to be - on operational and commercial efficiencies.

The EEDI separates the technical and design-based measures from the operational and commercial ones.  It was developed as a regulatory tool with the objective of mandating improvement in the energy efficiency of new designs by stimulating continued technical development of all the components influencing the fuel efficiency of a ship. Such a mandate cannot be applied to ships already in service, as their basic design is not changeable after construction.

The RT will continue to support the important work on energy efficiency for ships at IMO with a view to ensuring a rigid implementation of EEDI for new ships and SEEMP for all ships. Effective implementation of the measures already adopted globally will bring about considerable and tangible reduction of GHG emissions from ships.

Source: BIMCO

The RT fully supports the adoption at IMO of mandatory Energy Efficiency Design Index (EEDI) for new ships and the Ship Energy Efficiency Management Plan (SEEMP) for all ships.  It is convinced that the SEEMP will allow shipowners to better gauge their energy consumption and thereby enhance existing operational efficiency, since fuel is the single highest operational cost factor and this fact alone has already induced ship-owners to become more energy efficient.

In the event that Market Based Measures (MBMs) are eventually introduced to shipping by IMO, these should apply globally and should completely address the nine principles adopted by IMO, it says.

If ultimately it is found that technical and operational measures cannot wholly meet the agreed reduction targets, then any funds generated by means of a globally applied MBM for shipping must be controlled by IMO, says the RT, and, in large part, be disbursed to support further technological development focused on energy efficiency in shipping.  It further maintains that the collection and distribution of such funds should be based on a very simple, transparent, verifiable and auditable scheme which minimises any additional bureaucratic and financial burdens on shipping companies.

The RT does not believe that an Emissions Trading Scheme (ETS) can be practically and effectively applied to shipping, as the shipping industry in concept and functionality is global and relies on mobility, diversity, open access to markets and free trade. It stresses that the very complexity of international seaborne trade renders the concept of ETS unworkable for the shipping industry.

The RT strongly believes that the debate about any shipping MBM must be held at IMO where the nature of the industry is understood and the ultimate impact of a fiscal measure can be measured. Under no circumstances does the RT believe that shipping should be subject to a separate UNFCCC or regional MBM as well as an MBM under IMO.

Round Table associations position paper on GHG+MBMs

Shipping is a global industry where all players are competing for the same cargo on reasonable and equitable terms. The system of international trade carried by sea must be based on a transparent and harmonised set of rules and regulations that apply to all, irrespective of nationality or location. The International Maritime Organization has consistently demonstrated its ability to develop globally acceptable regulatory instruments for shipping and the Round Table of international shipping associations (RT) believes that IMO should be allowed to complete its work on CO2 emissions from ships without obstruction from regional and national bodies with specific agendas.  It is far preferable that all States and IGOs bring their knowledge and, when agreed, their requirements to the IMO in order to contribute to a truly global solution.  The ultimate goal of the RT is the adoption of a meaningful international regulatory instrument that will provide for real and efficient GHG emission reduction controls in a fair, non-discriminatory and orderly fashion.

The RT fully supported the adoption at IMO of the mandatory Energy Efficiency Design Index (EEDI) for new ships and also the Ship Energy Efficiency Management Plan (SEEMP) for all ships as effective regulation of CO2 emissions. Furthermore, the RT is convinced that the SEEMP will allow shipowners to better gauge their energy consumption, in their efforts to enhance existing operational efficiency. Fuel is the single highest operational cost factor and this fact alone has already induced ship-owners to become more energy efficient. The SEEMP will provide the framework allowing shipowners a degree of flexibility in how best to adapt it to individual ships.

It is the task of Governments to establish realistic and achievable relative targets for CO2 emissions, duly recognising the characteristics of a particular industry and in proportion to the amount of CO2 emitted by that particular industry. In order to ascertain what constitutes a realistic target, governments should collect and provide exact and reliable data. For the shipping industry, the main objective remains to limit the emission of CO2 from ships whilst fulfilling the industry's irreplaceable role in the global supply chain. That shipping is the most environmentally friendly and cost-effective mode of transportation per ton/mile is uncontested, supported by the evidence that around 90% of world trade is transported by sea. Once governments have established realistic and globally accepted relative emission reduction targets for shipping, shipowners and operators will be much better equipped to explore further all possible technical and operational means of meeting those targets.

The RT is of the view that Market Based Measures (MBMs) are not justified at this particular time. In the event that Market Based Measures (MBMs) are eventually introduced to shipping, these should apply globally and should completely address the nine principles adopted by IMO: Effective; Binding and equally applicable; Cost-effective; Limiting distortion; Not penalising trade and growth; Goal-based; Promoting R&D; Accommodating energy-efficient technology; Practical, transparent, fraud-free and easy to administer. The RT supports regulation that provides incentives for owners to invest in low-carbon technology. If ultimately it is found that technical and operational measures cannot wholly meet the agreed reduction targets, then any funds generated by means of a globally applied MBM for shipping must be controlled by IMO and, in large part, be disbursed to support further technological development focused on energy efficiency in shipping.  Collection and distribution of such funds should be based on a very simple, transparent, verifiable and auditable scheme which minimises any additional bureaucratic and financial burdens on shipping companies.

While fully acknowledging the existence of the UNFCCC "Common But Differentiated Responsibility" (CBDR) principle, the RT is of the view that this principle cannot be practically applied to ships in light of the very nature of international shipping operations. The RT therefore prefers the non-discriminatory principle of the IMO Convention generally referred to as "no more favorable treatment", in order to maintain a level playing field for international shipping. Before finally deciding on an MBM for international shipping, a cost/benefit analysis and impact assessment should be completed paying particular attention to impacts on the industry, the global supply chain and developing countries. The RT strongly defends these fundamental conditions in line with its objective of promoting fair business practices and defending free trade as well as open access to markets.

The RT does not believe that an Emissions Trading Scheme (ETS) can be practically and effectively applied to shipping, as the shipping industry in concept and functionality is global and relies on mobility, diversity, open access to markets and free trade.  A ship and its cargo constitute a moving asset serving a range of stakeholders including shipowners and charterers, and spanning several importing and exporting countries. The very complexity of international seaborne trade renders the concept of ETS unworkable for the shipping industry.  In addition, the effects of an ETS based on full auctioning will severely impact world trade and unfairly penalise shipping

The RT recognises the political reality of the Green Fund agreed by member States at UNFCCC. However it believes that the debate about any shipping MBM must be held at IMO where the nature of the industry is understood and the ultimate impact of a fiscal measure can be measured. In any event, whereas shipping will continue to find solutions to reduce its carbon footprint, any contribution in the form of MBMs should only be at a level proportional to shipping's share of total global carbon emissions.  Under no circumstances does the RT believe that shipping should be subject to a separate UNFCCC or regional MBM as well as an MBM under IMO.

Source: BIMCO

So far, 242 Indian crew members on board merchant vessels of various flags have been hijacked by the Somali pirates. As a result of concerted efforts of the Government, in co-ordination with ship owners, managers, etc., 220 of them have been released and all efforts are being made to secure the release of the remaining 22 personnel. This was stated by the Union Shipping Minister Shri G.K.

Vasan when a business delegation from USA led by Undersecretary to the Government of the United States of America, Mr. Sanchez met him in Chennai today. He further stated that India can explore the possibility of working together to counter the menace of piracy on the basis of the 2006 Indo-U.S. Framework for Maritime Security Cooperation which provides for expanding cooperation in areas such as counter-piracy and littoral security.

Source: Press Information Bureau, India

Almost one hundred Royal Marines have been honing their tactics, with a variety of marine craft including Offshore Raiding Craft and Landing Craft. During the exercise a Royal Navy Lynx and the Patrol Boat HMS Blazer have been in support.

The series of familiarisation exercises taking place are helping to develop the safety and security operation for the River Thames. They have been designed to make sure that everyone has the same level of knowledge about the how the River operates and how the military and MPU tactics work together.

Source: Advance

To date, more than a dozen international conferences have been convened to address this condition. Despite noticeable contributions to assuage some of the calamities, such as the current famine, none of the meetings has amounted to more than contemptuous endorsements of stop-gap political dispensations. These affirmed the worst of an opportunistic Somali lumpen-elite: civic degeneration and a retribalisation of everything in pursuit of personal gain.

The test of the London conference is whether it will be more of the same or mark out a different approach. Many Somalis and their friends fear the signals are discouraging: the invited Somali "stakeholders" represent some of the same factions that have been responsible for blocking the resuscitation of a national spirit.

If the London meeting ends merely with a boring communique that minimises international investment and absolves Somalis from the obligation to bring their best to the arena, it will become the latest in a string of let-downs. This will bring further shame on the international community and, more painfully, continue the catastrophe that has pushed the Somalis to the bottom of global league tables and leave them vulnerable.

What is needed - and desperately voiced by the vast majority of the Somali people - are justice, peace, socioeconomic progress, a democratic and efficacious national state, and a return to the regional and international communities with the dignity that befits a sovereign and civilised nation.

I identify the following as necessary steps for Somalia to move forward.

The state Somalia is in results primarily from the folly and abject failure of its leadership, as well as the derisory efforts of the international actors. If the London meeting is to defy the past, its principles and operational code must include a different type of Somali participant at the table and international actors must prevaricate less and set up higher standards of engagement for themselves. This would give the Somali people hope. It is a very big challenge - and the world is waiting to see if it can be met.

Source: The Guardian

The Annual Offshore Support Journal Conference is the international meeting point for all those involved in offshore support. The conference attracted more than 400 senior industry executives and delegates including 60 shipowner and 35 shipyard representatives.

Chartering Director Hans Knut Skεr Jr, says it is an honour for Solstad to receive this award, and sees it as a confirmation that the environmental efforts of the company has been recognized as an important contribution to the offshore industry,

"The Solstad Green Operations have been a great success, and have given us the possibility to introduce the first Climate Neutral Operations (CNO) of vessels in the offshore industry," says Skaar.

Source: Solstad Offshore

The Directive establishes the technical requirements to inland waterway vessels for operation on all European inland waterways, including the Rhine. RS started preparation for this activity in advance by performing the necessary measures to improve its Rules for the Classification and Construction of Inland Navigation Ships (for European Inland Waterways) and qualification of surveyors involved in surveys of vessels intended for the carriage of passengers and cargo, including dangerous goods, along European inland waterways.

Thus, now RS is officially recognized by European Community as a classification society for both marine and inland waterway vessels.

Source: RS

Captain Northwood writes:

"Eleven pirates on board with automatic weapons and rocket-propelled grenades. All comms on ship are down. Crew safe in engine room and have control of engine and steering. Please help."

This message was contained in a plastic water bottle thrown into the Indian Ocean by a member of the security team on board the Italian Merchant Vessel Montecristo, which the previous day had been boarded by Somali pirates.

Desperate times require desperate measures and, in this age of satellites, radar and computers, calling for help via a message in a bottle certainly qualifies as an act of desperation. The security team had attached a strobe light to the bottle, which, fortunately for the 23 Montecristo crew members, was picked up by a US frigate, De Wert.

Not far from her was our ship, the Royal Fleet Auxiliary Fort Victoria, equipped with a Royal Navy helicopter and Royal Marine boarding teams. We were able to answer the master of Montecristo's plea for help, recapture his ship from the pirates, and return it to him.

The 15 Somalis we detained are now in Italian custody.

Montecristo was lucky; lucky that Fort Victoria could cross 550 miles [885km] of Indian Ocean, the distance from Portsmouth to Edinburgh, before the pirates broke into the crew safe area or 'citadel'. But she also made her own luck.

She was well prepared for her transit of the Indian Ocean with razor wire defences of her upper decks and superstructure. These at least slowed the pirates down as they boarded the vessel and gave the crew and their unarmed security team time to retreat and barricade themselves into the engine room, and wait for help.

The Montecristo incident is the Somali piracy problem and some of its solutions in microcosm.

A year ago Somali pirates were a regular feature in the news. The number of attacks on merchant vessels was in double figures each month and the number of vessels held by the Somalis for ransom had increased to more than 25.

The advent of Somali piracy in 2008 caught people by surprise, and there was a strong sense that nothing could be done to defeat the pirates.

With no obvious solution to the problems of Somalia ashore, the huge distances involved made it difficult for military forces to protect merchant vessels effectively.

To give some idea of scale, in the four months that Fort Victoria was at sea she operated in an area the size of western Europe, patrolling a front 2,300 miles [3,700km] long - the distance from Berlin to Moscow - and steaming a total of 27,000 miles [43,500km].

But something has been done and the past few months have seen a significant reversal of fortunes. Attacks on merchant vessels are down by 80 per cent and today there are only a handful of vessels held captive off the Somali coast.

Most merchant vessels in the Indian Ocean and the Gulf of Aden are now employing armed and unarmed security teams, along with other protection measures. Collectively this description of merchant ship self-protection goes by the mundane name of 'industry best management practice'.

Yet these measures work. In most cases they prevent the pirates successfully boarding vessels. This enables the patrolling naval forces to locate the attacking pirate vessels and detain the Somalis for prosecution. All this has served to set back Somali piracy activity to 2007 levels and to reduce their cashflow significantly.

These are tactical successes that must be viewed in the context of a much bigger strategic picture. They depend on a far wider network of operations involving politicians, commercial shipping and other agencies. When Fort Victoria recently captured 14 Somali pirates we were able to take them to the Seychelles for prosecution. Thanks to the support of the British High Commissioner to the Seychelles and his strong relations with members of its government.

But there is an even bigger strategic picture. The pressure put on pirates by military success has created headroom for those tackling the more intractable issues of governance ashore in Somalia. This week's Somalia Conference in London marks the next stage in restoring calm to the Indian Ocean.

Source: Ministry of Defence

Speaking to newsmen during a familiarization tour aboard the vessel on Monday, Cdr Milliken said they were in Ghana to participate in the Africa Partnership Station (APS) programme, an international security co-operation initiative, aimed at strengthening global maritime partnerships, to improve maritime safety and security on the continent.

He said more than 40 maritime professionals from the Ghana Navy, as well as 10 ship riders from partner nations, including Benin, Cameroon, Gabon, Nigeria, the Republic of Congo and Togo, are beneficiaries of the training programme.

The Commanding Officer said the course participants are being taken through topics in basic first aid and basic damage control.

Source: GNA

"Cargo containers that are part of the global supply chain -- the flow of goods from manufacturers to retailers -- are vulnerable to threats from terrorists [including weapons of mass destruction]," state the government analysts who assembled data for the new report.

It may seem unbelievable to most Americans that the Department of Homeland Security (DHS) that more than ten years after the worst terrorist attack in U.S. history, the vast majority of cargo containers entering the U.S. go unchecked.  Incredibly, it's true and the alarming details are outlined in the GAO report published this week by the Government Accountability Office (GAO), the investigative arm of the U.S. Congress.

The Maritime Transportation Security Act (MTSA) of 2002 and the Security and Accountability For Every (SAFE) Port Act of 2006 required the Department of Homeland Security (DHS) to take actions to improve maritime transportation security.

Also, the Implementing Recommendations of the 9/11 Commission Act of 2007 (9/11 Act) required, among other things, that by July 2012, 100 percent of all U.S.-bound cargo containers be scanned. Within DHS, U.S. Customs and Border Protection (CBP) is responsible for container security programs to address these requirements.

Sadly, the GAO report reveals that the DHS agency responsible for screening cargo, Customs and Border Protection (CBP), still lacks the ability to check 100% of the containers that enter the U.S. through seaports each day. Under the 9/11 Commission Act, all U.S-bound cargo containers must be scanned because they are vulnerable to threats from terrorists and could be used to smuggle nuclear and radiological materials.

To meet the goal, DHS has spent hundreds of millions of dollars on faulty systems that didn't get the job done. In fact, the agency dropped more than $200 million on 1,400 radiation portal monitors that weren't up to the task, according to a blog published by a public-interest group that investigates and exposes government corruption and ineptitude -- Judicial Watch.

"Uncertainty persists over how DHS and CBP will fulfill the mandate for 100 percent scanning given that the feasibility remains unproven in light of the challenges CBP has faced implementing a pilot program for 100 percent scanning," state the GAO investigators.

In addition, the GAO reveals that several years ago it asked Homeland Security officials to perform an analysis to determine whether 100% scanning is even feasible, but the agency hasn't bothered doing it.

Congressional investigators have logically concluded that CBP is "no longer pursuing efforts to implement 100 percent scanning" by the mandatory July 2012 deadline.

The GAO reveals that several years ago it asked Homeland Security officials to perform an analysis to determine whether 100% scanning is even feasible, but the agency never did it. Congressional investigators have logically concluded that CBP is "no longer pursuing efforts to implement 100 percent scanning" by the mandatory July 2012 deadline.

The GAO's findings could not have come at a worst time, on the heels of an international study on maritime trafficking that reveals weapons, drugs and banned missile are regularly smuggled aboard reputable ships owned by major companies in the U.S. and Europe.

As an example it lists the case of weapons traffickers who evaded international embargoes on Iran and North Korea by hiding illegal goods in sealed shipping containers using a tactic pioneered by drug smugglers.

The GAO report concludes: "Uncertainty persists over how DHS and CBP will fulfill the mandate for 100 percent scanning given that the feasibility remains unproven in light of the challenges CBP has faced implementing a pilot program for 100 percent scanning. In response to the SAFE Port Act requirement to implement a pilot program to determine the feasibility of 100 percent scanning, CBP, the Department of State, and the Department of Energy announced the formation of the Secure Freight Initiative (SFI) pilot program in December 2006."

Source: Jim Kouri, Examiner