15 November 2017

Indonesia, UK Cooperate to Sponsor Young Researchers

Jakarta. Indonesia must increase investment in research and innovation to increase its future competitiveness and tap into its economic potential, British Ambassador Moazzam Malik said during an event in Jakarta last week.

"Indonesia will need to increase investments in research and innovation, while also fostering partnerships between local and international research institutions to increase the quality and capability of Indonesian research," Malik said.

He added that this is crucial for Indonesia to compete in the future, especially because funds dedicated for research and innovation in the country are still relatively scarce.

In Indonesia, the United Kingdom has invested £18 million ($23.6 million) through the Newton Fund program to support researchers until at least 2021.

The Newton Fund promotes economic development and social welfare in developing countries, primarily focusing on strengthening local science and innovation capacity and supporting it by providing access to UK expertise and research facilities.

The investment was matched by £6 million (US$7.8 million) by the Ministry of Research, Technology and Higher Education, the Indonesian Endowment Fund for Education (LPDP) and the Indonesian Institute of Sciences (LIPI).

"This program is not an aid program, but a cooperation […] I believe in working together and succeeding together, and this is one such example. The British government is committed to invest and support Indonesia’s development," Malik said.

The Jakarta Globe spoke to participants of the program, some of whom will be doing research on bio-fuels at one of the world’s most advanced scientific facilities, the Rutherford Appleton Laboratory in Oxford, England.

"This is a privilege for us because Rutherford Appleton are equipped with big facilities that we don’t currently have in Indonesia. We are hoping that through our research, cooperation and collaboration, our ongoing research will improve in quality and be more optimized so that we can further develop them in Indonesia," said Indri Badria Adilina, a LIPI researcher at the institute's research center for chemistry.

Indri and her team will begin her research at Oxford next year, and the program is expected to continue for at least four years.

As for Siti Fariya, a junior lecturer at the Technological Institute Adhi Tama Surabaya (ITATS), the Newton Fund is funding her pursuit to obtain a doctorate degree at the University of Strathclyde in Glasgow, Scotland, where she plans to conduct research on ship recycling.

The shipping industry has long played an important role in bolstering the national economy of Indonesia, an archipelago nation.

However, Siti discovered through her research that most ships in Indonesia operate far beyond their age restrictions set by regulators such as the International Maritime Organization (IMO).

"Ships older than 25 years are generally required to go through recycling. However, Indonesia doesn’t have the appropriate facilities to conduct this yet," Siti said.

At Strathclyde, Siti will conduct research on developing a concept ship recycling yard in Indonesia.

Source: Jakarta globe. 14 November 2017

ICS And CMI Update Campaign On Maritime Treaty Ratification

The International Chamber of Shipping (ICS) Рwhose member national shipowner associations represent over 80% of the world merchant fleet, and the Comit̩ Maritime International (CMI) Рthe international association for maritime lawyers, have released an updated brochure to promote the importance of governments ratifying international maritime conventions, especially those adopted by the UN IMO.

The aim of the brochure ‘Promoting Maritime Treaty Ratification’ is to encourage more widespread ratification of some key maritime instruments that would benefit from a greater level of global acceptance. This includes a number of important instruments which have not yet received adequate ratifications from governments to enter into force globally.


The new campaign particularly focuses on three key IMO instruments: the Hong Kong Convention on ship recycling; the 2003 Protocol to the 1992 Civil Liability and Fund Conventions concerning oil spill compensation; and the 2010 Protocol to the HNS (liability) Convention.

“While the slow pace of ratification of these crucial IMO instruments remains disappointing, there is now some cause for optimism.” explained ICS Chairman, Esben Poulsson.

“In particular, the Hong Kong Convention on ship recycling has been ratified by the world’s largest flag State, Panama, having previously been ratified by Belgium, Denmark, France and Norway. Turkey, a major ship recycling nation, is also expected to ratify soon. But other IMO Member States now need to build on this momentum or else be faced with the confusion likely to be caused by unilateral or regional regulation.”

CMI Secretary General, Rosalie Balkin, added “We are pleased to again be co-operating with ICS on this important campaign, which we hope will enhance the profile of some important IMO instruments that are sometimes overlooked.”
The new brochure, which can downloaded from the ICS and CMI websites, also highlights a number of other conventions that require wider ratification, including the IMO Ballast Water Management Convention, which entered into force in September, and the ILO (Revised) Seafarers’ Identity Documents Convention.
The brochure also promotes several other instruments that address international liabilities and compulsory insurance cover for ships.

ICS and the CMI continue to emphasise that shipping is an inherently global industry reliant on global regulatory frameworks to operate efficiently. The alternative would be a plethora of regional or unilateral regulations, which would lead to chaos within the international shipping industry while hindering the smooth flow of global trade.

Source: hellenic shipping news. 14 November 2017

Chittagong Ship breaking worker falls to death

A ship breaking worker died after falling off a ship at Sitakunda in Chittagong yesterday morning.

Mohammad Mizan, 28, of Barisal sadar, died on the spot after he fell off of a ship during working at ship breaking yard of Fahim Enterprise in Kumira, said duty officer at Chittagong Medical College Hospital police outpost. The body was kept in the CMCH morgue.

Source: the daily star. 15 November 2017

Avoiding the Watery Grave: How to Recycle Fiberglass Boats


Boating is a major industry in the U.S., with millions of boat owners — and millions more who rent, borrow or charter boats throughout the year.

In fact, there are an estimated 12.1 million registered boats in the U.S., as of 2015, with 95 percent of those being small watercraft under 26 feet in length.

The average boat has a lifespan of 30 to 40 years. So what happens to the boats that are ready for retirement?

Can Boats Be Recycled?
While fiberglass boats first appeared in the 1940s, they didn’t really take off until the 1960s. These new, easily manufactured boats made it easier for a middle-class person to afford a boat of their own. This led to a boom in boat sales in the 1960s and 1970s.

Unfortunately, many of these boats are now reaching the end of their lives and are ready for disposal. It is believed that there are 35 to 40 million boats around the world nearing their end of life. Sadly, many of these boats are not being disposed of in a sustainable manner.

Boats, like cars, are made of a variety of materials. Unlike boats, however, cars have been designed with considerable thought on end-of-life disposal. Nearly every part of a car can now be taken apart and recycled. Boats, on the other hand, weren’t designed with disposal in mind.

Most boats from the past 50 years were made using fiberglass. While this material is incredibly durable, it’s also quite difficult to recycle. In fact, until recently, recycling fiberglass wasn’t even possible.

Due to scientific advancements in fiberglass recycling, boat recycling is finally becoming a possibility. Yes, boats can be recycled, but it is no simple task.

How Do You Recycle a Boat?
If you have a boat today that you’d like to recycle, here’s what you should do. First, is the boat still seaworthy? If so, you can, of course, sell it. You can also attempt to donate it. Yacht World has an excellent guide to donating your old boat to charity. If your boat isn’t seaworthy anymore, disposal is the best option.

Disposal options vary from location to location, so talk with your local marina to find out what options are available near you. Some areas have a boat salvage yard that will take your old ship and dismantle it, and sell off any parts in working condition. They will also take care of removing hazardous fluids and disposing of the fiberglass body.

In many cases, though, the only available option is to send a boat to a landfill. When a boat is sent to a landfill, it must first have hazardous fluids, like oil, removed. If you are unable to do this yourself, reach out to a local boat shop to see if they provide this service.

Next, you should check to see if you can sell any of the components. While the vessel may no longer be seaworthy, the engine may still be of value, as well as other electronics and components of the ship. You can sell these online or check to see if local boat shops will purchase them. Most landfills will also charge a fee based on the weight of the ship, so be sure to call ahead to make sure they accept boats, and to find out what you need to do to the ship beforehand. Once the boat has been transported to the landfill, it will generally be ripped up and buried along with the rest of the garbage. Landfilling a boat is perhaps the worst option, next to abandoning or sinking it. Abandoning your boat, or intentionally sinking it, can lead to huge fines.

Some areas of the U.S. have boat recycling and disposal programs. California has one of the best programs in the country. The Vessel Turn-In Program allows boat owners to turn in their boat to a local agency. They will then dispose of your boat properly. While these programs are costly, they can reduce the number of abandoned boats in marinas.

Unfortunately, for most boat owners in the U.S., landfills and salvage yards are the only real options for disposing of their old vessel. That should begin to change in the coming years.

The Future of Boat Recycling
The cross-linking of polyester and fiberglass is what makes boat hulls so strong. However, this also makes it extremely difficult to separate the components for recycling. While it could be shredded and used as filler, this solution isn’t ideal. In a collaboration, Norwegian recycling company Veolia, SINTEF Materials and Chemistry, and several other companies joined together to see if they could figure out a way to recycle old ship hulls. After a significant amount of research, SINTEF has created a way to separate the polyester and fiberglass at impressive rates.

While the exact process isn’t shared, it goes something like this: the fiberglass/polyester hull is soaked in a material at a high temperature. The chemical mixture dissolves the bond, making it possible to then recycle. The process isn’t perfect yet, but this is a huge step toward recycling old boats rather than sending them to a landfill.

Some boating manufacturers have taken a hint from the auto industry and begun to design their boats with recycling in mind. While small steps like this don’t solve the current issue, they are improvements worth applauding. As the boating industry continues to search out more sustainable solutions, we should begin to see new options appear across the U.S.

Source: earth911. 14 November 2017

14 November 2017

One year later and no lessons learned at Gadani as ACES is set aflame - again!

Brussels, 9 November 2017 - Shipbreaking plot no. 54 in Gadani, Pakistan, was sealed off yesterday after a massive fire broke out on-board the ship ACES (IMO 8021830). This is the same floating oil production tanker that blew up on 1 November last year – an explosion that caused the death of 31 workers and seriously injured at least another 58 workers. Fortunately, reports seem to indicate that no workers got caught in the flames of yesterday’s fire on the ACES.


After having been left untouched and unbroken in the same yard since last year’s catastrophic explosion, the Pakistan Department of Environment gave permission last week for the continued breaking of the ACES. Shockingly, on the very first day that the breaking commenced, a massive fire broke out again as the oil residues inside the tanker had not been removed. While there have been no reported fatalities or injuries as a result of the fire, yesterday’s event goes far in demonstrating the Pakistani Government’s negligent attitude towards workers’ rights and safety, as well as enforcing proper environmental standards.

“Clearly, no lessons have been learnt from the series of tragedies that have hit Gadani in the last year”, says Dr Muhammad Irfan Khan, member of the NGO Shipbeaking Platform’s Board. “More investments are sorely needed to ensure institutional capacity build-up. For the industry to be allowed to continue operating in Pakistan, authorities need to guarantee the protection of shipbreaking workers and the enforcement of existing environmental regulations”, he adds.

Following the major blast on 1 November 2016, dubbed the worst tragedy in shipbreaking history and caused by several gas cylinder explosions, workers have over and over rallied in Gadani to protest against the deplorable working conditions and the lack of Government support in enforcing safety and occupational health laws. Evidently, by authorising the breaking of the ACES to commence again, without having even ensured that the tanks were cleaned, Pakistani authorities blatantly ignore workers’ calls as yards are allowed to return to business as usual and perpetuate the industry’s violent legacy.

The appalling working conditions at Gadani are well-known, yet European ships are still being sold to Pakistan for breaking. In the third quarter of 2017 alone, seven ships - five German, one Greek, and one Norwegian - were sold to the Gadani beach for breaking.

“It is shameful that European ship-owners benefit from a situation where worker’s lives are continuously put at risk. Unless the yards are moved to industrial platforms away from the tidal beach where the safety of workers and the containment of pollutants can be ensured, we do not recommend the breaking of ships in Pakistan”, says Ingvild Jenssen, Director of the NGO Shipbreaking Platform. “How many more accidents and deaths at the Gadani beach is the global shipping industry ready to accept?”, she adds.

Following yesterday’s fire, the Deputy Commissioner of Hub District – Mr. Mangal – set up an inquiry committee to look into to the EPA approval to resume breaking of the ACES and sealed the shipbreaking yard where it is beached. The Platform urges the Government to ensure that end-of-life ships are dismantled in safe and clean ship recycling facilities off the beach. Only then will safe working conditions and the protection of the coastal environment from pollution be safeguarded.

CONTACT
Ingvild JENSSEN
NGO Shipbreaking Platform
Executive Director and Founder
Tel.: +32 (0)2 6094 419


Source: NGO Shipbreaking Platform. 09 November 2017