Category Archives: marine pollution

How the Shipping Industry Gets its Way: pollution from ships

Do not give the regulated power over the regulators, unless you want consumers to lose out and producers to game the system. ..That lesson has been learned in many places around the world. National regulators are increasingly independent of the firms they regulate. But international ones still have further to go—and none further than the specialised agencies of the United Nations, such as the International Maritime Organisation (IMO) for shipping where the interests of the shipping industry are upheld d in several ways. The first is the distribution of voting rights between countries. At the IMO, for example, Panama and Liberia, with populations of just 4m and 4.8m respectively, can automatically get seats on its decision-making body as they have the world’s biggest merchant fleets.

The second is the assignment of those voting rights by individual countries. Remarkably, many governments have handed voting rights to private-sector firms… At the IMO least 17 countries have assigned their voting rights to flag registries operated by private firms, reckons Transparency International, an anti-corruption group; that adds up to about a tenth of delegates. At an IMO environmental-committee meeting in 2017, almost a third of countries were represented, at least in part, by business interests.

The third way in which producer interests are protected is through a spectacular lack of transparency. The agenda of the IMO’s council in November 2018 in London is available only to those with a password. Journalists are forbidden to report what delegates say or how they vote. There are no rules on the suitability or conflict of interests of delegates. In 2014 St Lucia appointed a Saudi billionaire without previous shipping experience as its IMO representative; a court in London judged in 2016 that the appointment was obtained in order to gain diplomatic immunity against divorce proceedings. There are no limits on the amount of gifts that can be showered on representatives. Goodies put on top of desks at an IMO assembly meeting last year were so heavy that they broke 137 sets of headphones underneath.

Such swampiness matters. The IMO is responsible for limiting emissions from ships, which were excluded from the Paris climate deal.   Some countries are interested in reform. At the imo council meeting this week Australia proposed allowing journalists to report on its meetings as a first step. The Marshall Islands has taken back some of its votes from the private firm that runs its flag registry. But more radical change is needed. Countries should send civil servants, not private actors, as their representatives. The un’s rules on conflicts of interest should be imposed. And voting rights should be allocated with the interests of consumers in mind. These lessons have been widely absorbed within borders. They ought to cross them, too

Excerpts from UN Regulatory Bodies: Agency Problems, Economist, Nov. 24, 2018, at 15

Cleaning Up Dirty Shipping

Making shipping cleaner is made more urgent by the decision of the International Maritime Organisation (IMO), the United Nations body responsible for the world’s shipping, to reduce the amount of sulphur allowed in bunker fuel from 3.5% to 0.5% by 2020. Sulphur is nasty stuff. When burned, it forms sulphates, which cause acid rain and pollute the air. A paper published in February 2017 in Nature Communications, by Mikhail Sofiev of the Finnish Meteorological Institute, found that the imo’s new rule could stop between 139,000 and 396,000 premature deaths a year.

The trouble is that sulphates also scatter sunlight and help to form and thicken clouds, which reflect solar radiation away from Earth. As a result, shipping is thought to reduce rather than increase man-made global warming—by 7% throughout the 20th century, according to one study. Dr Sofiev’s research showed that this cooling effect could fall by 80% after 2020, with the new low-sulphur standard in place…

The obvious way to offset the loss of sulphur-related cooling is by steep cuts to shipping’s planet-cooking carbon-dioxide emissions. The IMO wants these to fall by half, compared with 2008 levels, by 2050, regardless of how many vessels then ply the seas. But unlike desulphurisation, which is both imminent and legally binding, the CO2 target looks fuzzy and lacks any enforcement mechanism. An attempt to begin fleshing it out, at a meeting of  IMO member states which concluded in London on October 26, 2018 foundered.

One way to cut fuel consumption is to reduce drag by redesigning hulls and propellers. This is happening. In the past five or so years many ships’ propellers have been fitted with tip fins analogous to the turbulence-reducing upturned winglets on aeroplanes.  Further percentage points can be shaved away by smoothing hulls. This means, in particular, stopping barnacles and other creatures growing on them. Tin-based antifouling paints are now banned as toxic to sea life, so paintmakers are returning to an 18th-century solution to the fouling problem—copper.   Hulls can be scraped smooth, too, but restrictions on littering waters with paint chips and species from foreign parts have made such cleaning problematic. This may change, though, thanks to an underwater drone described by its Norwegian maker, ecosubsea, as “a cross between a vacuum cleaner and a lawnmower”. Rather than scour hulls with a metal brush, ecosubsea’s robots blast water at an angle almost parallel with the hull’s surface, which mostly spares paint from abrasion but hits marine growth perpendicularly, and thus hard. 

Many have hopes of returning to wind propulsion, and engineers have devised various modern versions of the sail. None has yet succeeded. A system developed by SkySails, a firm in Hamburg, for example, relied on kites to pull ships along. It was installed on five ships from 2008-11, but proved fiddly to use and maintain…

Some hope to cut marine emissions by employing batteries and electric motors. For transoceanic shipping this looks a long-shot. But local shipping might benefit. Norway, for instance, has started to introduce battery-powered ferries. And a Dutch company called Port-Liner is building electric canal barges for transporting shipping containers. The technology is expensive. Without taxpayer subsidy it would hardly be a runner—a fact also true of the Norwegian ferries.

The problem of shifting emissions around rather than eliminating them also applies to the idea of powering ocean-going vessels using fuel-cells. These generate electricity by reacting hydrogen and oxygen together. Given that electric propulsion more usually disguises emissions than eliminates them, some suggest the most practical approach to reducing shipping’s contribution to global warming is to switch to low-carbon fuel systems rather than conducting a futile search for no-carbon fuels. One alternative is diesel-electric propulsion.  Liquefied natural gas (lng) is another option. 

Excerpts  from Marine Technology of the Future: In Need for a Cean Up, Economist,  Nov. 3, 2018, at 75

Sucking the Life out of Deep Sea

Those involved in deep-sea mining hope it will turn into a multi-billion dollar industry. Seabed nodules are dominated by compounds of iron (which is commonplace) and manganese (which is rarer, but not in short supply from mines on dry land). However, the nodules also contain copper, nickel and cobalt, and sometimes other metals such as molybdenum and vanadium. These are in sufficient demand that visiting the bottom of the ocean to acquire them looks a worthwhile enterprise. Moreover, these metals seldom co-occur in terrestrial mines. So, as Kris Van Nijen, who runs deep-sea mining operations at Global Sea Mineral Resources (gsr), a company interested in exploiting the nodules, observes: “For the same amount of effort, you get the same metals as two or three mines on land.”

Though their location several kilometres beneath the ocean surface makes the nodules hard to get at in one sense, in another they are easily accessible, because they sit invitingly on the seabed, almost begging to be collected. Most are found on parts of the ocean floor like the Clarion Clipperton Zone (ccz), outside the 200-nautical-mile exclusive economic zones of littoral countries. They thus fall under the purview of the International Seabed Authority (isa), which has issued 17 exploration licences for such resources. All but one of these licences pertain to the ccz, an area of about 6m square kilometres east-south-east of Hawaii.

The licensees include Belgium, Britain, China, France, Germany, India, Japan, Russia, Singapore and South Korea, as well as several small Pacific island states. America, which is not party to the United Nations Convention on the Law of the Sea that established the isa, is not involved directly, but at least one American firm, Lockheed Martin, has an interest in the matter through a British subsidiary, uk Seabed Resources. And people are getting busy. Surveying expeditions have already visited the concessions. On land, the required mining machines are being built and tested. What worries biologists is that if all this busyness does lead to mining, it will wreck habitats before they can be properly catalogued, let alone understood.

 Some of the ccz’s creatures stretch the imagination. There is the bizarre, gelatinous, yellow “gummy squirrel”, a 50cm-long sea cucumber with a tall, wide tail that may operate like a sail. There are galloping sea urchins that can scurry across the sea floor on long spines, at speeds of several centimetres a second. There are giant red shrimps, measuring up to 40cm long. And there are “Dumbo” octopuses, which have earlike fins above their eyes, giving them an eerie resemblance to a well-known cartoon elephant…Of 154 species of bristle worms the surveyors found, 70% were previously unknown. 

the Whale fossils, sea cucumbers and shrimps are just the stuff that is visible to the naked eye. Adrian Glover, one of Dr Amon’s colleagues at the Natural History Museum, and his collaborators spent weeks peering down microscopes, inspecting every nook and cranny of the surfaces of some of the nodules themselves. They discovered a miniature ecosystem composed of things that look, at first sight, like flecks of colour—but are, in fact, tiny corals, sponges, fan-like worms and bryozoans, all just millimetres tall. In total, the team logged 77 species of such creatures, probably an underestimate.

Inevitably, much of this life will be damaged by nodule mining. The impacts are likely be long-lasting. Deep-sea mining technology is still in development, but the general idea is that submersible craft equipped with giant vacuum cleaners will suck nodules from the seafloor. Those nodules will be carried up several kilometres of pipes back to the operations’ mother ships, to be washed and sent on their way.

The largest disturbance experiment so far was carried out in 1989 in the Peru Basin, a nodule field to the south of the Galapagos Islands. An eight-metre-wide metal frame fitted with ploughs and harrows was dragged back and forth repeatedly across the seabed, scouring it and wafting a plume of sediment into the water…. The big question was, 26 years after the event, would the sea floor have recovered? The answer was a resounding “no”. The robots brought back images of plough tracks that looked fresh, and of wildlife that had not recovered from the decades-old intrusion.

Conservation and seabed minerals: Mining the deep ocean will soon begin, Economist, Nov. 10, 2018

Crabs in Radioactive Seas: Kara Sea

The Soviet Union during the 1960s and 70s dumped several hundred containers with solid radioactive waste in the Blagopoluchie Bay in Novaya Zemlya. Back then, these waters were covered with ice overwhelming parts of the year.  Today, that is quickly changing. The bay located in the northern part of the Russian Arctic archipelago is now ice-free increasing parts of the year. With the retreating ice follow new species.

Researchers from the Russian Shirshov Institute of Oceanology have comprehensively studied the eco system of the bay for several years. Among their key findings is a quickly growing number of snow crabs. In this year’s research expedition to the remote waters, the researchers were overwhelmed by the numbers. According to the institute, the crab invasion can be described «as avalanche».

The number of crabs in the area is now estimated to almost 14,000 per hectare, the institute informs. With the help of underwater photo and video footage, the researchers have studied how the crab expansion is leading to a other reduction in other marine life on the sea bottom.    A further spread in the other parts of the Kara Sea is imminent, and the Russian Fisheries Agency (Rosrybolovstvo) believe that the Kara Sea will ultimately become an area with commercial crab fishing.

But Kara seas is a major nuclear waste dump…No major leakage from the radioactive materials have so far been registered.  Soviet authorities are believed to have dumped about 17,000 containers with solid radioactive wastes in Arctic waters and primarily in the Kara Sea. More than 900 containers are located on the bottom of the Blagopoluchie Bay. Also a number of reactor compartments were dumped, as well as three nuclear subs and other nuclear materials.

Exceprts from Atle Staalesen, Arctic crab invasion comes to nuclear waste graveyard, the Barents Observer, Nov. 26, 2018

Future of Green Life Depends on a Toilet

Innovator Cranfield University, U.K.: Putting down the toilet lid activates a dry flush. The motion turns a set of gears that drop feces and urine into a pan, where they are separated and either combusted into ash that can be thrown away or filtered into clean water that could be used to water plants, for instance, though not drinking. It was one of the few completely standalone toilets at the expo, able to function without links to water, sewer or electric lines.

The Innovator: Helbling Group, Switzerland: Helbling’s self-contained toilet system
Similar to other models, this toilet is a mostly self-contained system that transforms waste into clean water and a form of charcoal. But its makers, who were contracted by the Gates Foundation to develop this model, also had modern design in mind: A sleek, black-and-white prototype includes a touchpad for the flush and a container that can be detached to dump out excess water. While it doesn’t have to connect to water or sewer lines, one limit is that the model still needs electricity from an outside source

Sedron Technologies makes the Janicki Omni Processor, a small-scale waste-treatment plant that can filter wet fecal matter so thoroughly that the resulting water is not only free of bacteria and viruses but also safe for drinking. At its highest capacity the plant can manage waste for up to 500,000 people, the same range as two other plants featured at the expo. A trial has been running in Dakar, Senegal, over the past three years to identify and fix technical problems.

Excerpts  from Flush With Ideas: Bill Gates Pursues the Toilet of the Future, WSJ, Nov. 9, 2018


Restoring Species: ocean iron fertilization

Thought-Provoking Article by Randall S. Abate, Florida Agricultural and Mechanical University,Ocean iron fertilization (OIF) is a new and controversial climate change mitigation strategy that seeks to increase the carbon-absorbing capacity of ocean waters by depositing significant quantities of iron dust into the marine environment to stimulate the growth of phytoplankton blooms. The photosynthetic processes of these blooms absorb carbon from the atmosphere and sequester it to the ocean floor. OIF has been criticized on several grounds. including the foreseeable and unforeseeable adverse consequences it may cause to the marine environment….

Notwithstanding these challenges, OIF recently has produced a valuable benefit unrelated to its carbon sequestration purpose. In 2012, the Haida indigenous community in Canada conducted an OIF experiment that sought to restore its decimated supply of Pacific Northwest salmon stocks, upon which the Haida community relies for subsistence and self- determination. The experiment significantly increased salmon stocks within the span of one year. This Article addresses whether indigenous communities like the Haida in the U.S. Pacific Northwest region could assert a legal right to employ such a strategy in the future to help restore and maintain a cultural food source that has been depleted in part due to climate change impacts. 

Recommended Citation
Randall S. Abate, Ocean Iron Fertilization and Indigenous Peoples’ Right to Food: Leveraging International and Domestic Law Protections to Enhance Access to Salmon in the Pacific Northwest, 20 UCLA J. Int’l L. & For. Aff. 45 (2016).

See also the Haida Salmon Restoration Corporation

The 500 Cases of Marine Pollution

An international law enforcement operation against maritime pollution has revealed hundreds of violations and exposed serious cases of contamination worldwide.  Codenamed 30 Days at Sea, the month-long (1-31 October) operation saw some 276 law enforcement and environmental agencies across 58 countries detect more than 500 offences, including illegal discharges of oil and garbage from vessels, shipbreaking, breaches of ship emissions regulations, and pollution on rivers and land-based runoff to the sea.  More than 5200 inspections have resulted in at least 185 investigations, with arrests and prosecutions anticipated.

“Criminals believe marine pollution is a low-risk crime with no real victims.  This is a mistake and one which INTERPOL and our partners are addressing as demonstrated by this operation,” said INTERPOL Secretary General Jürgen Stock.  Cases of serious contamination included the dumping of animal farm waste in Philippine coastal waters where local communities collect shellfish and children play.  In Germany, a vessel discharged 600 litres of palm oil into the sea. Ghana uncovered gallons of waste oil in large bottles thought to be illegally dumped at sea.  Authorities prevented an environmental disaster in Albania by securing waters around a sinking vessel containing some 500 litres of oil. Similarly, the pollution threat resulting from the collision of two ships in French waters was contained thanks to preventive action during the operation.

Innovative technologies permitted authorities to detect offences, including the use of satellite images (in Argentina and Sweden), aerial surveillance (Canada and Italy), drones (Nigeria, Indonesia and Pakistan) and night vision cameras.

Excerpt from Marine pollution crime: first global multi-agency operation, Interpol Press Release, Nov. 13, 2018