25.08.2009 Helsinki, 24 August (HELCOM Information Service) - The number of deliberate, illegal oil discharges from ships annually observed by national surveillance planes, as well as satellites over the Baltic Sea area has decreased by more than 10% over the past year, and by more than 55% since 1999, according to a HELCOM study released today in Helsinki. According to the national annual reports provided by the Member States to HELCOM, 210 illicit oil spills were detected during a total of 4,603 hours of surveillance flights conducted by the coastal countries over the Baltic Sea during 2008, compared to 238 discharges during a total of 3,969 air patrol hours in 2007, and 236 discharges observed during 5,128 air patrol hours in 2006.This is one of the lowest numbers since 1999, when 488 discharges were detected during 4,883 air patrol hours. “The number and size of detected oil spillages in the Baltic Sea has been decreasing over the past years, even though the density of shipping has rapidly grown and the aerial surveillance activity in the countries has been substantially improved,” says Monika Stankiewicz, HELCOM’s Maritime and Response Professional Secretary. “We attribute this to the success of the complex set of measures known as the Baltic Strategy to prevent illegal discharges of oil and waste into the sea which the HELCOM countries have been implementing since the 1990s.” Deliberate oil discharges from ships have been regularly observed during surveillance flights over the Baltic Sea since 1988. One of the peak years was 1989, when 763 spills were detected during 3,491 flight hours. Since 1999 the number of discharges has been steadily decreasing. In 2008, most of the illegal oil discharges were detected along major shipping routes. 182 (87%) of the oil discharges detected in 2008 were smaller than one cubic metre, and of these oil spills as much as 148 were even smaller than 0.1 cubic metre or 100 litres. No confirmed oil spill was over 10 cubic metres in size and the total estimated volume of oil spills observed in 2008 amounted to 64 cubic metres. In 2007, there were four discharges of over 10 cubic metres, and the total estimated volume of oil spills amounted to 125.4 cubic metres. In the vast majority of cases of detected illegal discharges polluters remain unknown. In 2008, out of the total number of confirmed illegal discharges as much as in 21 cases (10%) the polluters were identified, which is 14 more than in 2007. Regular aerial surveillance flights have contributed significantly to the decrease in discharges, as ships are aware that their illicit polluting activities can be detected. The HELCOM aerial surveillance fleet today consists of more than 25 airplanes and helicopters, many of which are equipped with remote sensing equipment such as side-looking airborne radar (SLAR), infrared (IR) and ultraviolet (UV) cameras, photo and video equipment. HELCOM also uses satellite surveillance to detect illegal polluters. Satellite images are provided by the CleanSeaNet (CSN) satellite service of the European Maritime Safety Agency. In 2008, 608 satellite images were delivered to the Baltic Sea countries, indicating 413 possible oil slicks, of which 46 were eventually confirmed as being oil. Satellite images can indicate “candidates” for oil spills at sea, which can be further on verified on location by a vessel or aircraft. Both aerial and satellite surveillance have contributed to the enforcement of the Baltic Strategy. The main objectives of the Strategy, which was operationalized by the HELCOM Ministerial Meeting in 1998, are to ensure ships' compliance with global and regional discharge regulations, and to eliminate illegal discharges into the sea of all wastes from all ships, and thus prevent pollution of the Baltic Sea. Another objective is to ensure the environmentally sound treatment of ship-generated wastes when these wastes have been delivered to port reception facilities ashore. A blanket ban today covers all discharges into the Baltic Sea of oil or diluted mixtures containing oil in any form, including crude oil, fuel oil, oil sludge, or refined products. This prohibition stems from the international designation of the Baltic Sea as a “special area” under the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78). To uphold this prohibition, HELCOM requires all ships, with a few exceptions, to deliver all such oily wastes to reception facilities before leaving port. To further encourage delivery, the countries bordering the Baltic Sea have agreed that ships should not be charged for using such reception facilities, under the “no-special-fee” system. Costs are instead recovered from general harbour fees or general environmental fees. The increased amounts of wastes now being delivered to the Baltic Sea ports illustrate that more and more ships are delivering their oily wastes to port reception facilities rather than illegally discharging them into the Baltic Sea. 06.08.2009 U.S. Secretary of Transportation Ray LaHood and Philippines Department of Foreign Affairs Secretary Alberto Romulo have signed the first joint nonbinding Memorandum of Cooperation between the two nations to address the piracy issue. The memorandum was signed in the presence of President Gloria Arroyo of the Republic of the Philippines during her recent visit to Washington, D.C. Piracy is of deep concerns to both nations, since many U.S. vessels have been threatened by these activities, and the Philippines is the world's largest supplier of seafaring labor. The agreement calls upon both nations to develop best practices to enhance vessel security, conduct drills to ensure seafarers are prepared to respond to acts of piracy, and share information. The two nations will also examine ways to strengthen legislation and regulations to address the piracy problem. 04.08.2009 Hansa Stavanger is released HANSA Stavanger, the German boxship held by Somali pirates since April, has been released. European Union naval forces have confirmed that all remaining pirates have vacated the vessel and it is now being escorted by an unspecified EU naval vessel. Further details about the location of either vessel or their destination were not immediately available due to security issues. EU Naval forces could not confirm reports that a warship had been monitoring the situation for several days. Earlier unconfirmed reports suggest that ransom payments totaling $2.7m were made early on Monday morning with the majority of the cash being dropped onto the vessel by private plane and the remainder paid into a bank account in Kenya. Hansa Stavanger’s owners were not immediately available for comment. The German-flagged boxship was captured about 400 miles (645 km) off the southern Somali port of Kismayu on April 4. 03.08.2009 Hansa Stavanger to be freed shortly HANSA Stavanger, the German boxship held by Somali pirates since April, is expected to be released shortly, according to unconfirmed media reports.  Somali pirates holding the 1,550 teu vessel with five Germans, three Russians, two Ukrainians and 14 Filipinos on board have received a $2.7m ransom and are counting it before releasing the ship, a pirate told Reuters by phone from Haradhere.  “We have taken $2.7m ransom for Hansa, a German ship. We are now dividing the money. We shall get down (off the ship) soon.”  The German-flagged boxship was captured about 400 miles (645 km) off the southern Somali port of Kismayu on April 4.  The release of the 20,000 tonne ship, owned by Hamburg shipping company Leonhardt & Blumberg, was expected last week but it was delayed after the pirates reportedly demanded a higher ransom.  The vessels owners refused to confirm or deny the reports that a ransom payment had been made. 03.08.2009 Legislation to protect mariners' right of self defense against acts of piracy was unanimously approved by the House Transportation and Infrastructure Committee today. The United States Mariner and Vessel Protection Act (H.R. 3376) was introduced by U.S. Rep. Frank LoBiondo (R-NJ), the Coast Guard and Maritime Transportation Subcommittee Ranking Republican. "Over the past year, there has been a significant increase in the rate of piracy in the Gulf of Aden and off the coast of Somalia," LoBiondo said. "The U.S.-flagged vessels MAERSK ALABAMA and LIBERTY SUN were attacked, but due to the heroics of their crews and the U.S. Navy, no American lives were lost." In order to prevent future attacks, vessels are operating at a higher security posture and many operators are examining the use of armed security teams on board. In hearings before the Coast Guard and Maritime Transportation Subcommittee, representatives from all segments of the maritime community shared concerns that, while the provision of armed personnel was necessary to safeguard a vessel's crew and cargo, the arming of a vessel may potentially expose vessel operators and crew to increased liability for actions taken in defense of the ship. Under the bill, mariners who use force and individuals who authorize the use of force to defend a vessel against pirate attack would be shielded from liability for damages or injuries that result from their defensive actions. "This common-sense legislation is a necessary step in empowering U.S.-flagged vessels to fully protect their crews and cargo," LoBiondo added. The bill also directs the United States to negotiate international agreements through IMO to provide similar exemptions from liability in other countries for the use of force by mariners and vessel owners, operators and masters. The bill is cosponsored by Transportation and Infrastructure Committee Republican Leader John L. Mica (R-FL), U.S. Rep. Don Young (R-AK) and U.S. Rep. Howard Coble (R-NC), as well as Coast Guard Subcommittee Chairman Elijah Cummings (D-MD). 23.07.2009 REDUCING carbon dioxide emissions from ships will be the crucial hurdle for the shipping industry in the fight against global warming, according to a report presented this week at the International Maritime Organization. CO is the most important greenhouse gas that ships emit. “Both in terms of quantity and of global warming potential, other GHG emissions from ships are less important,” the IMO’s second greenhouse gas study stated.  International shipping was estimated to have been responsible for 2.7% of the global emissions of carbon dioxide in 2007, according to the report presented during deliberations on climate change at the Marine Environment Protection Committee. It reported that international shipping, defined as for ships over 400 gt, emitted 870m tonnes of CO2.  The study stated that if no policies for dealing with the issue are introduced, ship emissions could grow by 150% to 250% by 2050, but if technical and operational measures are taken, emission rates could be reduced by 25% to 75%.  23.07.2009 THE International Bunker Industry Association has warned shipowners and crew that some marine fuel suppliers are failing to follow Marpol requirements on sulphur content. IBIA said some suppliers are failing to put authentic sulphur content information on bunker delivery receipts, endangering the health of ship engines.  “Knowing the sulphur content of the fuel to be used is essential to engine efficiency and overall safety,” IBIA chief executive Ian Adams said.  “It is necessary to remain within the specific requirements applicable in emissions control areas. The sulphur content of the fuel should always be clearly stated on the bunker delivery receipts.”  He said ship’s chief engineers should be more vigilant in studying the sulphur information and then using the appropriate cylinder oil feed rate.  The biggest issue could be from ports that only have low sulphur fuels available, such as in South American, West African and some Canadian ports, where the incorrect sulphur content data could be given out.  “Some ports only have residual fuels with sulphur content of less than 1.0% readily available,” Mr Adams said.  “If a BDR has the sulphur reported as less than 4.5% and yet the sulphur content is known to be less than 1.5%, some administrations may still not consider this fuel compliant for ECA operations.”  In these cases, a ship’s chief engineer may not put in the correct engine oil for the marine fuel being used. 23.07.2009 GERMAN-owned general cargoship Victoria, captured by Somali pirates last May, was released on Saturday morning, according to a statement from the European Union’s Maritime Security Centre Horn of Africa.  Pirate sources are reportedly claiming that a ransom of $1.8m was paid to secure the release of the 2004-built, 10,653 dwt vessel. Witnesses say that the captors fired in the air in celebration as the money was delivered by a tug.  Victoria, which was bound for Jeddah laden with rice at the time of its hijack in early May, is flagged in Antigua and Barbuda, and is understood to have a crew of 11 people on board, all of them Romanian nationals.  According to the Lloyd’s MIU database, the ship is associated with Haren (Ems)-based company Intersee Schiffahrts-Gesellschaft.  A statement on the MSCHOA website said two warships, the German frigate Brandenburg and the Greek frigate Nikiforos Fokas, assisted the ship heading north. The master and all crew members are said to be well and not to have required medical assistance.  Somali pirates are still holding hostage one other German ship, the Hansa Stavanger, which was seized on April 4 in the Indian Ocean. 04.01.2006 Association is the owner of Sea School Frigate. We ask all listeners to pass a re-registration at sea school Frigate (former sea school Marrisko) for continuation of training and reception of certificates. The address of administration and learning-methodical center: Тööstuse 48a-305, Tallinn 10416, Estonia, phones: (+372) 64 53 757, (+372) 610 21 85, (+372) 58 094 029. 10.11.2005 Estonian International Marine law Association prepares documents to be submitted into the Comite Maritime International (CMI). 10.10.2005 "Learning- Methodical Center" EIMLA starts training courses on small craft navigators (length of a board up to 24). Lessons take place two or four times a week (day or evening time). International certificates are given at the end of the program. Courses are in Russian and Estonian languages (see Projects/Activities) Phones: (+372) 645 37 57, (+372) 645 26 66, (+372) 53499105 E-mail: admini@imla.info, ed@imla.info Address: Тööstuse 48a-305, Tallinn 10416, Estonia