Introduction
In recent years, many in the maritime industry have been closely watching and planning for regulatory changes being initiated by the International Maritime Organization (IMO) in connection with ship efficiency and the reduction of greenhouse gas (GHG) emissions from ships. Those efforts at the IMO have already resulted in significant regulatory developments, and planning efforts are underway in many segments of the industry to develop new technologies, alternative fuels, and long-term technical and infrastructure solutions all to pave the way to meet IMO’s carbon intensity and GHG reduction goals. In the last several years, the United States has moved somewhat cautiously at the IMO on GHG emissions reduction goals, and in several respects expressed reservations about the approach being taken by some IMO Member States. Many in the maritime industry were similarly cautious about the ambitious timeline set out by the IMO, given the lack of consensus on technical solution
Martha McCoy Share:
On March 11, 2011, a magnitude 9.0 earthquake occurred off the coast of Japan, and the tsunami that subsequently struck Japan caused catastrophic damage and loss of life. This natural disaster resulted in approximately 16,000 deaths, hundreds of thousands of evacuees, and vast devastation to buildings and infrastructure. In addition to this human loss and suffering, the tsunami substantially exacerbated a global pollution problem that threatens wildlife, the environment, the economy, navigation safety, and potentially human health: marine debris.
The tsunami carried approximately five million tons of debris from the inundation zone into the ocean, of which 70% sank close to shore. The remaining 1.5 million tons of debris drifted into the Pacific Ocean, resulting in large amounts of debris washing up on North American shores. Nat’l Oceanic & Atmospheric Admin. (NOAA),
Dr. Daniel E. Smith III and Denita L. Jones Share:
The challenges of environmental compliance can be complex for any facility at any specific location on the globe. For example, consider the ACME manufacturing facility located in Anytown, USA. ACME must identify local, state, and federal environmental compliance requirements and may also need to mitigate potential common law tort liability risks associated with its facility. These multijurisdictional requirements and risks can sometimes overlap, and it is not uncommon for them to be vague or even conflict with one another. But what if the ACME facility were not stationary? What if Anytown, USA, was floating around the world on the “Seven Seas”? The compliance requirements would then be ever changing. The requirements might be in different languages or difficult to find and understand. The boundaries between various jurisdictions might not be clear.
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Ships are illegally dumping plastic trash at sea, study suggests
mardi, 15 octobre 2019 à 11:45 - Sources on land blamed for most ocean plastic, but ships may be a bigger problem than thought
Thousands of plastic drink bottles are washing up on a remote, uninhabited island in the South Atlantic, and researchers say they re evidence of illegal dumping from cargo ships.
Ships have been strictly banned from throwing trash overboard for more than 30 years.
Nevertheless, ships are responsible for most of the bottles floating in the central South Atlantic Ocean, in contravention of International Convention for the Prevention of Pollution from Ships regulations, concludes the new international study published recently in Proceedings of the National Academy of Sciences.