Oct 28: The Ohio Environmental Council and Great Lakes United have issued a release drawing attention to an intervention by Congress that they say would weaken a new rule proposed by the U.S. EPA to regulate exhaust emissions from ships in the Great Lakes and ocean ports [See WIMS 7/2/09]. The groups have produced two factsheets to better explain the rule and clear up misconceptions.
The first factsheet provides an overview of the standard, while the second counters dire claims being made by the Great Lakes shipping industry in an effort to exempt them from the rule. The groups said the new standard is an effort to clean up the dirty exhaust emissions ships release. Most commercial vessels are equipped with engines that consume some of the dirtiest fuel on the planet- producing higher levels of sulfur oxides (SOx), and particulate matter when burned. The emissions affect the health of those living near ports and coastlines, and can travel far inland. Children, people with heart disease, and the elderly are most at risk when they breathe this polluted air.
EPA estimates that when the new standard is fully in place it will prevent up to 32,000 premature deaths each year, with over 500 of those in the Great Lakes region. The groups indicate that as the proposed rule approaches finalization, "Wisconsin Representative David Obey, with the support of Minnesota Representative James Oberstar, struck a deal with the EPA to exempt 13 steamships from meeting the new exhaust emission rules and allow 13 additional C3 Lakers to petition for a waiver if they demonstrate serious economic hardship. The exemption is in the form of an amendment attached to the Natural Resources spending bill that covers the EPA budget for the fiscal year that began on October 1st." They said, "This is a disappointing turn of events, and appears to be a lost opportunity to improve air quality, protect human health, and reduce greenhouse gas emissions in the Great Lakes region."
The Great Lakes Maritime Task Force (GLMTF) issued a statement on October 28, saying it is "deeply committed to protecting the Great Lakes environment and appreciates the opportunity to work with the Environmental Protection Agency to ensure that the final implementation of this rule is fair, balanced, and reasonable." GLMTF represents vessel owners, cargo shippers, shipboard and shoreside labor, port authorities, shipyards, marine construction companies, and others operating on the Great Lakes.
GLMTF said, "We believe that a full understanding of the commercial vessels operating on the Great Lakes, their small environmental footprint, their large environmental benefits, and tremendous economic impact can result in a balanced approach that meets the needs of all. The EPA’s proposed regulation would have eliminated 25% of the U.S.-Flag Great Lakes within a few years. Even the Government of Canada has taken the highly unusual step of asking the EPA to undertake further analysis before proceeding with the Great Lakes portion of this proposed regulation lest 50 Canadian-Flag ships be put at risk. By closely examining the impacts and unintended consequences of over-regulating air emissions from vessels, the Great Lakes region can be protected without impeding our regional and national economic recovery. The U.S.-Flag Great Lakes fleet already burns cleaner fuel than that used by many of the world’s oceangoing vessels.
"We appreciate the effort of the Great Lakes Congressional delegation and Administration officials who crafted a solution that extends the useful lives of the thirteen U.S.-Flag steamships to 2020, when the .5 % sulfur standard is implemented worldwide. Vessel owners now have more time to make informed business decisions regarding the future of those vessels and explore other options to meet emission requirements. In particular, we thank Congressmen Dave Obey (D-WI) and Jim Oberstar (D-MN), who worked tirelessly to ensure that this regulation can achieve its goals without decimating Great Lakes shipping.
"We still must determine the best way to deal with the thirteen U.S.-Flag lakers that employ Category 3 compression-ignition engines. The regulatory flexibility extended to other industries and other fuel standards is appropriate for the Lakes Heavy industry needs affordable transportation of raw materials and so does the American consumer, otherwise neither will prosper. The potential economic impact of the proposed rule, if enacted as proposed, would have been just one more blow for a region already suffering record unemployment. . ."
Access a joint release and link to the two fact sheets (click here). Access EPA's Oceangoing Vessels website for extensive information on the proposed regulations (click here). Access the EPA docket for this rulemaking for background documents and reviewing comments (click here). Access the GLMTF statement (click here). Access the GLMTF website for more information (click here). Access a recent article by MinnPost.com covering various sides on the issue (click here).
Showing posts with label Seaway. Show all posts
Showing posts with label Seaway. Show all posts
Wednesday, October 28, 2009
Thursday, June 25, 2009
Groups Outline Principles For A Sustainable St. Lawrence Seaway
Jun 25: To mark the 50th anniversary of the opening of the St. Lawrence Seaway (June 26, 1959), over 50 public interest groups from across the region have issued a report and are outlining seven principles to guide an environmentally sustainable future for shipping on the Great Lakes and St. Lawrence River. Jennifer Nalbone, director of Navigation and Invasive Species at Great Lakes United and lead author of the report said, “The opening of the Seaway took a devastating toll on the health of the Great Lakes ecosystem. If the shipping industry wants to be truly sustainable it needs to rethink how it operates on the Great Lakes. These seven principles provide the goal posts by which to measure that future.”
The report, A Better Seaway: Seven Principles to Guide Sustainable Shipping on The Great Lakes-St. Lawrence River, outlines the principles to address a broad range of environmental impacts, from invasive species to ice-breaking, to air emissions. While international vessels have been a focal point for many of the environmental impacts associated with shipping on the Great Lakes, particularly invasive species, the principles also address domestic operations.
The seven principles to guide a better Seaway are: Ships must not introduce or spread aquatic invasive species; Climate change is a real threat, and proactive steps must be taken to meet this challenge head on; Unnecessary and costly system expansion proposals must be abandoned; Air emissions should be cleaned up for shipping to truly be the cleanest mode of transportation in regards to air pollution; Work towards the elimination of all pollutants into the Great Lakes; Minimize ice-breaking, especially in sensitive areas; and Citizen engagement and industry transparency should become the norm in Seaway governance.
The report indicates that the University of Notre Dame estimates that the species that gained access to the region through the Seaway cost citizens, businesses, and cities in the eight Great Lakes states alone at least $200 million per year in damage to the commercial and recreational fishery, wildlife watching and water infrastructure. While exact economic data does not exist for the Great Lakes region in Canada, similar damages can be expected.
Access a release from the groups (click here). Access the Better Seaway website for links to the report, additional resources and information (click here). Access a list of the groups (click here).
The report, A Better Seaway: Seven Principles to Guide Sustainable Shipping on The Great Lakes-St. Lawrence River, outlines the principles to address a broad range of environmental impacts, from invasive species to ice-breaking, to air emissions. While international vessels have been a focal point for many of the environmental impacts associated with shipping on the Great Lakes, particularly invasive species, the principles also address domestic operations.
The seven principles to guide a better Seaway are: Ships must not introduce or spread aquatic invasive species; Climate change is a real threat, and proactive steps must be taken to meet this challenge head on; Unnecessary and costly system expansion proposals must be abandoned; Air emissions should be cleaned up for shipping to truly be the cleanest mode of transportation in regards to air pollution; Work towards the elimination of all pollutants into the Great Lakes; Minimize ice-breaking, especially in sensitive areas; and Citizen engagement and industry transparency should become the norm in Seaway governance.
The report indicates that the University of Notre Dame estimates that the species that gained access to the region through the Seaway cost citizens, businesses, and cities in the eight Great Lakes states alone at least $200 million per year in damage to the commercial and recreational fishery, wildlife watching and water infrastructure. While exact economic data does not exist for the Great Lakes region in Canada, similar damages can be expected.
Access a release from the groups (click here). Access the Better Seaway website for links to the report, additional resources and information (click here). Access a list of the groups (click here).
Tuesday, March 31, 2009
Groups Call For New Vision Of Seaway On 50 Anniversary
Mar 30: On the 50th anniversary of the St. Lawrence Seaway, conservation groups are highlighting what they are calling "the maritime corridor’s damaging environmental legacy" and are calling for policy and operational changes that address "decades of environmental and economic damage caused by the operation of the Seaway." Additionally, they say the navigation industry must prepare for future challenges associated with the impacts of climate change. The groups include Great Lakes United, Save The River, and National Wildlife Federation.
The St. Lawrence Seaway is a 189-mile (306-kilometer) maritime waterway between Montreal and Lake Ontario and was at one time heralded as an engineering marvel. During construction, portions of the St. Lawrence River were channelized and flooded and seven locks were built. The Seaway opened in 1959 amid forecasts that it would turn Great Lakes cities into world class ports by linking the interior of North America to global trade. The groups say history has proven otherwise and point to the fact that today, less than 7 percent of Great Lakes shipping traffic is international. The Seaway’s busiest season was its first year of operation, while total tonnage peaked in 1977 at 57.7 million tonnes and has been declining since. From 1993-2003 the waterway averaged 35 million tonnes, operating at about its half capacity.
The groups emphasize that the environmental and economic damage associated with ongoing Seaway operations are significant. Since 1959, they say international shipping has been the primary source of new non-native aquatic invasive species, such as the zebra and quagga mussels in the Great Lakes. The University of Notre Dame estimates that such species cost citizens, businesses and cities in the eight Great Lakes states alone at least $200 million per year in damages to the commercial and recreational fisheries, wildlife watching tourism, and through increased water infrastructure costs.
The groups contend that "if the Seaway wants to remain viable for another 50 years, it must ensure that the influx of invasive species is stopped, that it aggressively plans to adapt to lower water levels in ways that will not damage the Great Lakes and St. River, and in turn becomes part of restoring the Great Lakes by charting a new, truly sustainable course for future operations. Failure to do so will put the livelihoods of the people and species that rely on these waters, as well as the industry itself, at stake."
Access a release from the groups with links to additional background material (click here).
The St. Lawrence Seaway is a 189-mile (306-kilometer) maritime waterway between Montreal and Lake Ontario and was at one time heralded as an engineering marvel. During construction, portions of the St. Lawrence River were channelized and flooded and seven locks were built. The Seaway opened in 1959 amid forecasts that it would turn Great Lakes cities into world class ports by linking the interior of North America to global trade. The groups say history has proven otherwise and point to the fact that today, less than 7 percent of Great Lakes shipping traffic is international. The Seaway’s busiest season was its first year of operation, while total tonnage peaked in 1977 at 57.7 million tonnes and has been declining since. From 1993-2003 the waterway averaged 35 million tonnes, operating at about its half capacity.
The groups emphasize that the environmental and economic damage associated with ongoing Seaway operations are significant. Since 1959, they say international shipping has been the primary source of new non-native aquatic invasive species, such as the zebra and quagga mussels in the Great Lakes. The University of Notre Dame estimates that such species cost citizens, businesses and cities in the eight Great Lakes states alone at least $200 million per year in damages to the commercial and recreational fisheries, wildlife watching tourism, and through increased water infrastructure costs.
The groups contend that "if the Seaway wants to remain viable for another 50 years, it must ensure that the influx of invasive species is stopped, that it aggressively plans to adapt to lower water levels in ways that will not damage the Great Lakes and St. River, and in turn becomes part of restoring the Great Lakes by charting a new, truly sustainable course for future operations. Failure to do so will put the livelihoods of the people and species that rely on these waters, as well as the industry itself, at stake."
Access a release from the groups with links to additional background material (click here).
Wednesday, April 9, 2008
Ending Ocean-Vessel Access Could Increase Jobs & More
Apr 9: In follow up research into transportation costs of ocean-vessel shipping on the Great Lakes [See WIMS 11/7/05], Grand Valley State University (GVSU) researchers have found that ending ocean-vessel access to the lakes would increase transportation sector jobs and have little impact to air quality or highway congestion. John Taylor, lead author from GVSU said, “Our ongoing work has been focused on presenting transportation scenarios that would both facilitate trade and address current problems on the Great Lakes. Such scenarios for moving freight have previously been ignored. Our recent report examines and refutes assertions that transhipment would destroy jobs, increase air pollution, and clog roads and rail lines. We hope this research provides an objective basis for public discourse and additional investigations. While we are not suggesting ocean ships be stopped to create domestic jobs, assertions that an end to ocean shipping on the Great Lakes would cost jobs are just plain wrong.”
The Phase II report addresses many of the questions raised by their first report, which found that a cessation of ocean-shipping on the Great Lakes would incur a $55 million cost increase by the use of alternative modes of transportation. The report marked a turning point in the public debate on what action to take to combat the introduction of aquatic invasive species to the Great Lakes by suggesting the use of alternative transportation modes as a solution. Ocean-vessel transportation is the main vector by which aquatic invaders like the zebra mussel have entered the Great Lakes in recent years. The researchers estimate of the costs of existing invasives range from $200 million to as high as $5 billion per year.
James Roach, president of the transportation consulting firm JLRoach Inc. said, “Critics argued that stopping ocean-vessels would cost jobs and drastically increase the number of trucks on the region’s highways -- we wanted to see if that was indeed the case. In fact our research found that over 1,300 new domestic jobs would be created in the U.S. and Canada, and the impact on our highways negligible.” The research finds many of these jobs would stay in the Great Lakes region, employing workers on lake vessels, barges, trains and trucks. Some jobs would re-locate to Canadian ports on the St. Lawrence River, and some to the east coast and Gulf of Mexico.
According to the study, truck traffic would increase by less than 1 per cent, and would only approach that on Highway 401 west of Montreal, where there would be an additional 89 trucks per day. The number of trucks would be far less on other routes. Shipping interests have stated that transhipment and the use of truck and rail to move the cargo currently transported on ocean-vessels would have a significant impact on air quality. Air emissions were compared across all three modes. But according to the study, for tonnage that does not move by alternative waterborne modes, the likely rail alternative is comparable to waterborne transportation on three pollutant categories, and the rail mode is actually significantly better than ocean on two pollutants.
As a result of the study, conservation and organized labor organizations issued a release saying they are reaffirming that, in the absence of stringent ballast water regulations, the cessation of ocean-vessel shipping on the Great Lakes can protect the Great Lakes ecosystem. Jennifer Nalbone, Campaign Director for Great Lakes United said, “Until the problem of aquatic hitchhikers is solved, ocean vessels do not belong on the world’s largest fresh water ecosystem. We will continue to work diligently in support of federal regulations, but research continues to emerge that shows the use of transportation alternatives and a cessation of ocean-shipping on the Great Lakes is a viable option.” The various interest groups issuing the release included: Great Lakes United; Canadian Auto Workers Local 1520; and the Healing Our Waters-Great Lakes Coalition.
Access an announcement of the recent study (click here). Access links to both reports and related information (click here). Access a release from the interest groups (click here).
The Phase II report addresses many of the questions raised by their first report, which found that a cessation of ocean-shipping on the Great Lakes would incur a $55 million cost increase by the use of alternative modes of transportation. The report marked a turning point in the public debate on what action to take to combat the introduction of aquatic invasive species to the Great Lakes by suggesting the use of alternative transportation modes as a solution. Ocean-vessel transportation is the main vector by which aquatic invaders like the zebra mussel have entered the Great Lakes in recent years. The researchers estimate of the costs of existing invasives range from $200 million to as high as $5 billion per year.
James Roach, president of the transportation consulting firm JLRoach Inc. said, “Critics argued that stopping ocean-vessels would cost jobs and drastically increase the number of trucks on the region’s highways -- we wanted to see if that was indeed the case. In fact our research found that over 1,300 new domestic jobs would be created in the U.S. and Canada, and the impact on our highways negligible.” The research finds many of these jobs would stay in the Great Lakes region, employing workers on lake vessels, barges, trains and trucks. Some jobs would re-locate to Canadian ports on the St. Lawrence River, and some to the east coast and Gulf of Mexico.
According to the study, truck traffic would increase by less than 1 per cent, and would only approach that on Highway 401 west of Montreal, where there would be an additional 89 trucks per day. The number of trucks would be far less on other routes. Shipping interests have stated that transhipment and the use of truck and rail to move the cargo currently transported on ocean-vessels would have a significant impact on air quality. Air emissions were compared across all three modes. But according to the study, for tonnage that does not move by alternative waterborne modes, the likely rail alternative is comparable to waterborne transportation on three pollutant categories, and the rail mode is actually significantly better than ocean on two pollutants.
As a result of the study, conservation and organized labor organizations issued a release saying they are reaffirming that, in the absence of stringent ballast water regulations, the cessation of ocean-vessel shipping on the Great Lakes can protect the Great Lakes ecosystem. Jennifer Nalbone, Campaign Director for Great Lakes United said, “Until the problem of aquatic hitchhikers is solved, ocean vessels do not belong on the world’s largest fresh water ecosystem. We will continue to work diligently in support of federal regulations, but research continues to emerge that shows the use of transportation alternatives and a cessation of ocean-shipping on the Great Lakes is a viable option.” The various interest groups issuing the release included: Great Lakes United; Canadian Auto Workers Local 1520; and the Healing Our Waters-Great Lakes Coalition.
Access an announcement of the recent study (click here). Access links to both reports and related information (click here). Access a release from the interest groups (click here).
Friday, March 28, 2008
IJC Plan For Regulating Lake Ontario & St. Lawrence River
Mar 28: The International Joint Commission (IJC) of Canada and the United States released for public comment a proposed new Order of Approval and a proposed new plan, called Plan 2007, for regulating the flows through the Moses-Saunders Dam between Cornwall, Ontario and Massena, New York. The regulation affects water levels and flows in Lake Ontario and the St. Lawrence River downstream to Trois-Rivières.
For nearly 50 years, the Commission has regulated levels and flows of Lake Ontario and the St. Lawrence River as far as Trois-Rivières. In addition to the economic benefits from hydroelectric power and the St. Lawrence Seaway, regulation has provided benefits, by reducing the occurrence of extreme high and low water levels, which annually average (in value) $28.5 million to shoreline property owners and $3.5 million to recreational boaters. Plan 2007 would provide $5.5 million in new benefits on average each year.
Irene Brooks, Chair of the U.S. Section of the Commission said, "We are releasing Plan 2007 and a proposed new Order for public comment today because we believe they are the best that can be implemented at this time. The Commission must consider the requirements of the Treaty for protection and indemnification of interests that may be injured by the project. It also must consider the goals of the two federal governments when the project was developed which included providing benefits to Lake Ontario shoreline owners and protecting interests downstream."
A number of organizations issued a joint release saying the plan, "does nothing to end fifty years of documented environmental degradation along Lake Ontario and the St. Lawrence River. After more than five years of study funded by $20-million taxpayer dollars, the IJC has the opportunity to select a scientifically-based and publicly supported management plan -- Plan B+ -- which would have delivered significant environmental improvements to the region. Instead, the IJC has turned its back on the Lake and River environment by proposing a plan that continues, and perhaps even worsens, the environmental destruction of the Lake and River. . ."
Access a release from IJC (click here). Access the complete proposal documents, background and further details (click here). Access a release from the opposing organizations (click here).
For nearly 50 years, the Commission has regulated levels and flows of Lake Ontario and the St. Lawrence River as far as Trois-Rivières. In addition to the economic benefits from hydroelectric power and the St. Lawrence Seaway, regulation has provided benefits, by reducing the occurrence of extreme high and low water levels, which annually average (in value) $28.5 million to shoreline property owners and $3.5 million to recreational boaters. Plan 2007 would provide $5.5 million in new benefits on average each year.
Irene Brooks, Chair of the U.S. Section of the Commission said, "We are releasing Plan 2007 and a proposed new Order for public comment today because we believe they are the best that can be implemented at this time. The Commission must consider the requirements of the Treaty for protection and indemnification of interests that may be injured by the project. It also must consider the goals of the two federal governments when the project was developed which included providing benefits to Lake Ontario shoreline owners and protecting interests downstream."
A number of organizations issued a joint release saying the plan, "does nothing to end fifty years of documented environmental degradation along Lake Ontario and the St. Lawrence River. After more than five years of study funded by $20-million taxpayer dollars, the IJC has the opportunity to select a scientifically-based and publicly supported management plan -- Plan B+ -- which would have delivered significant environmental improvements to the region. Instead, the IJC has turned its back on the Lake and River environment by proposing a plan that continues, and perhaps even worsens, the environmental destruction of the Lake and River. . ."
Access a release from IJC (click here). Access the complete proposal documents, background and further details (click here). Access a release from the opposing organizations (click here).
Tuesday, January 22, 2008
Groups Say Seaway Study Missed Sustainable Shipping Opportunity
Jan 22: According to a joint release from several organizations, in the newly released Final Report of the Great Lakes St. Lawrence Seaway Study [See WIMS 11/26/07], the U.S. Army Corps of Engineers has backed away from Seaway expansion, but missed an enormous opportunity to develop a blueprint for a sustainable shipping system argue forty-four groups from across the Great Lakes-St. Lawrence River region. The governments of Canada and the United States released the binational study report on November 26, 2007.
Jennifer Caddick, Save the River Executive Director said, "The Corps has finally recognized what communities along the St. Lawrence River and Great Lakes have known for some time -- expansion is the wrong direction for the River and Lakes. Unfortunately, this report falls short of articulating the right direction by trivializing the environmental impacts of shipping on the Lakes and River." Jennifer Nalbone, Campaign Director from Great Lakes United said, "The Final Report appears to justify 'business as usual' by conveniently ignoring the impacts of invasive species and climate change. Environment Canada estimate hundreds of millions are spent every year by Great Lakes communities trying to deal with zebra mussels and other invasive species introduced by ocean-vessels. The viability of future navigation with the looming impacts of climate change on levels and flows is also a huge gap in the report’s credibility."
The sentiments were expressed in a letter sent to the U.S. Army Corps of Engineers in response to the study. The letter was signed by 44 groups in the United States and Canada, representing a diverse community of interests ranging from environmental, conservation, fishing, boating, residential, labor, tribal, and First Nations. While the binational report claims to envision a "truly sustainable" navigation system, it fails to address many of the destructive practices of the shipping industry on the Great Lakes. Ranking at the top of these threats are invasive species, which hitch a ride in the ballast tanks of ocean-going vessels and have caused tremendous damage to the ecosystem of the River and Lakes. The binational report also fails to prepare the shipping industry for a potentially enormous reduction of vessel capacity under future climate change scenarios.
Access a release from the groups (click here). Access the letter and complete list of the signing organizations (click here). Access the Great Lakes St. Lawrence Seaway Study website and links to the final report, FAQs and related information (click here).
Jennifer Caddick, Save the River Executive Director said, "The Corps has finally recognized what communities along the St. Lawrence River and Great Lakes have known for some time -- expansion is the wrong direction for the River and Lakes. Unfortunately, this report falls short of articulating the right direction by trivializing the environmental impacts of shipping on the Lakes and River." Jennifer Nalbone, Campaign Director from Great Lakes United said, "The Final Report appears to justify 'business as usual' by conveniently ignoring the impacts of invasive species and climate change. Environment Canada estimate hundreds of millions are spent every year by Great Lakes communities trying to deal with zebra mussels and other invasive species introduced by ocean-vessels. The viability of future navigation with the looming impacts of climate change on levels and flows is also a huge gap in the report’s credibility."
The sentiments were expressed in a letter sent to the U.S. Army Corps of Engineers in response to the study. The letter was signed by 44 groups in the United States and Canada, representing a diverse community of interests ranging from environmental, conservation, fishing, boating, residential, labor, tribal, and First Nations. While the binational report claims to envision a "truly sustainable" navigation system, it fails to address many of the destructive practices of the shipping industry on the Great Lakes. Ranking at the top of these threats are invasive species, which hitch a ride in the ballast tanks of ocean-going vessels and have caused tremendous damage to the ecosystem of the River and Lakes. The binational report also fails to prepare the shipping industry for a potentially enormous reduction of vessel capacity under future climate change scenarios.
Access a release from the groups (click here). Access the letter and complete list of the signing organizations (click here). Access the Great Lakes St. Lawrence Seaway Study website and links to the final report, FAQs and related information (click here).
Thursday, January 17, 2008
U.S. & Canada Harmonize Ballast Water Regs
Jan 16: The St. Lawrence Seaway Management Corporation (SLSMC) announced a further strengthening of ballast water management practices for the 2008 season. The regulatory initiative regarding ballast water management rules by its U.S. partner, the Saint Lawrence Seaway Development Corporation (SLSDC), will result in all ocean vessels being subjected to a consistent and rigorous inspection process in Montreal, before they enter the Seaway / Great Lakes. Since 2006, all ocean vessels bound for a Canadian port have been subjected to ballast water inspections, to ensure that water within the ballast tanks adheres to a minimum level of salinity of 30 parts per thousand. With the harmonization of U.S. and Canadian standards, all vessels entering the Seaway, irrespective of their destination, will be subjected to the same inspection process.
Beginning with the 2008 navigation season, all ocean vessels, including those with "no ballast on board", will be subjected to an inspection, covering 100% of ballast water tanks. The inspection process will ensure that the vessel -- while still a minimum of 200 km offshore -- flushed all of its tanks with salt water. On subsequent transits during the year, the vessel will again be subjected to a series of inspections, with the objective of ensuring that the vessel’s crew is strictly adhering to the salt water flushing practice.
Salt water acts as a natural biocide against fresh water organisms found in ballast water. A recent study led by the U.S. National Oceanic and Atmospheric Administration and the University of Michigan found this practice to be a highly effective means to eradicate organisms suspended in ballast water (including zebra mussels). The new harmonized regulations will ensure that all ocean vessels flush their ballast tanks with salt water, well before they enter U.S. or Canadian waters.
Richard Corfe, President and CEO of the SLSMC, stated that “this agreement demonstrates the resolve of the Seaway corporations, the Canadian and U.S. governments, and that of the marine industry to effectively manage ballast water, and apply industry leading best practices to each and every ocean vessel entering our system.
The Healing Our Waters-Great Lakes (HOW) Coalition issued a statement saying, "The proposed rule is a helpful interim measure, but is no substitute for what’s most needed now: a comprehensive solution to aquatic invasive species transported in ballast water. Until Congress addresses the issue head-on, the problem will continue to get worse and cost more money. Salt-water flushing will reduce, but not completely eliminate, the problem of aquatic invasive species because of the wide range of salinity tolerances in living organisms. In addition, unless conducted properly, saltwater flushing will not be effective against organisms found in the sediment and sludge of ocean-going vessels. Among other things, ballast tanks must be regularly and thoroughly cleaned to remove all sediment, and sufficient quantities of ocean water must be used when flushing.”
Access a release from SLSMC (click here). Access the SLSMC website (click here). Access a release from SLSDC (click here). Access the SLSDC website (click here). Access the SLSMC Ballast Water website for extensive information (click here). Access the HOW statement (click here).
Beginning with the 2008 navigation season, all ocean vessels, including those with "no ballast on board", will be subjected to an inspection, covering 100% of ballast water tanks. The inspection process will ensure that the vessel -- while still a minimum of 200 km offshore -- flushed all of its tanks with salt water. On subsequent transits during the year, the vessel will again be subjected to a series of inspections, with the objective of ensuring that the vessel’s crew is strictly adhering to the salt water flushing practice.
Salt water acts as a natural biocide against fresh water organisms found in ballast water. A recent study led by the U.S. National Oceanic and Atmospheric Administration and the University of Michigan found this practice to be a highly effective means to eradicate organisms suspended in ballast water (including zebra mussels). The new harmonized regulations will ensure that all ocean vessels flush their ballast tanks with salt water, well before they enter U.S. or Canadian waters.
Richard Corfe, President and CEO of the SLSMC, stated that “this agreement demonstrates the resolve of the Seaway corporations, the Canadian and U.S. governments, and that of the marine industry to effectively manage ballast water, and apply industry leading best practices to each and every ocean vessel entering our system.
The Healing Our Waters-Great Lakes (HOW) Coalition issued a statement saying, "The proposed rule is a helpful interim measure, but is no substitute for what’s most needed now: a comprehensive solution to aquatic invasive species transported in ballast water. Until Congress addresses the issue head-on, the problem will continue to get worse and cost more money. Salt-water flushing will reduce, but not completely eliminate, the problem of aquatic invasive species because of the wide range of salinity tolerances in living organisms. In addition, unless conducted properly, saltwater flushing will not be effective against organisms found in the sediment and sludge of ocean-going vessels. Among other things, ballast tanks must be regularly and thoroughly cleaned to remove all sediment, and sufficient quantities of ocean water must be used when flushing.”
Access a release from SLSMC (click here). Access the SLSMC website (click here). Access a release from SLSDC (click here). Access the SLSDC website (click here). Access the SLSMC Ballast Water website for extensive information (click here). Access the HOW statement (click here).
Monday, December 3, 2007
Binational Great Lakes St. Lawrence Seaway Infrastructure Study
Nov 26: The governments of Canada and the United States released the binational Great Lakes St. Lawrence Seaway (GLSLS) Study. The GLSLS Study was conducted to evaluate the infrastructure needs of the Great Lakes St. Lawrence Seaway system, specifically the engineering, economic and environmental implications of those needs as they pertain to commercial navigation. The study assesses the long-term maintenance and capital requirements to ensure the continuing viability of the system as a safe, efficient, reliable and sustainable component of North America’s transportation infrastructure.
Seven Canadian and United States departments and agencies were involved in the study: Transport Canada, the U.S. Department of Transportation, the U.S. Army Corps of Engineers, the Canadian St. Lawrence Seaway Management Corporation, the U.S. Saint Lawrence Seaway Development Corporation, Environment Canada and the U.S. Fish and Wildlife Service. Interested parties are invited to provide feedback on the final report, which will be provided to the above noted organizations for their consideration. Written feedback received by January 18, 2008 will be posted to the study website.
The report concludes in part that, "Forward planning must ensure that GLSLS capacity remains fluid and responsive within a stable policy framework and investment climate that can support strategic and timely investment in system capacity, while improving service levels and reliability. Furthermore, it must do so in a manner that satisfies concerns about environmental stewardship and that raises challenges for the shipping industry... Participants and stakeholders will succeed if they are able to integrate the three perspectives of engineering, economics, and the environment. Only if a balance is struck among these three differing sets of imperatives will it be possible to maintain truly sustainable commercial navigation in the Great Lakes basin and St. Lawrence River, and leave a lasting positive legacy to future generations."
Access the report website for an announcement and links to related information (click here). Access the complete 128-page report (click here). Access the Great Lakes St. Lawrence Seaway System website for additional information (click here). Access a Milwaukee Journal article on the study (click here); and additional media reports (click here).
Seven Canadian and United States departments and agencies were involved in the study: Transport Canada, the U.S. Department of Transportation, the U.S. Army Corps of Engineers, the Canadian St. Lawrence Seaway Management Corporation, the U.S. Saint Lawrence Seaway Development Corporation, Environment Canada and the U.S. Fish and Wildlife Service. Interested parties are invited to provide feedback on the final report, which will be provided to the above noted organizations for their consideration. Written feedback received by January 18, 2008 will be posted to the study website.
The report concludes in part that, "Forward planning must ensure that GLSLS capacity remains fluid and responsive within a stable policy framework and investment climate that can support strategic and timely investment in system capacity, while improving service levels and reliability. Furthermore, it must do so in a manner that satisfies concerns about environmental stewardship and that raises challenges for the shipping industry... Participants and stakeholders will succeed if they are able to integrate the three perspectives of engineering, economics, and the environment. Only if a balance is struck among these three differing sets of imperatives will it be possible to maintain truly sustainable commercial navigation in the Great Lakes basin and St. Lawrence River, and leave a lasting positive legacy to future generations."
Access the report website for an announcement and links to related information (click here). Access the complete 128-page report (click here). Access the Great Lakes St. Lawrence Seaway System website for additional information (click here). Access a Milwaukee Journal article on the study (click here); and additional media reports (click here).
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