Commitment to protect marine environment

Vincent Wee, Business Times 17 Oct 08;

AS in any major port, the possibility of mishap cannot be ruled out. But the Maritime and Port Authority (MPA) remains committed to marine environment protection, even as it develops Singapore as a shipping hub.

Working with other agencies and industry players, MPA has contingency plans for dealing with oil and chemical spills, as well as other marine incidents and is able to deal with maritime mishaps effectively.

The Marine Emergency Action Procedure (MEAP) details comprehensive plans for the MPA, as the lead agency, to tap a large pool of resources for assistance in the event of a marine emergency. These include resources and personnel from public agencies such as the Singapore Armed Forces, the Police Coast Guard and Singapore Civil Defence Force, as well as anti-pollution vessels and equipment operated by private organisations.

The MEAP also provides details on methods of reporting and communication, and establishes clear channels of authority for effective marshalling of resources. To ensure our readiness, we conduct regular emergency exercises with other agencies, port facility operators and shipowners to test the response actions detailed in the MEAP.

Today, MPA is conducting its annual Joint Oil Spill Exercise (JOSE), which tests and validates MPA's readiness to respond to mishaps at sea. This year, the exercise involves a deployment of oil-spill response equipment by participating agencies in the sea off Raffles Lighthouse.

In our quest to keep our waters pollution-free and to provide for adequate compensation from marine incidents, provisions have been made through legislation. Singapore's statutes provide for punitive sanctions against those who flout good maritime practices, and thereby cause marine pollution, mishaps at sea or damage.

A key resource that the MPA draws on during a marine emergency is technology. For instance, our VTIS lets us track the movements of all vessels within our port in real time. This not only allows for effective command and control of all vessels involved in dealing with the emergency, it also allows us to keep an eye on other vessels in the port and to keep them clear of the affected areas, if necessary.

MPA also uses a computerised Oil Spill Prediction Model. When input with information such as the type of oil spilled, wind and current conditions are keyed in, the model is able to predict the movements of oil slicks hours and even days ahead. With such predictions, MPA can more effectively deploy resources and prioritise our actions to minimise damage and loss.

Other agencies such as the Singapore Oil Spill Response Centre (SOSRC) are also on-hand to help deal with mishaps.

'SOSRC is always on call to deal with oil and chemical spills and very often the call to respond comes directly from whichever company has had the incident. We are very well-known in Singapore and throughout the region and, in addition to ad hoc customers, we have response contracts with around 32 long-term customers to respond immediately on a 24/7 basis,' said SOSRC's manager Chris Richards.

'We have a very close relationship with the MPA and in fact are considered one of the main response service providers for this type of incident. The annual JOSE exercises are a fundamental part of the MPA's MEAP and are always beneficial in honing the response to a high state or readiness,' he added.

Mr Richards elaborated that while the actual mobilising of the response is similar in different types of incidents, the actual response methodology is very different. For example, with oil spills, there is an immediate threat to the environment, but with chemical incidents, there is potentially the added threat to the responders from the chemical itself due to toxicity, flammability and so on. With LNG and LPG incidents, there is also the threat of fire and explosion. So when deciding how to deal with any type of incident, the first priority is to minimise the risk, he reiterates.

'Singapore has a multiple risk/incidents approach; it uses the MEAP that consists of relevant agencies led by MPA,' said Ho Yew Weng, response and projects manager at Oil Spill Response and East Asia Response (OSRL/EARL).

'The MEAP prepares Singapore and the relevant agencies to respond to any form of marine emergencies. In the case of OSRL/EARL, we had been identified as a technical/response resource for an oil spill incident and co-opted to join this team. JOSE and Chemspill are exercises that involve the government agencies and industry to go through various credible scenarios,' he added.

MPA uses cutting-edge navigation aids
Business Times 17 Oct 08;

It also works with neighbouring states to enhance safety in Malacca Straits, reports VINCENT WEE

AS the busiest port in the world, navigational safety is a priority for the Maritime and Port Authority (MPA) of Singapore. And the local maritime industry is progressive and at the forefront of technology.

'The accurate charting of our waters and the timely distribution of updated hydrographic information enables ships to navigate safely in our busy waterways,' says chief hydrographer Parry Oei. 'This allows our port operations to continue smoothly, efficiently and speedily, with minimal disruption.'

To ensure maximum navigational safety, MPA's Hydrographic Department has turned to cutting-edge technology. For example, the new Electronic Chart Display and Information System (ECDIS) is a navigational tool that works with real-time positioning systems to provide ships with accurate and updated information on their location.

Used with the Electronic Navigational Chart (ENC), ECDIS is also able to warn ships of potential hazards such as groundings, and help prepare voyage plans.

Singapore's port waters and approaches are clearly marked by five lighthouses and several hundred beacons, navigational buoys and mooring buoys. An integrated personal computer-based monitoring system monitors the lights in the lighthouses and alerts MPA when they are faulty or not functioning.

To further enhance navigational safety, a reference station has been installed to broadcast Differential Global Positioning System (DGPS) signals on medium frequency. The free DGPS service covers Singapore's port waters and approaches, providing mariners with positioning accuracy of better than five metres.

MPA also disseminates Maritime Safety Information (MSI) through the VHF, NAVTEX and SafetyNET systems. The broadcasts provide navigational warnings, weather bulletins and other information to ships in the region. This enables the automatic communication of information between Singapore's Port Operations Control Centres and ships at sea, as well as between ships. Five AIS transponder base stations have been installed in Singapore.

With the help of state-of-the art hardware, MPA also works closely with littoral states and the international maritime community to maintain navigational safety in Singapore and the Straits of Malacca.

While technology is key to maintaining navigational safety, MPA is also working with the international maritime community, particularly the neighbouring states of Malaysia and Indonesia, to enhance safety in the region. On this front, a breakthrough vehicle is the Cooperative Mechanism for the Straits of Malacca and Singapore, launched last year. The ground-breaking initiative serves as an institutionalised platform for continuing dialogue between the coastal states - Indonesia, Malaysia and Singapore - and users and stakeholders of the Straits, as well as a framework for concrete cooperation with the international maritime community. It enables them to work closely to enhance navigational safety and environmental protection in the Straits of Malacca and Singapore.

The Cooperative Mechanism was conceived by the three littoral states following a number of IMO events on safety, security and environmental protection in the Straits of Malacca and Singapore from 2005 to 2007. It comprises three components: a cooperation forum, a project coordination committee and an Aids-to-Navigation Fund.

The mechanism allows stakeholders to voluntarily contribute to the efforts of the littoral states with respect for their sovereignty. One of the key stakeholders, Japan through the Nippon Foundation's representative office in Asia, the Nippon Maritime Centre, has taken the initiative by contributing US$1.4 million to the Aids-to-Navigation Fund, which provides funds for the maintenance and replacement of the 51 principle aids to navigation in the Straits.

With more and more traffic passing through the Straits and the need to provide safe navigation through them, the burden on littoral states keeps rising. The fund is aimed at sharing this burden among the various stakeholders.

But after taking the initiative with its initial contribution, the Nippon Foundation has found it difficult to get similar contributions from other stakeholders, such as the international shipping community. 'This has never been achieved and thus it will be a historical breakthrough if it is achieved,' the foundation says.

According to chief hydrograher Dr Oei: 'The Cooperative Mechanism enables users of the Straits to exchange views on a regular basis, jointly undertake projects and even make direct monetary contributions to the Aids to Navigation Fund.

'Projects include establishing a tide, current and wind measurement system for the Straits, co-operation and capacity building - to respond to incidents involving hazardous and noxious substances - and replacing aids to navigation along the Sumatra coast, which were destroyed as a result of the tsunami in 2004.'