Tag Archives: South Pacific

Decarbonization of Our Shipping Industry | Instant News


Co-chaired by the Republic of the Marshall Islands (RMI) and the Government of Fiji, the Pacific Blue Shipping Partnership (PBSP) held its first virtual Ministerial Meeting last Thursday. Partnership is

Co-chair of the Republic of the Marshall Islands and the Republic of Fiji, at the First Pacific Blue Shipping Partnership Ministerial Meeting, Permanent Secretary of the Ministry of Trade, Trade, Tourism and Transport, Shaheen Ali (right) and Ambassador of the Republic of the Marshall Islands to Fiji, Tregar Albon Ishoda (second from right) November 5, 2020. Photo: Ministry of Trade, Trade, Tourism and Transportation.

Co-chaired by the Republic of the Marshall Islands (RMI) and the Government of Fiji, the Pacific Blue Shipping Partnership (PBSP) held its first virtual Ministerial Meeting last Thursday.

The Partnership is the first multi-country initiative that is expected to create new opportunities across the region in carbon-free ocean transportation.

The meeting was co-chaired by the Permanent Secretary for Trade, Trade, Tourism and Transportation, Shaheen Ali and the RMI Ambassador to Fiji, Tregar Albon Ishoda.

First marked by the Prime Minister of Fiji and President of RMI at the One Planet Summit in New York, PBSP was confirmed in a special side event at the Climate Action Pacific Partnership (CAPP) in April 2019 with Ministers and government representatives of Vanuatu, Tuvalu, Solomon Islands, Tonga , Kiribati promised to support.

The partnership is designed to enable a large-scale, country-driven transition to sustainable, resilient and low-carbon marine transportation – targeted to accelerate the development of a 100 percent carbon-free domestic marine transport sector by 2050, including a 40 percent reduction. greenhouse gas (GHG) emissions from deliveries by 2030.

The Permanent Secretary, in his opening statement, emphasized the importance of our oceans to the lives of Pacific peoples and that their intrinsic value cannot be underestimated. He further stated that it is our combined responsibility to protect our oceans and the Partnership will be a game changer for the Pacific, rapidly tracking the achievement of our ambitious targets for net zero emissions by 2050.

“Fiji is of the view that the Pacific vision of net zero emissions from the shipping industry will be achieved if, we are able to become an environmentally friendly and sustainable shipping center. We need a development partner not only to deliver the best technology and low emission vessels, but also to build capacity to build these ships locally. “

“We need to revive and grow our shipbuilding industry, not only to create jobs and sustainable livelihoods, but also to become more self-reliant,” said Ali.

Mr Ishoda, reinforces the Marshall Islands Republic’s commitment to the Partnership, by stating that as on land, we see the sea as a pathway to rural communities on the outer islands. “Our oceans are our collective legacy as Development partners”

In consultation with multilateral and bilateral development partners, PBSP is developing a mixed finance package in excess of US $ 500 million to enable an initial 10-year (2020-2030) work program focused on three main priorities.

This partnership involves the following;
1. Large-scale infrastructure transformation, including short-term ferry upgrades and
an ambitious project to improve port / jetty access for underserved residents around the area;

2. Small to medium enterprise development to ensure the private sector is adequately financed to meet regional sea transportation needs; and,

3. Capacity building, analysis and Research and Development efforts to achieve the Partnership’s long-term success for the region. So far, the 6 Pacific Island Nations have shown interest in this open coalition of Partnerships for the Pacific to become a hub for green and sustainable shipping.

Small Island Developing Countries. He further stated that having sustainable transportation will help us achieve the Sustainable Development Goals, humanitarian efforts especially in the midst of natural occurrences that often occur, as well as assistance in overcoming COVID, “Ishoda added. This will require identifying key investments in critical areas of infrastructure development, investment financing, shipbuilding capacity, seafarer training and certification, and steps to meet the broader demand of Pacific Island States to enact an ambitious path of decarbonization for decades. to come.

“Fiji and RMI will jointly approach other Pacific Islands to join this initiative and share a vision to have zero carbon emissions in the maritime sector, across the Pacific, by 2050,” added Ali.

The meeting agreed that the co-chair would initiate the first round of discussions with development partners who had shown an interest in providing funding for state-run projects. To formalize the PBSP, the Parties are finalizing an Implementation Agreement and a Joint Statement to be signed by the Ministers.

Source: Ministry of Trade, Trade, Tourism and Transportation

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Calls for Covid’s ‘kava bubble’ as supply from the Pacific to Australia dries up | World News | Instant News


Questions were asked calmly, but urgently: “Kava, do you have one? Do you know where to get them? Have you heard how much they pay for that in Sydney? “

When Pasifika met in Australia, it was often the kava that dominated: now it’s gone.

The traditional drink, which is made from the kava plant and at the center of so much of the Pacific’s social interactions, is in short supply, which is unlikely, unhappy, due to the closure of Covid.

And that shortage hurts businesses across the region.

Kava – usually brackish, bitter, and slightly euphoric – is made by crushing the roots and rhizomes of the kava plant, and mixing the powder with water.

It was drunk, as Faonetapu Takiari, head of the United Nesian Movement’s Pasifika community group, told the Guardian, every time Pasifika gathered.

“Kava is present at almost every Pasifika event from formal ceremonies to social gathering and is used as a medium to share culture, carry out traditions and promote social cohesion through talking [conversation]”.








Prepare kava at the Mauri Kava Bar in Suva. Photo: Leon Lord / AFP / Getty Images

In Pacific island countries with little spread of Covid, but tight lockdowns and curfews, traditional late-night sessions have been dramatically restricted. In Fiji, where the drink is known as it rumbled, there is even a temporary ban on sharing files Among, the communal cup from which kava has traditionally been supplied.

Meanwhile, in Australia, supplies are running low. Powder made from plants usually costs around $ 50 per kilogram, but, in quiet conversations around Australia, the stated price is now up to 10 times that.

Carrying kava into Australia is permitted, but only if carried privately by plane or boat, and is strictly limited to four kilograms per adult per trip. With the Covid-19 pandemic shutting out nearly all travel across the Pacific, kava supplies are rapidly drying up.

And while it is legal to bring kava into Australia, putting the plant or powder into the country is not considered by the Australian Border Force to be an illegal import.

That doesn’t stop people from trying.

Australian Border Force port operations commander Leo Lahey said officers at the international mail center had seen efforts to deliver kava into the country more than 30-fold.

In January and February, only 67 kg of kava were intercepted, Lahey said. “In July and August there were 739 detections with a total weight of 2.2 tons. So the improvement is incredible. “

Maybe it never came to this. In early 2019, just days after the visit to vanuatu and Fiji where the kava problem – if not a Among or two of them – filed with the Australian prime minister, Scott Morrison, his government made two announcements: that the private limit for kava imports would be doubled from two kilograms to four, and would test commercial imports of kava during 2020.

Morrison stressed the move was a recognition of the centrality of kava to many Pacific cultures. Yet nearly two years later, the kava standoff proved a thorn in the side of the relationship between the Pacific and Australia.

First, commercial import trials have been quietly “postponed” on the grounds that, because of Covid-19, health authorities do not have sufficient capacity to carry out the necessary consultation and monitoring.

This has not been well received by kava producers and exporters in Pacific island nations who have waited years to access what should be one of their largest and most accessible markets.

Joseph Brun, owner of Brun Exports in Vanuatu, said he had prevented plans to plant another 100 hectares of kava given the uncertain position of Australia.

“This has created a positive impact on our business and a good view of Australia, we see it as a potential to shift from that to commercial imports.”





Dry kava at the Suva market



Dry kava at the Suva market. Photo: Talei Tora / The Guardian

The second problem is that the tightly closed border across the Pacific means that the movement of kava between island states and Australia via private benefits has almost completely dried up.

Scarcity of cues, and skyrocketing prices for the little kava available.

Brun told the Guardian that he gets about five requests a week from people in Australia who want him to send them kava. And with its exports down 70% thanks to Covid, opening a “kava bubble” with Australia would be a welcome refresher for its business.

In Australia, Takiari said he “truly” believed that people already in the country who wanted to use kava should be able to get their personal allowance by post.

“The benefits of allowing kava into Australia … will benefit the Pacific community and Australia as a whole, as traditional use of kava promotes positive social cohesion and cultural integration.”

The Guardian asked for comment from the Australian government, but received no response from the publication.

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‘Poisoning the Pacific’: New book detailing US military contamination of islands and seas | World News | Instant News


In 1968, Leroy Foster was a principal sergeant in the US Air Force, assigned to Anderson Air Force Base at Thrush, an island region of the United States in the Pacific. The day after he arrived on the island, he recalls being ordered to mix “diesel fuel with Agent Orange”, then spraying “by truck all over the base to kill any overgrowth in the forest”.

Before long, Foster developed serious skin complaints and eventually fell ill with Parkinson’s disease and ischemic heart disease. Later, her daughter developed cancer as a teenager, and her grandson was born with 12 fingers, 12 toes, and a heart whisper. Foster died in 2018.

A new book, Poisoning the Pacific, due for release Monday, tells of decades of US military contamination of indigenous lands in the Pacific as well as the oceans themselves, endangering lives and ecosystems across the vast Pacific Ocean.

Written by British journalist Jon Mitchell, Poisoning the Pacific is based on more than 12,000 pages of documents obtained under the US Freedom of Information Act (FOIA) and through interviews with local residents, military veterans and researchers.

The book argues that for decades, the US has been treating it territory in the Pacific with neglect, allowing its military to violate customary rights, seize land, and destroy fragile ecosystems.








US military aircraft park at the Andersen Air Force base on the island of Guam, US Pacific Territory. Photo: Erik de Castro / Reuters

Alongside Foster’s case – after years of campaigning the aviator is finally compensated for his exposure on the island – Mitchell’s book details decades of US military operations that polluted the Pacific with toxic substances including radioactive waste, nerve agents, and dioxin-tainted Agent Orange. .

“US authorities have repeatedly tried to cover up the contamination through lies, disinformation and attacks on journalists,” Mitchell told The Guardian. “I have experienced this pressure firsthand.”

Mitchell’s books document several attempts by the US state and defense department to block his work. One FOIA file shows that Mitchell is being watched by the US Marine Corps’ Criminal Investigation Division. The documents include his photo, his biography, and a lecture he gave in Okinawa on military contamination.

“Colleagues warned me not to continue with my investigations. What particularly motivates me to continue filing for FOIA and extracting evidence is the very real impact my research has had on veterans exposed to Agent Orange in Okinawa, ”he said.

“My report has helped these sick men and women receive compensation from the US government. Investigative journalism is ultimately a job that is supposed to help people who have experienced persecution receive the justice they deserve. “

Poisoning the Pacific details the ongoing environmental damage and risks to human health.

The ‘dome’ on the island of Runit in the Marshall Islands – a compact sovereign nation in free relations with the US – is a large concrete grave where the US has stored more than 70,000 m3 radioactive debris, including plutonium-239, left over from US post-war atomic tests. Irradiated land from Nevada was also transported to the island and dumped.

The dome leaks radioactive material into the sea, USA energy department admitted, although it was said the numbers were not dangerous. Successive US governments have said the dome is the responsibility of the Marshall Islands, saying the US has paid more than $ 600 million in radiation-related resettlement, rehabilitation and health care costs to affected communities.

The book documents “the US Army dumped 29 million kilograms of mustard agents and neuroprotective agents, and 454 tonnes of radioactive waste” into the Pacific Ocean, as well as the US military’s use of neuroprotective agents, including sarin, which US government documents confirmation leaked to the neighborhood while scheduled for destruction at Johnston Atoll near Hawaii.





At nine locations stretching from Johnston Atoll in the Pacific to Edgewood, Maryland, the US Army stores 31,280 tonnes of mustard and the nerve agents sarin and VX.



At nine locations stretching from Johnston Atoll in the Pacific to Edgewood, Maryland, the US Army stores 31,280 tonnes of mustard and the nerve agents sarin and VX. Photo: Ronen Zilberman / AP

The debate over the use of a potentially lethal herbicide has been hotly debated.

After the second world war, some five thousand barrels of Agent Purple – the herbicide pioneer Agent Orange – were transported and stored on Guam.

Although the US defense department consistently claims herbicide stockpiles are never used on the island, service members stationed there at the time claim they sprayed and dumped military waste, including damaged herbicide barrels, on the cliffs of Guam.

Researchers, including Guam’s department of public health and social services, reported in 2015 that villages where the herbicide is believed to have been sprayed experienced a higher incidence of infant mortality from birth defects.

In 2017, investigating claims of herbicide use on Guam, the US government itself came into conflict: the the defense department reported that the soil test contained no herbicides, the environmental protection agency reported otherwise.

The health and environmental impacts on Guam reflect what has happened to local residents and US soldiers based in Okinawa, Japan, where the US has maintained a base for decades, and where Mitchell began reporting.

In 2005, the US struck a deal with Japan to transfer thousands of US marines from Okinawa to Guam. Okinawans consistently oppose the US military presence on the island citing harm to their health and environment.

There has been some progress, although limited. Guam senators have backed a bill to include the territory on the list of veterans’ places where Agent Orange is used. In March 2019, a bill that was named after Lonnie Kilpatrick, a service member who fell ill on Guam and died, agreed to compensation for 52,000 veterans who were exposed to herbicides in three US Pacific regions – Guam, American Samoa, and Johnston Atoll.

But even in 2020, the voices of indigenous peoples are consistently muted, Mitchell said. In July, the time when military excavations on Guam were revealed dozens of sites containing human remains and cultural artifacts, local residents – especially the indigenous Chamorro – were shocked. But despite concerns fueling a growing movement to demilitarize the Pacific, the US’s newest marine corps base – the first new base in nearly 70 years – officially opened the door earlier this month.

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COVID-19 Leaving Fishing Observers in the Dark | Instant News


Fisheries observers monitor catch transfers in 2019. Covid restrictions have since left many observers unable to do their job (Image © Tommy Trenchard / Greenpeace)

By

China Dialogue Ocean

10-04-2020 07:12:35

[By Todd Woody]

The COVID-19 pandemic does not appear to be deterring the distant water fleets of China and other major fishing nations, but it has largely sidelined fisheries observers and port officials monitoring illegal fishing.

“In much of the South Pacific, fisheries inspectors are unable to board ships for inspections before allowing” the transfer of catch, known as transshipment, said Francisco Blaha, a New Zealand-based fisheries advisor.

The presence of independent observers on trawlers is a front line barrier to illegal, unreported and unregulated (IUU) fishing. A 2016 study found that one-third of the world’s fish catches go unreported.

“The absence of observers will bring uncertainty in reporting,” added Blaha. “The biggest problem we have in the South Pacific is misreporting and underreporting by licensed fleets.”

The absence comes as the World Trade Organization (WTO) resumes negotiations in Geneva this month in its latest attempt to reach consensus on a long-overdue agreement to remove costly subsidies. This promotes IUU and overfishing that is destroying global fish stocks.

600 observers in the South Pacific, who monitor the multibillion-dollar tuna fishery in the region that is dominated by China, have remained on land since April. That’s when the Western and Central Pacific Fisheries Commission ordered them to return to their ports of origin as the pandemic spreads. Current observers will not return to work until November.

“We don’t know what’s going on” on the fishing boat, noted Blaha.

Normally, vessels in the South Pacific purseining must come to port to transfer their catch and undergo inspection. Due to the pandemic, however, several South Pacific island nations have barred ships from entering their lagoons or have barred port officers from boarding ships until crew members have been quarantined for two weeks.

What is purse screening?

Purse seine fishing – a large vertical floating net that surrounds the shoal. Once the fish are in the net, the bases are joined together, creating a ‘purse’. Purse seines carry special risks for trapping vulnerable species as bycatch.
For example, with strict controls in place at the region’s busiest port in the Marshall Islands, fishing vessels are now moving their cargo elsewhere. “Many of them have moved to Kiribati, where they are allowed to transship in the outer lagoon without formal control,” said Blaha.

China operates the world’s largest distant water fleet and its vessels cover 29% of the purse seiners and 70% of the long-liners operating in the South Pacific, according to records of the Western and Central Pacific Fisheries Commission.

Blaha said long-lin fishermen in a country’s territorial waters had to come to the port to unload their catch and be inspected. However, he said that even in pre-pandemic times there were very few observers on board and none on boats fishing on the high seas outside national jurisdiction.

The observer was left in the dark

The lack of observers of purse seiners means that it is not known whether fishing vessels comply with regulations that prohibit the use of fish collecting equipment (FADs) during certain times of the year. FADs attract tuna, making it easy to catch, but also result in the accidental killing of non-target species. So that tuna can be sold sustainably, it must not be caught with FADs. But without on-board observers, there hasn’t been an independent certification of compliance during the pandemic.

The absence of observers on board has also eliminated the prevention of illegal but profitable shark fishing.

Tang Yi, dean of the College of Marine Culture and Law at Shanghai Ocean University, said the Chinese government had imposed various COVID-related measures on the country’s distant water fleets. Captains should make daily reports on the health of crew members and take measures to reduce the “potential risk of infection in offshore supply, transshipment and temporary landing activities at foreign ports”.

“But for fishing fleets in distant waters, there is no information to show that their fishing activities are seriously affected,” he added.

China’s Ministry of Agriculture and Rural Affairs issued a March 29 bulletin about the impact of the pandemic on fishing. “With the improvement of the domestic situation in preventing and controlling… the epidemic, fishing companies sailing in the sea have returned to work and production,” he said. “Recently, fishing vessels sailing on the oceans have set out in large numbers for production in the fishing grounds that flow in the oceans, and signs of illegal production are starting to appear.

The bulletin also directs boat captains operating in the territorial waters of other countries to comply with local regulations and allow law enforcement to board for inspections.

Tang said China does not appear to be barring fisheries observers from its fleet, given its university currently has observers on board that catch jellyfish.

But whether the observer is aboard a distant water vessel depends on where the fleet operates.

The west coast of Africa has become a hotbed for illegal fishing. While individual countries can mandate the use of observers, there is no such regional program as found in the South Pacific. To compensate for the lack of first-hand data, groups like Stop Illegal Fishing rely on satellite tracking and information sharing among African countries to combat illegal activity.

“We have seen an increase in activity of Chinese flag / operated vessels recently – particularly in Kenya and Somalia,” said Sally Frankcom, communications officer for Stop Illegal Fishing.

In recent years, the conservation group Sea Shepherd has sent its ships to West Africa on joint patrols with the national government to prevent illegal fishing. The Sea Shepherd is currently patrolling the coasts of Liberia and Gabon.

“The presence of trawlers overseas is diminishing in some places and domestic trawlers are not coming out,” said Captain Peter Hammarstedt of Sea Shepherd. There is usually a large European presence in Gabon.

The pandemic does not appear to have affected fishing on the high seas. Industrial trawlers can spend months or even years in remote seas thanks to the refrigerated carriers that meet them to unload and supply fishing vessels with crew and supplies.

Global Fishing Watch’s new transshipment portal tracks encounters between tuna fishing vessels and transport vessels. Between February 1 and May 31, there were 2,679 possible deliveries for all vessels compared to 2,310 meetings for the same period in 2019. Among the Chinese-flagged vessels, there were 127 possible transshipment in the 2020 period compared to 54 in 2019.

WTO efforts to end costly subsidies

COVID-19 adds renewed urgency to the nearly 20-year effort by the WTO to ban subsidies promoting IUU and overfishing. While the pandemic is disrupting negotiations, talks that began in September are slated to resume with the aim of reaching an agreement by the end of the year.

China has the biggest stake because it operates the largest fleet in the world, catches the most fish, and issues the most fuel subsidies allowing its trawlers to travel to faraway fishing grounds.

A 2018 study found that without a US $ 4.2 billion subsidy, more than half of fishing on the high seas would not be commercially viable. China alone was responsible for 21 percent of fishing on the high seas in 2014 and nearly 19 percent of global fish catch on average between 2014 and 2016.

Reaching an agreement to remove harmful subsidies requires unanimous approval from the 164 WTO member countries.

However, one observer of the negotiations, Isabel Jarrett, manager of the Pew Charitable Trusts program to reduce subsidies for dangerous fishing, said she remains optimistic that the WTO will reach a consensus on rules, called “discipline,” for subsidies for dangerous fishing.

“There is consensus building around the discipline for IUU fishing,” said Jarrett.

However, many important details have yet to be decided. For example, who determines that a ship or operator is involved in illegal fishing – a member state, port state, or flag country? Then, what kind of punishment should be imposed, such as cutting fuel subsidies, and for how long? And should sanctions be imposed on individual vessels or entire fleet operators?

Perhaps one of the biggest obstacles to reaching agreement is determining the “special and differential treatment” to be applied in developing countries. Member states are allowed to determine their status and the two biggest fisheries subsidizers, China and South Korea, have established themselves as developing countries, according to Jarrett.

While China has been supportive of reaching an agreement, “they have been pretty quiet in negotiations,” he said.

Adding to the pressure to reach a deal is UN Sustainable Development Goal 14.6, which requires by 2020 the elimination of subsidies that contribute to IUU fishing and overfishing.

“This is one area where governments can really make progress and get huge conservation benefits by the end of the year,” said Jarrett.

Todd Woody is an environmental journalist based in California who specializes in marine issues.

The opinions expressed here are those of the author and do not necessarily have to be those of The Maritime Executive.

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Domestic Shipping Services Have Never Been Priority | Instant News


Our regional delivery services are provided by well established ship services which are generally adequate with a reasonably modern and well maintained fleet. But domestic delivery services, which provide essential connectivity in us

Cargo ship Capitaine Tasman docked at Suva Harbor on September 29, 2020. Photo: Ronald Kumar.

Our regional delivery services are provided by well established ship services which are generally adequate with a reasonably modern and well maintained fleet.

But domestic delivery services, which provide essential connectivity to our island nations, have often had very poor repairs.

Systemic problems, including financing and a lack of economies of scale on the extended blue water route, keep us often caught in a vicious circle of old, abandoned ships being replaced by more ships.

All of them are diesel – the biggest operating cost – and this dependence cripples all national budgets.

And, not surprisingly, these are the smallest, most remote and vulnerable communities on the outer islands that are most left behind.

For this, delivery services are sparse and often erratic, and are the most expensive per capita / km volumes to serve.

Maintenance

The costs and pressures of maintaining critical connectivity to outer islands with few resources to trade other than fish, seaweed and copra have led to increased internal migration to urban centers, creating another vicious circle.

The importance of shipping as an essential economic, social and government service link of our maritime community has never been fully prioritized.

Although transportation is the largest contributor to fuel and emissions in the region, the renewable electricity agenda has been prioritized.

Globally, shipments in 2050 will always look different from 2020 under a full decarbonization path.

Pacific ambitious countries have been consistent in their call for the sector to pay for its full role on the global agenda at the International Maritime Organization (IMO). But the big risk and conundrum is that the big nations and merchants will now transition and leave us with fleets that are old, inefficient and increasingly expensive to operate fleets.

Our socio-geographic realities require different scales and approaches in the development response to promote better connectivity in line with national, regional and global Sustainable Development Goals (SDG) commitments.

Fiji and the Marshall Islands announced the Pacific Blue Shipping Partnership (PBSP) at the UN Secretary General’s Climate Action Summit in September 2019.

PBSP seeks to mobilize US $ 500 million (F $ 1.08 billion) to secure Pacific Island countries, which currently rely on domestic fleets of ships that are predominantly over 20 years old (and over a third over 30 years old), catalyze the paradigm. shifted over the period 2020-2030.

Decarbonization

While full decarbonization will require new fuels, research shows existing technologies to generate significant savings in the current Pacific domestic shipping scenario.

The challenge lies in working with partners bilaterally and multilaterally in all sectors to ensure financing of this fleet renewal leads to capacity building with the region to design, build, service, operate and revive the marine transport industry. The joint research effort of the Micronesia Center for Sustainable Transport (MCST) with Swire Shipping at the Cerulean Project targets the shipping needs of our outer island communities.

The call is for a low-tech, low-cost vessel of approximately 40 meters, capable of delivering basic cargo regularly and safely, resulting in a 50 percent reduction in operational fuel costs.

During 2019-2020, MCST has worked with a team of maritime professionals and academics to investigate the most appropriate designs and routes to test prototype vessels capable of achieving cost-effective and energy-efficient operation during the following two years of construction trial in 2021 – expected to occur at the shipyard eligible vessels in the Pacific.

During operational trials, extensive monitoring, reporting and verification will be carried out as part of the MCST research commitment

These efforts are expected to generate robust data sets on the direct and indirect impacts (and benefits) of replicating and scaling these types of services to outer island communities across the Pacific.

The Cerulean Project

Project Cerulean represents a new public-private partnership for the Oceania region, with the potential to guide broader implementation of the PBSP, which is expected to involve mixed financing aimed at implementing solutions for public and private ship operators with sufficient capital and soft loan modalities to improve services through renewal of the fleet with low carbon alternatives and reduce operating expenses. The Cerulean project targets transportation job requirements that are often overlooked in broader discussions of international shipping.

The scale at which outer island communities require services often appears very small for shipping lanes accustomed to the logistics of large container units moving between capital / city ports.

As the initial research phase is nearing completion, the Cerulean Project has demonstrated the benefits of a multi-sector partnership. Swire’s sourcing commitment has empowered a Design Review Team supported by Captain John Rounds, CEO of Kiribati National Shipping Lines, Captain Brad Ives & Captain.

Evy Resheph from Island Ventures (operates SV Kwai), and a team of Captain Prof. Michael Vahs at Hochschule Emden / Leer University of Applied Sciences.

French naval architecture firm VPLP is now working with Lloyd’s Register to ensure this new vessel meets stringent design standards to operate in class, setting the precedent for safe and sustainable domestic shipping in the Pacific. Collaboration and dialogue are essential to achieve this goal in the years to come.

  • Andrew Irvin is project staff at the University of the South Pacific for Micronesia’s Center for Sustainable Transport

Edited by Karalaini Waqanidrola

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