Just passing this along.
gCaptain has a significant editorial that questions the Coast Guard’s plan for the grounded car carrier Golden Ray. This is not in my wheelhouse, but sounds like they have valid reservations about the proposed method of salvage and its possible adverse environmental impact. (OPA-90 is the Oil Pollution Act of 1990.)
“This is OPA 90’s biggest test ever. The question is, will the United States Coast Guard allow OPA-90 to be manipulated by responsible parties? Will they rewind the clock to the days before Exxon Valdez when polluters managed their own environmental disaster recovery efforts?”
Thanks to Lee for bringing this to my attention.
Above is the video of the Senate Subcommittee hearing for which I provided the Commandant’s prepared remarks earlier.
Participating Senators I noted were:
- Dan Sullivan, Sub-Committee chair (R, Alaska)(Lt.Col., US Marine Corps Reserve)
- Gary Peters, ranking member (D, Michigan)(LCdr. US Navy Reserve, Supply Corps)
- Bill Nelson, ranking member of the Commerce Committee (D, Florida)(Capt. US Army Reserve)(NASA Scuttle payload specialist)
- Roger Wicker, Chairman of the Seapower sub-committee (R, Mississippi)(Lt.Col. ret. USAF reserve)
- Richard Blumenthal (D, Connecticut) (USMC Reserve 1970 to 1976 discharges as Sargent)
- Brian Schatz (D, Hawaii)
- Ed Markey (D, Mass.) (Spec4, US Army Reserve, 1968-73)
- Jim Inhofe (R, Oklahoma) (Spec4, US Army, 1956-1958)
- Maria Cantwell (D, Washington)
You can also check out the original post from the Senate Committee on Commerce, Science, and Transportation. (Same video is available there, but the meeting does not actually start on that version of the video until minute 36.) There you can also find the written statements of the other three witness who constituted the second panel. The Commandant was the sole witness on the first panel.
This was something of a love fest for the Coast Guard with repeated praise for the people and actions of the Coast Guard.
This hearing was reputedly about how the Coast Guard had been impacted by the unusually severe Hurricane season. There is not a lot new here but there were some interesting remarks.
Polar Icebreaker Contracts
The intention is to Contract for the first Icebreaker and then employ block buy for the next two (28m). To me this seems to negate most of the advantage of a block buy. I don’t believe we will or should buy one and then wait until we have tried it out before contracting for the next two. That would necessitate a delay of at least five years during which we would still have the nightmare scenario of our only heavy icebreaker having no rescue if it should break down in the ice–certainly not an impossibility even with a new ship. If we are going to contract for the remaining two before testing the first, we might as well block buy all three.
First of class is always the most expensive. If the shipyard gets a block buy they know that initial improvements in productivity can be amortized over the entire block buy quantity. In some cases, in order to win the whole project, the shipyard will cut the price of the first ship substantially knowing they will make a profit over the entire project.
If we buy one and then block buy the second and third, we have paid for improvements to the winning yard with the first contract and minimized the chances for a competitive bid for numbers two and three.
Legislation has capped DOD participation in icebreaker procurement, so the bulk of icebreaker procurement costs will come out of the Coast Guard budget.
There was a lot of discussion about the need to have the Coast Guard Authorization Bill signed into law, still not approved. You can see it here.
There was a discussion of the high cost of the Coast Guard response to the recent series of Hurricanes.
Representative Sullivan spent a lot of time, discussing and advocating for an eleven mile road from King Cove (population estimate–989) to Cold Bay, Alaska (population estimate–122) which has an all-weather airport with two runways, one 10,180 feet and one 6285 feet in length. The Coast Guard connection is that the road would minimize or eliminate the necessity for the Coast Guard to Medivac emergencies from King Cove by helicopter, which is frequently hazardous. It is a Federal issue, because the road would run through a Federal reserve. The Commandant fully supported the desirability of completing the proposed single lane gravel road as a means of minimizing the requirement for helicopter medivac.
28m Domestic icebreakers–Design work on new domestic icebreakers is expected to start in 2030. That sounds a bit late to me. Mackinaw was commissioned in 2006 so if that is what he is really talking about, that makes sense, but the 140 foot icebreaking tugs are a different story. The first for of these will be 51 years old in 2030. More than half of them have already completed in-service which was expected to add 15 years to their service life. Morro Bay, at least, is expected to reach the end of her service life in 2030, and considering how long it takes us to build a ship we really need to start the process not later than 2025.
45m Western Pacific Fisheries Protection–They have not seen much risk of Illegal, Unregulated, or Unreported fishing.
51m Inland River Tenders
56m We may need to replace the 52 ft MLBs with something larger than the 47 foot MLB sometime in the future, but their end of life is not yet apparent
58m Coast Guard Museum in New London
60m Sexual Assault in the CG
1h02m Puerto Rico/Virgin Islands continuing commitment and its effects on drug seizures and alien migrant interdiction.
1h05m Vessel homeporting
1h08 CG center of expertise, particularly in regard to clean up spills in ice and fresh water
1h16m Army Corp of Engineers dredging backlog.
1h17m Second Panel begins.
1h19m Medivac from King Cove
1h31m Mr Smithson regarding Deepwater Horizon experience, unified approach, investment in mitigation.
Below you will find a verbatim press release. The US and Canadian Coast Guards are mentioned prominantly, particularly in regard to the formation of Low impact shipping corridors. Certainly the Coast Guard will enforce the fisheries restrictions as well.
THE WHITE HOUSE
Office of the Press Secretary
FOR IMMEDIATE RELEASE
December 20, 2016
In March, President Obama and Prime Minister Trudeau announced a new partnership to embrace opportunities and confront challenges in the changing Arctic, with Indigenous and Northern partnerships, and responsible, science-based leadership. Over the past year, both countries have engaged a range of partners and stakeholders, including Indigenous peoples and Northern communities, state, provincial and territorial governments, nongovernmental organizations and businesses. Those consulted have expressed a strong desire for real and long-term opportunities to build strong families, communities, and robust economies. Today, President Obama and Prime Minister Trudeau are proud to launch actions ensuring a strong, sustainable and viable Arctic economy and ecosystem, with low-impact shipping, science based management of marine resources, and free from the future risks of offshore oil and gas activity. Together, these actions set the stage for deeper partnerships with other Arctic nations, including through the Arctic Council.
Science-based approach to oil and gas:
In March, the United States and Canada committed that commercial activities will occur only if the highest safety and environmental standards are met, and if they are consistent with national and global climate and environmental goals. Today – due to the important, irreplaceable values of its Arctic waters for Indigenous, Alaska Native and local communities’ subsistence and cultures, wildlife and wildlife habitat, and scientific research; the vulnerability of these ecosystems to an oil spill; and the unique logistical, operational, safety, and scientific challenges and risks of oil extraction and spill response in Arctic waters – the United States is designating the vast majority of U.S. waters in the Chukchi and Beaufort Seas as indefinitely off limits to offshore oil and gas leasing, and Canada will designate all Arctic Canadian waters as indefinitely off limits to future offshore Arctic oil and gas licensing, to be reviewed every five years through a climate and marine science-based life-cycle assessment.[i]
Supporting strong Arctic communities:
In March, both countries committed to defining new approaches and exchanging best practices to strengthen the resilience of Arctic communities and continuing to support the well-being of Arctic residents, in particular respecting the rights and territory of Indigenous peoples.
Recently, in direct response to requests from Alaska Native communities, President Obama created the Northern Bering Sea Climate Resilience Area protecting the cultural and subsistence resources of over 80 tribes as well as one of the largest seasonal migrations of marine mammals in the world of bowhead and beluga whales, walrus, ice seals, and sea birds. The United States also launched an interagency Economic Development Assessment Team in the Nome region of Alaska to identify future investment opportunities, with other regions to follow. In addition, the Arctic Funders Collaborative (AFC), a group of 11 U.S., Canadian, and international philanthropic foundations, announced the coordination and mobilization of an estimated $27 million in resources for programs across the Arctic over the next three years.
Today, for its part, Canada is committing to co-develop a new Arctic Policy Framework, with Northerners, Territorial and Provincial governments, and First Nations, Inuit, and Métis People that will replace Canada’s Northern Strategy. The Framework will include priority areas identified by the Minister of Indigenous and Northern Affairs’ Special Representative, such as education, infrastructure, and economic development. The Framework will include an Inuit-specific component, created in partnership with Inuit, as Inuit Nunangat comprises over a third of Canada’s land mass and over half of Canada’s coast line, and as Inuit modern treaties govern this jurisdictional space. In parallel, Canada is reducing the reliance of Northern communities on diesel, by deploying energy efficiency and renewable power. Canada will also, with Indigenous and Northern partners, explore how to support and protect the future of the Arctic Ocean’s “last ice area” where summer ice remains each year.
Low impact shipping corridors:
In March, the United States and Canada committed to working together to establish consistent policies for ships operating in the region. Today, both countries are launching the first processes ever to identify sustainable shipping lanes throughout their connected Arctic waters, in collaboration with Northern and Indigenous partners. The U.S. Coast Guard is launching a Port Access Route Study (PARS) in the Beaufort and Chukchi Seas.[ii] Results from this analysis may be used to establish vessel routing measures including traffic separation schemes, recommended routes, Areas To Be Avoided, or other instruments such as fairways where no structures may be erected. The Canadian Coast Guard and Transport Canada is implementing Northern Marine Transportation Corridors, determining what infrastructure and navigational and emergency response services are needed. Canada is also launching a new program to support training curriculum for Northerners, particularly Indigenous peoples, to join the marine field, as well as programming to support marine infrastructure and safety equipment for communities.
In addition, the U.S. Coast Guard, in consultation with industry, Indigenous communities, and the State of Alaska, has begun a strategy to phase down the use of Heavy Fuel Oil (HFO) in the Arctic. The Canadian Coast Guard is conducting similar outreach and consultations to develop proposals to phase down the use of HFO in 2017. The United States and Canada will each, or jointly, propose a plan for consideration at the International Maritime Organization’s spring 2017 meeting.
Science-based management of Arctic fisheries:
In March, the United States and Canada called for a binding international agreement to prevent the opening of unregulated fisheries in the Central Arctic Ocean and to build on a precautionary, science-based approach to commercial fishing that both countries have put in place in their Arctic waters. Today, the United States commits to supporting and strengthening existing commercial fishing closures in the Beaufort and Chukchi Seas, and to conducting scientific research to improve our understanding of the Arctic. Canada commits to working with Northern and Indigenous communities to build world-leading and abundant Arctic fisheries – based on science – that firstly benefit Northern communities. Together, the United States’ and Canada’s actions will create the largest contiguous area of well-regulated fisheries in the world.
Both countries reaffirm their commitment to a legally binding agreement to prevent unregulated commercial fisheries in the Arctic High Seas until an internationally recognized Regional Fishery Management Organization is in place to provide effective management. Both countries are working towards such an agreement in the coming months.
(Below are apparently footnotes–Chuck)
[i] Taking into account the respective obligations of the United States and Canada under international law to protect and preserve the marine environment, these steps also support the goals of various international frameworks and commitments concerning pollution, including those reflected in the 1990 International Convention on Oil Pollution Preparedness, Response, and Cooperation, the 2013 Agreement on Cooperation on Marine Oil Pollution Preparedness and Response in the Arctic, and the U.S.-Canada Joint Marine Pollution Contingency Plan. Furthermore, with respect to areas of the Beaufort Sea where the U.S.-Canada maritime boundary has not yet been agreed, these practical arrangements are without prejudice to either side’s position and demonstrate self-restraint, taking into account the principle of making every effort not to jeopardize or hamper reaching a final maritime boundary agreement.
[ii] In conducting this study, and consistent with existing authorities, the Coast Guard will consider traditional knowledge from local communities, the effects of shipping and vessel pollution on the marine environment, marine mammal migratory pathways and other biologically important areas, subsistence whaling, hunting, and fishing, and the needs of maritime safety and commerce.
This came to my attention through the Bryant’s Maritime Consulting Blog.
Thought this article from the National Interest, “China’s Coast Guard: Big Problem or a Big Opportunity?” was worth a look. Specifically it is about working the possibility of working with the Chinese on dealing with the environmental effects of major oil spills.