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Baku, Fineko / abc.az. The TRACECA Intergovernmental Commission, the permanent secretariat is a regular meeting in Odessa, Ukraine, on April 25, 2008.

The secretariat Traceca informed that the meeting with representatives of the European Commission, project management TRACECA Secretariat of the Permanent Representatives who reside in TRACECA Multilateral Agreement on Main International Transport, Permanent Secretariat, the Secretary-General and experts.

“The agenda of the session, as well as those siseus measures taken by the parties to the implementation of the Action Plan 2008-2009 on Main Multilateral Agreement TRACECA strategy for the Europe-Caucasus-Asia corridor for - period until 2015. At the meeting, participants are also issues related to the preparation and coordination of the draft agreement on a multi-modal and carriages Model Law on National Forwarding activity, the problems the TRACECA Corridor , competition and increase the opportunities for its solution. The meeting is also defining the priorities of the European Commission TRACECA on projects for 2009, “have been reported.

Among the most interesting and new maters be at the meeting are TRACECA donor conference planned for December 2008.

“It is the experience of these international events, but within the donor conference TRACECA precedent did not take place. Is expected to meet with the forum TRACECA countries’ Anniversary Conference. Donor conference, employees of international financial institutions and the private sector. The conference idea is to identify priority projects and to raise the achievement of their investments . Permanent Secretariat, in collaboration with the European Commission is working actively in the design and preparation of materials for this conference, “he was informed.

During the session of EC / TRACECA projects will be in contact with staff at work in the beneficiary countries under the Action Plan 2008-9 MMA TRACECA strategy.

In addition, it is under review, a number of TRACECA, financial and institutional matters.

In conclusion of the session password coherent recommendations for the further implementation by the participating countries and the TRACECA permanent secretariat.

“One day before the meeting of the permanent secretariat, in Odessa, there will be a meeting of maritime security in the programme of transport for the development of co-operation between the European Union, the Black Sea and Caspian Sea and the coasts neighbouring countries, the countries in which the staff members concerned TRACECA countries’ maritime trade. this meeting, issues of the agenda consisting of maritime transport, security, environmental protection, prevention of pollution caused by ships, the control of ships by port state owner, the government, current and planned TRACECA to support projects aimed Improving the quality of maritime carriages, “he was informed.

The European Commission today acted to prod several European Union member states into bringing national legislation into line with EU directives on various maritime matters. In all cases, the Commission sent the errant states “reasoned opinions.” Sending of a reasoned opinion is the final step before lodging a formal complaint with the European Court of Justice.

The Commission acted against Italy for failure to fully transpose into national law and implement a 1995 directive that aims to reduce substandard shipping in EU waters by promoting compliance with international and EU legislation on maritime safety, establishing common criteria for control of ships by the port state and harmonizing procedures on inspection and detention.

Italy has until now failed to transpose and apply a rule calls for the costs of the inspections to be charged to the owner or operator of the ship.

Italy (along with Estonia) also received a reasoned opinion for failure to adopt national legislation on the mutual recognition of seafarers’ certificates issued by EU member mtates. Sending a reasoned opinion is the last step before the lodging of a formal complaint to the Court of Justice.

The Commission says Estonia and Italy have failed to fully transpose into national law a 2005 directive that aims to improve the image of European shipping and to attract young people to seafaring. The directive fosters professional mobility of seafarers within the EU, and sets recognition procedures for seafarers’ certificates of competency, while ensuring thorough compliance with the requirements of relevant International Maritime Organisation (IMO) Conventions.

Finland received a reasoned opinion relating to restrictions on the freedom to supply services in maritime transportation.

The Commission took issue with Finnish provisions requiring foreign shipowners to have a representative in Finland approved by the customs authorities. This representative is jointly and severally liable with the shipowner for paying fairways duties. These duties are charged for the service of guiding vessels through the fairways, especially through port access and departure channels.

The requirement that foreign shipowners designate a representative in Finland can result in additional costs for such operators and therefore make providing services more difficult for them than for a national operator. The Commission considers this practice to be contrary to the principle of freedom to provide maritime transportation services between Member States and between Member States and third countries.

Spain received a reasoned opinion relating to providing for discriminatory harbor dues in its national legislation.

The Commission has found that harbor dues charged when vessels visit the Canary and Balearic Islands, or Ceuta and Melilla are lower than those levied on traffic between ports on the Spanish mainland and elsewhere in the Community.

Also, dues for vessels sailing between Spanish and third country ports are not subsidized under Spanish legislation and are thus higher than those charged for traffic between Spain and other Member States.

Such forms of discrimination are in principle contrary to the provisions of Regulation (EEC) No 4055/86[1] applying the principle of freedom to provide services to maritime transportation between Member States and between Member States and third countries. They can be justified only on the basis of overriding reasons relating to the public interest.

The nation’s basic maritime plan for missing teeth.

At one time, if the government uncoordination, and taking into account the development of China in the gas project in the East China Sea, increasing the effectiveness of the plan requires political leadership to ensure that the government , the funds must be used for all.

The Cabinet approved in March the basic plan of the power of the ocean policy, in accordance with the Basic Law, on Ocean Policy adopted in July. The plan as a basis for the list of maritime policy measures in the next five years.

Given that Japan is to have as a neighbour zurückblieben maritime strategy, the plan is to centralize maritime policy under the seat for Ocean Policy, under the leadership of Prime Minister Yasuo Fukuda, more strategically with various problems and challenges.

The basic plan of the most important pillars are:

– Charting a course of development, energy and natural resources sea of fiscal 2008 has continued to encourage the exploration and development of marine resources.

– Doubling the number of Japanese-registered ships over a period of five years, beginning in 2008, and an increase in the number of boaters Japanese distributor for services overseas-1 - 1 / 2 times the current number of 10 years on a solid Maritime.

– The effective implementation of maritime activities, research and integration of information management maritime, which are in the possession of governmental organizations.

Yasuo two, the general manager of the plant, and a cabinet, the secretariat community is satisfied with the attitude of the success specific goals in the digital planned by the government.

“Compared with the measures taken independently by the various agencies, we are making great strides,” said two.

The plan was the first step in the government’s efforts for a comprehensive maritime policy. However, it is not to present practical approaches on many important issues.

One of these problems, China is Gasfeld’s in the development of the East China Sea, where the two countries have not yet reached an agreement about their overlapping exclusive economic zones.

As Japan should take this strategically difficult problem? The formulation of a national strategy is imperative that the most important point the baseline.

However, the plan is only said that the government should be a policy to solve the problem, while ensuring the national interests of Japan, to repeat, the government of the traditional position. That’s why it is not surprising that the basic plan, it failed, the spark of imagination both inside and outside the Government.

The Central oceans Secretariat explained that the dispute over China, the development of the gas sector is a highly political and diplomatic problem is on the framework of the “ocean”.

Yet even though it is difficult for which the plan applies to all elements of the negotiations with China, it should have hit a new strategy for cross-sectional reflects the current situation, in which the prime minister’s office , the Department of Foreign Affairs, Economy, Trade and the Ministry of Industry and the Japan Coast Guard of Construction and Transportation Department of the overall relationship, whatever the problem.

The basic plan of extensive maritime policy span, cutting a government. To integrate, but the competent authorities to cooperate beginning at the point where they submit budgetary means of the application. But because the base is not in terms of concrete proposals in this area, it is very likely that the authorities will continue to be the budgetary authority asked the lack of coordination of their efforts.

Tadao Kuribayashi, professor emeritus at the University of Keio, the hat of the situation. “There is a risk that the government offices are the benefits of the basic plan to win budgetary according to their own interests,” he said. “Authorities must not his own benefit, but a comprehensive approach to discuss how the maritime policy of Japan as a whole in the future.”

It is understandable that it was difficult for the Central Secretariat to handle such touchy. However, Fukuda is responsible for the plant for that reason alone.

“You need not be, unless the seat, he takes the initiative in the development of maritime policy,” said Hiroshi Shima Tera, Executive Director of the Ocean Policy Research Foundation.

Fukuda, especially as the head of the Federation, the legislator, whose mission is to promote research on the shelves of the nation mainland, it is alleged the maritime policy.

Currently, however, the Prime Minister is on his neck in the management of the current situation fitness, in which the Assembly of Councils is controlled by the opposition bloc. But politicians should keep in mind that it is up to them whether the new plan is actually used in the future. The current political impasse should not be allowed, in order to ensure that the core issues are not addressed effectively.

Recently, the US Navy has sent a proposal to conduct the lifting of the Congress requesting authority to temporarily reduce its current fleet from 11 to 10 aircraft carriers, from 2012 to 2015. Congress has already approved, after careful consideration, the Navy, upon request, in order to reduce the fleet from 12 to 11, which led, and the closure of the John F. Kennedy (CV-67) during the year 2007.

Congress should reject the Navy’s latest request. Today, a record low end of the scale of force Carrier is already a sharp reduction in the level of the Reagan administration military establishment in the 1980’s, when the Navy had a minimum number of vehicles required for the high seas 15 Congress should strengthen its strong support from the shipbuilding industry and try again the shipbuilding account in the exercise of defence.

“A quantity Quality All Its Own

In 2006, the Navy and government leaders a report to Congress suggested that a fleet of 313 ships, including 11 aircraft carriers, 48 attack submarines, cruisers and 88 destroyers, 55 vessels to combat the coast, 31 vessels and an amphibious landing Maritime Prepositioning Force 12 news relay with the construction and maritime transport, the amphibious landing vessels. [1] The reconstruction of the fleet is more limited, more than 50 percent in the last 15 years, is now 280 vessels must verlegbare remains a high priority head of the navy.

Unfortunately, the Navy is located in an area inaccessible because of an emergency unexpected 33 months between the decommissioning of the USS Enterprise (CVN-65) in November 2012 and September 2015, the introduction of replacement Big E, the USS Gerald R. Ford (CVN-78). After a stellar 51-year career, the Enterprise reactors are spent dry in November 2012. Ironically, the Navy was deliberately train wreck coming (and has nothing to alleviate, in the course of the last decade), a leader in the Congress informed, at the dawn of the new millennium, on future developers.

All, but not in the debate on the inventory of the Navy’s aircraft carriers, is the fact that, over the past ten years - and for several decades to follow - a Nimitz-class aircraft carrier in a long and complex Refueling Overhaul (RCOH) at All times. A support a revision of the complexity of this practice is mandatory for all needs, quickly, or not effective verlegbare. In general, the Navy already has a back door at the aircraft carriers and 10 would tend to decline to nine if the Navy gets its way with Congress.

Congress must consider whether nine aircraft carrier “thin between sectors of the global society of the responsibility of the various departments of five regional Combatant Commanders is an acceptable level of risk. The issue must recognize that the commitment of naval forces could be next a nation state or a non-State actors. Congress should consider carefully whether the Navy currently has enough support to the achievement of comprehensive service obligations. Navy If each meeting, the combatant commander of the difficulty of requirements today it is inevitable that a trade-off would have a case that is not enough Carrier at the request are available for unforeseen circumstances. The question is: how the nation can not allow a minimum fleet of 11 aircraft carriers?

The risk margin is too high

The United States is a maritime nation and the Navy Marine Corps and Coast Guard are the primary caretakers of this world. The Navy’s core competencies are the conservation of superiority on the seas and over the high seas against the forces of the nation, including states and non-state actors. If the Navy is to continue to ensure the high seas around the globe long into the 21st century, we need a strong fleet, both in the quantity of vessels and the quality of skills and technology.

Congress should be opposed to the Navy instead of denial of the application and the strength of the navy, a plan for disposal of vehicles in deficit in 2012. If it is seriously with the Congress of the United States Navy maintenance of the project’s capacity to the firepower of freedom around the world, and not by way of the Royal Navy, it should not be approved risks inherent in the company. One option for the Congress to consider is an acceleration of the delivery of the USS Gerald R. Ford by an increase in the Navy shipbuilding account for the construction of the Ford in a state of war. For example, the additional labour to be set to three layers of work per day, not to mention weekends and holidays.

Congress Navy guide must be at least “feet in the fire, to ensure that the goal of a 12-carrier fleet is in 2019 (or earlier, if possible.) Based on the trends of the Navy and hard early retirement to move ships - vessels such as Cruisers Ticonderoga class and Los Angeles-class attack submarines - Congress should adopt a law on the additional requirement that all Nimitz class carriers fuel. This requirement would prejudge the official at the Office for Management and Budget of eradicating RCOHs looking to make budget savings of the imagination. Must also resist the temptation to naval shipbuilding ausschlachtend resources for other urgent priorities, if the fleet of 313 vessels is still reality.

Overall, the preservation of the shipbuilding program is probably the need to continue to increase the Congress to obtain the budget of the Navy, because he faithful have made many times in recent years. There are just so powerful in the inventory Sovereign Military of 4.5 hectares in the United States territory of which is used for deterrence and threats. In addition to traditional media strike missions abroad could CVNs Its rate of the sea-based platforms for soldiers and Marines.

Conclusion

Congress should not “go precarious” in the Navy’s request for the waiver of Article 10 USC 5062, the existence of an aircraft carrier task force of at least 11 vessels. The future funding of the Navy’s fleet is a common need, the sense of a naval power.

A robust shipbuilding budget for the next 10 to 20 years is required for a reversal of the negative trend in the number of vessels in the Navy’s inventory. A failure in this regard only encourage American opponents. The institution is another deficiency dangerous topline said that the defence budget is too low for the American military, both in the field trained and ready to support running, and modernization. Congress should commit to 4, spending as a percentage of gross domestic product (GDP) for National Defense, in part to the realization of the modernization of the military management of the immediate needs, including the operator’s fleet.

Polystyrene reservoir could be banned in restaurants in Channel Islands Harbor in Oxnard in a regulation put in place by Tuesday at the Ventura County Board of Supervisors.

The board will not vote on the port of the new policy for the first in the wake of this month. Much of the regulation on updates routine around the port, in accordance with the laws of the state and national political circle, Channel Islands Harbor Lyn said director warriors.

The port of regulation was one of the few points ahead, the board has been of particular importance to Oxnard residents. The meeting took place at Oxnard City Hall, instead of situation in the Ventura County Government Center.

During the meeting Tuesday night, Preston Davis, the driver of a boat on the port, said of the proposed regulation should also be a possibility, all citations to the call by the Supervision Committee authorities.

“It is always” checks and balances “in the government,” he said. “The director of the port has too much power, and we must not unbridled power.

The new regulation has been the first time the port before the board in December but was pulled back for a few months, at the request of Supervisor John Flynn.

Flynn said he was concerned about the earlier version released because they prohibit Silver Surfer on the beaches and the beach in Hollywood, just outside the harbour.

The regulation was amended so that it does prohibitions navigation in the harbor, warriors, said Tuesday before the meeting.

“It was all, it was only a matter of plain language,” she said. “It is not permitted to navigation in the port, but we did not want to ban on wearing next to the beaches.”

The proposed ban polystyrene Port - nonbiodegradeable materials commonly called polystyrene - is another update routine in the port of politics, “said the warrior. It was by the Board of Supervisors years as anti-pollution measure has not yet been implemented, because it is not officially part of the port settlement.

“Some sites have already phased it out, and we are in discussion with our other restaurants on some of the other materials that are now on the outside,” said the warrior.

The regulation provides that a new priority in the harbor, the boats are airworthiness, “said warriors.

It also contains a prohibition of placing informative brochures on the windshields cars and a ban on advertising or selling anything, without a permit, with the exception of “for sale” on boats . The same rule applies only in the limits of the city of Oxnard, outside the port, “said the warrior.

Dhaka: The two days of discussions in the technical committee on the redefinition of the maritime boundary between Bangladesh and Myanmar has been carried out on Tuesday in Dhaka without any major decision is not reached, according to a report.

Both sides agreed that the implementation of an investigation of the common border, to the sea, and meet at a given moment in Rangoon in June to take a final decision.

MAK Mahmood Additional Foreign Ministers and head of the delegation of Bangladesh said, “We meet again in Myanmar in order to solve all the problems.”

“The process will continue, and the dialogue between the two neighbours. The agreement is not yet reached a consensus on all issues,” said an official Bangladesh.

Bangladesh and Burma to the border talks after a break of 22 years. The two countries met to finalize the sea, their rights to the sea, the continental shelf, within the United Nations framework on maritime law.

Burma must delineate a maritime border in 2009, after UNCLOS, while Bangladesh is at its borders of 2011.

The sea is essential to delineate both in Bangladesh and Burma, since the two countries from planning to implementation and Gasexploration oil in the Bay of Bengal.

The ten members of the Burmese team, under the leadership of Commodore Maung Lwin Oo, also met the Secretary-General for Foreign Affairs of Bangladesh md Touhid Hossain yesterday in his office, and the team of Burma is scheduled to leave Dhaka for return home today.

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LONDON (Reuters) - The reduction of emissions of greenhouse gases from ships, reducing other air pollutants they generate, and the purification of the world’s oceans, at the top of the agenda of a meeting of the world’s largest shipping in the body of this week in London.

The UN International Maritime Organization (IMO) meeting, as one of the largest in years, focuses on action taken to reduce the harmful effects of pollutants ship fuels such as sulphur dioxide and ‘nitrogen oxide emissions.

“The navigation should not be allowed to become a scapegoat for all those who, as a” soft target ‘for it every other modes of transportation, where data show that the way it when Green Connection it, “said the secretary general of the IMO Efthimous Mitropoulos opening of the session on Monday.

The week long meeting also hopes to accelerate measures to combat the increase in emissions of carbon dioxide emitted by ships, in strict international regulation or through industry initiatives.

Other hot topics include:

– Pushing governments to ratify a law against the spread of the devastating invasion “foreign” by the types of discharge of ballast water in the world.

Legislation passed in 2004 was only 12 countries have ratified, only 3.64 percent of the world’s shipping.

In the same way, other IMO conventions, the law will enter into force 12 months later, no fewer than 30 nations, 35 percent of the world’s tonnage to ratify it.

MOSCOW, March 31 (RIA Novosti) - President of Russia has signed a federal law on ratification of a maritime boundary treaty with Norway, on Monday, the press service of the Kremlin said.

The Treaty on the Delimitation of the disputed areas of the border in the region of Varanger fjord of the Barents Sea was adopted in July 2007 and submitted to the Duma by President Vladimir Putin.

The old agreement on the fjord Varanger, signed in 1957, on the inner part of the fjord, while the new agreement on the external border.

The Federation Council, the House of Lords, part of the Russian parliament, ratified the treaty, on March 19.

Mikhail Margelov, chairman of the Second Division of the Committee on International Affairs, said that under the treaty, “Russia get added value to 26 km from the sea in the area.”

In response to an MP’s question whether the new treaty would contribute to the resolution of disputes fishing sporadically in the region between Russia and Norway, Yuly Kvitsinsky, first deputy head of the Duma’s International Affairs Committee, said the contract will not apply to fishing.

The agreement could lead to a final settlement on the division of 155000 sq km Russian-Norwegian controversial in the area, presumably to significant oil and gas reserves. The fjord Varanger falls outside that zone.

Norway and Russia, negotiations on the delimitation of the controversy since the 1970’s.

The Varanger fjord in the region of eastern Finnmark, Norway fjord. It is located about 100 km long.

On February 27, 2008, the U.S. Court of Appeals Ninth Circuit in California decided that the “rules of maritime navigation,” the limitation of emissions of diesel engines and auxiliary sea-going vessels, within 24 miles of the coast of California, who leave the system prematurely Federal Clean Air Act. See the Pacific Merchant Shipping Association v. Goldstene, 2008 US App. LEXIS 4171 (9th Cir. Feb. 27, 2008). “At the end,” said the Ninth Circuit, “[federal] Clean Air Act, the rule of rules and marine vessels California requires EPA to obtain authorization before implementation.”

The Ninth Circuit’s decision will be Goldstene probably in the course of the discussion between shipments of the industry, supervisors of the fat and the best way (ie settlement of the Confederation, State and local regulators, or a combination thereof) for emissions in the atmosphere from ships and other vessels rejection, as ballast water. This debate is a complement to the ongoing efforts to another alleged environmental impacts arising from shipping industry.1

Clean Air Act of substance

The Federal Constitution-Clean Air Act (CAA), 2 adopt and 1970 and substantially amended in 1990 and 1977, is responsible for the protection and improvement of the air quality in the resources of the nation, promoting public health and productive capacity of the nation, and to develop the regional initiative and air pollution programs.3 CAA is a comprehensive programme to combat air pollution. It allows individual countries and the US Environmental Protection Agency (EPA) for the implementation of measures, the emission of pollutants by the technologies of this phenomenon, creating incentive programs, the Institute and other measures to achieve the objectives of the act.4

The CAA grants from the federal government to announce to the authority “of regulations setting standards for emissions from new nonroad new nonroad engines and vehicles.” 5 On the other side of the CAA explicitly rule for the regulation of emissions from new engines in the construction and agricultural machines, small new 175 hp engines, and new locomotive engines.6 For other nonroad engines and California allows vehicles to search CAA approval by the EPA to adopt “standards and other requirements for emission control.” 7 other states may take similar steps with California’s provisions of the EPA.8

The decision Goldstene

On 1 January 2007, the California Air Resources Board (CARB), without the prior permission of the EPO, started the implementation of its “rules of maritime navigation,” with regard to emissions of fine particles ( PM), nitrogen oxides (NOx) and sulfur oxides (SOx) Of all sea-going vessels in waters 24 nautical miles from the California Marine Vessels coast.9 rules for the issuance “auxiliary diesel engines, the engines are” in the front line for power for purposes other than propulsion “And for those On Board electricity needs.10 These engines, given that this decision Goldstene are, in general, powered by fuel remaining, as marine bunkers industry, a average sulphur content of 2.5 percent by weight. Sub vessel of the Navy rules, emissions from diesel engines aids may not be “The emission rate would mean that the engine had fuel []” with a sulphur content greater than 0.5 percent of respect for the rules weight.11 Marine Vessel shall be presumed that if a ship uses fuels.12 indicated a vessel owner can also be achieved by the “alternative strategies emission control [that] results in emissions that are not greater than the emissions that have taken place”, using Fuels. 13

The Pacific Merchant Shipping Association (PMSA), submitted a claim of California want proper application of the rules on shipping, because CARB is not sufficient for EPO permission from the CAA for implementation of naval vessels Rules.14 The court grants PMSA The Movement for a summary judgement concerning his request CAA, which argue that the rules are shipping prematurely under section 209 (e) (2), the CAA15 , because the rules are emissions “standards” and not the so-called “requirements in use” only how vehicles can be used. The court found the regulations on emissions standards “[b] ecause digital requirements of the regulations in reducing emissions, in particular with regard to emissions, instead of a fleet as a whole.” 16

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Oil for Food investigation, the commissioner-Terence Cole, it is necessary to examine the sinking of the HMAS Sydney, the warship, with all its lost 645 Crew took place in 1941 and on Western Australia, this month.

The loss of light cruisers after a battle with the German mercantile raider cormorant, the hardest outgunned, Germany is the worst disaster naval officer and maritime remains the greatest secrecy.

Prime Minister Julia Gillard in office announced Monday, the inquiry, he says trying to solve the riddle, and once and for all.

Mr. Cole, who has conducted the Royal Commissions AWB role in the United Nations oil-for-food program and another in the construction sector, was for his expertise in law of the sea and his experience as Defence Force, the judge Deputy Attorney General.

Mr. Cole sits alone, and the report - completed in the next year - Defence head Air Chief Marshal Angus Houston.

“This is a vast and complex issue,” said Ms. Gillard journalists.

“There are travel documents, more than 23 kilometres of shelving must be worked only in the context of the inquiry, because all refer to the Sydney and may contain relevant information.

“Hence it is taking some time, but it is an interesting role, because we want an answer to the enigma for a long time.”

Sydney, a warship set a record of the Mediterranean, has been lost with all hands after the battle with the commercial vessel disguised cormorant, November 19, 1941.

The only of what happened from some of the 317 survivors of the cormorant, which has declined.

The wrecks of the two vessels were in a water depth earlier this month.

The Geosounder SV, the vessel is looking again at the effort of Sydney-site with a remotely operated vehicle, in the hope that the first shots of the wreckage.

Find Sydney Foundation Patrick Flynn, project manager, explains that the team is waiting for the time to improve before it is completely dives can test from the remote control of the vehicle.

Inspection of the wreckage could explain how powerful warships, the pride of the Australian Navy has been sunk in these circumstances, and without survivors.

Sydney’s loss, several books and a detailed analysis of over 18 months by a parliamentary commission.

Ms. Gillard said of the depth of the “Sydney was the biggest secret in the history of the Australian navy, but the circumstances have changed, that the two wrecks were located.

“We can win, of course, news of the wreck (Sydney), itself,” she said.

“This has, of course, never available to anyone curious in this case in the past.”

Air Chief Marshal Houston said it is vitally important to determine what happened.

“Curiously, it seems that maybe, not captain of the investigation, it was during the Second World War, after the loss of Sydney,” he told reporters. “So, it’s a lot to do.”

Mr. Cole will try to speak with as many cormorants survivors as possible, to consider and, for the first time, many important documents.

Vision of the wreckage is also critically important.

Or does not consider faith, all information on the sector of the Nigerian Navy, until you have heard of Chief Olayiwola Shittu because it is a credible voice in the industry. Eloquent, singing and fear, Shittu is simply happy to keep the interview, because he has charmed his audience with his robust. The humpback affairs and chairman of tracks, CEO of SEKLAS Group, is a trade unionist had radically different places at different times in the history of the union of the Nigerian Navy. He spoke of the ongoing reform of the Nigerian seaports. Enjoy excerpts from the interview.

Olayiwola Shittu … The Nigerian businessmen do not want to risk
Now, let us of the status of Nigerian seaports with a look at the identification of the bank, the reforms? The Ministry of Finance has in the past made a lot of consultations with interested parties, as you 48 hours for clearance of goods. So I expect that the policy had a really positive influence on the activities of the maritime industry. The 48-hour clearance of goods, a policy was meant to accertate for rapid clearance of goods, as well as efficiency in the port.

What do you think is at the expense of its own success?

In all honesty, some of the problems we have in this country is widespread, because people do not expect that someone agency has been damaged. There are generalizations, of course, you can never something morality.

Généralisations that what all of us do, to cheat the government. But I bet that Nigerians are very patriotic, customs officials were people who are in the tradition of the house, you can create with what you have and with God’s blessings, things can be better for you, as outrightly corrupt.

I like jingles 48 hours of recording, and surprisingly our association of the Nigerian licence customs officer, which I am the chairman of the subcommittee, the issue of clearance 48 hours.

The umbrella organization of the agent compensation, we, of the idea to the implementation of the campaign to Abuja, they know that the agents are ready for 48-hour clearance. We are not ready, but only to recognize that there is no alternative to 48 hours of clearing cargo. But there are a lot of hurdles before 48 am, you can, for example, we can not of customs control of goods from 48 hours.

That’s what we practice in Onne Port. You can in your paper this morning, and the next day you are always your version freight. It is also affected by the reform, by the customs authorities of ANCLA CG, and in collaboration with other government agencies. The idea is for us to certain categories of goods freely by the fast-track. The others are those that you do not have to prove everything.

We know that there are loopholes for unscrupulous people, but it has been able to identify importers Embroidered with their activities. Thus, Customs may not be the only one, to 48 hours. What the government had in mind the fact that if your goods arrive in port within 48 hours to be taken.

But it’s not that simple. The biggest obstacle are as follows: banks, shipping companies and terminal operators. If an importer in its document an agent, it would be foolish for agents of the earth, as soon as possible, as it would also other jobs to earn more of a recommendation. He needs the satisfaction of the importer, so he has yet to him.

Now, are you going to the floor, where M forms are processed, the agent is not involved. It is between the importer and the bank. The regulation stipulates that the service provider - SGS, Cotecna, and others at the entrance to the form M, banks must before 24 hours, if the shape of M in order, or to be refused if to the bank.

Unless, of the importer, on his own following what happened to his form M, keep in a file, and it would be only to the definition. Today, the issue is on the road to the importer, and may not be aware of rejection.

There may be only a mistake, which can be corrected, which is the negative contribution from the banks. In the meantime, the centralization of foreign banks from their office at its headquarters, the issue that you open in the shape of M or Port Harcourt Maduguri had to wait for treatment at the headquarters level. But then, with the exception of two banks that have now as Ecobank regional transformation. Thanks to this form, if your M is rejected, it is the importer and closely monitored.

Although documents, and the rest of them arrived now, the majority of banks are still reluctant, until the service for which they are paid. The importer pays M-shape stands out by government agents for the collection of taxes and what are they doing, they are doing nothing … They put in place, than words, the goods are now without RAR (Report risk assessment) are being prepared, and it is a cooperation between the importer, the bank and the service provider. Thus, the agents are not involved.

What this means is that, once the program is in the port, during this 28-day period for overtime, some of them, in the absence of RAR. It is then the importer, today begins near to discover what is the problem. If we eliminate the barrier, it would help a bit.

The North Carolina, United States Coast Guard Licensed Captains Association checks implemented new federal law, and naval forces to continue its growth plan during its meeting on Friday night.

Under the edge at the session of Washington Center fire, was a founding member of Bobby Rees, a licensed captain. Mr. Rees has come from masters Larry Walker and Joe Sizemore, but also other members of the association and newcomers.

The meeting dealt with a wide range of topics, organization of the Association for financial assistance for organizations a nonprofit group, maritime laws, the license that each vessel master is necessary to know and obey .

Rees opened the meeting to discussion of new laws of the Confederation sea. A medication, the test program is in place for all masters of the license. If a ship is in a serious accident at sea, then, by federal law, everyone on board is another test. Therefore, the masters are forced, drugs, test kits on their ships from all periods.

According to Rees, the penalty for all sailors in an accident and not the drug-testing program is $ 5000 per day.

With such harsh penalties for non-compliance by maritime laws, Rees, to a point to instruct members of the association and interested persons on the captains.

“In addition, the legal consequences of this is that we have to give lessons,” said Rees. “When you get on the water and something happens, it is an insult to the State . ”

Rees commended the members of the association for their support and attention to the implementation of the mission of the association. The association, which was established late last year, eight active members, but he wants more.

“We have eight people who paid, or lined with a maximum pay,” said Sizemore.

Working with Rees, Sizemore created on the association’s website. Well, work on the search for funding sources - unlike its members - the association is under way.

“We can not do anything with taxes … Until we did this sort of thing,” said Sizemore.

The association is represented during the quarterly meetings of the year. The organization of the next meeting is scheduled for June 27 in Washington Fire Rescue-EMS Department’s inspections 2, 15 Street Extension. The meeting was set up as a player membership of the organisation, with this drive has been designed for people aware of the association.

Rees remains confident about the direction of the organization.

“As time goes on, more people are at our next meeting and join our association,” said Rees.

Through a Web site, established a mission, a permanent meeting point of the station and 2 prorated taxes, Rees believes the club is ready for the next step.

“Our group, like other meetings, the possibility of having money for professional services (available to the general public),” said Rees.

Sizemore Washington believes, is an ideal place for such an organization, and he looks forward to training potential captains.

“I think Washington is a vocational training centre for masters of opportunity,” he said.

Police doubts about the environmental group ship Rainbow Warrior Lyttelton is still welcome.

The Rainbow Warrior, the Greek blockade of the sea at Port Lyttleton, on Tuesday night awake police Appeals composed of 30 officers.

The port has been tight House on possible sanctions on the protest, but Christ Church commander of the southern police, the area of the Inspector Malcolm Johnston of the press said yesterday: “I did not feel they backwards. ”

“She has really bent backwards on it, and then he was with you …. (Greenpeace), are not always a Christmas card from the Lyttelton port,” said Johnston.

Greenpeace had complained in place security measures in the harbor when the Rainbow Warrior arrived for a visit from the last week of Easter.

The port to respond with an easing of restrictions on ships two open days.

Lyttelton Port Chief Executive Peter Davie does not have been reviewed requests for interview. Johnston said Davie was “not very impressed.”

“It (the Port Corporation), one of the risks, that coal production was starter and know what it is like Greenpeace.”

Six activists, to be held on Tuesday, because of the protests before the court of Auckland next week.

The Rainbow Warrior captain faces other costs on several cases of violation of the Law of the Sea locally.

Canterbury director of the regulatory environment Kim Drummond said, a study was carried out on the road to possible violations of the law on local administration and the shipping of the law of the Rainbow Warrior.

“Of course, there are still a number of issues that we are very well aware that the instructions transmitted by the master of the port were treated,” said Drummond.

Section 64 of the Maritime Transport Act provides for penalties of up to $ 10000 and 12 months in jail for individuals, violations of the obligation to maritime safety.

Organisations, it is necessary to a fine of up to 100,000 dollars.

Drummond said the protest was as low investigations take some time.

“Normally, these things do not sweat. This is a rather unusual event for New Zealand. ”

The port has been considered the possibility of cost recovery, protests, “said Drummond.

Only the port has the power to prohibit a vessel landing.

The Rainbow Warrior arrived in Dunedin last night the police had organized an emergency plan in the event of another event.

Otago Harbour Chief Executive Geoff Plunket said he expects the visit to behave like the others.

“We are on the basis of the normal procedure for a port call,” he said.

Otago Harbour does not export coal in the harbor, but LPG and gasoline are those the port.

The Emirate of Dubai is the focus of the conference on 5 April 7 April 2008, with the participation of a group of maritime trade and arbitrators and law, science numbers at two levels: regional and International.

This conference should be seen as a step towards excellence of the solution of all the legal and technical disputes in connection with Maritime Arbitration to communicate the same people and organizations concerned. The conference is designed for a new philosophy and logic behind the need for the implementation of the rules of the maritime arbitration, and there is little to add, update, laws and education, as well as the meeting with such challenges and crises can occur, as there are on the surface occasionally. The organizers of the conference have been increasingly willing to organize the event, increasingly important given the importance of the Maritime Arbitration in the field of law of the sea and international trade.

Organizers of the conference were also very interested in participating in this event to invite the main maritime referees from all over the world, as well as speakers from public and private organizations involved in the maritime arbitration, as well as Leaders of seaports and agencies Who also apply to this area of law.

Although each of us, like to complain about the European Union, we are probably very happy that all EU citizens.

There are indications that we willingly a part of Europe.

Each year, British citizens are 50000000 visits to the European continent.
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Three hundred thousand people to the use of the United Kingdom.

One and a quarter million have set up home. About half of the total foreign trade of the United Kingdom in Europe. British people are impressed by the art, culture, lifestyle and achievements of other Europeans.

Supporters of the European Union have rightly pointed out that European nations in peaceful cooperation is a big improvement over the destruction and trauma of World War II.

And the EU commitment to the demands for basic humanitarian principles - human rights, democracy, equality, freedom, the rule of law (including the “strict observance of international law” ), tolerance and justice.

The objectives of full employment and sustainable development.

Sounds that not too good to be true? It is now. The European Union is gravely ill in super-state, it has created.

Rose loves life for the majority of Europeans, in the moment, but European leaders are out of touch, their policies and their attitude vis-à-vis European citizens is cynical, inflexible and anti-democratic.

The European Union is a law of the factory produced the 11000 pages of legislation aimed directly our lives.

One of the main objectives of the European Union is quite a unitary state. This objective will be pursued in contracts under the 1957 Treaty of Rome in the 2004 Constitution and the Treaty of Lisbon in the year 2007 as an “ever closer union”.

This means that the increased centralization of control from Brussels. Here are decided by the Commission, the Council of Ministers and the European Council.

This system of government citizen with the knowledge of what happens. Most decisions are made in secret in human beings, we have never heard of.

Democracy can not operate in a vacuum, silence, as the participation of citizens in decision-making, thus allowing democracy to function. Policies must be under consideration of the public inquiry.

Democracy also requires that other political parties which arise at intervals of voters. Without the possibility of choosing other politicians for Policy Alternatives there can be no democracy.

Talkingshop balloting for the European Parliament or the dialogue at the national level on the non-EU member does not supersede the questions.

It was sometimes painful to learn that the law takes precedence over our own laws. We had a very important lesson in 1976.

This year, the Government of the United Kingdom any law relating to the extension of our territorial waters to 12 miles to 200 miles from the boundary, which is regarded as an exclusive economic zone.

We have exclusive fishing and marine exclusive rights for the conservation of the responsibility of this great country. We were able to participate in this action, under international maritime law.

But the European Court of Justice against the British government, action, and then, in 1977, chairman of our sovereignty over the waters of fishing fleets of all other member states.

In 1983, the EU has set up its Common Fisheries Policy. The European Union is not our government, control of our fishing on the high seas and is responsible for marine conservation.

The result was disastrous for the 300 fishing vessels operating in Sussex.

Given that the majority of the population in the province of boats fall into the category of the smallest (less than ten meters) exceeded their quotas for cod were starting on a pitiful three percent of the total catch.

The group now faces the prospect of further developments regarding the violation of the maritime law, for the three-hour protest on Tuesday.

Six Greenpeace demonstrators were arrested and on Tuesday evening on bail yesterday morning. Two of those arrested, Jo McVeagh and Sheena Beaton, can now be found on the Rainbow Warrior on the way to Dunedin.

The Greenpeace vessel attempting to block the Bulk Carrier-Hellenic left the seaport of the shipment of charcoal.

The police have sent 30 people to protest, she said wasting his time and led to the attack on policemen left isolated in a fight in the City Mall in central Christchurch.

Greenpeace campaign director Carmen Gravatt met yesterday, which indicates that the number of police officers regarding an overdose.

“It does not seem, from our perspective, it needs that many,” she said in the Rainbow Warrior.

“There were a lot of police officers, for example, for much of the time, so we were surprised when they said that it is our fault they could not else.”

Greenpeace had a history of non-violence and did not intend to hurt anyone or cause damage, she said.

“Everything has been very good in our interactions with the police. When they arrived, we were very courteous on board with them and offered them a cup of tea,” she says.

Spectacle commander of the police district of Canterbury Andy McGregor, said the protest was not peaceful.

“People on board a ship - goes beyond what I call a peaceful protest,” he said.

The reaction of the police was not excessive, he said.

“If you have a view on how you have to do with the protests, it’s not one-on-one, it’s two-to-one. This is the professional management of demonstrators when they go on line, “Has he said.

Canterbury port Tony Whiteley said an investigation was under way into premises eventual Law of the Sea by the Rainbow Warrior.

A spokesman for the port, Julie McCloy, said the Rainbow Warrior was the law of the sea at least one local using his bunk without a pilot.

Whether the Rainbow Warrior could be prohibited by the port, she said: “This is not something that we are able to make a comment on that.”

Frances Adank, a spokesman for the Environment Canterbury (ECan), the maritime force of local law, said that it was likely, Greenpeace would have to foot the bill for the use of a smuggler to oblige the Rainbow Warrior of the track.

“The smugglers and the costs can be worse than others,” she said.

Maritime New Zealand (MNZ) Ross Henderson spokesman said it was too early to say whether charges to adopt, in addition to those already by the police.

“If it is wider than maritime issues, then MNZ may or may not be involved,” he said.

The six demonstrators were prosecuted for charging Christchurch District Court next Tuesday, but it is understandable then all costs, in Auckland, where five of the six protesters.

Gravatt said it was unlikely one of the six challenges, taxes, but had not yet spoken with a lawyer, for a final decision to be taken.

Before Judge Smalley. SENTENCES. William Brown, indicted for being engaged in counterfeiting, having pleaded guilty, was sentenced to be imprisoned at hard labor at Sing Sing for a year and six months.

Arthur W. Garrity Jr., the federal judge whose school led to the abolition of racial segregation, race revolt that paved Boston as a place of infamy busing in 1970, died of cancer Thursday, his house in Wellesley, Massachusetts, he was 79.

Judge Garrity died, and the last vestiges of busing system, it has been designated in life abklingend. The commission School in Boston this summer to testify on the race as a factor in the decision of the school, the child visits.

But its decision Garrity and the judges themselves as a character, marked Boston’s recent history, the subject of discussion here read so far. While his colleagues at the Federal Court and Senator Edward M. Kennedy, returns tonight to congratulate Judge Garrity, as a man of great courage and perfectly legal, other reactions reflects a profound and persistent division of Boston about the man and his decision.

Mayor Thomas M. Menino said:”Few men have had as much influence on the life of the city as Judge Arthur Garrity. He was a man of deep conviction. And whether you agree or agree with its position a generation ago, everyone was in agreement that Judge Garrity influence on our city for a long time to come.”

Others responded with unfaded resentment. ”You mention the name of judges Garrity and the first of what you think, is the man who has the effect on us as much harm children and parents,’’said James Kelly, an opponent Long busing date is the current president of the Council of the city of Boston. Absolutely not bonne”venaient of Garrity, which has done so.”

In an interview with television in the past year, Judge Garrity said he had no regrets about his decision, while schools in Boston in 1974 were not formally separated, they showed a model de facto distribution, race, segregation unconstitutional and Should be corrected.

”I still believe that, given the circumstances that existed at that time what I was doing was reasonable,”he said.

Until his death, judges Garrity served as a semi-retired Chief Justice of the Federal Court, which concentrates on Massachusetts and was to continue to hear the case in recent weeks. The court Chief Justice, William G. Young said that Judge Garrity had a lot of important decisions, among them, the decision on the Law of the Sea and on the power of courts to demand of the population.

But the busing decision, Judge Young said,”was among the half-dozen major decisions of this court in its 200 years.”

In legal circles, the judges Garrity was known as a careful, methodical and rigorous judges. It was lightweight construction, and had a shy smile. But if the decision fell busing him - the extent possible, by the court of lottery system - it showed not skimped on the explosive task ahead of him.

His views on the custody of the National Association for the Advancement of Colored People finds that the School Ausschuss”Boston knowingly carried out a systematic separation programs.”By way of proof, he went to a number of Measures, including the model forms Setting sizes and locations of public schools are generally constructed to argue that segregation.

This occurs, the judges Garrity then to the task, Épine also monitoring the proceedings for the cancellation of the system. The plan includes the busing of thousands of students both black and white equalization mixture of race schools.

The resistance against segregation exploded in some areas, particularly the white enclaves Charlestown and South Boston, and spread over racist violence. Judge Garrity has been the target of death threats and at least two unsuccessful attempts of his life. He remained under guard 24 hours a day during the period from 1974 to 1978. He despised brüskiert and many, his name appeared in the city of profane graffiti, he was hanged in image and the protesters have come to his homeland.

LEAD: Congress has debated a liability law for oil spills every year for the last 15 years, and with growing intensity since the Exxon Valdez spill last spring. But passage has been blocked by a question that divides even environmentalists: Should limits be placed on the liability faced by owners of ships and the cargoes they carry?

Congress has debated a liability law for oil spills every year for the last 15 years, and with growing intensity since the Exxon Valdez spill last spring. But passage has been blocked by a question that divides even environmentalists: Should limits be placed on the liability faced by owners of ships and the cargoes they carry?

Of course not, say some environmentalists and state and Federal lawmakers, invoking the principle that the polluter must pay. If the Government puts a limit on how much a tanker company can be required to spend for cleanup and damages, the reasoning goes, then in a bad accident the spiller is subsidized by taxpayers, from beach goers to fishermen.

But others, including some environmentalists, say that if there are no limits, then there can be no insurance. And if there is no insurance, they say, then major oil companies will be reluctant to stay in a business that could cost them as much as $2 billion if they pollute, as the Valdez spill has cost Exxon so far.

”Every time you move a ship,” said Charles DiBona, president of the American Petroleum Institute, ”you are risking the whole company.”

With New Spill, New Concern

The issue of liability gained renewed interest this month when the Mega Borg, a Norwegian tanker carrying 38 million gallons of light crude oil, suffered a series of explosions and burned uncontrollably for days 57 miles from the Texas coast.

In the same period, the Royal Dutch/Shell Group, the British-Dutch parent of the Shell Oil Company, took a major step in getting out of the oil shipping business in the United States. The company announced that it would no longer send heavy oil to United States ports in vessels it owns or charters, except for an offshore port near Louisiana.

The oil that will be rerouted to other tankers is well under 1 percent of the total arriving every day, but some experts think other shipping companies will follow. If unlimited liability is allowed, Mr. DiBona said, ”a lot of ships are going to be sold to one-ship corporations.”

The advocates of liability limits say single-ship corporations are not afraid to risk all their assets because they have no assets beside the tanker on the rocks. But such corporations may not be as proficient at operating tankers as the major oil companies, the argument goes.

Other officials say an arbitrary limit on liability makes little sense. If a state limits liability, ”you are essentially saying the public should subsidize the oil industry because they don’t want to pay,” said David C. Sait, who is in charge of emergency response at the Bureau of Oil and Hazardous Materials Control at the Maine Department of Environmental Protection. Who Should Be Liable? Maine’s 20-year-old liability law sets no financial limits on liability against ship owners and cargo owners and establishes that the terminal for which the oil is bound can also be sued. One effect of Maine’s law, Mr. Sait said, is that the oil terminal in Portland inspects ships carrying cargo ther