LIKONI CHANNEL BRIDGE

"Tourism stakeholders in the country have welcomed the government's plan to construct a new bridge at the Likoni crossing channel. Kenya Association of Hotelkeepers and Caterers boss Mike Macharia yesterday said the move will open up the transport sector at the Coast. Prime Minister Raila Odinga on Monday said the government is looking to construct a new high bridge at the channel.

The bridge, the PM said, will be constructed in such a way that it will let big ships into the Mombasa port. “This will solve the many issues at the ferry,” said Raila. He added that the move will complement other plans of turning Mombasa into a special economic zone like Shanghai and Guangzhou in China. “I know of the Dongo Kundu bypass, but if the government is really serious about this issue, then it is good news for Mombasa and the Coast,” said Macharia.

Former Kenya Association of Tour Operators chairman Duncan Muriuki said the industry players have more faith in the government after it showed commitment in implementing most of its plans. “It is the best thing to happen in the tourism industry,” said Muriuki. Kenya Tour Drivers and Guides Association chairman Joseph Parpai said the bridge will fasten the linkage between the North and the South Coast thus redeeming the image of the Coast tourism sector.

Construction of the KES 25 billion bridge connecting Mombasa Island with the Kenyan South Coast will start in February next year.

The Government has announced construction of a bridge across Likoni Ferry channel to ease transport to South Coast. Principal Secretary, Infrastructure Development, Eng John Mosonik said to provide a more reliable link to South Coast, plans have commenced for the construction of the Likoni bridge to replace the ferry. The Likoni Ferry, serviced by the Kenya Ferry Services (KFS) has come under constant criticism over inefficiency particularly from tourism players who have had to grapple with long queues due to delays and ageing equipment. Eng Mosonik (pictured) said the government plans to develop a ring of roads and bypasses around Mombasa to decongest the city. He said designs are underway for the proposed Mombasa Northern Bypass linking Mazeras to the Mombasa—Malindi road in North Coast.

Other initiatives currently underway include a second Nyali Bridge under Public-Private Partnership arrangements. He added that the ministry is implementing one of the flagship projects under Vision 2030 – Mombasa Bypass project linking the West mainland to the proposed port at Dongo Kundu. “The project will play a pivotal role in development of untapped tourism potential in the South Coast,” he said. The Government received Sh25 billion loan from the Japan International Cooperation (JICA) for this project. The project will be implemented in three work packages. Severe traffic The first package is the —Miritini to Kipevu Link Road while the second package is the Mwache to Dongo Kundu, including construction of long –span bridges over the sea while package three involves the Dongo Kundu to Kibundani. He said tenders for work under package one have been evaluated and will soon be awarded with construction works expected to commence in early 2015, with a completion period of 30 months. “Packages two and three will be rolled out in 2015, and projected to be completed by 2018 and 2017, respectively,” he said. Eng Mosonik said through the support of the African Development Bank, the Department of Infrastructure has completed detailed designs and tender documentation for dualling the Changamwe roundabout – Jomvu- Miritini Highway in order to address the severe traffic congestion experienced on the highway. He said financing for the project is being sought. The PS said the design for upgrading and strengthening of the Malindi-Mombasa—Lungalunga road  is at advanced stages, and will be implemented as a regional project under sponsorship from the East African Community.

Already two key border post facilities to enhance trade between the Coastal region and Northern Tanzania have been completed. He said that already regionally, the Mwatate –Taveta road (90 km) is ongoing , Kaloleni –Kilifi road (30 km) is also ongoing while the Maji Ya Chumvi- Bachuma Gate, which is 55 km work has commenced. And after more than five decades, Lamu residents can breath easy following plans by the government to upgrade the Garsen-Nyongoro – Lamu road to bitumen standards under the Roads 10,000 programme. The project is at tendering stage and is expected to be complete in two years’ time

Courtesy of: standardmedia.co.ke

AIDS TO NAVIGATION IN LAKE VICTORIA

AIDS TO NAVIGATION INSTALLATION LAKE VICTORIA

Establishment of navigational aids.

Of obvious importance to the safety of shipping is the establishment of navigational aids such as light houses, lightships, buoys and radar beacons on the Lake. As regards the Seas, an obligation is laid down by the SOLAS Convention on states Parties to arrange for the 23establishment and maintenance of such aids to navigation as, in their opinion, the volume of traffic justifies and the degree of risk requires, and to arrange for information relating to these aids to be made available to all concerned13. Under sections 10(g) and 11(2)(e) of the Act, this obligation is the responsibility of the Lake Victoria Basin Commission and the Maritime administrative Units respectively of the partner states. However the Act is ambiguous in as far as it does not give a criteria and guidelines for the establishment of such aids. Further, it does not provide for mechanism through which this is to be achieved the source of funding as well as a time frame within which states should discharge this obligation. The questions as regards how, when and what happens in case the concerned Authorities do not discharge this obligation is left unanswered. There is a need for redress of this void if safety is to be improved upon in the region.

Moreover, according to the project documents of the Project on Enhancement of the Safety of Navigation on Lake Victoria which are available from the offices of the East African Commision Secretariat at Kisumu, it has come to light that in the past there were approximately 30 navigation aids in the form of visual marks with lights on Lake Victoria. Today there are virtually no aids to navigation on the lake as they have either disappeared or fallen into disuse due to poor maintenance or have been vandalized. The sailing directions, last revised in 1972 are still being used but are rather outdated. So are the available navigation charts of the lake which were last updated in 1956. In addition, nautical surveys were last created between 1900 -1906.

The duty and or obligation to improve safety on the lake is a two way responsibility. That is ship operators on one hand and the responsible contracting governments as well as concerned authorities on the other. It is the responsibility of the three governments of Kenya, Tanzania and Uganda to put in place navigational aids as well as make available updated navigational maps and charts to the Lake users. This is a necessity which cannot be postponed.

In the past years, there were approximately 30 lit and unlit Aids to Navigation but they have almost all disappeared. Today there are no “officially” sanctioned aids to marine navigation on Lake Victoria.

On 12th June 2014 Comarco were awarded the contract to plan, design, supply, install and commission new ATN at the following locations:

·                     Jinja Port – Uganda

·                     Kisumu Port – Kenya

·                     Musoma Port – Tanzania

·                     Mwanza North Port – Tanzania

·                     Mwanza South Port – Tanzania

·                     Kemondo Bay Port – Tanzania

·                     Bukoba Port – Tanzania

·                     Entebbe Port – Uganda

·                     Port Bell - Uganda

·                      

 

Lake Victoria

Located at 1.134m above the sea level, Lake Victoria, with a surface of 20,000 square nautical miles, is the second largest lake in the world. It should be considered as a sea from the point of view of the safety of navigation. The equator crosses it and the length of its coast is about 2.000 nautical miles. It is shared between the three Member States of the EAC: to the North-East, 6 % of the surface belongs to Kenya, to the North and to the West, 43 % belongs to Uganda, and all the Southern part (51 %) belongs to Tanzania.

It includes many islands of which approximately 200 are inhabited. There are numerous vessels plying the lake, cargo, vehicle, rail and passenger ferries. Nevertheless fishing constitutes a significant economic resource as it is estimated the some 2 million receive income directly or indirectly from fishing. It follows that the fishermen are possibly the major navigators on the lake and that often times take greatest risk as some fish from no greater vessel than a canoe.

Three very big urban areas border the Lake: Kisumu which is the third largest city of Kenya, Entebbe/Kampala, the capital of Uganda, and Mwanza which is the second largest city of Tanzania.

OSIL install two data buoys to monitor environmental concerns in Lake Victoria, Kenya 

OSIL recently completed the installation of two data buoys along Lake Victoria in Kenya to help manage the local environment monitoring various environmental concerns including hyacinth menace and contamination of the lake water.

In addition to monitoring atmospheric components of the lake, such as moisture, oxygen levels and temperature, the sensors on the data buoys will also measure wind direction and levels of potentially harmful chemicals in the lake. By better understanding the environment, one benefit is that fishermen will be provided with real-time information on wind patterns helping them to avoid being trapped by regions of floating hyacinth which is blown across the lake.

The 5m tall data buoys measuring 2.6m in diameter were designed and built to be robust and protected from the local wildlife to ensure the security of the data collected. This real-time data will be relayed to base stations at 15 to 30 minute intervals where the data will then be analysed and studied trending changes to the lakes environment.

Richard Williams, Managing Director of OSIL, said: “We are delighted to help support the Kenyan authorities. These innovative buoys are designed by our specialist team in the UK to capture invaluable data which will help preserve Lake Victoria for future generations”

MARINE PARKS AND RESERVES

MARINE PARKS AND RESERVES

A marine park is a park consisting of an area of sea (or lake) sometimes protected for recreational use, but more often set aside to preserve a specific habitat and ensure the ecosystem is sustained for the organisms that exist there. Most marine parks are designated by governments, and organized like 'watery' national parks.

The largest marine park used to be the Great Barrier Reef Marine Park in Australia, at 350,000 km² until 2010, when the United Kingdom announced the opening of the Chagos Marine Park or Chagos Archipelago. Although for many uses it is sufficient to designate the boundaries of the marine park and to inform commercial fishing boats and other maritime enterprises, some parks have gone to additional effort to make their wonders accessible to visitors.

These can range from glass-bottomed boats and small submarines, to windowed undersea tubes. In New Zealand a marine reserve is an area which has a higher degree of legal protection than marine parks for conservation purposes.

In New South Wales, there are planned marine parks which will stretch along the coastline of the entire state.

Marine National Parks and Reserves in Kenya

 

 MOMBASA.

 KISITE-MPUNGUTI.

 KIUNGA.

 MALINDI.

 TANA DELTA.

 WATAMU

Mombasa Marine National Park and Reserve is a marine park and national reserve in Mombasa, Kenya. The park is 10 km² (2,500 acres) while the reserve is 200 km² (49,400 acres).[1] It is located on the coast near tourist areas and is a popular beach and snorkeling and diving location. It is the most heavily visited of Kenya's marine parks. It has coral reefs in its waters. It was established as a Marine Park in 1986, and encloses part of the lagoon, back reef and reef crest habitats of the Bamburi-Nyali fringing reef. The Marine park is characterized by warm tropical conditions varying at the surface between 25°C and 31°C during the year, stable salinity regimes and moderate nutrient levels.

The marine park is located in Mombasa town along the Kenyan coast. The park comprises of the sea waters, mangroves, sea grasses, and sea weeds. The park is home to variety of marine life e.g. Crabs, Sea urchins, Sea cucumbers, Sea Stars/Starfish, Sea Jellies. Other spectacular attractions include the sand beach and coral gardens. The park is a popular snorkeling and diving location.

Wildlife Code

• Respect the privacy of the wildlife, this is their habitat.

• Beware of the animals, they are wild and can be unpredictable.

•Don't crowd the animals or make sudden noises or movements.

• Don't feed the animals, it upsets their diet and leads to human dependence.

• Keep quiet, noise disturbs the wildlife and may antagonize your fellow visitors.

• Stay in your vehicle at all times, except at designated picnic or walking areas.

• Keep below the maximum speed limit (40 kph/25 mph).

• Never drive off-road, this severely damages the habitat.

• When viewing wildlife keep to a minimum distance of 20 meters and pull to the side of the road so as to allow others to pass.

• Leave no litter and never leave fires unattended or discard burning objects.

• Respect the cultural heritage of Kenya, never take pictures of the local people or their habitat without asking their permission, respect the cultural traditions of Kenya and always dress with decorum.

• Stay over or leave before dusk, visitors must vacate the Park between 6.00 p.m. - 6.00 a.m. unless they are camping overnight. Night game driving is not allowed.

Marine Wildlife Code

• Check local weather and sea conditions before entering the marine park.

•Some marine life is dangerous; do not touch anything under water.

•Do not damage or remove corals. It is a living organism which takes many years to form and is host to many rare and endangered species.

• Do not remove shells, starfish or any other sea – flora or fauna. Removal is illegal, seriously disrupts the eco system and some marine life is dangerous. The areas outside the parks and reserves is threatened by excessive shell collection. Empty shells provide homes for hermit crabs and some fish.

• Do not buy shells and other marine animal products as souvenirs as this encourages further plundering of the reefs and beaches.

• Never dispose of litter on the beach or in the sea. It is illegal and environmentally unfriendly. Marine turtles can confuse clear plastic waste with jelly fish and will die if they eat it.

• Hand – feeding of fish is discouraged. It disrupts normal feeding patterns.

• Hook and line fishing is allowed in the Marine Reserves but prohibited in Marine Parks. Spear guns are not permitted for use in either.

• Environmentally friendly activities such as snorkelling and diving are encouraged, under the supervision of the Kenya Wildlife Service wardens, who work closely with tour operators and hoteliers to ensure strict adherence to this code of practice.

• Avoid restaurants that serve undersized crabs and lobsters as this contributes to their rapid demise.

• Support traditional coastal livelihoods and do not give money to children on the beach, as this can encourage them to stay away from school.

• Respect the cultural heritage of Kenya, never take pictures of the local people or their habitat without asking their permission, respect the cultural traditions of Kenya and always dress with decorum. Mombasa Marine Reserve ACCESS

• Sited in the city of Mombasa the park can be reached by road from the city centre, and then connected by boat from the Mombasa Beach

• Roads: From Nairobi mainly use the Nairobi- Mombasa Highway

• Air: It is a 45 minute flight from Jomo Kenyatta International Airport to Mombasa SIZE / LOCATION

• Over 200 km2

• Mombasa District, Coast province CLIMATE

• The Coast is humid with mean annual temperatures ranging from 22-34 C. rainfall is about 500mm pa. The climatic conditions are hot and humid. SAFARI CARD REQUIRED?

• At present the park does not operate on smart card system. Entry is by cash only (KSH or US$) MAJOR ATTRACTIONS:

• Beach

• Coral gardens MARINE LIFE

• Prolific marine life includes crabs, corals, sea urchins, jellyfish, sea stars, and sea cucumbers. Different varieties of coral species comprise of Acropora), Turbinaria and Porites BIRDS

• A variety of off shore birds can be seen. WHERE TO STAY

• There is Currently no accommodation in the reserve. Visitors can stay in Mombasa town which offers various accommodation options. There are lots of luxurious, comfortable and culturally rich hotels and lodges to choose from in close proximity to the Mombasa Marine National Park. ACTIVITY OPTIONS • Wind surfing • Snorkeling

• Water skiing • Sunbathing

• Diving WHAT TO TAKE WITH YOU • Footwear, e.g. sandals or flip flops (to protect your feet from the reef) • T-shirts (to protect your body from sunburn)

• Snorkel, mask, fins, all of which are available for hire

• Camera, hat, sunscreen, insect repellant • Guide books

• Plenty of drinking water

• A friend(s)

Park Contacts

 Phone: +254 41-2312744/5 +254 57-2500136 Email: msamarine@kws.go.ke Postal Address: Mombasa Marine National Park Box 82144 Mombasa

lamu offshore oil

lamu offshore oil


deepsea oildrilling and exploration

Just weeks after the significant discovery of oil in the Northern part of the country, a Houston based oil and gas exploration company has secured a deep-water drilling ship for giant Mbawa Prospect off Lamu archipelago.Apache Kenya Ltd. who operate and own 50 per cent of the block secured the use of the ship-Deep-sea Metro 1 that will be used to sink a well on the billion barrel Mbawa prospect. The actual date to commence operations is hoped to be in the third quarter of 2012. However, according to Pancontinental, commence of works will depend on when the drilling rig is finished with its current operations. "Apache is anticipating a spud date within Q3 2012, with the actual date depending on when the drilling rig is finished with its current operations," Pancontinental's Chief Executive Officer Barry Rushworth said in a statement. Seismic indicators show what looks like gas-over-oil-over-water at its primary target. Pancontinental estimates that Mbawa has maximum potential to contain 4.9 Billion Barrels of oil and a gas cap of 284 Billion Cubic Feet in place at the main Tertiary- Cretaceous level with significant additional potential also to be tested by the well at the deeper Upper Jurassic level and shallower Tertiary levels. However, only drilling can verify the oil and gas volumetric potential (if any) at the well. Further estimates show that Mbawa has in-place and unrisked potential to contain at the deeper Top Jurassic level of up to 323 Million Barrels oil (P10) or 525 Billion Cubic Feet gas (P10).This however is subject to risks like the fact that there is limited data for reservoir parameters on the East African margin thus there is no control on interpretation of Jurassic carbonates and the lack of a commercial discovery of hydrocarbons in Jurassic carbonates on the East African margin. Water depth over Mbawa is about 800 metres, easily within the range of modern drilling and production technology. The well is expected to take some 45 to 60 days to complete to a planned depth of 3,250m sub-sea in water depth of 860m, easily within the range of modern equipment. The East Africa has become a focus of interest for oil and gas exploration, but a worldwide shortage of rigs threatens to slow growth and increase the cost of operations. Pancontinental who hold 15 per cent of the block has a total of four projects offshore Kenya covering more than 18,000 square kilometres in licence areas L6, L8, L10A and L10B, with the L8 Mbawa project being the most advanced and the first prospect to be drilled.Other partners in the block are Origin Energy Ltd who own 20 per cent and Tullow Oil with a 15 per cent share.

ref: www.pancon.com.au/projects/kenya/lamu-basin-l8-l9

MARINE BASED DAMAGE CONTROL PLAN

On Board Damage Control

This Classification News is intended to clarify the requirements for damage control plans and damage control booklets on board ships. To date, the SOLAS Convention has required damage control plans and booklets to be carried on board: • passenger ships, regardless of size, since at least 1974 • dry cargo ships over 100 metres in length, constructed on or after February 1, 1992 • dry cargo ships over 80 metres in length, constructed on or after July 1, 1998, and • all ships, regardless of length, constructed on or after January 1, 2009. The text of the current requirement (applicable to all ships constructed on or after January 1, 2009) can be found in SOLAS Chapter II-1, Part B-4, Regulation 19. Further guidance on what the damage control plan and damage control booklet should contain is provided in circular MSC.1/Circ.1245. The previous circular on the subject, MSC/Circ.919, gave similar information for ships which had to provide these documents under the earlier requirements.

General

1. Scope of Damage Control
   1. Damage control comprises the entire system of maintaining watertight integrity, controlling stability, repairing damage, providing for defense against gas, and caring for injured personnel. It deals with material, personnel, operations, methods and organization.
2. Importance of Preparation
   1. The control of damage is dependent, to a great extent, upon the measures taken prior to action to reduce and localize the effects of collision, grounding, or the casualties of battle. The prevention of the spread of water, fire and gas within the ship by closing all openings and the elimination of inflammable material is greatly aided by the care with which the damage control preparation for war and battle is made as covered by the Strip Ship Bill and the Clear Ship for Action Bill in later sections of this chapter.
3. Responsibility for Organization
   1. All heads of departments and division officers are responsible for the phases of damage control coming within the limits of their departments and divisions. The Damage Control Officer, however, is the coordinator of the various phases of damage control and he shall be responsible under the supervision of the Executive Officer for satisfactory organization and a master bill for carrying out efficiently all phases of damage control. Heads of departments and division officers shall cooperate to the fullest extent with the Damage Control Officer in all matters relating to damage control.
4. Compartmentation Integrity and Stability Control
   1. Watertight, airtight and fumetight integrity are important functions of damage control. Watertight integrity insures the buoyancy and stability of the ship, and the maintenance of minimum list and proper trim. Airtight and fumetight integrity contribute to the necessary protection against gas attack.
   2. In connection with watertight integrity the Damage Control Officer coordinates the various phases of stability control. In battle he is in direct charge of the control of stability. He shall assemble all pertinent data in Damage Control Central. He shall maintain the Construction Department personnel in an efficient state of training relative to the handling of water in the ship to meet the needs of stability control.

KENYA MARINE FISHERIES LAUCH NEW WATER CRAFTS

KMFRI launches state of the art reseach vessel –
Fisheries Development Minister unveils RV Uvumbuzi
The minister for Fisheries Development and MP for Funyula Honarable Dr. Paul Otuoma unveiled Sh75 million state-of-art research vessel— RV Uvumbuzi — acquired by KMFRI to promote research programmes in Lake Victoria on the 4th of June 2010.   The colorfull ceremony was held in Kisumu. In attendance included Kisumu Town West MP Olago Aluoch, Fisheries PS Prof Michemi Ntiba accompanied the minister.

‘R.V. UVUMBUZI” is a modern research vessel for aquatic research and is expected to undertake research providing information leading to informed management  decisions for Lake Victoria fisheries and environmental management.  Research undertaken using this vessel will strengthen collaborative work already going on within the East African Community. 
The ship is fitted with Multi-parameter limnological equipment including state of the art water quality monitoring system – CTD with a multi-parameter CTM 90 probe and fluorometer proxy sensor capable of self contained operations up to depths of 100 meters. A SIMRAD EK 60 dual frequency hydro-acoustic scientific echo-sounder provides real time on-board laboratory download displays of distribution and density of fishstocks.  Hydro-acoustic information is supplemented by data from mechanized pelagic (mid water) and bottom trawls.  Research undertaken using this vessel will strengthen collaborative work already going on within the East African Community.

The new stat of the art research vessel has the following additional features:

• On-board analytical laboratory
• 15 days resilience for prolonged stay off-shore
• Adequate rest cabins for crew and scientists
• State of the art communication equipment including VHF, SSB radios and satellite phones
• State of the art Navigation equipment and Radar
• Eco-sounders
• Samples storage chambers for frozen and toxic substances

 

Marine Fisheries Resources

This includes the 12 nautical miles territorial waters and the 200 nautical miles EEZ. The marine resources have considerable quantity and range of coastal and offshore marine fisheries resources with good potential for economic development.
The Kenyan marine zone is bordered by a coastline measuring some 420 km in length in a straight line, expanding to some 880 km when taking into account the actual coastal landscape. Two main river systems, the Sabaki, just north of Malindi and the Tana about 80 km further north reach the coast. 
Outflow from these rivers enrich the local fishing grounds, which in turn support commercial concentrations of shrimps (prawns). Much of the coastline is fringed by mangrove forest and swamp. The total area of the Kenyan EEZ is about 230,000 sq km.
Kenya’s known marine inshore fishing grounds include the rich inshore grounds around Lamu Archipelago, Ungwana Bay, North Kenya Bank and Malindi Bank. The inshore fisheries zone is an important part of the Kenya fishery.  The zone is exploited predominantly by artisanal fishermen who operate some 4,800 mostly un-motorized boats to produce around 6,000 – 7,000 Mtons of fish annually, valued at over KShs 500 million. Annual catches have fluctuated between 4,000 and 10,000 Mtons over more than a 20-year period.
The prawn fishery from which approximately 400mt are landed each year are fished by commercial trawlers from the two fishing grounds with brackish waters.
The offshore waters of the Kenyan zone yield catches of large tunas, billfishes and pelagic sharks to foreign fishers.
The offshore fisheries zone is exploited by vessels from Distant Water Fishing Nations (DWFNs).  The main species sought are the highly migratory tunas including skipjack, yellowfin and bigeye tuna. Some of the fish landed in Kenya and transhipped overseas.  Others are landed directly in the Distant Nations. License fees from this earned the Government around KShs 30 million per year approximately US $ 400,000).  The fees charged are 20,000 US$ for purse seiners. 

Inland fisheries

Kenya is endowed with extensive inland waters, covering in all an area of between 10 500 and 11 500 km2 (depending on rainfall/year), Inland fisheries account for about 96 percent of annual total national production. However it is the country's 6 percent share of Lake Victoria that accounts for almost all of the national freshwater capture fishery catch. Other lakes and rivers of fisheries significance include; Lake Turkana, Baringo and Naivasha. Major rivers include the Tana, Nzoia, Kuja, Yala and Athi/Sabaki. The fisher exploiting this resource are generally small scale Planked canoes, often equipped with dhow-rigged sails, are the usual forms of fishing craft. Gear kits are primarily based on gill nets, long lines, beach seines and 'mosquito' nets.

Aquaculture

Kenya has great potentials for aquaculture growth. It is endowed with climatic diversity, natural features and resources that favour the culture of a wide variety of aquaculture species. However, though not yet quantified, only a small portion of these resources are utilized. Aquaculture in Kenya can be categorized into three broad divisions. These are;

• Warm fresh water aquaculture dominated by the production of various species of tilapia and the African catfish (Clarias gariepinus) mainly under semi intensive systems using earthen ponds.
• Cold fresh water aquaculture involving the production of rainbow trout (Oncorynchus mykiss) under intensive systems using raceways and tanks.
• Marine water aquaculture (mariculture) which is underdeveloped

The Tilapine species constitute about 90% of aquaculture production in Kenya. Polyculture of the Tilapines with the African catfish is sometimes done to enhance productivity under mixed sex culture systems. The production of the Tilapines and the African catfish is characterized by low pond productivity mainly due to employment of low pond management practices. The result has been stagnation of National aquaculture production over the past few decades. Because of the poor perception of aquaculture as an economic activity, it has been difficult to promote its commercialization, as most potential investors are not convinced that aquaculture can be a profitable enterprise.
Aquaculture contributes about 1% of the total national fish production. Currently the total area under aquaculture stands at 722.4ha which include dam aquaculture. The production from this utilized area stand at an average of 4,300,000 Kgs per year.

Ship Classification Societies

a marchant ship is requasted to insure against maritime risk,they requier some asssurance that any particular vessel is structurally fit to undertake a proposed voyage. A systems of classification has been formulated over a period of more than 200 years. in this period reliable organisation have been created for the initial and continuing inspection of ships so that classificaton may be assessed and maintained.
Recent amendment to the requirements of the International Convention for (SOLAS) have raquird ships to which that convention applies to be designed, constructed and maintaned in complaince with the structural, mechanical and electrical requirements of a classification societywhich is recognised by the flag administartion or with applicable national strandards of the administration which provide an equivalent level of safety. In general flag administration  recognise specific classification societies for this purpose rather than maintaining such national standards.
The 10 major classification societies that claim to class some ninety-for percent of all commercial tonnage involved in international trade world wide are members of  the International Association of Classification Societies(IACS). These members are-
American Bureau of Shipping(ABS) of USA
Bureau Veritas (BV) of France
China Classification Society(CCS) of China
Det Norske Veritas (DNV) of Norway
Germanischer

SHIP PARTS IN RELATION TO SIDES

THE SHIP IN RELATION TO ITS SURROUNDING