Removing the River Princess by David D'Souza
The M/V River Princess wreck off Candolim beach is a hindrance to society and tourism, besides being a pollutant, and its removal has to be done in a cost effective, non polluting method. Financial losses need to be contained for all parties: the public, those involved in tourism, residents of Candolim, GOG and the owner.
It is my belief that the same has been held up due to misinformation and lack of knowledge on the specialized subject of shipping by environmentalists and others.
First of all, its present state is that of a pollutant and its removal should be the prime factor. All this talk of pollutants being released during its removal are amateurish and speculative. No work would be allowed to commence unless all factors are considered and compensated for, when professionals handle a job .The press releases so far do not indicate that an EIA (Environment Impact Assessment) report has been filed.
Such a report would have outlined the pros and cons of the various methods that could be used for removal.
. Floating and towing the vessel in its present state without dismantling would require dredging under and around the vessel as well as a channel till the sea bottom equals her draft. This is not the most efficient method, as is being made out, as dredging would have an effect on coastal processes and might be a greater pollutant, increasing erosion and causing irreversible damage. Dredging cannot be carried out without an EIA.
. Dismantling the vessel and landward removal would have an effect on the coastal zone (landward). It would also affect the tourist and fishing economy, spoil prime property in the coastal zone, and make labour the most visible beach visitor. It would require sea and land transport, and lead to traffic congestion. An EIA should be conducted for this type of operation too.
. Dismantling and seaward removal seems to be the most efficient choice if conducted by marine professionals, certified/working under IMO (International maritime organization) rules or standards. They would dismantle the superstructure and machinery and transport it by sea to the scrap yard in Alang /Mumbai. They would then lighten the hull, divide it into floating sections taking the utmost care to prevent any deposits into the sea. This can be done by various methods.
Lightening the hull will entail most of the work being done on the hull itself. If the final lower section floats, well and good (obviously to be calculated and planned), otherwise dividing it can be done without any slag falling into the water by methods as simple as laying blankets of some efficient durable material under and as well as floating around. This method would appeal to anyone who has knowledge in this field. An EIA and operation report needs to be tabled.
Amateurish Environmentalists should be guided by the EIA or Operation process report and stop being bothered by slag which is biodegradable and of the earth itself and is not a major problem to prevent its sea release. In fact, most of their worries can be taken care of: just because one lacks knowledge of the field one should not think it cannot be done. May I remind you that India has among the best reputations in the field. This should be seen as a chance to prove that. This job has been delayed due to haggling by inexperienced people. We should be concerned only about employing the most highly reputed firm to carry out the job in the most efficient manner be it financially, environmentally or technically.
Note: The coastal zone as defined by the UN is the transitional area between land and sea. It extends in India up to 500 metres (landward) and scientifically up to the 12metre depth (seaward).
http://www.oheraldo.in/pagedetails.asp?nid=2489&cid=14
