Tuesday, May 22, 2018

IMO Adoption of the initial imo strategy on reduction of ghg emissions from ships


 - 2 -


ANNEX 1
RESOLUTION MEPC.304(72)
Adopted on 13 April 2018
INITIAL IMO STRATEGY ON REDUCTION OF GHG EMISSIONS FROM SHIPS
THE MARINE ENVIRONMENT PROTECTION COMMITTEE
RECALLING Article 38(e) of the Convention on the International Maritime Organization (the Organization) concerning the functions of the Marine Environment Protection Committee (the Committee) conferred upon it by international conventions for the prevention and control of marine pollution from ships,
ACKNOWLEDGING that work to address greenhouse gas (GHG) emissions from ships has been undertaken by the Organization continuously since 1997, in particular, through adopting global mandatory technical and operational energy efficiency measures for ships under MARPOL Annex VI,
ACKNOWLEDGING ALSO the decision of the thirtieth session of the Assembly in December 2017 that adopted for the Organization a strategic direction entitled “Respond to Climate Change”,
RECALLING the United Nations 2030 Agenda for Sustainable Development,
1 ADOPTS the Initial IMO Strategy on reduction of GHG emissions from ships (hereinafter the Initial Strategy) as set out in the annex to the present resolution;

Information to be included in the Bunker Delivery Note


The amendments to Appendix V of MARPOL consist revised information to be included in the Bunker Delivery Note, coming in force 1 January 2019.

        - Resolution MEPC.286(71) has been adopted with amendments to Appendix V of MARPOL requiring additional information to be included in the Bunker Delivery Note (BDN) for “purchaser’s specified limit value” of the sulphur content. This applies specifically for ships equipped with SOx scrubbers.
Item 9 of the BDN is replaced with the following:
"A declaration signed and certified by the fuel oil supplier's representative that the fuel oil supplied is in conformity with regulation 18.3 of this Annex and that the sulphur content of the fuel oil supplied does not exceed:
• the limit value given by regulation 14.1 of this Annex;
• the limit value given by regulation 14.4 of this Annex; or
• the purchaser's specified limit value of (% m/m), as completed by the fuel oil supplier's representative and on the basis of the purchaser's notification that the fuel oil is intended to be used:
1. in combination with an equivalent means of compliance in accordance with regulation 4 of this Annex; or
2. is subject to a relevant exemption for a ship to conduct trials for sulphur oxides emission reduction and control technology

Friday, January 19, 2018

Alert on detainable deficiencies


Following a recent Port State Control (PSC) inspections in all (MOU)s, seven deficiencies have been imposed that resulted in the detention of the vessels. We wish to draw attention to these detainable deficiencies to avoid re-occurrence

Emergency equipment for 2-way communication

The battery of the emergency equipment for 2-way communication was found expired. Ship Owners/ Managers / Operators are reminded on the requirements of the emergency equipment.
The equipment should be portable and capable of being used for on-scene communication between survival craft, between survival craft and ship and between survival craft and rescue unit. It may also be used for on-board communications when capable of operating on appropriate frequencies.
The equipment should:
 be capable of being operated by unskilled personnel;
 be capable of being operated by personnel wearing gloves as specified for immersion suits in regulation 33 of chapter III of 1974 SOLAS Convention;
 be capable of single-handed operation except for channel selection;
 withstand drops on to a hard surface from a height of 1 m;
 be watertight to a depth of 1 m for at least 5 min;
 maintain watertightness when subjected to a thermal shock of 45°C under conditions of immersion;
 not be unduly affected by seawater, or oil, or both;
 have no sharp projections which could damage survival craft;
 be of small size and light weight;
 be capable of operating in the ambient noise level likely to be encountered on board ships or in survival craft;
 have provisions for its attachment to the clothing of the user;
 be resistant to deterioration by prolonged exposure to sunlight; and
 be either of a highly visible yellow/orange colour or marked with a surrounding yellow/orange marking strip.
The source of energy should be integrated in the equipment and may be replaceable. In addition, provision may be made to operate the equipment using an external source of electrical energy.
Equipment for which the source of energy is intended to be user-replaceable should be provided with a dedicated primary battery for use in the event of a distress situation. This battery should be equipped with a non-replaceable seal to indicate that it has not been used.
The primary battery should have sufficient capacity to ensure 8-hour operation at its highest rated power with a duty cycle of 1:9. This duty cycle is defined as 6-second transmission, 6-second reception above squelch opening level and 48-second reception below squelch opening level.

Line-throwing appliances

During the PSC inspection it was noted that the line-throwing appliances were found expired.
A line-throwing appliance complying with the requirements of section 7.1 of the LSA Code shall be provided.
Every line-throwing appliance shall:
 be capable of throwing a line with reasonable accuracy;
 include not less than four projectiles each capable of carrying the line at least 230 m in calm weather;
 include not less than four lines each having a breaking strength of not less than 2 kN; and
 have brief instructions or diagrams clearly illustrating the use of the line-throwing appliance.
The rocket, in the case of a pistol-fired rocket, or the assembly, in the case of an integral rocket and line, shall be contained in a water-resistant casing. In addition, in the case of a pistol-fired rocket, the line and rockets together with the means of ignition shall be stowed in a container which provides protection from the weather.

Bridge Distress Flares

During the PSC inspection it was noted that the bridge distress flares were found expired.
LSA Code covering the distress flares requires that not less than 12 rocket parachute flares, complying with the requirements of section 3.1 of the Code, shall be carried and be stowed on or near the navigation bridge.
The rocket parachute flare shall:
 be contained in a water-resistant casing;
 have brief instructions or diagrams clearly illustrating the use of the rocket parachute flare printed on its casing;
 have integral means of ignition; and
 be so designed as not to cause discomfort to the person holding the casing when used in accordance with the manufacturer's operating instructions.
The rocket shall, when fired vertically, reach an altitude of not less than 300 m. At or near the top of its trajectory, the rocket shall eject a parachute flare, which shall:
 burn with a bright red colour;
 burn uniformly with an average luminous intensity of not less than 30,000 cd;
 have a burning period of not less than 40 s;
 have a rate of descent of not more than 5 m/s; and
 not damage its parachute or attachments while burning.

S-VDR Certificate missing / label indicates outdated last annual survey

The purpose of a simplified voyage data recorder (S-VDR) is to maintain a store, in a secure and retrievable form, of information concerning
the position, movement, physical status, command and control of a vessel over the period leading up to and following an incident having an impact thereon. Information contained in an S-VDR should be made available to both the Administration and the shipowner. This information is for use during any subsequent investigation to identify the cause(s) of the incident.
An S-VDR with capabilities not inferior to those defined in these performance standards is required to be fitted to ships of classes defined in SOLAS chapter V, as amended.

Civil Liability for Bunker Oil Pollution

The Civil Liability for Bunker Oil Pollution was found as a damaged copy on board.
The owner of a ship registered in a Contracting State and carrying more than 2,000 tons of oil in bulk as cargo shall be required to maintain insurance or other financial security, such as the guarantee of a bank or a certificate delivered by an international compensation fund, in the sums fixed by applying the limits of liability prescribed in Article V, paragraph 1 to cover his liability for pollution damage under this Convention
A certificate attesting that insurance or other financial security is in force in accordance with the provisions of this Convention shall be issued to each ship after the appropriate authority of a Contracting State has determined that the requirements of paragraph 1 have been complied with. With respect to a ship registered in a Contracting State such certificate shall be issued or certified by the appropriate authority of the State of the ship's registry; with respect to a ship not registered in a Contracting State it may be issued or certified by the appropriate authority of any Contracting State. The certificate shall be in the form of the annexed model and shall contain the following particulars:
 name of ship and port of registration;
 name and principal place of business of owner;
 type of security;
 name and principal place of business of insurer or other person giving security and, where appropriate, place of business where the insurance or security is established;
 period of validity of certificate which shall not be longer than the period of validity of the insurance or other security.
The certificate shall be in the official language or languages of the issuing State. If the language used is neither English nor French, the text shall include a translation into one of these languages.
The certificate shall be carried on board the ship and a copy shall be deposited with the authorities who keep the record of the ship's registry or, if the ship is not registered in a Contracting State, with the authorities of the State issuing or certifying the certificate.

Main Engine Oil Mist detector alarm inoperative

As per the Unified Interpretation of SOLAS Regulation II-1/27.5, the Oil Mist Detector arrangements (or engine bearing temperature monitors or equivalent devices) are part of the automatic shut-off arrangements required by SOLAS regulation II-1/27.5, in the case of medium and high-speed diesel engines of 2,250 kW and above or having cylinders of more than 300 mm bore.
For the case of low speed diesel engines of 2,250 kW and above or having cylinders of more than 300 mm bore, the OMD arrangements (or engine bearing temperature monitors or equivalent devices) should initiate the alarm and slow down procedures.

The consequences of overriding automatic shut-off arrangements should be established and documented.

Oil water and fuel oil separators observed illegal connections

Oil residue (sludge) tanks must have no discharge connections to the bilge system, oily bilge water holding tank(s), tank top or oily water separators.

Wednesday, January 10, 2018

EU MRV Regulation




The first monitoring period has commenced
As of 01/01/2018 every ship above 5,000 GT irrespective of flag undertaking one or more commercial voyages into, out of or between EU ports shall monitor emissions, falling under the scope of the EU MRV Regulation, on a per-voyage basis and aggregate the voyage data in an annual report.

The monitoring on a per-voyage basis shall cover the following parameters:
 Port of departure and port of arrival, including the date and hour of departure and arrival
 Amount and emissions factor for each type of fuel consumed in total
 CO2 emitted
 Distance travelled
 Time spent at sea
 Cargo carried
 Transport work, which is defined as: distance travelled x cargo carried
The EU MRV Regulation allows for exemption from the per-voyage monitoring when all the ship’s voyages during the reporting period either start from or end at a port under the jurisdiction of an EU Member State and the ship performs more than 300 voyages during the reporting period. In case your ship falls under this exemption it shall already be indicated under Table C.3 of the assessed monitoring plan.
The EU MRV Regulation applies to commercial voyages only, which means any ship that calls at an EU port to:
 load/unload cargo, or
 ballast voyage, or
 embark/ disembark passengers.
On the other hand, ships' movements that do not serve the purpose of transporting cargo or passengers for commercial purposes are not subject to EU MRV Regulation, for example dry docking, maintenance, relieving crew etc.
It is also important to note that for voyages starting in previous calendar year and ending in the next calendar year, the data are to be reported under the first calendar year. For example, a voyage starting from Limassol on 28th of December 2018 and ending in Piraeus on 02nd of January 2019 must be included in the 2018 annual report.

Tuesday, December 19, 2017

IMO Data Collection System



The revised MARPOL Annex VI establishes a mandatory scheme for the collection and reporting of fuel oil consumption data for each type of fuel used onboard ships.

Resolution MEPC.278(70) has been adopted, amending MARPOL Annex VI that requires mandatory fuel oil consumption data collection and reporting through a new Regulation 22A. As required by the new Regulation 22A of MARPOL Annex VI: 
* From calendar year 2019 (i.e. 01/01/2019 to 31/12/2019), each ship of 5,000 gross tonnage and above shall collect the data in a predefined form, for that and each subsequent calendar year or portion thereof, as appropriate, according to the methodology included in the SEEMP. 
* At the end of each calendar year, the ship shall aggregate the data collected in that calendar year or portion thereof, as appropriate. 

Thursday, December 14, 2017

LIST OF CERTIFICATES AND DOCUMENTS REQUIRED TO BE CARRIED ON BOARD SHIPS, 2018




LIST OF CERTIFICATES AND DOCUMENTS REQUIRED
TO BE CARRIED ON BOARD SHIPS, 2018

1 The Facilitation Committee, at its forty-first session, the Marine Environment Protection Committee, at its seventieth session, the Maritime Safety Committee, at its ninety-seventh session, and the Legal Committee, at its one hundred and fourth session, approved the List of certificates and documents required to be carried on board ships, 2017, as set out in the annex.

2 This work was carried out in accordance with the provisions of section 2 of the annex to the FAL Convention concerning formalities required of shipowners by public authorities on the arrival, stay and departure of ships. It is reiterated that these provisions should not be read as precluding a requirement for the presentation for inspection by the appropriate authorities of certificates and other documents carried by the ship pertaining to its registry, measurement, safety, manning, classification and other related matters.

3 Since the issuance of FAL.2/Circ.127-MEPC/Circ.817-MSC/Circ.1462, several instruments addressed in that circular have been amended. New instruments have been added, including the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004 and Nairobi International Convention on the Removal of Wrecks, 2007. Further, pursuant to a decision of the Legal Committee taken at its 103rd session, this document is now also a LEG circular.

4 This circular lists only the certificates and documents that are required under IMO instruments and it does not include certificates or documents required by other international organizations or governmental authorities.

5 This circular should not be used in the context of port State control inspections for which convention requirements should be referred to.

6 Member Governments are invited to note the information provided in the annex and take action as appropriate.

Monday, June 12, 2017

The Paris Memorandum of Understanding (MoU) has announced that it will be conducting a concentrated inspection campaign (CIC) jointly with the Tokyo MoU.

The Paris Memorandum of Understanding (MoU) has announced that it will be conducting a concentrated inspection
campaign (CIC) jointly with the Tokyo MoU.
The CIC will focus on navigation safety, including Electronic Chart
Display Information Systems (ECDIS). The Black Sea MoU will also participate in same CIC campaign.
The campaign will be held for three months, beginning 01 September 2017 through 30 November 2017. During this
time, Port State Control (PSC)
Officers are expected to use a standard questionnaire, which will be published in August 2017.
The new CIC was announced during Paris MoU 35th anniversary meeting in Poland, where many issues were
discussed. Also, the methodology for calculating flag and recognized organization (RO) performance, used for the
targeting of ships for inspection, is being reviewed.
The Committee agreed to move towards a new scheme to replace the current
White-Grey-Black List and RO performance List in the near future.
During the meeting., high importance was given to the report of the
Concentrated Inspection Campaign (CIC) on MLC, 2006. The CIC was carried out from September to November
2016. The general conclusion was that the results show a proper implementation of the MLC requirements on board
the ships inspected, and compliance on the MLC areas focused on in the questionnaire.
The Committee adopted the 2016 Annual Report, including the White, Grey and Black List and the performance list
of recognized organizations and informed that the lists will be published in early June and used for targeting purposes
from 1 July 2017. Moreover, the Annual Report will be published by the end of July this year.
Paris MoU said that the number of ships which have been refused access to the region after multiple detentions has
increased from 11 to 20.
Five ships have been refused access for the second time. This demonstrates the effectiveness of the New Inspection

Friday, April 14, 2017

Maritime Security Update covers the period of March 12, 2017 to April 13, 2017.

Maritime Security Update covers the period of March 12, 2017 to April 13, 2017.



SOUTHEAST ASIA

Date: 26 March 2017
Location: 01:43N - 101:264E, Lubuk Gaung Anchorage, Dumai, Indonesia
Event Description: Robbery Product Tanker

A robber attempted to board the anchored product tanker Ping An. Alert crew noticed the robber and raised the alarm. Seeing the crew alertness, the robber escaped in a boat with three accomplices. The robbers were apprehended by Indonesian Marine Police who were patrolling in the vicinity.

Date: 26 March 2017
Location: 03:43.08S – 114:25.08E, Taboneo Anchorage, Banjarmasin, Indonesia.
Event Description: Robbery Bulk Carrier

Duty AB on routine rounds onboard the anchored bulk carrier Ocean Ambition noticed the forecastle store door lock was broken. Further checks made on the forecastle indicated that the hawse pipe cover securing arrangements were cut through. The AB immediately informed the bridge and alarm raised. Crew mustered and went to the forecastle and found ship’s stores were stolen. Port Control informed.

Date: 26 March 2017
Location: 01:07.00N - 103:32.30E, Around 7.1nm WSW of Pulau Nipah, Indonesia
Event Description: Armed Robbery Crude Tanker

Two suspicious speed boats with 2-3 persons in each boat approached a tanker underway. Master took evasive actions, sounded the ship’s horn and directed the signalling lamp towards the boats. At a distance of 15 metres from the tanker the boats aborted and moved away. The tanker continued her passage.

Date: 23 March 2017
Location: 13:43.7N – 121:02.20E, Batangas Anchorage, Philippines
Event Description: Armed Robbery Chemical Tanker

Duty crew onboard an anchored tanker noticed a robber on the forecastle as he approached during routine rounds. The robber threatened the crew with a knife, resulting in the duty crew raising the alarm and retreating. Seeing the crew alertness, the robber escape in a boat. On conducting a thorough security check, ship properties found missing. Incident reported to the Philippines Coast Guard and Port Authority.

Date: 23 March 2017
Location: 06° 34.8' N, 122° 44.7' E Approximately 26 nm east of Matanal Point, Basilan, Philippines
Event Description: Kidnapping from Tug

Tug boat, Super Shuttle Tug 1 towing roro cargo ship, Super Shuttle Roro 9 was en route from Cebu to General Santos City when four armed men boarded the tug boat from three wooden green speed boats. They abducted two crew (identified as the boat captain and chief engineer, both of Filipino nationality), and fled towards mainland Basilan. There were two armed men on board each speed boat. The remaining crew was safe and reported the incident to Philippine Coast Guard Station Zamboanga who immediately coordinated with local authorities and deployed floating assets to conduct maritime patrol in the vicinity.

Thursday, April 13, 2017

INDUSTRY UPDATES - 13/04/17

INDUSTRY UPDATES - 13/04/17
  • 1. India's February factory output falls 1.2% on slack consumer demand 
  • NINL despatches highest pig iron in March
  • RINL, Visakhapatnam Steel record 11 pct growth in hot metal production in FY17 
  • JSW Steel raises USD 500 mln through unsecured notes
  • Hoffman Industries completes zinc-plating plant at welded tube facility
  • EU ends reinvestigation of AD duties on stainless CR flat steel from Taiwan 
  • Duferco buys last plant belonging to Italian steel group Stefana
  • USDOC to determine final CVD investigation  on Turkish welded carbon steel tubes
  • US sheet steel buyers avoid building inventory amid fears of price erosion
  • USDOC to raise AD duty on South Korean steel pipe imports
  • Bangladesh's Abul Khair Steel commissions galv lines
  • Italian steelmaker Aferpi to resume production of rails
         __________________

Thursday, April 6, 2017

Renewal IOPP Survey prior the entry into force of the BWM Convention on September 08, 2017.

Renewal IOPP Survey prior the entry into force of the BWM Convention on September 08, 2017.
This circular provides information for a smooth transition towards the .implementation of BWM Convention
Considering that neither the International Convention for the Prevention of Pollution from Ships, 1973, as modified by
the Protocol 1978 (MARPOL Convention), nor the Survey Guidelines under the Harmonized System of Surveys and
Certification (HSSC) prohibits the renewal inspections in advance or the de-harmonization of the IOPP Certificates, it
has been accepted the International Oil Pollution Prevention (IOPP) Certificate from being de-harmonized from all
other statutory certificates, in order to provide enough time to all applicable vessels to comply with the BWM
Convention requirements.
The de-harmonization of the IOPP survey will be evaluated on a case-by-case basis by each Flag. Upon completion of
the early renewal IOPP survey, the RO shall issue a new Certificate with validity of 5 years.
BWM Convention requirements
Prior September 08, 2017, on board all applicable vessels an approved Ballast Water Management Plan (BWMP) and
a Ballast Water Management Certificate (BWMC) or Statement of Compliance must exist.
After September 08, 2017 and vessel’s first IOPP Renewal Survey, Owners must install on board their vessels the
ballast treatment system.
Act now
Owners / Managers / Operators are encouraged to re-harmonize the IOPP surveys and Certificate into the Harmonized
System of Surveys and Certification (HSSC) in the future. The de-harmonization of the IOPP certificate can be done
only prior 8th September 2017, when the BWM Convention enters into force