IMO Archives - Page 8 of 25 - SHIP IP LTD

The IMO’s MARPOL Annex IV Convention, which aims to control sewage pollution from ships, is being revised to ‘confirm the lifetime performance’ of Sewage Treatment Plants (STPs). Although the focus is on the new ships, some Member States and NGOs propose ‘concrete measures’ to improve the existing STPs on existing ships. [1, 2]. So how do existing STPs perform, and what does it take to improve them?

A survey of 127 ships showed a huge gap between rules and realities (table above). Merely three percent of STPs met the IMP’s STP performance standards [3]. If a standard was to be set to accommodate the 95th percentile of the best performing ships, it would be 10 times the concentration of untreated domestic sewage. It is evident that despite the availability of technologies type approved under the IMO’s approval regimes over a last decade or so, the IMO’s STP performance standards remain aspirational and unproven.

STPs are developed to pass type tests only. The performance standard has not been applied to actual discharges from ships. The lack of effective implementation has led to a situation far worse than poor treatment performance. Let’s hope this new initiative, backed by shipping NGOs, will help the maritime industry with a much-needed reality check – i.e., to find out to what degree the existing STPs can be improved, and to what extent the huge gap between rules and realities can be narrowed.

What does it take to improve your STP?

1) To have a good intention. There should be no penalties or brownie points. To crack open sea water valves, or to send to the lab a bottle of tap water in lieu of STP effluent, would invite bad regulation for the industry. To make an STP perform is never ‘care-free’ – commitment is needed.

2) Applications. Small ships face the most challenging conditions in terms of space, resources, and fluctuated sewage loading. Small ships are at the periphery of the approval and inspection regimes, and are most likely to have installed underperforming STPs [10]. Therefore, small ships are critical to establish the true boundary of an evidence-based, practicable and sustainable sewage regulation, and let’s hope they are well represented in this initiative.

3) Know your STP. To improve an existing STP, technical know-how is required. For example, to pursue good effluent qualities without measuring and assessing its effluent flow rate can be worse than meaningless, because it would encourage dilution. Not all STPs can be helped: STPs without a solids-separation step [7] and STPs using chlorination disinfection without de-chlorination [8] are still spreading on new ships.

4) Scope of improvements. A certified STP should not be modified without the involvement of its maker and its approval authority. Hence the scope of improvement needs to focus on STP interface conditions, training, and operation and maintenance (O&M). Features to provide the basic visibility of STP operational conditions can be essential. Keep a record of the observations.

5) Benchmarking. To benchmark an STP, its effluent flow rate and turbidity are essential. Take regular photos of STP effluent for future reference. When an accredited laboratory is involved, please note the effluent sample point needs to be disinfected, residual chlorine (if applicable) and pH need to be tested immediately, sample bottles must be transported in cool boxes, and a signed chain of custody needs to be in place.

6) Interfaces. All waste streams into the STP should be evaluated. Make a note if food waste and its derivatives are connected to the STP [11]. Measure the daily flows and peak flows, and ensure they are within the certified capacity of the STP. Note grey water, when treated, can increase organic and hydraulic loadings to an STP. Keep the vent pipe clear.

7) Operation & Maintenance (O&M). Failing to operate an STP ‘in accordance with the manufacturers O&M manual’ has led to most STP-related detainments. So do get trained and do follow the O&M manual. Keep manufacturer approved spares and consumables. Check chemical shelf-life. Disinfection processes can be checked by the test kits specified in the O&M manual. Maintaining good solids separation by settlement, flotation or filtration is crucial for good effluent quality.

Seeing improvements? Now, observe the STP effluent again, and compare it with the benchmark in terms of flow rates and turbidity or any other parameters of concern. Make your findings known. Burying bad news encourages and sustains bad rules.

Better regulations are needed

Our aqua environment has improved over the past century, thanks to the effective regulations on-land that evolve over a ‘regulatory cycle’ (Figure below). The maritime industry also has a taste of success in Alaska [12,13], demonstrated by the performance of the advanced wastewater treatment systems (AWTS) that is a startling contrast to that of the STPs (Figure) [14]. The IMO’s MARPOL Annex IV is so incompatible with effective regulation that the AWTS’ performance cannot be defined under the IMO rules. In this context, any tangible improvements that can be achieved by this positive initiative should be most welcome by the maritime industry.

Source: maritime-executive

BIMCO is launching a new survey with the aim of gathering information from shipowners about the effectiveness of their anti-fouling systems (AFS). The information gathered will help BIMCO provide factual information to the International Maritime Organization (IMO) about biofouling management in practice.

The topic of biofouling is increasingly on the agenda at the IMO and several national governments. The existing IMO guidelines on biofouling (Resolution MEPC.207(62) – 2011 Guidelines for the control and management of ships’ biofouling to minimise the transfer of invasive species) are currently under review.

BIMCO is actively involved in the revision of the guidelines and is seeking to ensure that the revised guidelines remain practical for shipowners. To build our argumentation on facts, BIMCO has developed a questionnaire to collect shipowners’ views on the practices of biofouling management, especially the use and effectiveness of anti-fouling systems (AFS) and in-water cleaning.

Source: hellenicshippingnews

No other classification society in the world has the depth and breadth of experience of ABS across all major sectors of marine industry.

Since its inception in 1862, ABS has been a global leader in marine safety. With nearly 4,000 technical professionals positioned around the world, the ABS team has the experience, knowledge and professional judgment to assist members and clients in developing their marine projects.

Today ABS is on the cutting edge of technologies related to technical evaluation services, vessel performance, LNG as marine fuel and the latest design techniques. Our professionals are also up to date on the latest in regulatory requirements and best practices of the marine industry.

No matter the type of vessel or the location of construction, ABS professionals stand ready to help with the complete life cycle of your project.

Source: ww2.eagle

The safety management system (SMS) is an organized system planned and implemented by the shipping companies to ensure the safety of the ship and marine environment.

SMS is an important aspect of the International safety management (ISM) code and it details all the important policies, practices, and procedures that are to be followed in order to ensure the safe functioning of ships at the sea. All commercial vessels are required to establish safe ship management procedures. SMS forms one of the important parts of the ISM code.

The safety management system (SMS) therefore ensures that each and every ship comply with the mandatory safety rules and regulations, and follow the codes, guidelines,  and standards recommended by the IMO, classification societies, and concerned maritime organizations.

Source: marineinsight

The Electronic Chart Display and Information System (ECDIS) is a development in the navigational chart system used in naval vessels and ships. With the use of the electronic chart system, it has become easier for a ship’s navigating crew to pinpoint locations and attain directions.

ECDIS complies with IMO Regulation V/19 & V/27 of SOLAS convention as amended, by displaying selected information from a System Electronic Navigational Chart (SENC). ECDIS equipment complying with SOLAS requirements can be used as an alternative to paper charts.

Besides enhancing navigational safety, ECDIS greatly eases the navigator’s workload with its automatic capabilities such as route planning, route monitoring, automatic ETA computation and ENC updating. In addition, ECDIS provides many other sophisticated navigation and safety features, including continuous data recording for later analysis.

Source: marineinsight

Helle Hammer, Chair of the International Union of Marine Insurance (IUMI) Policy Forum, has argued that the shipping industry ‘urgently needs’ International Maritime Organization (IMO) regulation and Class rules on the implementation and use of new marine fuel types such as hydrogen and ammonia.

In a statement issued by the IUMI today (3 September), Hammer said: ‘We applaud IMO’s ambition and calls for a decarbonised shipping industry. As marine insurers, it is our job to help shipowners transition to low or zero carbon fuels safely and with all associated risks fully understood and managed.

‘As these new fuel types are largely un-tested, the insurance industry has no history or loss records to help it assess the potential risks involved. We need to learn about these new fuels and educate our clients accordingly.

‘As importantly, we need IMO regulation and Class rules on the implementation and use of these new fuels. This will ensure the safety of the crew and enable marine underwriters to assess and offer necessary financial protection for this new risk profile. Mindful of the time it takes for new regulation to come into force, we urge IMO and other regulators to begin work now.’

Hammer continued: ‘Environmentally friendly fuels carry their own risks, ammonia is both toxic and corrosive, and hydrogen has a wide flammability range and ignites easily. Whilst we welcome the proposed safety guidelines as a useful starting point, they are non-mandatory and so can only be an interim measure. We urgently need mandatory requirements to be developed and implemented to facilitate the transition to greener fuels.’

The IUMI noted that two recent submissions to IMO have proposed the development of safety guidelines for new fuel types and European Union (EU) Member States and the European Commission (EC) propose to include this in the work plan for the next phase of the development of the International Code of Safety for Ships using Gases of other low-flashpoint Fuels (IGF Code).

Both the International Chamber of Shipping (ICS) and INTERCARGO have proposed to develop guidelines for safety of newly built vessels using ammonia as fuel. IUMI believes that guidance is also needed for the education and training of crew onboard, and to address safe and environmentally sound operations.

Source: bunkerspot

Source: transportstyrelsen

Compliance Planner provides you with a tailored list of requirements that your fleet needs to meet to achieve compliance. Data gleaned from the tool equips you with a single point of information to familiarize yourself with future legislation and identify the number of vessels affected by each requirement – enabling you to take timely action.

Covering all relevant upcoming compliance for regulations impacting your fleet, Compliance Planner reduces the effort spent mining large amounts of paperwork, saving you time and money.

Beyond, the application reduces the risk of missing key regulatory deadlines resulting in non-compliance and helps you to navigate to relevant content and tools to support your compliance needs.

Everything to help you and to keep your decision-making ahead of the regulatory curve.

Source: dnv

The Department of Partnerships and Projects (DPP) serves as the gateway for developing partnership opportunities with a wide range of external partners, including IMO Member States, UN agencies, financial institutions, NGOs, IGOs and the private sector.

The Department began operating on 1 March 2020 to increase the existing portfolio of donor-supported long-term projects supporting the technical cooperation objectives of IMO. The establishment of DPP reflects the strong and continuing commitment of IMO to helping its Member States achieve the 2030 Agenda for Sustainable Development, with its 17 Sustainable Development Goals, and implement the Organization’s regulatory framework.

IMO has a long and successful track record of matching the requirements of developing and less-developed countries with resources made available by a range of governmental, institutional and corporate donors. Building on this, DPP also promotes a culture of collaboration and innovation, creating broader engagement and partnerships with maritime and ocean-related stakeholders.

Source: imo

Container shipping giant MSC Mediterranean Shipping Company doubled down on its position to avoid sending its vessels through the Northern Sea Route and urged others to follow suit, citing environmental concerns.

“As a responsible company, this was an obvious decision for us,” said MSC CEO, Soren Toft. “MSC will not seek to cut through the melting ice of the Arctic to find a new route for commercial shipping, and I consider this a position the whole shipping industry must adopt.”

Running from Murmansk near Russia’s border with Norway to the Bering Strait near Alaska, the Northern Sea Route is significantly shorter than going via the Suez Canal and cuts sea transport times from Asia to Europe.

Shipping activity in the Arctic has picked up as the region has warmed at least twice as quickly as the rest of the world over the last three decades. In particular, the trade is driven by commodities producers—mainly in Russia, China and Canada—sending iron ore, oil, liquefied natural gas (LNG) and other fuels through Arctic waters.

MSC first announced its commitment to avoid the Northern Sea Route, including the Northeast and Northwest Passages, in 2019 in an effort to limit black carbon and other environmental impacts in the environmentally sensitive Arctic. Its competitors Hapag-Lloyd and CMA CGM are among other shipping companies that have made similar pledges.

“Some of our peers have already made the same commitment to put the preservation of the Arctic environment ahead of profits. The Northern Sea Route is neither a quick fix for the current market challenges, nor a viable long-term strategy,” Toft said.

An expansion of Arctic shipping could increase the emissions of so-called black carbon—physical particles of unburned carbon which can settle on land or ice, as well as compromising air quality and accelerating the shrinkage of Arctic sea ice. MSC said it believes risks such as navigation incidents, fuel spills, air quality and altering the ecological balance/biodiversity of the marine habitat beneath the surface of the sea also outweigh any commercial opportunities to make a short cut between North America or Europe and eastern Russia or Asia.

“Attempting to open new navigation routes which skim the polar ice cap sounds like the ignorant ambition of an 18th century explorer, when today we know that this would pose further risks to humans and many other species in that region, as well as worsen the impact of shipping upon climate change,” said Bud Darr, Executive Vice President Maritime Policy & Government Affairs at MSC Group.

“MSC supports the decarbonization targets of the UN International Maritime Organization, including complete decarbonisation of shipping, and sees no overall merit in using this potential trade route. The risks and impacts outweigh the benefits of the shorter transits. There are no shortcuts toward genuine decarbonization of shipping and this is a shortcut that should definitely be avoided.”

Source: marinelink