Maritime Safety News Archives - SHIP IP LTD

Standardising and harmonising electronic ship to shore communication for reporting purposes was high on the agenda at the International Maritime Organization’s (IMO) virtual Facilitation Committee (FAL) meeting held from 1-7 June 2021 (FAL 45).


One of the outcomes from the IMO meeting in the Facilitation Committee (FAL 45) was that a new updated version of the IMO Compendium will soon be issued, based on the most recent adoptions.

The Compendium promotes and supports electronic data exchange conducted using standardized data models and their implementation guidelines.

The IMO Compendium serves as a reference manual for creating and harmonising the systems needed to support transmission, receipt and response of information required for the arrival, stay and departure of the ship, persons and cargo via electronic data exchange.

The current version of the compendium already addresses a number of declarations required according to the Convention on Facilitation of International Maritime Traffic (FAL Convention):

• General Declaration
• Cargo Declaration
• Ship’s Stores Declaration
• Crew’s Effects Declaration
• Crew List
• Passenger List
• Dangerous Goods Manifest
• Security-related information as required under SOLAS regulation XI-2/9.2.2
• Advance Notification for Waste Delivery to Port Reception Facilities; and
• Maritime Declaration of Health.

In addition, the Compendium has been extended to include additional e-business solutions beyond those related to the FAL Convention, such as on port logistic operational data and real time date, to ensure the easy implementation of the IMO Just-In-Time (JIT) concept and maritime certificates.

More data sets are waiting to be included in the model.

“The IMO Compendium changes the way the maritime industry and ports will be communicating. Shipping is entering the digital world, and this change will reduce the administrative burden and increase the efficiency of maritime trade and transport,” says Jeppe Skovbakke Juhl, Manager, Maritime Safety & Security at BIMCO.

The positive news is that the FAL Committee made significant progress in the harmonisation and standardisation of electronic messaging by approving updates to the IMO Reference Data Model, as set out in the IMO Compendium.

“Although the software platforms may differ, the IMO Compendium can ensure that ships and shore will use the same data structure when communicating,” Juhl adds.

“This is a huge step forward for harmonising the machine-to-machine data exchange communication with the shoreside,” Juhl says.

Given the current size of the IMO Reference Data Model, the IMO Compendium will no longer be produced in a Word format, but instead be issued as an Excel file format.

IMO to assess the implementation of electronic data exchange

FAL 45 also agreed on another important measure addressing maritime digitalisation by developing guidelines to measure domestic implementation of the FAL convention. The aim of the guidelines is to create a tool to assess the opinion of maritime users about the FAL Convention, checking compliance with the administrative processes established by each national maritime authority and observing how well the maritime single window system is working, among other systems.

Back in 2016, IMO adopted mandatory regulations for electronic data exchange requiring public authorities to establish systems to assist ship clearance processes by April 2019. The aim of the requirements was to encourage the use of the “single window” concept, and to enable all the information required by public authorities in connection with the arrival, stay and departure of ships, persons and cargo, to be submitted via a single portal without duplication.

Although the IMO assessment is voluntary, it may give a much better picture to which degree the national public authorities have implemented the IMO Compendium and the associated IMO Reference Data Model.
Source: BIMCO, By Peter Sand, Chief Shipping Analyst



BIMCO welcomes updated IMO Compendium to advance electronic data

DNV has launched the EEXI Calculator – a digital tool to support customers in ensuring their compliance with the upcoming Energy Efficiency Existing Ship Index (EEXI). The regulation is expected to be adopted at this week’s 76th meeting of the Marine Environment Protection Committee (MEPC 76). If so, it would take effect in January 2023.


The EEXI regulation is a medium-term component of the International Maritime Organization’s (IMO) roadmap towards reducing global shipping’s carbon intensity by 40 per cent over the next decade, using 2008 as a baseline. The aim of the EEXI is to assess the energy efficiency of existing ships, focusing solely on their design. It determines the standardized CO2 emissions related to a vessel’s installed engine power, transport capacity, speed, and degree of energy efficiency. The regulation will be applicable for all cargo, ro-pax and cruise vessels above 400 GT, depending on their propulsion type and whether they trade internationally. DNV estimates that currently up to 30,000 vessels need to take action to comply with the upcoming EEXI regulation.

“The EEXI is putting a great deal of pressure on ship owners to take immediate action in order to analyse the energy efficiency of their fleet and make any necessary adjustments to ensure compliance,“ said Knut Ørbeck-Nilssen, CEO of DNV Maritime. “At DNV, we understand the difficulties the industry faces in meeting this regulatory deadline. This is why we have tailored our new EEXI Calculator to meet this need.”

Energy Efficiency Existing Ship Index (EEXI) is expected to take effect in 2023. DNV has launched the EEXI Calculator to support customers in ensuring their compliance.

To help customers ensure they are prepared for EEXI compliance, DNV has developed two pathways.

The EEXI Calculator is purpose made for high volume ship segments such as tankers, bulkers and containers. Customers can access this newly launched tool via the Veracity portal under ‘Fleet Status’. The calculator can produce an EEXI calculation and the technical file based on the data uploaded by the customer.

For more complex cases, and when the customer wants to save time and effort, DNV’s advisory experts can work with customers to map out a pathway to compliance, identify the correct parameters for the calculation, and assist in preparing the required documentation.

“These two pathways are designed to help everyone tackle their EEXI challenges in time to reach compliance,” said Fabian Kock, Head of Section Environmental Certification, DNV Maritime. “For companies with a younger fleet, this may not require major adjustments, they can easily access and prepare the required documentation through our EEXI calculator. And for those who need more support, there is the opportunity to tap into DNV’s extensive expertise as they prepare to make more involved decisions around how their vessels can meet the regulatory requirements and secure EEXI compliance when the regulation comes into force.”

The EEXI Calculator is launched on 17 June 2021.



X-Press Feeders, operators of the container ship ‘X-Press Pearl’, confirmed that the wreck is now wholly sitting on the seabed at a depth of 21 meters.

Specifically, taretakers salvors are onsite on a 24-hour watch to deal with any possible debris and report any form of a spill.

A grey sheen continues to be observed emanating from the vessel, and discolouration of the sea in and around the wreck remains. This has been apparent since the vessel’s stern became submerged, and the remnants of the cargo in the 1486 containers that were onboard were exposed to seawater.

Representatives of ITOPF and Oil Spill Response are monitoring updates from the scene and are ready to deploy in case of any reported spill.

Due to the exposed nature of the anchorage to the prevailing South Westerly Monsoon, it is likely that the wreck removal can only start after the SW monsoon subsides; caretaker services will remain on site until then. They will continue to minimise pollution and monitor the wreck’s condition and report daily to experts ashore and Government agencies.

Additionally, the caretakers will install navigational warning lights and markers on the wreck for the safety of other vessels. When conditions allow, side-scan sonar will be used to locate any sunken containers or debris in the anchorage for removal.


A fire has reprotedly broken out onboard the container ship MSC Teresa, in its engine room, on June 16, in the English Channel.

The fire was reported as the ship was en route from Sines Portugal to Le Havre France.

After the fire, the crew of the ship took action and managed to take it under control and eventually extinguishing it.

Moreover, French Navy helicopter carried out two surveillance flights over the container ship, and in the last one it found no smoke and a normal temperature.


The product tanker market has a long way to go, as global gasoline demand is expected to lag in terms of demand recovery, with crude oil expected to recover first. In its latest weekly report, shipbroker Intermodal said that “while approaching the second half of the year and summer season is just around the corner, COVID vaccination programs are steadily moving forward with N. America and Europe leading the race. In this context, demand for oil products is expected to recover during the next quarters. While more people get vaccinated and travel restrictions are eased by governments, global oil products inventories are estimated to have dropped close to the 5 year average range for this time of year, with the Atlantic driving most of the destocking, thus refineries production will have to gradually increase looking forward”.


Source: Intermodal

Intermodal’s Tanker Broker, Mr. Dimitris Kourtesis said that “as per the latest IEA report, in 2020 we saw a record decline in oil demand by 8.5 MB/D, which is now expected to rebound by + 5.4 MB/D in 2021 and to fully recover to pre-pandemic levels by end of 2022 with an additional +3.1 MB/D. Global gasoline demand is most likely to lag other oil products in returning to pre-covid numbers, as the combination of teleworking and the increase of electric cars will play a major role in the next two years. However, last to see a full demand recovery will be jet fuel, as international aviation has a long way to go until most of the population is vaccinated and consumers’ preferences normalize to pre-COVID levels, likely to take place after 2022”.

Mr. Kourtesis added that “for the time being, with bunker prices hovering at low to mid USD 500 PMT for VLSFO and close to USD 600 PMT for MGO, TCEs for tankers have been suppressed further on top of weak fundamentals. Nevertheless, tanker Owners are hopeful that the market will start recovering, as the market trough we are experiencing will soon be exhausted. Charterers now working most of the cargoes privately to prevent owners from being bullish and from time to time we are seeing long tonnage lists that further weaken the market”.

“VLCC rates are still moving close to zero tce’s or even at some cases “moving” at negative numbers, there was some additional movement on the WAF/EAST route but was not enough to push rates, same story with Aframaxes and Suezmaxes east of Suez, rates remained flat with Aframaxes around ws90 @ 80kmt (usd 1,750 p/d) and Suezmaxes at ws54-55 @ 130kmt. In the Mediterranean, Aframaxes tried to work their way and push rates slightly higher but was quite unfortunate, owners still working cross-med cargoes at low ws90 levels @ 80kmt (usd 2,665 p/d), Suezmaxes are being left spot as the scarce availability of cargoes limits the option of picking a cargo without a negative return”, Intermodal’s broker noted.

Source: Intermodal

Meanwhile, “CPP MR east of Suez they are pretty much bottomed out with a lot of Singapore ballasters joining the Fujairah list as they have aggressively been capped by LR1’s that had long tonnage lists trying to kill some time with short voyages, cross AG still stands at below USD 200k levels, (usd170k-180k) and AG/EAFR standing at WS154 @ 35KMT, (tce circa usd 6,500 pdpr) LR’1 & LR2’S freight market continues to soften this week, with TC1(AG/JAPAN) at WS75 and LR1’S dropping below WS90 to Japan. In Med, not much happening on the MRs as mentioned earlier many of the ships are being swept from the market on a private basis without showing the cargoes to the market, cross med cargoes are being fixed at sub ws125 levels and BSEA/MED at WS134-135. Continent still drives the market as the most active in West of Suez, TC stands 37@WS110 (abt 2300 usd/day) with the ARA/WAF at some cases loosing full of its premium points, despite owner’s preference to pick voyages with WAF options as the demurrage improves their returns”, Mr. Kourtesis concluded.
Nikos Roussanoglou, Hellenic Shipping News Worldwide



Product Tanker Market Recovery Still Has a Long Way to Go

During the 76th session of the Maritime Environmental Protection Committee (MEPC 76), the IMO has banned the use of cybutryne in antifouling systems (AFS) from 1 January 2023.

Namely, IMO took this decision as studies have proven that the substance is harmful to a variety of marine organisms.

After the International Convention on the Control of Harmful Anti-Fouling Systems on Ships (AFS Convention) took effect in 2008, tributyltin (TBT) was removed from anti-fouling paints and replaced by several new biocides. One of these replacements was cybutryne which is used in hull paint to prevent biofouling growth.

In 2019, it was brought to the attention of the IMO that cybutryne is acutely and chronically toxic for a variety of marine organisms and in some respects even more harmful than TBT. The substance gathers in sediments and causes long-term effects on the marine environment. As such it should not be permitted.

Now, an anti-fouling system (AFS) works by leaching biocides from the top layer of paint throughout its lifetime, which is usually five years. Before the end of the AFS’ service life, it is reapplied to the ship.

In 2020, organisations and member states of the IMO carried out extensive research into cybutryne used in AFS.

Japan investigated the amount of cybutryne remaining in an AFS around the end of its service life. The samples taken from AFS near the end of their lifetimes showed very low concentrations of cybutryne:

According to the result of the analysis, it can be concluded that there would be almost no environmental benefit in requiring removal or sealer coatings for ships bearing an AFS containing cybutryne which is reaching or has passed the end of its service life. (PPR 7/6/4, Remaining amount of cybutryne in an anti-fouling system (AFS) by Japan)

said BIMCO.

Additional research carried out by the International Paint and Printing Ink Council (IPPIC) highlighted an important point regarding applying an AFS system using a different biocide other than cybutryne:

Based on a review of the physical and chemical properties of cybutryne and tributyltin, IPPIC experts have concluded that these products will also prevent cybutryne leaching from underlying coating layers. In addition, applying a fresh anti-fouling coating over an underlying non-compliant product can prevent biocide leaching by “sealing in” the biocide within the underlying coating layers. (PPR 7/6 – Use of anti-fouling paints containing cybutryne on ships and pleasure craft, function and availability of sealer coats which prevent leaching of cybutryne from underlying coatings, and guidance on the control of cybutryne-contaminated dry-docking wastes by IPPIC)

Furthermore, IMO adopted amendments to the AFS Convention regarding controls on cybutryne and the form of the International Anti-fouling System Certificate. The amendments will enter into force on 1 January 2023. From this date, the application or re-application of an AFS containing cybutryne will not be permitted.

Ships bearing an AFS that contains this substance in the external coating layer of their hulls or external parts or surfaces shall either:

  • Remove the anti-fouling system; or
  • Apply a coating that forms a barrier to prevent cybutryne leaching from the underlying AFS.

This amendment applies to all ships except existing fixed and floating platforms, floating storage units, and floating production storage and offloading facilities that have been constructed and not been in dry-dock on or after 1 January 2023; ships not engaged in international voyages; and ships of less than 400 gross tonnage engaged in international voyages, if accepted by the coastal State(s).

The latter part applies to the next scheduled renewal of the AFS after 1 January 2023, but no later than 60 months following the last application of an AFS containing cybutryne to the ship.


Secretary-general of InterManager, Captain Kuba Szymanski posted a video on Twitter, stating his discontent for Abu Dhabi-headquartered Airlines company to charge extra $1.500 to fly Filipino seafarers to the Philippines.

Following Philippines extension of the travel ban until 30 June, commercial flights between the United Arab Emirates and Manila operated by Cebu Pacific and Philippine Airlines have been cancelled.

Although, UAE carriers Emirates and Etihad continue to operate to Manila, they are only taking transit passengers with Etihad adding a hefty premium on tickets as available capacity tightens. As a result, Etihad is a key airline moving Filipino seafarers around global.

In light of the above, Captain Kuba Szymanski, the secretary-general of InterManager, the association for third-party shipmanagers, made a video post on Twitter noting that: “This decision it’s a disgrace for Etihad Airlines to charge extra $1,500 to fly Filipino seafarers to the Philippines”.


The COVID-19 outbreak is an unprecedented crisis situation in terms of breadth and scale, from a global health, social and economic standpoint. The new coronavirus (COVID-19) has cost the lives of more than 3,842,183 while confirmed cases exceed 177,400,000. Although coronavirus started in China in early 2020, now it has spread all over the world, with the US accounting for the most deaths. Also, Europe, South America and Mexico top the list with the regions affected significantly.

As of June 18th, 3,842,439 deaths have been reported. US is the country with the most deaths (600,934) followed by Brazil with 496,004 and India with 383,490.

In order to provide a clear picture of where the new virus has been detected, as well as the number of fatalities, the Center for Systems Science and Engineering (CSSE) has created a live, interactive map, which depicts in real time, the spread of the virus.

Coronavirus symptoms


In an effort to identify gaps in the current seafarer COVID-19 vaccination process, the International Chamber of Shipping released a circular requesting Shipping companies to participate in a survey.

Namely, this data is being requested on behalf of ICS, BIMCO, CLIA, ECSA, ICMA, IMCA, IMEC, IMHA, INTERCARGO, InterManager, INTERTANKO, ISOA, ITF and WSC.

We are seeking input into the vaccination of seafarers. At present, information available is limited which hinders lobbying efforts as the industry is currently unaware of where significant gaps exist. To aid this process, we are undertaking a concerted and joint effort to gather as much information as possible from the questionnaire below.

…ICS said.

What is more, once information is collected, gaps and issues highlighted will be targeted. Each company is requested to complete the survey once and return the information by the end of June 2021.


Million of dollars of cargo is still stuck in limbo onboard the MV Ever Given amid an ongoing legal battle almost three months after the giant container ship grounded and blocked the Suez Canal.

The grounding of the 400-meter-long ship Ever Given in the southern section of the Suez Canal on March 23 blocked the waterway for nearly a week, causing a major disruption in global trade flows as it prevented hundreds of ships from passing the world’s major shipping trade route, before it was finally freed six days later.



To remind, in mid-April, an Egyptian court ordered the seizure of the vessel, along with its 18,300 cargo containers, after the Suez Canal Authority filed an initial $916 million compensation claim against Japanese ship owner Shoei Kisen Kaisha for damages and losses incurred when the ship ran aground in a narrow part of the canal.