Although shipping is still grappling with those short-term climate measures, IMO member nations and organizations have now turned their full attention to developing the mid-term measures necessary to progress the decarbonization of shipping.
In a recent paper submitted to IMO’s Intersessional Green House Gas Working Group (ISWG-GHG 13) and MEPC 79, the World Shipping Council (WSC) examines the current proposals, highlighting three key suggestions to support swift progress and ensure that regulations are effective in driving the transition to alternative fuels and propulsion technologies in line with global climate goals.
WSC’s John Butler: “It is not just about getting to yes, but getting to yes on something that will make a difference for the future of our planet.”
“This is the time for open-minded discussions and a shared focus around what is needed for our climate and the sustainability of global supply chains,” says John Butler, President & CEO of WSC. “We have to think practically about what the proposals before the IMO can deliver in actual carbon emission reductions and also how to get to a decision. It is not just about getting to yes, but getting to yes on something that will make a difference for the future of our planet.”
The WSC paper examines the main mid-term decarbonizationmeasures under deliberation, identifies cross-cutting issues relevant to numerous proposals, and proposes three key suggestions for consideration by IMO member nations at IMO ISWG-GHG 13 and MEPC 79.
SIX CRITICAL PATHWAYS
WSC believes that six critical pathways need to be considered to decarbonize the industry in line with global climate targets.
Global Carbon Price: A global price on carbon combined with dependable and broad-based “buy down” programs that effectively level the playing field among newer low and zero GHG ships and the tens of thousands of ships that will still be burning conventional fuels.
This will play a large role in making it possible for companies to put zero GHG ships on the water and to operate them competitively.
New Build Standards: New build standards that support the energy transition, such as requiring ships built after a certain date to be able to operate on zero GHG fuels or not allowing the construction of vessels that operate on fossil fuels alone after a certain date.
Well-to-wake Fuel Life Cycle: Transparent well-to-wake life cycle analysis of fuels, breaking out well-to-tank emissions and tank-to-wake emissions, combined with regulatory mechanisms to incentivize first-movers for use of alternative fuels that offer significant GHG reductions even if they are not available from fully renewable sources from the start.
Fuel Supply Development: Integrated development of global production and supply of zero GHG fuels through partnerships between IMO member states and energy providers, as well as regulatory provisions that allow for flexibility in the initial stages of the energy transition, given that zero GHG fuels will not be available at the same time around the globe.
A Green Corridors Program to accelerate an equitable fuel and technology transition, introducing zero GHG ships and fuels across trade lanes where the necessary shoreside energy infrastructure is first available, to learn and develop best practices as well as for the IMO member states and interested parties to focus on government-to-government initiatives and coordinated public-private investments to build the necessary production facilities and supply infrastructure;
R&D Investment: Applied R&D for shipboard and shoreside systems that allow the safe use of zero GHG fuels is necessary to put zero emission ships on the water. To avoid accidents and stranded assets, a significant increase is needed in the level of effort and investment to develop the technologies necessary to use the most promising fuels onboard transoceanic ships.
CURRENT PROPOSALS
The current proposals before IMO include a GHG levy or feebate mechanism, a GHG fuel standard, emissions trading, and a funding/reward system tied to a specific benchmark.
WSC says that they all have their strengths, but share a set of challenges that are critical to the overall viability and success of IMO’s GHG Strategy:
IMO’s goal to phase out GHG emissions from shipping will require very significant investments in the production and supply of low, near-zero, and zero GHG fuels.
Well-to-Wake Life-Cycle Analysis (LCA) is critical to avoid favoring fuels that have attractive Tank-to-Wake figures, but produce high life-cycle emissions instead of GHG reductions.
Countries across the globe face very different economic circumstances and some locations – especially those that are remote and import or export small volumes – already face very high transportation costs. Any proposal needs to identify an effective structure to address these issues of equity and sustainability of island states and developing economies.
THREE SUGGESTIONS
To address these challenges and enable swift progress at IMO, WSC offers three suggestions that would significantly strengthen the IMO GHG Strategy.
Modify the Global Fuel Standard (GFS) proposal to include fewer steps and to establish dates for each step based on projected fuel and technology production timeframes for those fuels that will enable significant GHG reductions based on Well-to-Wake LCA analysis. This will encourage earlier investment in the production of low and near-zero GHG fuels, increase R&D towards more significant technology advances, and reduce the risk of the regulation stalling investments based on incremental change.
Develop an IMO Green Corridors Program as a means to introduce new fuels and technologies and as a practical and explicit vehicle for an equitable transition. Building on existing initiatives, Green Corridors can be created to connect both developed and developing economies with the introduction of appropriate ships and fuel infrastructure serving specific routes with a graduated expansion;
Consider a benchmarking approach using a life cycle assessment (LCA) based GHG intensity metric that is more directly tied to meeting GHG reduction goals, rather than a relative benchmark based on the CII.
“Our core challenge is to create the regulatory structure to drive development, production, and adoption of low and near-zero GHG fuels and technologies, coupled with the necessary investments in renewable energy production for an equitable transition. Liner shipping is investing in decarbonization, and we urge IMO member nations to come together with a focus on future generations to ensure the advancements necessary for a timely energy transition,” says Butler.
A cargo vessel carrying 15 individuals on board sank in central Indonesia’s Makassar Strait. This resulted in 11 individuals missing, per reports on Saturday.
The vessel was hit by strong waves while sailing in the waters between Kalimantan and Sulawesi islands on Monday. However, the accident was discovered by a passenger vessel, which aided the victims on Friday. The Xinhua news agency quoted Dendy Prasetyo, a senior press officer at South Kalimantan’s rescue and search office.
They conducted rescue and search operation on Saturday to look for the 11 missing people; Dendy informed the news agency.
Dendy said that four people managed to survive the accident, as they had reportedly used a lifeboat and were assisted by a ferry.
The cargo vessel carrying cement set sail from a seaport based in South Kalimantan province and was heading toward a seaport based in South Sulawesi province, per the official.
Late this evening, engineers aboard the Stena Scandica were able to restart two of the engines aboard the vessel, which had been drifting in rough seas after a truck caught fire on the vehicle deck and caused the ship to black out. The situation had become tense and by early evening the maritime authorities had begun an emergency evacuation while waiting for a tug that had been dispatched to tow the vessel. While they had been able to extinguish the fire with no injuries to passengers or crew, the 35,500 gross ton RoPax was about 14 nautical miles from Gotland, Sweden and drifting toward the shoreline of the island.
The fire was reported at mid-day while the 17-year old ferry was sailing just north of the Swedish island of Gotland in the Baltic. Stena confirmed that a fire had been discovered on the vehicle deck of the vessel at around 12:30 p.m. The Swedish Maritime Rescue Society said conditions at the site are “relatively difficult,” with reports of waves up to 10 feet and winds around 35 mph. There are 241 passengers aboard in addition to 58 crew.
Pictures and social media postings show that the passengers were moved to what Stena called an “allocated area,” but images showed them on the outdoor top deck in lifejackets exposed to the elements. A small amount of smoke could be seen over the side of the vessel.
The fire caused the ferry to lose power and the Swedish Coast Guard said her anchor was not working. The Stena Scandica was drifting south toward Gotland at about 2 to 3 knots.
Three sea rescue vessels from Sweden were among the first to reach the scene and continue to standby. The Maritime Administration has also had three helicopters on site prepared to assist with an evacuation. The Coast Guard has both an airplane and a rescue boat monitoring the situation as well as pilot boats from shore. The authorities reportedly also asked the ferry Visby that was in the area to divert and standby in case an evacuation was required. A cargo ship also responded to the initial distress call.
They had been preparing for an evacuation but reported after an hour and a half that the fire was extinguished by the crew using the vessel’s onboard systems. Stena is reporting that it believes the fire began in the refrigeration unit of a truck on the vehicle deck. A team of specially trained firefighters from Sweden’s Marine Incident Response Group was also airlifted onto the vessel and is working with the crew to confirm the fire is out.
Swedish authorities said after the fire was extinguished that they did not believe an evacuation would be required and they were expecting a rescue tug would reach the vessel at approximately 8:40 p.m. Stena in Latvia was advising that the ferry would return to the port of Ninashamn in Sweden early Tuesday morning.
After about 7:00 p.m. the Swedish authorities however decided that they should commence an evacuation of the passengers from the ferry, but due to the rough seas they were only able to remove them by the helicopter. Approximately 25 people were flown across to the Visby, which had continued to standby. News reports said that families with children and the elderly were being evacuated, but the operation was later suspended because of nightfall.
The Stena Scandica is now reported to be proceeding at a speed of five to six knots with the trip expected to take up to six hours depending on weather conditions. She is being accompanied by the tugboat and the coastguard on the trip to Nynashamn with media reports saying the mood aboard the ship is calm. The Visby proceeded to Visby, Sweden where she arrived around midnight.
The Stena Scandia was sailing between the Port of Norvik in Sweden and the Port of Ventspils in Latvia when the fire broke out.
The U.S. Navy and Japan Maritime Self-Defense Force (JMSDF) concluded several days of at-sea bilateral training in the Philippine Sea, Aug. 18.
The training included the U.S. Navy’s only forward-deployed aircraft carrier USS Ronald Reagan (CVN 76), guided-missile cruiser’s USS Antietam (CG 54) and USS Chancellorsville (DDG 62), aircraft from Carrier Air Wing (CVW) Five, embarked staffs of Destroyer Squadron (DESRON) 15, Carrier Strike Group (CSG) Five and the JMSDF destroyers JS Ohnami (DD 111) and JS Yamagiri (DD 152).
“Every opportunity we have to integrate with our JMSDF partners helps to ensure that we’re more than ready to face any challenge in the Western Pacific,” said Capt. Justin Harts, Deputy Commodore, Destroyer Squadron (DESRON) 15 and embarked Sea Combat Commander.
“Now more than ever, the world needs to see that allies and partners are eager to work together to respond to crisis and are equally committed to the preservation of a free, stable, and secure Indo-Pacific region.”
The U.S.-Japan bilateral operations provided an opportunity for both countries to work together, increase interoperability and focus on common maritime goals. Several JMSDF personnel visited Ronald Reagan and integrated into strike group operations and watch standing evolutions.
The Ronald Reagan Carrier Strike Group is assigned to Commander, Task Force 70 and is on a routine deployment in U.S. 7th Fleet. 7th Fleet is the largest forward-deployed fleet and routinely operates and interacts with 35 maritime nations while conducting missions to preserve and protect critical regional partnerships.
A fire occurred at 12:29 on the Stena Scandica on route from Port of Norvik in Sweden to Port of Ventspils in Latvia, carrying 241 passengers and 58 crew, according to Stena Line’s release.
The fire is located to a reefer unit on a truck and the crew are currently working on extinguishing the fire using the extinguishing system onboard.
There are no injuries reported. All passengers have been cared for and are currently in an allocated area.
Swedish rescue authorities have been informed and is on its way to the vessel.
Stena Scandica is a ro-ro/passenger ship that was built in 2005 (17 years ago) and is sailing under the flag of Denmark. It’s carrying capacity is 35456 gross tonnage. Her length overall (LOA) is 222 meters and her width is 26 meters.
The U.S. Department of Homeland Security’s (DHS) Federal Emergency Management Agency (FEMA) Port Security Grant Program (PSGP) has awarded $1,941,285 in federal grant funding for several projects at Port Canaveral to protect the Port’s critical infrastructure from terrorism and other security threats.
The Canaveral Port Authority (CPA) will receive $1,357,020 in federal funding for two projects to help bolster safety and security at Port Canaveral. The federal funding will be supplemented by a 25 percent CPA cost share match to improve the Port’s port-wide risk prevention programs, threat mitigation efforts and security response service capabilities.
“Safety and security is a primary mission for Port Canaveral, and these awards signal great confidence in our Port from our Federal partners,” said Port CEO Capt. John Murray. “We have a critical requirement to protect and maintain our infrastructure and operations. Grants like these are important funding to help us employ new resources and latest technologies to augment our security measures with an enhanced ability to detect and respond to threats.”
The PSGP grants were awarded for two Port Canaveral security enhancements.
The Port’s Cybersecurity Vulnerability Reduction Project was awarded a $884,520 PSGP grant to support a $1.18 million project to substantially elevate and enhance Port Canaveral’s cybersecurity posture with additional information security personnel and services, resulting in a more secure and resilient Port area.
A PSGP grant for $472,500 was awarded to allow the CPA to purchase a new Security Rapid Response Boat. The vessel will be a 33-ft. “Life Proof” boat operated by Brevard County Sheriff’s Office (BCSO) and equipped with up-to-date features and technology to respond to and support current and future waterside security needs at Port Canaveral including chemical, biological, radiological, nuclear, and high yield explosives (CBRNE).
“Port Canaveral is a major economic engine for Central Florida, expanding every year, and this funding is important to assisting the Port with enhancing safety and security for passengers and cargo operations,” said Congressman Bill Posey.
The Canaveral Pilots Association was awarded $584,265 in PSGP grant funding to purchase a new response boat with high tech, modern communication and sounding equipment to assist with emergencies and hurricane recovery operations at Port Canaveral. Supplemented by a 50 percent cost match share by the Canaveral Pilots, the grant funding will also support engine repower and technology upgrades to two existing pilot boats. The new multi-missioned vessel will be purpose-built with surveillance capabilities for rapid response to safety and security incidents, first responder transport, multi-agency response situations, and supplement a multi-layered response to Port Canaveral safety and security.
The Canaveral Pilots Association serves Port Canaveral as State and Federally licensed pilots and maintain close cooperation and coordination with the Canaveral Port Authority, the U.S. Coast Guard, the U.S. Navy and federal and local law enforcement agencies to provide for the safe, secure, and efficient management of ship traffic in and out of Port Canaveral.
Port Canaveral was one of over 30 U.S. ports awarded FY 2022 federal funding from FEMA’s $100 million PSGP program, which provides grants to ports on a competitive basis each year. The program’s priority is to protect critical port infrastructure, enhance maritime domain awareness, improve port-wide maritime security risk management, and maintain or re-establish maritime security mitigation protocols that support Port recovery and resiliency capabilities. The grant is made available by DHS and administered by FEMA to strengthen infrastructure and support ports’ efforts to achieve the National Preparedness Goal established by FEMA.
MANILA, Philippines — The Maritime Industry Authority (Marina) has suspended the passenger ship safety certificate (PSSC) of M/V Asia Philippines, the ferry that caught fire as it approached the Batangas International Port on Friday.
Marina regional director Emmanuel Carpio, in his letter addressed to Starlite Ferries Inc. dated August 26, said that based on the guidelines and the law, a ship’s passenger safety certificate should be suspended when “the ship has been involved in maritime casualties and incidents … that may put into question the integrity of its hull and its integral parts.”
Carpio cited the provisions of Republic Act No. 9295 or the Domestic Shipping Development Act of 2004 and the Marina Administrative Order No. 11-19 and Marina Memorandum Circular No. 152.
“In view thereof, the Passenger Ship Safety Certificate of MV ASIA PHILIPPINES is hereby SUSPENDED until further notice from this Authority,” Carpio said in his letter.
Carpio added that the ferry will be subjected to thorough safety inspection by Marina inspectors and surveyors.
Starlite Shipping’s M/V Asia Philippines, a roll-on-roll-off (Ro-Ro) ferry, was preparing to dock at the Batangas International Port when it caught fire on Friday evening. It was carrying 82 passengers and crew.
The Philippine Coast Guard said the ferry came from Calapan City in Oriental Mindoro and was about one nautical mile from the Batangas International Port when it caught fire.
The 49 passengers and 38 crew members of the vessel were all rescued. One passenger was reported hurt.
U.S. Marines from 9th Engineer Support Battalion, 3rd Marine Logistics Group recently concluded a successful cycle of Humanitarian Mine Action Level 3 Explosive Ordnance Disposal (EOD) training with Royal Thai Military Thailand Mine Action Center (TMAC) counterparts, in Ratchaburi and Prasat, Kingdom of Thailand, from July 11 to August 5, 2022.
HMA is an ongoing program between the U.S. and Kingdom of Thailand to provide training in order to build partner capacity in safe disposal of existing landmines and explosive remnants of war. The four-week course combines classroom instruction covering advanced EOD techniques, detailed ordnance classes, and render-safe techniques, along with several range days for practical application of the skills learned on live-ordnance.
Ultimately, during the course of the training the team from 3rd EOD company successfully trained 11 students, who are now better equipped to conduct HMA actions against the adverse effects of landmines and unexploded ordnance on the civilian populace, and able to pass their newfound knowledge on to future TMAC students.
For U.S. Marine Gunnery Sgt. Jeramie Pawloski, HMA Thailand Team Leader with 3rd EOD Company, 9th ESB, the latest training cycle was a success for both the U.S. trainers and TMAC students.
“The program design develops the capabilities of TMAC, providing personnel with the technical knowledge and skills required to work in the minefields safely during demining operations. The U.S. Marine instructors that execute these training missions learn just as much from our Thai counterparts and develop professional and personal relationships that the U.S. Marine EOD Technician can benefit from,” said Pawloski.
According to U.S. Marine Lt. Col. Daniel H. Cusinato, Marine Forces Pacific EOD officer and HMA Program Manager for EOD forces, the ongoing success of the HMA EOD program is a perfect encapsulation of the long-standing U.S. alliance with the Kingdom of Thailand.
“The opportunity to work with our Thai partners is always a valuable one, giving TMAC students real-world experience, sharpening the training and knowledge of our own EOD trainers, and most importantly, strengthening the bonds among Marines and Royal Thai Armed Forces service members,” said Cusinato.
3rd MLG, based out of Okinawa, Japan, is a forward deployed combat unit that serves as III Marine Expeditionary Force’s comprehensive logistics and combat service support backbone for operations throughout the Indo-Pacific area of responsibility.
The Australian Maritime Safety Authority (AMSA) is highlighting to vessel operators the importance of planned maintenance in ensuring safe operation of ships, and says it will increase its focus on planned maintenance during Port State Control inspections.
Recent incidents have demonstrated the potentially serious consequences of a lack of effective maintenance of main engines and power generation systems that can pose serious risks to the safe and pollution-free operation of vessels.
In response to this, AMSA will immediately increase focus on planned maintenance during routine Port State Control inspections. During Port State Control inspections, AMSA will place a greater focus on planned maintenance of propulsion and auxiliary equipment and associated systems and will take necessary compliance actions to address any identified areas of concern. This may include the physical attendance of classification society surveyors to verify the condition of critical equipment and its suitability to continue to function under all voyage conditions to maintain safe operations.
Operators should note that this is not a Focused Inspection Campaign (FIC) or Concentrated Inspection Campaign (CIC) of limited duration. It is a sustained focus on an identified area of concern that is part of AMSA’s data driven and risk-based approach to our PSC inspection regime.
ISM Code
Maintenance of the ship and equipment is a requirement of the ISM Code, including that:
– Maintenance inspections are held at appropriate intervals;
– Any non-conformity is reported, with its possible cause, if known;
– Appropriate corrective action is taken;
– Records of these activities are maintained.
In relation to maintenance, the ISM Code specifically states that the vessel’s Safety Management System (SMS) should:
– Identify equipment and technical systems that would cause hazardous situations if they were to suddenly fail;
– Provide for specific measures (i.e. regular testing of all equipment including stand-by equipment or systems that are not in continuous use) to ensure the continued reliability of such equipment or systems.
Finally, maintenance activities need to be properly resourced, and procedures must be documented.
A Texas oil company agreed to plead guilty to criminal negligence charges and pay nearly $13 million for a crude oil spill that killed wildlife and fouled southern California beaches, federal prosecutors said on Friday.
Amplify Energy Corp repeatedly turned off and on a 17-mile-long subsea pipeline when it could not determine the location of the leak, according to plea agreements filed in U.S. District Court, Central District of California.
The Houston-based company and two subsidiaries each agreed to plead guilty to one count of negligently discharging oil during the October 2021, incident. The pipeline was struck by a ship’s anchor.
The three firms “are required to make significant improvements that will help prevent future oil spills,” Acting United States Attorney Stephanie S. Christensen said in a statement.
The plea “reflects the commitments we made immediately following the incident to impacted parties and is in the best interest of Amplify and its stakeholders,” said Chief Executive Martyn Willsher.
The spill released some 558 barrels (25,000 gallons) of crude oil into the Pacific Ocean, killing wildlife, blackening the coastline and forcing the closure of beaches south of Los Angeles.
A judge must still accept the plea agreement. The companies will serve probation for four years, be required to conduct semiannual pipeline inspections, and revise and submit an oil spill plan to state wildlife officials, the court filing showed.
Amplify has said it incurred $17.3 million in cleanup costs in the immediate aftermath of the spill.
The company this week said it reached an agreement in principle with plaintiffs to resolve civil claims.
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