Loading...

(+30) 2118501121

IMO Archives - SHIP IP LTD

SHIP-IMPLEMENTAION-PLAN-1200x385.jpg

GUIDANCE ON THE DEVELOPMENT OF A SHIP IMPLEMENTATION  PLAN FOR THE
CONSISTENT IMPLEMENTATION OF THE 0.50% SULPHUR LIMIT
UNDER MARPOL ANNEX VI

To facilitate compliance, the IMO has developed guidelines that include an indicative template for a Ship Implementation Plan (SIP) specific to each individual ship, which shipping companies are recommended to use.

The plan is not mandatory and is not subject to endorsement by the flag state or a recognized organization (RO).

However, PSC may consider the preparatory actions described in the SIP when verifying compliance.

The plan addresses issues related to the use of compliant fuel oil and how to identify any safety risks associated with such fuels.

Items covered by the plan can include, as appropriate, but are not limited to:

  • Risk assessment and mitigation plan (impact of new fuels)
  • Fuel oil system modifications and tank cleaning (if needed)
  • Fuel oil capacity and segregation capability
  • Procurement of compliant fuel
  • Fuel oil changeover plan (conventional residual fuel oils to 0.50% sulphur compliant fuel oil)
  • Documentation and reporting

Issues relating to use of sulphur compliant fuel oil

-All fuel oil supplied to a ship shall comply with regulation 18.3 of MARPOL Annex VI and chapter II/2 of SOLAS.
-Meanwhile, operators could consider ordering fuel oil specified in accordance with the ISO 8217 marine fuel standard.

SHIP IP LTD CAN ASSIST YOU AND DEVELOP YOUR PLAN IN WORD FORMAT CLICK THE LINK TO LEARN MORE

EURO 399 SHIP IMPLEMENTATION PLAN


imo.jpg

LIST OF NATIONAL OPERATIONAL CONTACT POINTS

  • Flag State contact points for PSC matters, Casualty investigation services and Ships’ inspection services (including Secretariats of Memoranda of Understanding on Port State Control)
  • List of national operational contact points responsible for the receipt, transmission and processing of urgent reports on incidents involving harmful substances, including oil from ships to coastal states (see annex under Related Documents) – From January 2018 onwards, the official version of the updated list will be issued electronically and uploaded here on a quarterly basis (quarterly dates: 31 January, 30 April, 31 July and 31 October)
For ship inspection purposes, the only official version of the List of national operational contact points responsible for the receipt, transmission and processing of urgent reports on incidents involving harmful substances including oil from ships to coastal States annex is the updated version, which is issued electronically on a quarterly basis. The quarterly date for this official version is specified at the top of each page of the above list.
From January 2018 onwards, the quarterly dates for the official version of the updated list will be as follows:
31 January, 30 April, 31 July and 31 October. It will be available on the IMO website and can
be downloaded as stated in paragraph 5. In this connection, the next circular under this title
(MSC-MEPC.6/Circ.17) will be issued on 31 January 2019.

LIST OF NATIONAL OPERATIONAL CONTACT POINTS RESPONSIBLE FOR THE RECEIPT, TRANSMISSION AND PROCESSING OF URGENT REPORTS ON INCIDENTS INVOLVING HARMFUL SUBSTANCES, INCLUDING OIL FROM SHIPS TO COASTAL STATES

Updates from 1 May 2019 to 31 July 2019

ALBANIA
ANTIGUA AND BARBUDA
BELIZE
BERMUDA (UNITED KINGDOM)
BRAZIL
CAYMAN ISLANDS (UNITED KINGDOM)
CHILE
COLOMBIA
COOK ISLANDS
GIBRALTAR (UNITED KINGDOM)
QATAR
REPUBLIC OF MOLDOVA
ROMANIA
SAMOA
SAUDI ARABIA
SOLOMON ISLANDS
SPAIN
SURINAME
SWITZERLAND
TURKMENISTAN
UGANDA
UKRAINE
UNITED KINGDOM

 

Updates from 1 February 2019 to 30 April 2019

BAHAMAS
BELIZE
BERMUDA (UNITED KINGDOM)
CHILE
COLOMBIA
INDIA
ISLE OF MAN (UNITED KINGDOM)
ISRAEL
KENYA
KUWAIT
MAURITANIA
MEXICO
SAUDI ARABIA
SERBIA
TRINIDAD AND TOBAGO
TUVALU
UNITED ARAB EMIRATES
URUGUAY

 

Updates from 1 November 2018 to 31 January 2019

COOK ISLANDS
CUBA
FIJI
GEORGIA
GUATEMALA
GUYANA
ICELAND
JORDAN
KAZAKHSTAN
KUWAIT
LIBYA
MALTA
MONGOLIA
PHILIPPINES
QATAR
SOUTH AFRICA
SUDAN
UNITED KINGDOM
UNITED REPUBLIC OF TANZANIA
VANUATU
Note: This summary page will appear on the Internet whenever changes or amendments
are received by the Secretariat before the printed copy of the list is re-issued.

Updates from 1 August 2018 to 31 October 2018
ALGERIA
CAYMAN ISLANDS (UNITED KINGDOM)
FIJI
ITALY
MEXICO
QATAR
ROMANIA
SAINT KITTS AND NEVIS
SWEDEN
UNITED KINGDOM
VIET NAM

Updates from 30 April 2018 to 31 July 2018
CHILE
COLOMBIA
CUBA
CYPRUS
ECUADOR
GAMBIA
GUATEMALA
HONG KONG, CHINA
IRAN (ISLAMIC REPUBLIC OF)
ISLE OF MAN (UNITED KINGDOM)
KENYA
LATVIA
MADAGASCAR
MARSHALL ISLANDS
PALAU
PHILIPPINES
QATAR
SUDAN
TOGO
UKRAINE
UNITED KINGDOM
UNITED STATES
VENEZUELA (BOLIVARIAN REPUBLIC OF)
Note: This summary page will appear on the Internet whenever changes or amendments
are received by the Secretariat before the printed copy of the list is re-issued.

The following updates are based on information from countries that notified us of additions,changes or amendments to MSC MEPC.6/Circ.16:

Updates as at 30 April 2018
ALBANIA
BARBADOS
CANADA
ECUADOR
FIJI
GUATEMALA
IRAN (ISLAMIC REPUBLIC OF)
ISRAEL
KAZAKHSTAN
MALDIVES
MEXICO
PAPUA NEW GUINEA
PERU
PHILIPPINES
SINGAPORE
SURINAME
TOGO
Updates as at 31 January 2018

BRAZIL

BULGARIA

GREECE

GUATEMALA

HONG KONG, CHINA

KAZAKHSTAN

MALAYSIA

PAPUA NEW GUINEA

PHILIPPINES


Cybersecurity.jpg

IMO cyber crime.

The International Maritime Organization (IMO) is readying for the advent of automation in the shipping industry, with a major scoping exercise to safeguard against future disasters, including oil spills and collisions.

Speaking at the regional Spillcon event held in Perth, Australia, in May, Patricia Charlebois, deputy director, Implementation Marine Environment Division, stressed the oil spill response community would need to consider new risk scenarios.

Charlebois told SAS that the IMO had a key strategic direction to integrate new and advancing technologies into its regulatory framework.

“Of course, cyber-risk management is very important as more and more systems become automated,” she said. “Whether you’re talking about an oil tanker or a different kind of ship, cyber-risk management should [play] a part .”

The IMO is now looking at how existing regulations might apply to ships with varying degrees of automation through a regulatory scoping exercise on Maritime Autonomous Surface Ships (MASS).

The IMO’s Maritime Safety Committee (MSC) agreed to examine how safe, secure, and environmentally sound operation of MASS could be introduced in IMO regulations in 2017 after a proposal by member states.

The scoping exercise includes a review of safety and maritime security (SOLAS); collision regulations (COLREG); loading and stability (Load Lines); training of seafarers and fishers (STCW, STCW-F) search and rescue (SAR); tonnage measurement (Tonnage Convention), and convention for safe containers (CSC).

IMO guidelines on maritime cyber-risk management set out procedures on how to safeguard shipping from current and emerging threats and vulnerabilities.

The guidelines, which cover digitisation, integration, and automation of processes and systems in shipping, identify bridge systems, propulsion and machinery management, power control, and communication systems among the most vulnerable to cyber attack.

The IMO aims to complete the scoping exercise by 2020. Meanwhile interim guidelines for MASS trials were approved in June.

IMO cyber crime

SOURCE


imo.jpg

The Maritime Safety Committee (MSC) is meeting for its 101st session, with a busy agenda encompassing maritime autonomous surface ships, polar shipping, goal-based standards and other agenda items. A number of draft amendments will be adopted, including amendments to mandatory Codes covering the carriage of potentially hazardous cargoes:

the MSC is set to adopt the draft consolidated edition of the International Maritime Solid Bulk Cargoes Code (IMSBC Code), and a comprehensive set of draft amendments to the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code).The MSC will be updated on the regulatory scoping exercise on maritime autonomous surface ships, taking into account different levels of autonomy.

 

On polar shipping, the MSC is expected to approve draft guidance for navigation and communication equipment intended for use on ships operating in polar waters and further consider how to move forward with developing requirements for ships operating in polar waters but not currently covered by the Polar Code.

A new agenda item will look at fuel oil safety. A range of guidance and guidelines will be approved, including those related to standardization and performance standards for navigational equipment, linked to the development of e-navigation.

The MSC was opened by IMO Secretary-General Kitack Lim and is being chaired by Mr. Brad Groves (Australia).

Source: IMO


HAZOPS-1030x666.jpg

IMO2020 Related Claims Starting to Appear: Marine Insurer

Protection and indemnity club Gard has said it is beginning to deal with claims related to the International Maritime Organisation (IMO) 0.5% sulfur cap.

Although cap is still some months away, the club has said it has around 100 claims on its books that are linked to the sulfur rule change in bunker fuel.

The nature of disputes vary, according to the club’s chief executive Thore Roppestad, but include disputes between owners, charterers and bunker suppliers.

“We also have a couple of claims related to machinery damages due to the quality of fuel which is not compliant to the engines and we also have loss of hire incidents, which we will have more of due to scrubber malfunction and other issues”, the executive was quoted as saying by maritime news provider Lloyd’s List.
Machinery damages may start small but can end up big by becoming groundings or major accidents, he added.

Roppestad was participating in an industry panel event in Oslo. P&I clubs cover third party risks in shipping. Engine-related issues are covered by hull and machinery insurance.

Source: Ship & Bunker


BIMCO.png

BIMCO has co-sponsored a proposal at the 43rd session of the Facilitation Committee (FAL 43) held at the IMO Headquarters on 8-12 April, putting anti-corruption formally on the IMO agenda going forward.

 

This week, a maritime corruption paper was presented at the 43rd session, including a request to the International Maritime Organization (IMO) to make maritime corruption a regular work item.

The paper received solid support from 23 countries and international organizations, including BIMCO who attended the meeting, and it was decided that the IMO will work on a maritime corruption guidance expected to be completed by 2021.

“We are very pleased that the IMO will now discuss the issue of maritime corruption in the FAL Convention and that the IMO will now come up with guidance to help our members by addressing corruption,” says Aron Sorensen, Head of Maritime Technology & Regulation at BIMCO.

“No less than 23 countries and international organisations supported the anti-corruption paper, marking a new step towards a stronger fight against corruption in our industry,” Sorensen says.

To assist its members, BIMCO has developed an Anti-Corruption Clause for Charter Parties that addresses the situation by providing market users with a regime for responding to unlawful demands for gifts.

 

SOURCE READ FULL ARTICLE


1200-1200x857.jpg

The South African Maritime Safety Authority (SAMSA) has recently published two Marine Notices:

a) No. 8 of 2019, to advise of the global implementation of the MARPOL Annex VI limit of 0.50 mass per cent concentration (0.50% m/m) sulphur content in fuel oil, for all ships, from 1 January 2020; and

b) No. 9 of 2019, which provides a standard format for reporting fuel oil non-availability as provided in regulation 18.2.4 of MARPOL Annex VI that may be used to document if a ship is unable to obtain compliant fuel oil.

The following points may be of particular interest to our members:

1. Ships installed with exhaust gas cleaning systems (scrubbers) can continue to burn high-sulphur bunker fuel from 2020 and comply with the 0.5% sulphur limit and until further notice South Africa accepts all types of approved scrubbers.
2. South Africa has no restrictions on ships using LNG or Marine Biofuels when entering South African waters.
3. The International Bunker Industry Association has expressed confidence that low sulphur fuel oil will be available in South African ports by 1 January 2020.
4. Ships will be required to either use Annex VI compliant fuel oil when operating within South African waters or to install and use scrubbers.
5. If a ship is found not to be in compliance with the standards for compliant fuel oils, SAMSA will be entitled to require the ship to:

◦ present a record of the actions taken to attempt to achieve compliance
◦ provide evidence that it attempted to purchase compliant fuel oil in accordance with its voyage plan, and if it was not available where planned, that attempts were made to locate alternative sources of such fuel oil, and that despite best efforts to obtain compliant fuel oil, no such fuel oil was available for purchase.

6. SAMSA may also verify compliance by any methods available to it including but not limited to sampling and analysing fuel oil from a ship’s fuel oil tanks and lines and sampling and analysing air emissions from a ship’s plume.
7. A ship is unable to procure compliant fuel oil prior to entering South African waters, the master must notify SAMSA and the vessel’s own Flag Administration.

Source: The Standard Club


SEAFARER.png

On 24 January, the IMO issued updated guidelines on fatigue.  This is just another in a long series of band aids that attempt to cover over the problem without providing a solution.  

Fatigue is a long-standing weakness in the maritime industry.  It is recognized as a major or contributing causal factor in the majority of maritime casualties.  As is well-known, fatigue is caused by a lack of sleep and relaxation.  These, in turn, are the result of too few people being tasked with too much work.  Guidance on how to recognize and manage fatigue is meaningless.

The root cause of fatigue among the personnel on merchant vessels is that those vessels are insufficiently crewed.  The minimum manning levels recommended by the IMO and mandated by flag administrations are inadequate and have been so for years.  No one ship operator can afford to crew its vessels above the minimum level because that would put those vessels at an economic disadvantage against its competitors.  All vessels operating in similar trades must increase their crew levels simultaneously.

Attempts at fatigue management
The IMO and the flag administrations have taken a helpful step in addressing the fatigue problem by establishing maximum work hours and minimum rest hours.

In 1997, the IMO adopted major amendments to the International Convention on Standards of Training, Certification, and Watch keeping for Seafarers (STCW Convention), along with the accompanying STCW Code.  Among other things, the Convention stated that each Administration shall, for the purpose of preventing fatigue, establish and enforce rest periods for watch keeping personnel.  The Code was more explicit, stating that watch keepers shall be provided a minimum of 10 hours of rest in any 24-hour period and not less than 70 hours of rest in each seven-day period.  The 2010 Manila Amendments to the STCW Convention and Code, which came into effect on 1 January 2012, expanded the rest requirement to a minimum of 77 hours in any 7-day period.  Administrations are further enjoined to require that records of daily hours of rest of seafarers be maintained in a standardized format to allow for monitoring and verification of compliance by the Administration and during port state control examinations.

The US National Transportation Safety Board (NTSB) has long-recognized the dangers presented by fatigue in the transportation sector.  It stated in a recent report: Because “powering through” fatigue is simply not an acceptable option, fatigue management systems need to allow individuals to acknowledge fatigue without jeopardizing their employment.  Likewise, the UK Maritime and Coastguard Agency (MCA) considers seafarer fatigue to be a potentially serious issue which is detrimental to safety at sea and the health of seafarers.

The Australian Transport Safety Bureau (ATSB) found the following:

Everyone has experienced fatigue at some point, but in the transport industry, where there’s often high pressure to deliver, fatigue can have very real, very dangerous implications.  Fatigue can have a range of adverse influences on human performance, such as slowed reaction time, decreased work efficiency, reduced motivational drive, and increased variability in work performance.  Fatigue can lead to lapses or errors associated with attention, problem-solving, memory, vigilance and decision-making.  Most people generally underestimate their level of fatigue.  Studies have found that people experiencing fatigue are not able to evaluate accurately their own fatigue level or their ability to perform. Instead, they tend to overestimate their abilities.

The time is overdue for flag administrations and port state control regimes to vigorously enforce those record keeping requirements.  There are suspicions that, on many ships, the watch keeping hours are under reported and the hours of rest are over reported.  Only detailed and careful review of those records can reveal the truth.

Crewing Levels
Only when the crewing level of ships is increased to an appropriate level will crew fatigue become manageable.

The IMO should immediately undertake a thoughtful analysis of vessel crewing requirements.  Technological advancements may have reduced the level of physical labor on ships, but it has had minimal impact on work hours.  For example, ECDIS, when operating properly, may have made it easier to identify where a vessel is located.  The watch officer is still expected, nay, required to verify this visually and by radar.  Instruments may tell the engineer that a motor has failed, but repairs must still be done manually.

Vessel owners and operators for years have pushed, successfully, for reductions in minimum crewing levels.  The time has come for flag administrations, port states, and the IMO to push back. Covering over the fatigue problem with yet more management guidance is not a solution.

 

SOURCE MARINE LINK Bryant, Dennis


imo.jpg

The International Maritime Organization (IMO) is to address maritime corruption by including the issue in its work programme for the Facilitation Committee.

The decision to include an anti-corruption agenda came at the latest meeting of the IMO’s Facilitation Committee (FAL) in response to a submission from Liberia, Marshall Islands, Norway, United Kingdom, United States and Vanuatu.

The International Chamber of Shipping (ICS) co-sponsored the submission along with a number of other non-governmental organisations (NGOs).

“Corruption erodes trust in government and undermines the social contract. Corruption impedes investment, with consequent effects on growth and jobs. This is a global issue but we all need to work to eradicate corrupt practices,” Guy Platten, Secretary General of the International Chamber of Shipping, said.

According to the Maritime Anti-Corruption Networks anonymous reporting mechanism, which was set up in 2011, there have been over 28,000 incidents already reported.

“We are all aware that corruption in the maritime sector exists in many areas and as we have heard from the document introduction, corrupt practices, particularly with respect to the ship/shore interface, can lead to interruptions to normal operations, can incur higher operational costs for the shipowner and can have an impact on seafarers’ well-being,” Chris Oliver, Nautical Director at the International Chamber of Shipping, said.

 

In addition to the potential consequences for ship owners and seafarers, it should not be underestimated the impact it can have on trade, investment, social and economic development of ports, local communities and even Member States themselves,” Oliver concluded.

 

SOURCE WORLDMARITIME NEWS


2018-03-09_14h38_45.png

Facilitation (FAL) – enhancing the free flow of trade by ship

8 April 2019 – the electronic data exchange deadline

​Amendments to the Facilitation Convention were adopted in 2016 and they entered into force on 1 January 2017 (read more here).

The FAL Convention amendments make it mandatory for ships and ports to exchange FAL data electronically from 8 April 2019.  There is provision for a transitional period of at least 12 months, during which paper and electronic documents are allowed.

The FAL Convention encourages use of the so-called “single window” concept in which all the many agencies and authorities involved exchange data via a single point of contact. The maritime single window system allows for the streamlining of procedures, via electronic systems, for provision of information related to the arrival, stay and departure of the ship itself, and data on its crew, passengers and cargo, in accordance with the requirements of the FAL Convention.

IMO has been supporting Member States to prepare for electronic data exchange, with national and regional seminars and work shops.

A project is underway in Antigua and Barbuda to develop a  maritime single window. Following the installation of the first, basic system platform in 2018, testing and implementation has begun. If successful, the system, developed by Norway, could potentially benefit other countries of the Caribbean region and be rolled out to other regions of the world.

What is FAL?

When a ship comes in to port it may be the end of a voyage but it’s just the beginning of a whole range of administrative tasks that need to be done.

Customs declarations for cargo and ships’ stores; immigration clearance for crew and passengers and their baggage; import and export permits: these are just the tip of the iceberg. And when the ship leaves, it’s the same process all over again.

This is what we call Facilitation of International Maritime Traffic – or FAL for convenience.

Why does it matter?

FAL matters because, if it goes smoothly, shipments move more quickly, more easily and more efficiently. But if it goes badly, delays, inefficiencies and extra costs are inevitable.

Statistics show that countries with more efficient FAL infrastructure have better import and export figures. There’s a clear link between reducing red tape and competitiveness.

Efficient trade facilitation can help reduce transport costs and thereby contribute to sustainable development.

SOURCE IMO