Port of Tallinn will build a new quay in Paldiski South Harbour to service wind farms

June 22, 2022 POST STATE CONTROL

The supervisory board of Port of Tallinn decided to invest up to EUR 53 million to build a new 310-meter quay with a 10-hectare area beyond the quay in Paldiski South Harbour, according to the company’s release. The investment is co-financed by European Commission in the amount of EUR 20 million through the military mobility project EstMilMob, which aims to improve transport connections to Tapa over the next five years. The quay and hinterland area will be completed in summer 2025.

The new quay with the beyond area to be built in Paldiski South Harbour is necessary not only for military purposes but also to increase the maritime transport capacity of goods and vehicles. Due to the favorable location of Paldiski South Harbour, the construction of the new quay will create preconditions for Port of Tallinn to become an important partner in the construction and subsequent maintenance of offshore wind farms in the Baltic Sea region. The new quay will ensure the capacity of the port to receive high-draft special-purpose vessels for the construction of offshore wind farms and the transport of wind turbine components. The large rear area beyond the quay allows various preparations for the manufacture and storage of generators and wind turbine blades before being loaded on a ship. In addition, the new quay can be used to service ro-ro vessels if required.

Port of Tallinn is currently negotiating with several largest European wind farm builders to establish a construction and maintenance port for offshore wind farms of the neighboring region in the Paldiski South Harbour. The wind farms to be built in the area plan to start production in 2028, preceded by a 3-year construction period of the wind farms. The positive impact of the investment on the operating volumes and turnover of Port of Tallinn is expected from 2025 after the completion of the quay, but as negotiations with developers are still ongoing, it is currently not possible to assess the financial impact on Port of Tallinn in more detail.

Biofouling management: the benefits of a clean hull

June 22, 2022 Maritime Safety News

Australia joins New Zealand and California and requires international vessels to provide information on how biofouling has been proactively managed prior to arriving in its territorial seas. The aim of Australia’s new regulation is to protect marine biodiversity, but maintaining clean vessel hulls will also reduce fuel consumption and help operators to reach their emission reduction targets.

New mandatory biofouling management requirements in Australia

The Australian Government’s Department of Agriculture, Water and the Environment (DAWE) has announced that, beginning 15 June 2022, international vessels trading to Australia will be required to provide information on how biofouling has been managed prior to arriving in Australian territorial seas. This information shall be reported through the Australian Maritime Arrivals Reporting System (MARS).

According to DAWE, the information will be used to target vessel interventions and vessel operators will receive less intervention for biofouling if they comply with one of the following three accepted biofouling management practices:

• Implementation of an effective biofouling management plan; or
• Cleaned all biofouling within 30 days prior to arriving in Australia; or
• Implementation of an alternative biofouling management method pre-approved by the Australian authorities.

DAWE has further announced that it will be taking an educational initial approach to enforcing the new requirements between 15 June 2022 and 15 December 2023. During this period, focus will be on providing education and advice to ship operators with the aim of minimizing unintentionally incorrect pre-arrival reporting and improve the effectiveness of biofouling management plans. However, powers under the Australian Biosecurity Act 2015 will continue to be used to manage unacceptable biosecurity risks associated with biofouling.

The Australian regulations and associated guidance documents can be downloaded from the DAWE website: Managing biofouling in Australia. In addition, an import industry advice notice was issued on 17 May 2022.

 

The biodiversity threat

The introduction of invasive aquatic species (IAS) associated with global shipping has been identified as a significant threat to the world’s oceans and coastal ecosystems. A multitude of species, carried either in vessels’ ballast water or on vessels’ hulls, are capable of surviving transit to new environments where they may become invasive by multiplying and out-competing native species. Not all species transported by vessels will become invasive, and not all survive the journey. However, it is difficult to predict which species may arrive and where and when an introduced species will start to spread by itself into new areas and damage the local ecosystem. Even species that originally do not seem harmful may become invasive if environmental conditions such as temperature and nutrients change. Management practices that prevent the introduction of IAS are therefore a far more efficient and cost-effective approach to the problem than clean-ups once an invasive species has established in a new area.

While the risk posed by IAS in vessels’ ballast water is now regulated internationally under the IMO Ballast Water Management Convention, the control of vessel biofouling remains largely voluntary. As a result, individual governments develop their own strategies and policies to reduce the introduction of foreign species from bio fouling of vessels’ hull. The most comprehensive biofouling management policies to date are those of New Zealand and the US State of California – and now they will be joined by Australia.

An underestimated cost for vessel operators and the environment?

Biofouling growth on vessels’ hulls is not only a threat to marine biodiversity but also a long-standing operational problem for the maritime industry. Its impact on vessel speed and propulsion, and ultimately fuel consumption and atmospheric emissions, is well documented. A recent report by the GloFouling Partnership Project even concludes that the perceived impact of ships’ biofouling on greenhouse gas (GHG) emissions is likely to have been historically underestimated by the shipping community. For example:
A layer of slime as thin as 0.5 mm and covering up to 50% of a hull surface can trigger an increase of GHG emissions in the range of 20 to 25%, depending on ship characteristics, speed, and other prevailing conditions.

For more severe biofouling conditions, such as a light layer of small calcareous growth (barnacles or tubeworms), an average length container ship can see an increase in GHG emissions of up to 55%, dependent on ship characteristics and speed.

Besides increased fuel costs and potential cost-intensive hull cleaning required by port authorities, there are also other biofouling-related economic implications for vessel operators. Extensive vessel biofouling can increase engine wear and affect intakes and internal seawater systems, requiring earlier and more frequent maintenance and asset management costs than would otherwise be needed. Some even argue that reduced vessel speed and longer voyages mean increasing crew costs relative to the distance of travel routes.

Regulations, standards and practices

According to a report published by the IMO in January 2022 (PPR 9/INF.24), inconsistency in biofouling and in-water cleaning policies creates a major challenge for the shipping industry. While the report identifies several regional, national and sub-national biofouling policies and practices already in place, it also concludes that comprehensive biofouling management policies are not widespread and those that do implement comprehensive policies, such as New Zealand and California, are not consistent.

Of the many guidelines and industry standards relevant to biofouling management, the most wide-ranging are the IMO Biofouling Guidelines. These non-mandatory guidelines aim to provide a globally consistent approach to the management of biofouling and include best practice recommendations for minimising biofouling. A key component of the guidelines is the preparation of ship-specific biofouling management plans (BFMP) and biofouling record books (BFRB). There are also specific recommendations for what to include in a BFMP and BFRB, and a template for each. This documentation is also the cornerstone of many current and proposed national and sub-national biofouling management policies and practices, such as those of New Zealand, California, and more recently, Australia. Provision of this documentation is also expected to be a key requirement under US federal law once the new vessel discharge standards, proposed under its Vessel Incidental Discharge Act (VIDA), have been finalized and standards for implementation agreed.

It is also worth noting that:

• The IMO Biofouling Guidelines are currently being reviewed by IMO Member States and a new version is expected to be approved in 2023. The aim is to make the guidelines clearer by being more specific on the recommended biofouling measures, how to implement the measures, as well as on the procedures for inspection and cleaning. The next version of the IMO Biofouling guidelines will remain non-mandatory and will hence not provide specific international rules or standards for the regulation of biofouling management.
• Although there is an obvious relationship between the mandatory IMO Convention on the Control of Harmful Anti-fouling Systems (AFS) on Ships and biofouling management, implementation of the Convention does not equate to having a biofouling management policy. The AFS Convention provides a framework to limit the impact of harmful AFS but does not regulate or set performance standards for the AFS.

The time to act is now

Finding the ‘right way’ to handle biofouling can present some challenges as the biofouling risk and management options will be different for each vessel depending on design, operating profile, and trading routes. However, with new biofouling regulations entering into force, and the IMO GHG reduction targets looming on the horizon, we encourage vessel operators to revisit and, if necessary, update their biofouling management procedures. Steps should be taken to ensure regulatory compliance with mandatory biosecurity requirements where in force. An additional benefit is that it will optimize operations in terms of fuel consumption, maintenance frequencies, and emissions into the atmosphere.

Although not all regional biofouling regulations are the same, compliance with the IMO Biofouling Guidelines will go a long way towards allowing access to ports with mandatory biofouling requirements. The establishment of ship specific biofouling management strategies and procedures in the form of BFMPs is key, as is proper onboard record keeping. An up-to-date BFRB will assist port officials to assess a vessel’s potential quickly and efficiently for biofouling risk and thus minimize any delays to its operation.

As individual ports may impose restrictions on in-water cleaning, depending on the methods and chemicals involved, we recommend that operators verify the applicable requirements with the vessel’s local agent well before arrival at the planned location for cleaning. Advice should also be taken from the industry standard on in-water cleaning of ships published by BIMCO and the International Chamber of Shipping (ICS).
Source: Gard, https://www.gard.no/web/updates/content/33719717/biofouling-management-the-benefits-of-a-clean-hull

GustoMSC Introduces The ENSIS Next-Generation Heavy Lift Crane Vessel Series

June 22, 2022 Maritime Safety News

GustoMSC’s new ENSIS heavy lift crane vessel series addresses the needs of the growing offshore wind foundation market. With monopiles and jackets increasing in size and weight and the continuous need for efficiency in installation, a new generation of vessels is needed.

Based on an integrated design approach, the ENSIS series features scalable and fully customizable designs and next-generation crane and deck mission equipment developed by other groups in NOV’s Marine & Construction business unit.

The ENSIS 5000 design is the largest and most capable of the series so far. GustoMSC’s advanced engineering analysis skills on motions, dynamic positioning, and mooring and a thorough analysis of the installation process and its requirements guided the design as well as the mission equipment development.

The highly robust heavy lift crane vessel is about 220 m long and 55 m wide, with 9,500 m2 of deck space. A 5,000t-rated heavy lift crane with an increased load moment and lifting height is in an optimized position to balance efficiency and flexibility. The vessel is designed around a combined upend hinge with a motion-compensated gripper that allows the ENSIS 5000 to take up to six XXXL monopiles in one trip. These capacities exceed present capabilities in the market. The draught is optimized to be able to operate from common marshaling yards, and a foldable A-frame allows mobilization around the world.

Environmental footprint reduction is a GustoMSC-wide focus. The latest energy-saving, reclamation, and storage solutions and new or alternative fuels are ready to be incorporated into the ENSIS 5000.

The ENSIS 3000 and ENSIS 4000 designs are based on the same principles and expertise as the ENSIS 5000 but are developed to address particular challenges or showcase specific possibilities. The ENSIS 3000 is a compact design that efficiently installs smaller monopiles, pin-piles, or suction anchors, while the ENSIS 4000 offers opportunities for the evolving US market and Jones Act-compliant vessels.

COLLABORATION BETWEEN THE PORTS OF ROTTERDAM AND BAIE-COMEAU

June 22, 2022 POST STATE CONTROL

The port of Rotterdam in the Netherlands and the Port of Baie Comeau in Canada have agreed to jointly explore the potential for future growth and development of the Port of Baie-Comeau.
The ports have agreed to execute a Master Plan Study including cargo flow analyses and technical port infrastructure assessments. The study will also include analysis for production and use potential of green energy in the industrial zone, such as wind and solar power, bioenergy and green hydrogen. The Port of Baie-Comeau and the port of Rotterdam intend to work in close co-operation with the City of Baie-Comeau, Government of Canada, Government of Quebec, the Pessamit First Nation community and other regional and commercial stakeholders.
The Société du Plan Nord is supporting this development plan by investing CAD $250,000. The amount awarded comes from the Opportunity envelope of the Government of Quebec’s 2020-2023 Northern Action Plan.
Port of Rotterdam is a globally operating deep water seaport, with the capacity to handle the largest ships in the world, receiving 30.000 sea vessels per year. It stretches some 40-45 kilometres inland, has both the port and industrial zone under its care, with over 3.000 private companies working to handle large volumes of cargo and all logistics for these, for all types of trade, containers, dry bulk, liquid bulk and break-bulk. It is the largest port of Europe and the number ten port of the world. Together with Houston and Singapore it is also known for its bunkering facilities for ships, and it is the Energy Gateway for Europe, with some 13% of all energy consumed in Europe entering Europe via Rotterdam and meeting some 40% of industrial demand. The port of Rotterdam is committed to the safety and efficiency of its port operations and has in recent years taken on a leading role in the Digitisation of ports. The Green Transition has been the most important strategic theme for the port in the past decade. The transition of the port to reduce carbon emissions and receive, handle and distribute the zero emission fuels and feedstocks of the future is in full swing now, with major infrastructure projects and many activities going on to meet climate targets, positioning the port of Rotterdam as one of the greenest ports in the world and as the Hydrogen hub for NW Europe.
The Canadian East-Coast deep-water port of Baie-Comeau recently changed ownership from Transport Canada to the Baie-Comeau Port Management Corporation. The port is situated in the Province of Québec, on the North Shore of the Saint Lawrence River, near the mouth of the Manicouagan River in the Baie des Anglais. It now has a large Cargill cereals terminal (the largest storage capacity for cereals in Canada) and an Alcoa aluminium smelter, powered for 99% with electricity from green sources. The port provides logistic services for the mining and the manufacturing industry of North-East Quebec and is connected to the national railroad network leading to the American Midwest aera and all major inland markets. Its aim as a port is to further increase its capacity to be an exporting hub for the manufactured products, natural resources, mining, cereals and green energy industry in the area, as well as developing port and industrial areas to attract new green industry clients to operate in the port. The Port currently works as an overflow port also for other ports and terminals in the region and is keen to work together with ports and terminals in the vicinity that are now working to their maximum capacity. The port has 24/7, 365 days per year availability of Operations if so required, as it does not freeze over in Winter. Quite recently, Ottawa and Quebec Governments allocated CAD 15 million (USD 11,9 million/EUR 10.9 million) to a feasibility study in Canada for the extension of the Dolbeau[1]Mistassini existing railway up to Baie-Comeau railway and maritime terminal.
The city of Baie-Comeau has a long-standing Industrial tradition and has always had an international outlook, with Paper Mills, Saw Mills, Aluminium mills and Power generation at the root of its original industrial activities in the 19th and 20th Century. Many workers came to Baie-Comeau from the US and various other parts of the world to settle in Baie-Comeau. Baie-Comeau is home to the Pessamit First nation community, as it is part of her traditional land called “Nitassinan”.
“We have been in talks with the Port Authority of Baie-Comeau for a while now. We congratulate them on their new position as owner of the port assets and we look forward very much to the next steps in our co-operation and to exploring the full potential of Baie-Comeau as a green port and industrial zone together with the Port Authority, the City of Baie-Comeau and the Pessamit First Nation community.”
René van der Plas
Director Port of Rotterdam International
“The plan will allow the port to fully play its role in the new decarbonized economy, focused on the optimal use of our infrastructure and resources for the benefit of the St. Lawrence economy, Quebec and the world. We are undertaking this work with the feeling of being at the forefront of the energy transition.”
Karine Otis
Executive Director of Port of Baie-Comeau
“Our organization has always been convinced of the importance of the Port of Baie-Comeau in global trade and the energy transition. We are honored and very excited to undertake this project in collaboration with the Port of Rotterdam Authority, the City, the Société du Plan Nord and the Pessamit First nation community”.
Marc Lefebvre
Chairman of the board of Port of Baie-Comeau
“Ports are an integral part of the world economy, serving as hubs for economic activity, employment, trade, and the flow of products and resources. They have also been the site of significant progress in innovation, clean technologies, and climate aligned best practices. I welcome this agreement between the Port of Baie-Comeau and the Port of Rotterdam Authority – it is an example of the kind of international collaboration we need to enhance our infrastructure, reinforce our supply chains, and support the expanded application and production of clean energy.”
The Honourable Jonathan Wilkinson
Minister of Natural Resources Canada

Swan Hellenic’s Second Cruise Ship Put Up for Auction due to Sanctions

June 22, 2022 INTERTANKO

In the latest twist for the international sanctions against Russian entities and their impact on the shipping industry, the recently relaunched expedition cruise line Swan Hellenic is finding itself forced to bid for its newest cruise ship just weeks before its scheduled entry into service. The 10,600 gross ton SH Vega, which Helsinki Shipyard is referring to simply as Hull No 517 is being sold “as is” and “where is” with bids due by this Friday, June 24.

The SH Vega is a sister ship to the SH Minerva which was delivered to the cruise line in late 2021 as part of an effort to restart the brand which dated back to the 1950s and is considered one of the pioneers in expedition and educational travel. The sister ships, along with a third large cruise ship still under construction, were financed by the new cruise line working with Russian leasing company GTLK. The contracts call for the vessels to operate under long-term charters to Swan Hellenic.

In April 2022, however, the EU and the United States extended their sanctions against Russian entities including GTLK and its subsidiaries. Swan Hellenic was one of several shipping companies including Havila Voyages that found itself caught in the sanctions. Last week, Havila reported it had turned to the UK courts attempting to resolve its ownership problems and was able to protect its cruise ships under construction from the shipyard acting without Havila’s permission. Swan Hellenic in the spring announced that it would exercise the purchase options in its contracts for the cruise ships but is still seeking court authorization to complete the acquisitions because like Havila they can not send money to a sanctioned company.

“As a consequence of the sanctions announced in April, the leasing company GTLK Europe defaulted on the payments as the per newbuilding contract of NB 517 SH Vega. Moreover, all assets belonging to GTLK should be frozen in EU,” said Swan Hellenic in a statement today reporting that GTLK will not be able to take the delivery of the ship.

Finnish shipbuilder Helsinki Shipyard a week ago released a tender notice inviting interested bidders to acquire the expedition cruise ship. “Helsinki Shipyard seeks to obtain the best fair market value for the vessel and reserves the right to reject any and all bids,” the company announced in the notice. The shipyard attests to having become the sole owner of the cruise ship reporting that it will select the winner and announce the new owner by July 1 with the delivery of the ship to be completed by July 19.

Explaining its current situation, Swan Hellenic reports that Helsinki Shipyard started the legal process of auctioning the newbuild under the terms of the shipbuilding contract. Swan Hellenic says that it is the “priority buyer” and has already submitted a bid for the ship it expects to place in service on July 20 with an Arctic cruise from Trömso, Norway.

Swan Hellenic said “it is at an advanced stage of preparing the documents for transfer of the title on SH Vega and is ready to take full control over the vessel at the completion of the tender. Therefore, we expect there will be no change of plans in the scheduled cruises.”

Hellenic Shipyard reports that hull 517 is ready for delivery and that “upon completion of the sale and purchase, possession of the vessel shall be automatic and immediately deemed to be passed to the purchaser.” Sea trials for the vessel were completed on May 20 with Jonas Packalén, project manager for the vessel reporting that they had completed about 800 tests. Final testing was proceeding at the shipyard.

Work is also continuing on the third cruise ship being built for Swan Hellenic. The shipyard reported that the last block for the vessel arrived in Helsinki on May 22. They plan to float out the ship named SH Diana later this summer. Delivery is expected by the end of 2022.

Swan Hellenic in May reported that they would be focusing their operation for the summer of 2022 on the SH Vega in the Arctic. The company had planned to reposition the SH Minerva after its first season in the Antarctic also to the Arctic. They however reported that renewed COVID-related restrictions required a change to itineraries and routes and that with a general softening in the travel market in part due to the situation in Ukraine they were leaving the vessel in Montevideo, Uruguay so that it would be ready for the Antarctic season in October.

Danish e-ferry sets new world distance record

June 22, 2022 Maritime Safety News

The pioneering Danish e-ferry Ellen has racked up another record, becoming the world’s longest-range fully-electric ferry by sailing 50 nautical miles (92 kilometers) on a single battery charge.

In service since 2019, the vessel operates between the Danish islands of Ærø and Fynshav. Designed by Jens Kristensen Consulting Naval Architects and built by the Søby Værft shipyard, the ferry is just under 60 meters long with a breadth of approximately 13 meters. It operates at speeds of 12-12.5 knots, and is capable of carrying 198 passengers in summer months, with this capacity dropping to 147 during winter. It can also carry 31 cars or five trucks on its open deck.

With a 4.3 MWh capacity battery pack, it is the first electric ferry to have no emergency back-up generator on board.

The e-ferry is the result of a project supported by the EU Horizon 2020 program that set out to achieve objectives that included the ability to cover distances of up to 22 nautical miles in the Danish part of the Baltic Sea that were, at the time, only operated on by conventional diesel-powered vessels.

The Ellen’s latest record was set after the vessel was showcased at the seventh annual International International Energy Agency (IEA) Global Conference on Energy Efficiency, held this year in Sønderborg, Denmark. The 50 nautical mile record was set on her return from the conference.

Achieved on a single battery charge, this is the longest recorded distance to be traveled by an all-electric ferry able to carry passengers and vehicles to date anywhere in the world.

ZERO EMISSIONS

The Ellen e-ferry is powered by Danfoss’ Editron division’s electric drivetrain, which is smaller and lighter than comparable systems and offers reduced operational costs and zero emissions.

Henrik Hagbarth Mikkelsen, a senior lecturer at Marstal Naval Academy, Denmark, who helped specify the technical solutions for the ferry during its design phase, was on-board for the trip:

“The 92-kilometer trip on a single battery charge is the longest planned distance for an electric ferry able to carry both passengers and vehicles to date, anywhere on the globe,” he said. “We are talking about a clear record. On normal daily trips, the ferry sails 22 nautical miles, or 40 kilometers, from harbor to harbor before recharging.”

Kimmo Rauma, vice president of Danfoss’ Editron division, commented:“Ellen is an excellent example of the future for electric transport. It’s cleaner, greener, and more efficient than her fossil fuel competitors. Electrifying maritime transport is a clear-cut way to reduce greenhouse gas emissions. And Danfoss has the solutions to build new electric ferries and retrofit existing ones to electrify them with the potential to reduce carbon emissions worldwide.”

Danfoss Editron plans to submit the all-electric ferry’s world record to the Guinness World of Records.

First U.S. marine preclearance location in Canada opens in Prince Rupert, BC

June 22, 2022 GENERAL

PRINCE RUPERT, BC, June 20, 2022 /CNW/ – Preclearance, which helps travel and trade move more efficiently across the Canada-U.S. border, is a major asset for both of our countries. Preclearance locations have operated at major Canadian airports for years, while more marine and rail locations in British Columbia have U.S. “pre-inspection” operations limited to immigration screening. In recent years, the government has been working collaboratively with the United States to convert them to preclearance.

The Minister of Public Safety, the Honourable Marco Mendicino, and the Minister of Transport, the Honourable Omar Alghabra, today announced the conversion of the first marine location in Canada to preclearance, at the Alaska Marine Highway System Ferry Terminal at Prince Rupert in British Columbia.

U.S. preclearance at this location will help bolster travel and trade by ensuring secure, fast, and reliable service for travellers heading by ferry between British Columbia and Alaska.

Travellers can now fully clear U.S. Customs and Border Protection at the Alaska Marine Highway System Ferry Terminal in Prince Rupert, resulting in a quicker and easier arrival in Alaska. Until 2019, Prince Rupert had a more limited pre-inspection facility. Preclearance will also better serve the people of Metlakatla First Nation in British Columbia and the Metlakatla Indian Community in Alaska, who rely on the ferry service.

Canada and the United States share the longest border in the world. The 2019 Agreement on Land, Rail, Marine, and Air Transport Preclearance authorizes expanded preclearance for travellers at land, rail, and marine facilities in both countries, as well as at additional airports. The conversion of the existing immigration pre-inspection services at Prince Rupert to a preclearance facility is another example of our countries’ shared commitment to facilitating travel and strengthening our economies.

Quotes
“The newly converted U.S. preclearance facility in Prince Rupert, British Columbia represents a major milestone for our two countries, as the very first marine preclearance location in Canada. Given its significant benefits from both an economic and security perspective, the government will continue working with our American partners to expand preclearance at more airports, ports and train stations so people and goods can move more smoothly across our shared border.”

– The Honourable Marco Mendicino, Minister of Public Safety

“For many years, Canadians have enjoyed the benefits of preclearance when flying to the United States. Now, for the first time, the Canadian marine facility, the Alaska Marine Highway System Ferry Terminal in Prince Rupert, will also provide U.S. preclearance. By facilitating the transit of people and their accompanying goods between the two countries, we further promote economic growth in the Prince Rupert area.”

– The Honourable Omar Alghabra, Minister of Transport

“The formalization of the U.S. Customs and Border Protection (CBP) preclearance process at Prince Rupert is the result of a multi-year effort by the Government of the United States, the Government of Canada, and the State of Alaska that will enable passengers to easily travel between Canada and Alaska using the Alaska Marine Highway System Ferry Service. CBP Officers and Agriculture Specialists will process passengers at Prince Rupert prior to departure, thereby facilitating legitimate entry into the United States.”

– Bruce Murley, CBP Acting Director of Field Operations in San Francisco

Quick Facts

  • Preclearance is the process by which border officers from the United States carry out immigration, customs, and agriculture inspections and other requirements in Canada before allowing the movement of goods or people across the border.
  • Canada and the United States have a long history of successful preclearance operations, with over 16 million passengers a year precleared for flights to the United States from Canada’s eight largest airports prior to the COVID-19 pandemic.
  • In March 2015, Canada and the United States signed a new treaty entitled the Agreement on Land, Rail, Marine and Air Transport Preclearance between the Government of Canada and the Government of the United States of America (LRMA), which was a commitment of the 2011 Beyond the Border Action Plan. It entered into force in August 2019.
  • The Government of Alaska operates the ferry service between Ketchikan, Alaska and Prince Rupert, British Columbia, and leases the Alaska Marine Highway System Ferry Terminal from the Port of Prince Rupert. This immigration pre-inspection facility has historically enabled the ferry to transport approximately 7,000 passengers and 4,500 vehicles across the border every year.
  • According to the Prince Rupert Port Authority’s 2021 Economic Impact report, the Port contributes significantly to the local, regional, and national economy, directly supports 3,700 jobs and approximately $360 million in wages annually. It is also the third largest port in Canada by value of trade.

SOURCE Public Safety and Emergency Preparedness Canada

Sovcomflot finds fleet insurance cover

June 22, 2022 TMSA 3

The Russian owner has been squeezed by western sanctions against Russia and its assets in retaliation for the war in Ukraine. Some companies have ceased Russian operations, whether for moral reasons or due to the spreading sanctions.

Classification societies and insurers were among those to turn their backs on Russian ships as it became difficult or illegal to continue their business.

Reuters sources said that another Russian state-backed entity, Russian National Reinsurance Company, had picked up much of the post-sanctions insurance business, including Sovcomflot’s fleet.

On the classification front, the International Association of Classification Societies (IACS) withdrew the membership of the Russian Maritime Register of Shipping (RMRS) in March. Classification by an IACS member class society is often a stipulation in maritime contracts, including insurance.

The IACS transfer of class register shows a mass transfer of Sovcomflot Vessels from class societies LR, BV, DNV, and ABS to the Indian Register of Shipping.

GSCC slams governments, charterers and shipyards

June 22, 2022 Maritime Safety News

For example when referring to decarbonisation, IMO’s Marine Environment Protection Committee (MEPC) “didn’t help the debate by refusing to set up a dedicated research and development fund,” said GSCC chairman Haralambos J Fafalios when addressing the body’s agm at June 16.

Indeed, Fafalios said this means that any proceeds from a carbon tax imposed on ships will now be most likely gobbled up by governments rather than addressing the industry’s decarbonisation needs.

“Whether it’s adopted or not, a fuel levy is still the most equitable and logical way to achieve decarbonisation, and not such measures such as EEXI, CII or ESG,” said Fafalios. He also said “Charterers can not tout their green credentials when they regularly instruct ships to proceed at maximum speeds, only to arrive at load or discharge ports and wait for a prolonged period of time.”

On shipyards he said that “shipbuilders refuse to come up with vessels with better hull lines and greater hydrodynamic efficiency — the above could easily bring savings above 20% over existing hull designs”.

Further, in his opening remarks in the GSCC annual report, Fafalios said one must not forget the fate of seafarers on board ships in Ukrainian or perhaps Russian ports. “We implore governments, especially Russia, to treat them well and hopefully to release all ships that are caught in the Black Sea. We also demand that safe sea lanes exist, if and when certain northern Black Sea ports reopen. Safe from sea mines is the most important goal.”

However, when referring to the Russian action in Ukraine, Fafalios pointed to it have its pluses as well as minuses. He noted the consequences of this war is that the supply of some of the world’s main seaborne commodities, grain. coal, iron ore, fertilisers and oil has been severely disrupted and as a result price fluctuations and inflation has been very significant.

But there is a plus. “The only plus point shipping wise is that as all Black Sea business was relatively short haul it has all been replaced by longer haul cargoes, thus increasing significantly the tonne miles covered.” But he also noted “this instability in commodity prices has brought back inflation as an unpleasant side effect and created great social unrest globally”.

He noted the Greek merchant fleet continues to grow with predominantly newbuildings, thus bringing down the fleet age and increasing its competitiveness and GHG efficiency. Greek companies continue to invest in high-technology, energy efficient, low carbon newbuildings, and purchase high- quality modern second-hand vessels.

He said Posidonia 2022’s great popularity attests to the fact more companies than ever want to exhibit their wares in the world’s premiere maritime marketplace. He said that due to its technical excellence and the Greek companies tramp trading patterns, the Greek fleet is always looking for the most practical solutions so that its fleet can satisfy global maritime needs and not work just within very limited green corridors.

The GSCC agm concluded with Fafalios being re-elected committee chairman continuing a run which began in 2010. Two longstanding board members of the committee did not stand for relection, after having served for decades – former IMO secretary general, Efthymios Mitropoulos and Stathes Kulukundis of Rethymnis & Kulukundis who has been with the GSCC for more than 40 years. Constantinos Caroussis was elected A vice chairman; John M Lyras, B vice chairman; and Nikos P Tsakos, C vice chairman.

Denmark stays on top of Paris MOU’s port state control white list & More Breaking News

June 22, 2022 Maritime Safety News

Denmark has topped the Paris MOU regional port state control authority’s white list of excessive performing flag states for the second 12 months operating.

The Paris MOU’s white list represents flag states with the least quantity of detentions per inspection over a three-year rolling interval.

Only six ships registered underneath the Danish flag have been detained between 2019 and 2021, out of 1,143 inspections over the interval.

Denmark is adopted by the Netherlands, Norway and the Bahamas within the efficiency rankings.

The Marshall Islands, which ranked at quantity three within the Paris MOU’s white list in 2020, has fallen to quantity 15 on the list in 2021.

Panama, the world’s largest flag state, ranks quantity 36 on the white list.

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Estonia has been promoted to the white list from the gray list, with Morocco going the opposite manner. Morocco has fallen from the white list to now be the very best performer on the gray list.

Similarly, Egypt has fallen from the gray list onto the black list of high-risk flag states. The worst ranked flag state on the Paris MOU’s black list is Cameroon with 15 detentions out of 69 inspections.

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