On 9 March 2021, Singapore ratified the Convention on the International Organization for Marine Aids to Navigation. It is the first country to do so shortly after it signed the Convention on 1 March 2021. Ratifying the Convention will support the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) to become an intergovernmental organisation.

Established in 1957, IALA is the leading international association for technical standards in marine aids to navigation (ATON), vessel traffic services (VTS) and e-navigation. Consisting of technical committees that develop common standards and practices across the maritime industry, IALA drives the harmonisation of ATON worldwide to foster safe, economic and efficient shipping. As an intergovernmental organisation, IALA will be better placed to fulfil the crucial role it plays in facilitating marine navigation.

As a major hub port and a coastal state situated along one of the world’s busiest waterways for international shipping, Singapore recognises the importance of IALA’s efforts to establish common technical standards for VTS and e-Navigation in promoting safe and efficient shipping. Besides hosting various IALA workshops and courses over the years, Singapore also signed a memorandum of understanding with IALA in 2018, which committed S$1 million over five years to support the IALA World-Wide Academy in capacity building and human resource development for IALA’s National Members. Singapore is presently serving a four-year term as an elected Council Member of IALA.

Mr Francis Zachariae, Secretary-General of IALA, said, “Over the years, the MPA has been instrumental in their active support to IALA and the generous sponsorship to the World-Wide Academy. Their strong experience and continued innovation, especially in the domains of vessel traffic services and e-navigation has greatly assisted the work of IALA. The MPA has also been instrumental in the change of status process and is now the first State to have ratified the Convention, for which I am very grateful.”

Mr Chee Hong Tat, Senior Minister of State for Transport and Foreign Affairs, said, “Singapore supports the elevation of IALA’s status from a non-governmental organisation to an intergovernmental organisation. This will boost international participation in IALA’s activities and strengthen global cooperation and coordination in harmonising marine ATON and related services. As an IALA Council Member, Singapore strongly supports IALA in growing its mandate to improve navigational safety and the efficiency of maritime traffic for the global shipping community.”

Source: hellenicshippingnews

“One year ago, as the world plunged into the COVID-19 crisis, I spoke of our voyage together and the need for collaboration and cooperation. I am glad to say that over these past 12 months, we have worked intensely with many different stakeholders to address challenging conditions.

The maritime sector has continued to deliver the vital supplies that people need. Seafarers have worked tirelessly, at the heart of this trade, to keep goods flowing. Despite difficulties with port access, repatriation, crew changes and more, there can be no denying that seafarers have gone beyond the call of duty.

Hundreds of thousands of seafarers have been forced to work long beyond their contracted time. We have estimated that throughout the last months of 2020 and up to the beginning of this year, 400,000 seafarers still needed to be repatriated, with a similar number needing to join ships.

Thanks to concerted efforts by Governments, shipowners and others, this figure is now estimated at 200,000 seafarers needing repatriation and a similar number needing to join ships. One of the major achievements of last year contributing to this was the adoption of the United Nations Assembly resolution calling on UN Member States to designate seafarers and other marine personnel as key workers and to implement relevant measures to allow stranded seafarers to be repatriated and others to join ships, and to ensure access to medical care.

But we cannot be complacent. Fewer than 60 countries so far have heeded our call for seafarers to be designated as key workers. More countries need to do so if we are to resolve this crisis and ensure seafarers are treated fairly and so that their travel to and from their place of work is properly facilitated. There is still a long way to go before we are back to a normal crew change regime.

As vaccination is rolled out in many countries, I urge Governments to prioritize seafarers in their national COVID-19 vaccination programs.

Governments should also identify and prepare for the challenges of the vaccination of seafarers who spend long periods of time away from their home countries. We need to continue to work together to develop relevant protocols and guidance around vaccine certification. This is particularly important as any barriers to travel created by national vaccine protocols may further complicate an already difficult crew-change situation.

On our voyage through this pandemic, which has been challenging for the whole world, I recognize that many seafarers have endured intense hardship as they have worked to keep trade flowing. I wholeheartedly thank seafarers for this.

We will continue to work with our sister UN agencies, with industry bodies and with Governments to address the ongoing needs of seafarers. We will also be looking towards taking the lessons learned going forward, so we can be better prepared in the future.”

Source: maritimeprofessional

The bill, HR 3375, was introduced by Representative David Brock Smith and seeks to establish a 3-GW goal in federal waters off the Oregon coast. It also seeks to establish a task force on floating offshore wind.

HR 3375 also requires that the task force put together a floating offshore wind strategic plan and submit that plan to interim committees of the legislative assembly related to energy no later than 15 September 2022.

A 2019 study published by the National Renewable Energy Laboratory found that floating wind off Oregon was a ‘promising’ potential source of clean energy for the state.

The study, Oregon Offshore Wind Site Feasibility and Cost Study, said floating wind would be required off Oregon because 97% of the 62 GW of available technical offshore wind energy resource in Oregon is in water depths greater than 60 m.

The study noted that although floating offshore wind energy is still in a ‘nascent’ stage of development, it is advancing toward commercialisation in both Europe and Asia.

“Overall, the prospects for offshore wind in Oregon look promising for large-scale electricity generation,” the authors of the report said. “Floating technology is maturing rapidly, and offshore wind can provide a carbon-free alternative electricity source in coastal regions.”

The authors of the report said there will also be significant challenges for offshore wind to overcome in Oregon, including optimization of floating technology, coexistence with the fishing industry, mitigating impacts to wildlife and the viewshed, and integrating with the existing land-based grid.

Source: rivieramm

Liquefied CO2 ocean transport plays a key role in carbon dioxide capture utilization and storage (CCUS) value chains as a means of effectively connecting collection sites with storage or usage sites. CCUS is drawing attention as a technology to collect and store CO2 or use it effectively, and a step toward realizing a low-carbon society. According to a report by the International Energy Authority (IEA), CCUS targets a 15% reduction in cumulative CO2 emissions by 2070. This is expected to contribute to a reduction of about 6.9 billion tons per year when carbon neutrality is achieved.

Larvik Shipping is one of very few companies in the world qualified to operate liquified CO2 vessels for food grade CO2 used mainly by hospitals, breweries and the food industry. The company has operated industrial liquefied CO2 vessels in Europe for over 30 years and has a strong track record in safe transport of liquefied CO2 and extensive cargo-handling know-how. Operation of liquified CO2 vessels for food grade CO2 will be a continued focus for Larvik Shipping going forward.

MOL will soon enter the liquefied CO2 ocean transport business, which is positioned for significant growth in step with the increasing adoption of CCUS. MOL will contribute to further expansion of the business by combining its accumulated expertise and technological capabilities in safe operation with Larvik Shipping’s knowledge and solid experience. Both companies will discuss the adoption of larger ships with an eye toward expanding both upstream and downstream and in the CCUS value chain.

Source: marinelink

The maritime shipping industry has set ambitious decarbonization targets over the next decade. Shrinking the shipping industry’s carbon footprint is going to take a range of innovative solutions and technologies — from simple solutions like more efficient route planning to more advanced options, such as hull design.

Biofouling presents a major threat to the industry’s progress toward decarbonization targets. Biofouling is the accumulation of microorganisms, plants, algae, or small animals on wet surfaces that have a mechanical function, causing structural or other functional deficiencies. Maritime shipping and logistics companies face challenges in vessel marine performance related to macrofouling — the attachment of larger organisms such as barnacles, soft corals, and seaweed.

[Read more: What is Biofouling and How Can We Stop It?]  

Here’s how biofouling is affecting the shipping industry and what marine logistics companies can do to prevent and combat biofouling.

How biofouling impacts vessel efficiency

Biofouling happens in two stages: microfouling and macrofouling. In macrofouling, heavier organisms such as barnacles and small coral colonies adhere to the submerged hull of a ship. These organisms can weigh up to 10 tons, significantly increasing the vessel’s drag.

“The costs of these hull-fouling stowaways are substantial: According to one study, the U.S. shipping industry spends more than $36 billion each year in added fuel costs to overcome the drag induced by clinging marine life or for anti-fouling paint that prevents that life from hitching a ride in the first place,” reported Science Magazine. “And that figure doesn’t include the cost to regularly scrape a hull smooth, which costs approximately $4.50 for every square foot of hull surface.”

Even minor microfouling can decrease vessel efficiency by 10 – 16%; macrofouling and result in loss of 86% of a vessel’s cruising speed, contributing to delays across the marine shipping industry.

These losses are only expected to increase due to climate change. A recent study found that warmer water creates the conditions for even more intense macrofouling. The median-projected scenario of a 3.5°C increase in water temperature causes marine organisms to grow twice as fast as they do at today’s surface temperatures. Not only did organisms grow more quickly — but they also formed a thicker layer.

Biofouling is expensive no matter how you measure it: in terms of time, energy (e.g., fuel), and actual dollars. Plus, cleaning and other antifouling measures are regular expenses that add up over time.

What is antifouling?

The IMO defines antifouling as “a coating, paint, surface treatment, surface or device that is used on a ship to control or prevent attachment of unwanted organisms”. Basically, antifouling is a measure that reduces the impact of biofouling on vessel efficiency.

Historically, ships used compounds like arsenic and lime to protect the hull of a ship against biofouling. Over time, however, those compounds leach into the water and can destroy marine ecosystems. The IMO now regulates the types of antifouling paint, compounds and methods that the shipping industry can use to prevent biofouling safely.

It’s also worth noting that antifouling differs from “fouling-release” tactics: “Fouling-release describes the force required to remove an organism that is already attached to a surface. These two terms have been used interchangeably in the literature; however they are truly different phenomena,” explained Science Direct.

As the demand for antifouling and fouling-release strategies grows, here are some of the most effective measures currently in use today.

6 Ways to combat biofouling to improve vessel efficiency

There are a number of preventative measures and fouling-release tactics that can help combat biofouling.

Preventative measures include:

1. Using an electrolytic system: This system passes a current between two anodes usually made of copper and aluminum. The current produces copper ions that prevent marine organisms from settling on the hull, as well as prevents the surface from corroding, as rough surfaces are more susceptible to biofouling.
2. Chemical dosing: This measure is used specifically for a ship’s piping method. It involves using an antifouling chemical such as ferrous chloride to coat the pipework with a protective layer that prevents corrosion.
3. Using an ultrasonic system: One of the most effective antifouling measures, this method uses high-frequency electrical impulses to prevent marine growth from attaching to piping systems.
4. Electro-chlorination: A mechanism on the ship uses chlorine to produce sodium hypochlorite, which is then used to prevent fouling. This method is slightly more risky than others and must be tested as chlorine can damage marine ecosystems.

These tactics often require machinery on board: for smaller vessels, these preventative measures may not be cost-effective or efficient. As a result, some ships use antifouling paint to try to prevent biofouling. These coatings work in a few different ways. Some repel organisms from the hull; others make the surface slippery so that organisms have trouble sticking. Hydrophobic foul-release coatings make it easier to clean organisms from the hull of a ship.

There are a number of boat hull cleaning practices to remove marine organisms off the hull of the boat while the boat is still in the water. “Conventional hull cleaning is conducted by divers using rotating-brush carts, or using ROVs equipped with rotating brushes or waterjets,” explained one expert. “Alternatively, preventive maintenance approaches have also been suggested, such as hull grooming on US Navy vessels, consisting of frequent and gentle wiping of the hull and continuous prevention methods, such as aeration or ultrasound transducers.”

Ancillary technology like Sofar Ocean’s Wayfinder platform provides data that can help schedule antifouling maintenance to improve vessel efficiency before macrofouling becomes a big problem.  By combining the most accurate weather data from the Sofar network with custom vessel performance curves, Wayfinder is able to predict when a vessel might be underperforming due to fouling of the prop or hull. Marine logistics companies can use this information to schedule the appropriate cleaning — optimizing operational efficiency, improving vessel maintenance, and limiting unnecessary delays caused by biofouling.

Combatting the impact of biofouling on vessel efficiency takes a multi-pronged approach that starts with data. Vessel-specific performance models can provide the feedback shipping companies need to understand the causes and effects of decreasing vessel performance. From there, the appropriate combination of antifouling and fouling-release tactics can be used to remove marine organisms safely.

Source: sofarocean

During February, there were zero new detentions of foreign flagged vessels in a UK port.

1. In response to one of the recommendations of Lord Donaldson’s inquiry into the prevention of pollution from merchant shipping, and in compliance with the EU Directive on Port State Control (2009/16/EC as amended), the Maritime and Coastguard Agency (MCA) publishes details of the foreign flagged vessels detained in UK ports each month.
2. The UK is part of a regional agreement on port state control known as the Paris Memorandum of Understanding on Port State Control (Paris MOU) and information on all ships that are inspected is held centrally in an electronic database known as THETIS. This allows the ships with a high risk rating and poor detention records to be targeted for future inspection.
3. Inspections of foreign flagged ships in UK ports are undertaken by surveyors from the Maritime and Coastguard Agency. When a ship is found to be not in compliance with applicable convention requirements, a deficiency may be raised. If any of their deficiencies are so serious, they have to be rectified before departure, then the ship will be detained.
4. All deficiencies should be rectified before departure.
5. When applicable, the list includes those passenger craft prevented from operating under the provisions of the EU Directive on a system of inspections for the safe operation of Ro-Ro passenger ships and high-speed passenger craft in regular service and amending directive 2009/16/EC and repealing Council Directive 1999/35/EC (Directive EU 2017/2110).

Notes on the list of detentions:

• Full details of the ship:
  The accompanying detention list shows ship’s International Maritime Organisation (IMO) number which is unchanging throughout the ship’s life and uniquely identifies it. It also shows the ship’s name and flag state at the time of its inspection.
• Company:
  The company shown in the vessel’s Safety Management Certificate (SMC) or if there is no SMC, then the party otherwise believed to be responsible for the safety of the ship at the time of inspection.
• Classification society:
  The list shows the classification society responsible for classing the ship only.
• Recognised organisation:
  Responsible for conducting the statutory surveys: and issuing statutory certificates on behalf of the flag state.
• White (WL), grey (GL) and black lists (BL) are issued by the Paris MoU on 01 July each year and shows the performance of flag state.
• Deficiencies:
  The deficiencies listed are the ones which were detainable.

Source: miragenews

Source: thedigitalship

SINGAPORE/MANILA: The Philippines Coast Guard has banned a North Korean freighter from leaving port until safety deficiencies, found during a security and safety inspection of the vessel, are rectified, officials said on Friday.

The inspection was ordered by the Coast Guard headquarters in Manila after the vessel was included on a list of 31 ships covered by harsher sanctions on North Korea that were approved by the United Nations over Pyongyang’s nuclear programme.
The 6,830 deadweight ton general cargo ship Jin Teng was one of the first sanctioned North Korean ships to enter a foreign port since the tightened sanctions were passed unanimously by the UN Security Council on Wednesday.
Three Coast Guard officials, accompanied by a dogs trained to detect explosives, searched the ship and checked crew documents on Thursday after the ship docked at Subic Bay, a former US naval base and now commercial port, a coast guard commander told Reuters.
Nothing suspicious was found on the ship or its 21 North Korean crew, although several minor safety problems including issues with firefighting and electrical equipment meant the ship could not leave port until they were fixed, the commander said.
“Our headquarters directed that as this vessel was on the (UN) list then it should be inspected thoroughly,” said the commander, who declined to give his name because he was not authorized to the media.
The ship, which is registered in Sierra Leone, was continuing to unload its cargo of palm kernel, he added. If a ship is designated by the UN, its owners would find it difficult to get the vessel insured, refuelled or even call at foreign ports, industry experts said.
“I doubt that anyone will touch the ships as far as international insurers go and they may be prevented from trading to most places as a result,” said one shipping lawyer.
But a second lawyer said ships such as the Jin Teng might be able to continue some trade because, although the UN Security Council voted to impose tougher sanctions, it would be up to individual member countries to pass legislation to enforce them.

Source: arabnews

The Myth: Workers get exposed to asbestos during the ship recycling process, which results in chronic occupational health impacts. Disposed asbestos on beaches contaminates the surrounding environment.

The Reality:

Asbestos is primarily found as an insulation material in the form of laggings on the steam pipes and exhaust pipes of the main engine, aux engines, and boilers on older vessels. Asbestos Containing Materials (ACM) are found in flange joints and gaskets of different pipelines. From 1st January 2011, the new installation of materials that contain asbestos is prohibited on all ships. IMO and EUSRR made it mandatory to have an Inventory of Hazardous Material (IHM) onboard vessels. End-of-Life ships are delivered to the recycling facilities with the IHM Part I, II, and III. The places where asbestos and ACM are present are marked and identified as per the ship-specific Ship Recycling Plan (SRP) and Part I of IHM. Where there is a doubt regarding the presence of asbestos, a fresh sample is taken and tested in certified laboratories to confirm the presence of asbestos. The workers use adequate PPE, which comprises helmets, safety glasses, masks, hand gloves, safety shoes, boiler suits, and disposable overalls while removing and packaging asbestos. While handling asbestos to avoid dispersion in the air, an enclosed area is created. The area is barricaded with warning signposts to prevent unauthorized access. Asbestos is made wet before and during the removal process to suppress it. Pipe joints or machinery gaskets containing ACM are removed in such a way that ACM are not disturbed.

Cyprus introduced tax cuts in January to incentivise shipping companies towards energy efficiency and use of alternative fuel, ultimately aiming for Green House Gases reduction. The measures are part of a wider debate juxtaposing international and local decarbonisation regulation.

Decarbonisation, the reduction of Green House Gases (GHG) in an effort to combat climate change, is considered by many as the shipping industry’s ultimate challenge for decades to come. Cyprus, an island state with a proud maritime history going back millennia, has recently taken actions which reveal it intends to play a lead role in shipping’s transition to a greener future.

BACKGROUND

Decarbonising shipping is a complicated task, with a projected cost of cost up to $1.65 trillion by 2050. It is set within the general context of the Paris Agreement, which aims for GHG emissions neutrality in the second half of the current century (though strictly speaking the Paris Agreement does not regulate shipping), and emissions targets provisionally introduced by the International Maritime Organization (IMO) to reduce C02 emissions 40% by 2030, and GHG emissions 50% by 2050.

Achieving these objectives is no easy task, and research suggests operational and efficiency measures will not suffice to meet the 50% reduction target by 2050. Alternative fuel then comes into play, such as Liquefied Natural Gas (LNG), Liquefied Petroleum Gas (LPG), methanol, biomethane, hydrogen and ammonia, as well as hybrid powering options such as batteries and wind-assisted propulsion (WAP). Clearly, shipping companies need to devise short to longer-term strategies factoring in CAPEX and OPEX, if they are to survive and thrive. Ultimately, what sets them on the path to transition is regulation, as admitted by various stakeholders in the industry and revealed by multiple surveys (for a detailed analysis of the interplay between decarbonisation and regulation please refer to our recent article on ‘Decarbonising Shipping: A Review of IMO and EU Regulation’).

However, shipping decarbonisation regulation is for the better part in nascent form, which brings uncertainty to shipping companies, hesitant to invest in new ships that may be rendered obsolete, or R&D which may be proven futile. Meanwhile, a debate is raging in the industry on whether regulation should be at IMO level exclusively, thus applying internationally, or should also be implemented at local level, such as that of the EU or individual countries. IMO regulation is thought of as slow to emerge, while local regulation is seen as creating an uneven playing field. Such local regulation includes the EU’s ongoing push to include shipping in the EU Emissions Trading System (ETS), a move that further divides the industry.

CYPRUS TAKES THE INITIATIVE

Cyprus features the 3^rd largest merchant fleet in Europe and 11^th largest fleet globally, along with the largest third-party ship management centre in the EU, managing 20% of the world’s fleet. As a member of the IMO Council since 1987, of the EU since 2004, and a signatory to over 25 merchant shipping bilateral agreements, Cyprus enjoys prominence in the shipping world. It came therefore as no surprise when the Cyprus Shipping Deputy Ministry took the initiative to organise a virtual international debate in December on the EU ETS push titled  ‘ETS in Shipping: Elixir or Threat to Sustainability?’, ahead of the EU Commission’s consultation.

The debate featured diverse stakeholders from the European Community Shipowners’ Associations (ECSA), the Cyprus Shipping Chamber (CSC), regulators’ representatives from the EU Commission and Parliament, as well as various NGOs. The CSC provisionally concluded that:

• There was no certainty the EU ETS inclusion would reduce GHG beyond IMO’s regulations, while the EU system would lead to carbon leakage;
• The EU ETS would undermine the viability of small to medium sized shipping enterprises; and
• Any EU system introduced should be IMO compatible.

CYPRUS INTRODUCES TONNAGE TAX CUTS

Cyprus moved swiftly from words to regulatory actions in January, by introducing environmental incentives through cuts based on the tonnage tax system up to 30%  ‘for owners  of  Cyprus  and Community flagged ships that  use  mechanisms  for  the  environmental  preservation  of  the marine environment and the reduction of the effects of climate change’.

The incentives apply at three different levels: (i) the Energy Efficiency Design Index (EEDI); (ii) the IMO Data Collection System (DCS); and (iii) the use of alternative fuels.

The incentives are cumulative and subject to a 30% maximum, as well as to a ship not having been detained under Port State Control for environmental deficiencies, and/or not having violated any environmental regulation/EU Directives, and/or not having been in laid-up condition (warm or cold) during the calendar year the shipping company applied for the incentive. They apply from fiscal 2021 onwards.

DISCUSSION

With decarbonisation now firmly in the agenda of the global shipping community, Cyprus demonstrates, through dialogue and actions alike, it intends to play a lead role suitable to its eminent position in the maritime industry. The recently announced tax incentives are exactly that, a practical way to incentivise shipping companies to operate in a manner that protects the environment, and to invest in environmentally sustainable solutions through alternative fuel. The Cyprus government also expects such incentives may lead to increased competitiveness and growth through new green technologies coupled with job creation.

Source: legal500