There are some upcoming planned changes to mandatory statutory regulations and instruments, including:
– Adopted amendments that are in a transitional period towards full implementation;
– Adopted amendments entering into force on or after 1 April 2019;
– Significant topics which are currently under discussion and development, including meetings up to Maritime Safety Committee 100 (MSC) in December 2018.
British Coatings Federation to launch protect, collect and dispose antifouling initiative
The British Coatings Federation (BCF), along with the Green Blue (a joint initiative between the Royal Yachting Association and British Marine) and the Yacht Harbour Association (TYHA), will launch their Protect, Collect and Dispose Antifouling Initiative at the 2019 Marina Conference in Bournemouth on 24th-25th April.
The objective of the initiative is to inform as many people as possible about environmental best practice when antifouling boats.
This initiative builds on the successful, award-winning DIY Safe Antifouling programme BCF, RYA and British Marine launched in 2017.
It is intended for those who antifoul their own vessels, as well as for marinas and boatyards who are offering professional antifouling services.
Cowes Harbour Commission has completed the dredging of a new Eastern Channel for craft up to 20m in length.
The channel will provide a more direct route to the Solent than the previous Small Craft Channel. It will be suitable for use at all states of the tide.
“It allows smaller vessels safe access to and egress from Cowes Harbour, reducing potential conflict with the ferry and commercial traffic movements,” explained Capt. Stuart McIntosh, Cowes harbour master.
The 35m wide Eastern Channel is dredged to 2.25m below chart datum giving a minimum depth of water equal to the height of tide plus 2.25m.
Uwe-Peter Schieder, Loss Prevention Manager at GDV (German Insurance Association – Gesamtverband der Deutschen Versicherungswirtschaft) and Vice-Chair of IUMI’s Loss Prevention Committee, provides his comment on securing containers on deck of a container ship.
Mr. Schieder says that there are six different motions in which vessels move in the sea, with the main of them being pitching, heaving and rolling.
However, lateral rolling motion presents the greatest risk for stacks of containers.
In order for containers to be safely transported on the deck of a container ship, this must be done with the help of twistlocks.
In its monthly safety scenario, April edition, the Swedish Club describes a case of cargo damage caused by water ingress due to a crack in the hatch coaming.
The incident resulted in several days of delay for the ship to get the wet cargo off the vessel, while most of the cargo was refused by the buyer.
The bulk carrier had a full cargo of zinc concentrate onboard and was sailing from the west coast to the east coast of South America.
When the vessel passed Cape Horn, it experienced heavy weather of Beaufort scale 9 with green sea covering the cargo hold covers 1, 2 and 3.
This continued for 4 days as the vessel battled the waves. The vessel had no weather routing.
Workshop attendees reviewed the best practices that support successful BWM system integration.
ABS published its updated Best Practices for Operation of Ballast Water Management (BWM) Systems Report, offering fresh insight on best practices to overcome key challenges with selecting, installing and operating a BWM system.
First published in 2017, the updated 2019 Report captures the key discussion items, lessons-learned and valuable insight gathered and shared during its global program of industry workshops, shaped by questionnaires from owners and operators of vessels with BWM systems.
“Our engagement with the industry has helped us gain a deep understanding of the challenges from around the globe, which we used to develop and enhance our guidance to industry,” said Derek Novak, ABS Senior Vice President for Engineering and Technology. “Working closely with owners and operators we produced detailed best practices for mitigating and minimizing issues with the installation and operation of BWM systems.”
This article addresses five common deficiencies that Sector Houston-Galveston Port State Control Officers (PSCOs) have fund on liquefied gas carriers. In 2018, Sector Houston-Galveston conducted 141 Certificate of Compliance (COC) exams on liquefied gas carriers, seven of which resulted in IMO detentions. This equates to a 5% detention ratio, which is more than double the national average for IMO detentions in 2018 (1.5 %). Some combination or other of the below listed deficiencies were cited in all of the Sector’s aforementioned gas carrier detentions. The purpose of this article is to share information and prompt owners, operators, surveyors and other involved parties to take proactive steps to identify and correct sub-standard safety and environmental stewardship conditions before Coast Guard port state control intervention, including COC removal, cargo cessation and/or detentions, becomes necessary.
While PressurePores are suitable for all types of vessel, they are particularly suitable for naval vessels, fishing fleets, offshore vessels and cruise ships operating in sensitive environments.
A new technology aimed at reducing the underwater radiated noise (URN) generated by ships’ propeller cavitation has been developed by Strathclyde University and Oscar Propulsion.
The patented Oscar PressurePores system reduces propeller tip vortex cavitation by applying a small number of strategically bored holes in the propeller blades.
The addition of these pressure-relieving holes now allows ships to operate with a more silent propeller with a minimum of compromise on its efficiency or having to slow steam. Reducing cavitation also reduces its associated erosive effect.
Starting from 1st April 2019, the Australian Maritime Safety Authority (AMSA) has applied changes to shipping registration laws.
Registering a ship: There are no changes to the way that you register a ship on the Australian Registers unless you do not know the vessel’s full ownership history. Namely:
– Ships registered on the Australian general shipping register have Australian nationality.
– Registration of a ship on the Australian general shipping register provides legally and internationally recognisable nationality to your ship. When registered, you will have Australian protection on the high seas and in foreign ports.
Bravo Eugenia, Oceanco’s first LIFE-designed yacht, developed in collaboration with Lateral Naval Architects.
Oceanco’s recently delivered 109-meter motoryacht, Bravo Eugenia, won the accolade in the category Technology and Innovation at the Yacht Club of Monaco’s awards.
This newly conceived award is based on the Yacht Club of Monaco’s fundamental values and criteria, which include Naval Etiquette, Preservation of the Ocean and its biodiversity, and Technological Innovation.
Bravo Eugenia, Oceanco’s first LIFE-designed yacht, developed in collaboration with Lateral Naval Architects, is characterised by its Lengthened waterline, Innovative layout, Fuel-efficient hull design and integration of Ecologically conscious technologies.
The LIFE Design not only adds a slender elegance to the yacht, but also leads to a reduction in the overall demand for propulsion power. As a result, the engine room is condensed to a single tier – a rarity in large yachts. This affords additional room for lifestyle areas – particularly on the lower deck, where space is usually restricted.
If a vessel continues to carry HFO as cargo over a period of successive years, the Club is not obliged to carry out a survey every year.
As part of the industry’s efforts to ensure higher ship standards, the International Group of P&I Clubs (IG Clubs) continues to implement survey triggers for seagoing vessels of 10 years of age or more carrying HFO, the American P&I Club has reminded the industry in a bulletin.
As a consequence, all sea-going vessels aged 10 years or more which have carried heavy HFO as cargo within the previous 12 months will be subject to condition survey, unless:
– the vessel has undergone a P&I club condition survey during the previous 12 months; or
– the vessel has undergone a Special Survey during the previous 6 months; or
– the vessel has a valid Condition Assessment Program (CAP) rating of 1 or 2 with a classification society having membership in the International Association of Classification Societies (IACS).
– HFO is defined as residual fuel with a kinematic viscosity of 380 centipoises when measured at 50 degrees Celsius by the ISO 3104 test method.
The North of England P&I Club has given details of a recent incident involving a surveyor’s fall at a US terminal, such that when a vessel is in port and something happens, there is a strong chance it has being caught on camera.
According to data provided by Gary Hemphill, from Phelps Dunbar LLP, a surveyor onboard a ship moored at a US terminal, fell from the stepladder when departing the vessel. A crew member alerted the Master, who saw the surveyor lying on the concrete wharf apron about 20 feet below with his leg badly broken.
The terminal operator contacted emergency medical personnel and the injured surveyor was taken away by ambulance. The ship’s crew took photographs of the surveyor as he lay on the wharf apron and as he was loaded into the ambulance.
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There are some upcoming planned changes to mandatory statutory regulations and instruments, including:
