Our Work
Our Work

Introduction

To supplement a very extensive information sources provided to logged in members, the standard two page briefing notes are designed with a dual function in mind :-

  1. To give background information on the issues decided by the Intercargo Executive Committee as being Our Work Programme issues; and
  2. For exactly the same “public” briefing notes to be used with the addition of “Paragraph 5” questions posed to Intercargo Full Members at meetings of the Executive Committee so that Industry policy can be drawn up and promulgated to the Round Table, IMO or other appropriate bodies. 

Intercargo members are encouraged to use the “Paragraph 5” version of these Briefing Notes to obtain strategic views on key dry bulk issues at meetings of their own internal Boards.  Comments on Intercargo policy and Direction are welcome at any time from Members and should be addressed to the undersigned.

Categories

DISPLAY NUM ITMS 
TOGGLE ALLCOLLAPSE ALL

IMO

Article Title Updated
Outcome of LEG 103

The 103rd session of the IMO’s Legal Committee (LEG 103) meeting was held at the IMO Headquarters in London on 8-10 Jun 2016.

Click here to download the INTERCARGO circular to its Members on the outcome of the LEG 103.

READ MORE
10 June 2016
Outcome of MSC 96

Between the 11th and 20th May 2016, the IMO Maritime Safety Committee (MSC) held their 96th session at the IMO headquarters in London. Here is the summary of the key points that may be of interest for members:

GOAL BASED NEW CONSTRUCTION STANDARDS

Members will be aware that the IMO conducted audits of IACS members in order to verify that the Common Structural Rules for Bulk Carriers and Oil Tankers complied with SOLAS Regulation II-1/3-10 Goal-based ship construction standards for bulk carriers and oil tankers.

The findings of the audits were published earlier this year and included 6 Non-Conformities (NCs) and 88 Observations (OBs). IACS (and their members) provided, to the IMO, corrective action plans to address the NCs and OBs.

Although not all of the NCs and OBs have been closed, the MSC at this session, after reviewing the audit reports and corrective actions plans, has confirmed that the IACS Common Structural Rules for Bulk Carriers and Oil Tankers are in compliance with SOLAS Goal Based New Construction Standards. This is an important step forward for the construction of bulk carriers as it is the first time that the IMO has a role in verifying Classification Societies Rules.

With regards to the NCs and OBs: As part of agreement that the Rules conform to the IMO GBS requirements IACS must take action ( and it is reported is doing so) on closing out the NCs; the NCs will be corrected and Rule changes identified by July 2016, these proposed Rule changes will be submitted for an industry review in August 2016 followed by the Rules being updated and then issued in January 2017. The revised Rules will then apply from July 2017. It was also agreed in MSC 96, that IACS must report on the status of addressing the OBs in December 2016.

Additional background information for members:

SOLAS Regulation II-1/ 3-10 Goal-based ship construction standards for bulk carriers and oil tankers, states, inter alia :

Ships shall be designed and constructed for a specified design life to be safe and environmentally friendly, when properly operated and maintained under the specified operating and environmental conditions, in intact and specified damage conditions, throughout their life.

Regulation 3-10 entered into force on the 1 July 2012 and applies to bulk carriers over 150m in length and;

1. for which the building contract is placed on or after 1 July 2016;

2. in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 July 2017; or

3. the delivery of which is on or after 1 July 2020

Members should also note that the MSC has confirmed that ships contracted under the current verified rules are deemed to meet the GBS Standards.

CHANGES TO SOLAS

During this session the MSC adopted amendments to the 1974 SOLAS Convention which include;

CHAPTER II-1 Construction – Structure, subdivision and stability, machinery and electrical installations

Regulation 3-12 Protection against noise, has been amended to close a gap in the application dates of this regulation. This regulation entered into force on 1 July 2014 and stipulated that ships should be constructed to reduce onboard noise in accordance with the Code on noise levels onboard ships. However the wording of the application dates, in the regulation, meant that in some cases vessels do not fall within the regulation.

A draft SOLAS amendment was developed and approved during this session, which will be put forward for adoption at the next MSC with a planned entry in force of January 2020.

CHAPTER III Life-saving appliances and arrangements

Regulation 3 has been amended to include a definition for “ Requirements for maintenance, thorough examination, operational testing, overhaul and repair” of lifeboats and rescue boats, launching appliances and release gear.

Regulation 20, Operational readiness, maintenance and inspections has been amended to bring in new requirements for Maintenance, thorough examination, operational testing, overhaul and repair of lifeboats, rescue boats and fast rescue boats, launching appliances and release gear

The above amendments will enter into force on 1 January 2020

The committee also adopted a new MSC Resolution on the Requirements for maintenance, thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching appliances and release gear, which aims to establish a uniform, safe and documented standard for maintenance, thorough examination, operational testing, overhaul and repair of the equipment and will be applicable to all ships. The entry into force of this resolution will also be January 2020.

CHANGES TO ESP CODE

Draft amendments to the ESP Code (International Code on the Enhanced Programme of Inspections During Surveys of Bulk Carriers and Oil Tankers) were approved will enter into force on 1 January 2018.

The amendments, in addition to being editorial, refer to the IMO the Revised recommendations for entering enclosed spaces aboard ships (adopted by resolution A.1050(27)) when providing for safe access for surveyors to enter spaces for inspection.

For those members that are interested, the changes are:

CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING SURVEYS
OF BULK CARRIERS HAVING SINGLE-SIDE SKIN CONSTRUCTION

1 In paragraph 4.2.1.3, the words "hard protective" are inserted after the words "When such breakdown of".

2 Paragraph 5.2.2 is replaced by the following:
"5.2.2 In order to enable the attending surveyors to carry out the survey, provisions for proper and safe access should be agreed between the owner and the Administration, based on recommendations developed by the Organization.” [Refer to the Revised recommendations for entering enclosed spaces aboard ships, adopted by the Organization by resolution A.1050(27)]

3 Paragraph 5.2.9 is replaced by the following:
"5.2.9 The surveyor(s) should always be accompanied by at least one responsible person, assigned by the owner, experienced in tank and enclosed spaces inspection."

4 Paragraph 5.2.10 is deleted.

CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING SURVEYS
OF BULK CARRIERS HAVING DOUBLE-SIDE SKIN CONSTRUCTION

5 Paragraph 5.2.2 is replaced by the following:
"5.2.2 In order to enable the attending surveyors to carry out the survey, provisions for proper and safe access should be agreed between the owner and the Administration, based on recommendations developed by the Organization” [Refer to the Revised recommendations for entering enclosed spaces aboard ships, adopted by the Organization by resolution A.1050(27)]

6 Paragraph 5.2.9 is replaced by the following:
"5.2.9 The surveyor(s) should always be accompanied by, at least, one responsible person, assigned by the owner, experienced in tank and enclosed spaces inspection."

7 Paragraph 5.2.10 is deleted.

CHANGES TO IMDG CODE

Draft amendments to the draft International Maritime Dangerous Goods Code include changes to; Part 1 General Provisions, Definitions and Training; Part 2 Classification; and Part 4 Packing and Tank Provisions. Further details can be provided on request. These amendments will enter in force on 1 January 2018

MEASURES TO ENHANCE MARITIME SECURITY

During this session, the committee agreed to develop high-level and non-mandatory cyber risk management guidelines which should be practical, easy to use, risk based with a focus on operational issues and should also take into account any existing standards and work done by other organisations. A working group was established to develop the guidelines

The committee after; reviewing the guidelines (which had been developed by the working group), reviewing the working group report and further discussions in Plenary, agreed to a new MSC Circular on Interim Guidelines on maritime risk management.

The next sessions of MSC (MSC 97) and FAL (FAL 41) will provide an opportunity for further work and to be carried out on the Interim Guidelines.

CHANGES TO THE STCW CONVENTION AND CODE

A number of proposed amendments to the STCW Convention ( The International Convention on Standards of Training , Certification and Watchkeeping for Seafarers) and to the STCW Code were discussed during MSC 96.

The amendments were approved at MSC 96 and will be adopted at MSC 97 and will enter into force in July 2018. The amendments relate to qualifications and training of Masters and Chief Officers of ships operating in polar waters as defined in the Polar Code.

SAFETY LEVELS OF BULK CARRIERS

Members may also be interested to read the attachment to this email (MSC 96-INF.6) which provides some information on bulk carrier casualties and accidents.

If you have any questions regarding the above or would like more information regarding MSC 96, please feel free to contact me.

For additional information, contact info@intercargo.org.


End

READ MORE
23 May 2016
Events, Correspondence Groups and Working Groups

13 Apr. 2016:-

IMO document "MSC 96-23" contains the biennial status reports of the work programs (outputs) of the following Sub-Committees and the provisional agendas for their next sessions:

Sub-Committee on Carriage of Cargoes and Containers (CCC)
Sub-Committee on Human Element, Training and Watchkeeping (HTW)
Sub-Committee on Implementation of IMO Instruments (III)
Sub-Committee on Navigation, Communications and Search and Rescue (NCSR)
Sub-Committee on Ship Design and Construction (SDC)
Sub-Committee on Ship Systems and Equipment (SSE)

Title of MSC 96-23 is WORK PROGRAMME - Biennial status reports of the CCC, HTW, III, NCSR, SDC and SSE Sub-Committees and provisional agendas for their forthcoming sessions, issued on 22 Mar 2016. The document is enclosed here for download.

 

Intercargo supports IMO Maritime Day 

Photo: Intercargo Secretary-General Mr David Tongue being received by IMO Secretary-General Mr Koji Sekimizu

IMO has celebrated World Maritime Day on 24 Sept 2015, with the theme “Maritime education and training”, which received wide support from industry including Intercargo.

World Maritime Day is an official United Nations day, celebrated every year, providing an opportunity to focus attention on the importance of shipping safety, maritime security and the marine environment and to emphasize a particular aspect of IMO's work. Individual Governments are encouraged to mark the day, on a date of their choosing but usually in the last week of September.

Each World Maritime Day has its own theme, which is reflected in IMO’s work throughout the year. In 2015, attention has focused on the need for high quality maritime education and training, as the bedrock of a safe and secure shipping industry.

“Without a quality labour force, motivated, trained and skilled to the appropriate international standards, shipping cannot thrive,” IMO Secretary-General Koji Sekimizu said, in his annual World Maritime Day message.

“Not only that, all the many advances that have been made, in terms of safety and environmental impact, are at risk if personnel within the industry are unable to implement them properly,” Mr. Sekimizu said. “The importance of training and education for the maritime personnel of today and tomorrow is greater than ever before.”

Mr. Sekimizu also highlighted the need for greater efforts to be made to bring new generations into seafaring as a profession, noting that seafaring must be seen to appeal to new generations as a rewarding and fulfilling career. “The world depends on a safe, secure and efficient shipping industry; and the shipping industry depends on an adequate supply of seafarers to operate the ships that carry the essential cargoes we all rely on,” Mr. Sekimizu said.

To encourage young people into choosing further education and careers in the maritime world and to raise awareness, IMO’s London Headquarters opened its doors on Tuesday (22 September) and Wednesday (23 September) to more than 300 primary and secondary age school children, from local and international schools based in London, for special World Maritime Day events.  

The young people engaged with seafarer cadets from all over the world and representatives from maritime training institutes and international shipping organizations, who outlined the benefits and attractions of a career at sea and in the broader maritime professions.

IMO has also established the IMO Maritime Ambassador Scheme, to promote the rich and varied career opportunities for young people, both at sea and ashore, in the multi-faceted maritime world. 

United Nations Secretary-General Ban Ki-moon also issued a message for World Maritime Day,

"Today, shipping is a modern, highly technical, professional discipline that requires a great deal of skill, knowledge and expertise from the maritime workforce. A safe, secure and clean shipping industry can only be built on effective standards of education and training, which is the theme for this year's World Maritime Day,” Mr. Ban said.

 

IMO meetings:

2ndsession of Sub-Committee on Pollution Prevention and Response (PPR 2)

2ndsession of Sub-Committee on Human Element, Training and Watchkeeping (HTW 2)

2ndSession of sub-committee on ship design and construction (SDC 2)

2ndsession of Sub-committee on navigation, communications and search and rescue (NCSR 2)

2ndsession of Sub-committee on ship systems and equipment (SSE 2)

102ndsession of Legal Committee (LEG 102)

68thsession of Marine Environment Protection Committee (MEPC 68)

95thsession of Maritime Safety Committee (MSC 95)

114thsession of COUNCIL (C 114)

2ndsession of Sub-Committee on Implementation of IMO Instruments (III 2)

2ndsession of Sub-Committee on Carriage of Cargoes and Containers (CCC 2)

 

IMO Correspondence Groups (CG)

CG on Review of Guidelines (G8) (Guidelines for approval of ballast water management systems)

CG on Fuel oil quality

CG on Onboard Lifting Appliances and Winches (2nd round discussion to be completed by 22 Oct)

CG on Evaluation of Properties of BAUXITE and COAL (at member nomination stage, not start working yet)

CG on Amendments to the IGF Code and guidelines for low-flashpoint fuels

 

Industry Correspondence Groups

GBS-SCF - Cross Industry

Cyber security – development of Industry Guidelines on Cyber Security on board Ships

Joint Working Group (JWG) on Energy Efficiency of Ships (JWG/EEDI, led by IACS )

JWG on Anchoring, Towing and Mooring Requirements

Industry Joint Lifeboat Working Group

Ship Recycling

 

Other events:

Green Awards meetings

Meetings with Malaysian IMO Permanent Representative with International Group (IG)

Meet New Panamanian Ambassador

EUNAVFOR High Level Working Group

Marine Anti-Corruption Network (MACN) meeting in London

Piracy BMP Egyptian Embassy 6 South Street, W1k 1DW

European Shipping Week Conference – Various meetings

ECSA 50th Anniversary Dinner

CMA Stamford + USCG

EPA Washington

Speaker: IMarEST BW Conference

Seatrade Judging

Leadership Forum Piracy

Kuantan – Meeting with new Malaysian Competent Authority and Port Representatives

Korean Register European Committee

EU MRV Expert Group and meetings

Meet AMSA - Bauxite schedule

Golden Anchor Awards/Istanbul

IMO World Maritime Day

27th Equasis Editorial Board Meeting

Tripartite 2015/Seoul

READ MORE
13 April 2016
Correspondence Groups

Intercargo is a member of and participates in the work of following IMO CGs in 2015/2016:

  1. CG on Review of Guidelines (G8) (Guidelines for approval of ballast water management systems)
  2. CG on Fuel oil quality
  3. CG on Onboard Lifting Appliances and Winches
  4. CG on Evaluation of Properties of BAUXITE and COAL
  5. CG on Amendments to the IGF Code and guidelines for low-flashpoint fuels

Contact info@intercargo.org for a progress update of the CGs.

READ MORE
13 April 2016
Intercargo Submissions 06 June 2016
IMO Stowaway Focal Point

Despite the best efforts to prevent access in the first place, the discovery of a stowaway can create many problems for Masters and Owners of ships. To assist in the humanitarian and rapid repatriation of stowaways, IMO has agreed to provide on a trial basis, an IMO Stowaway Focal Point (SFP), to assist in cases when P&I and Flag states cannot make progress with the authorities concerned in the landing of the stowaway at the first port of call. Subject to the standing instructions of the company concerned, please ensure that the SFP is made aware of cases as a statistical return, or is asked to provide assistance when the P&I / Flag / Other parties cannot resolve the issue.

Contact details (business hours only) are +44 207 587 3110 or email: falsec@imo.org

Click here for the structured information which will assist in advising the SFP or other parties about the stowaway

READ MORE
02 June 2015

Air Emissions

Article Title Updated
Air Emissions Briefing

The Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) met for its 68th session from 11 to 15 May 2015. Its outcome on Air Emissions is summarized as follows, together with the summary of IMO MRV and EU MRV (monitoring, reporting and verification of emission).

READ MORE
23 December 2015
Air Emissions - Latest Developments

17 Feb 2016:-

INTERCARGO, together with BIMCO and ICS, submitted a paper to request IMO's Marine Environment Committee to finalise the global CO2 data collection system at its 69th session (to be held on 18-22 Apr 2016), and to approve amendments to MARPOL Annex VI for its mandatory application, so that ships can provide the required data as soon as possible. The Co-sponsors also reaffirm their continuing support for the ‘three step process’.

The INTERCARGO et al paper can be downloaded by click here.

 

(25 Jan 2016)

Follow-up update (1) - Air Pollution Control Regulation in Hong Kong and Mainland China

As posted further down this webpage on on 16 Dec 2015 , the Air Pollution Control Regulation in China will be implemented from 1 Apr 2016 in Yangtze River core ports - Shanghai, Zhoushan-Ningbo, Suzhou and Nantong ports, referring to the notice of the Ministry of Transport at webpage on 20 Jan 2016:
http://www.mot.gov.cn/buzhangwangye/hejianzhong/zhongyaohuodonghejianghua/201601/t20160120_1978703.html (in Chinese only).

 

READ MORE
17 February 2016
Air Emissions - Member Consultation 30 December 2015

Cargoes

Article Title Updated
Deck Cargo on Bulk Carriers

Regarding the carriage of cargo on deck and hatch covers of traditional bulk carriers, DNV GL issued a technical guide DECK CARGO ON BULK CARRIERS – WHAT YOU NEED TO KNOW in April 2016 with information relevant for design offices, shipyards and owners/managers of bulk carrier.

Click here to download the technical guide DECK CARGO ON BULK CARRIERS – WHAT YOU NEED TO KNOW.

READ MORE
07 June 2016
Analysis of bulk cargo related incidents

A national awareness workshop on the implementation of the international maritime solid bulk cargoes (IMSBC) code was co-organised by IMO in Malaysia on 25-28 April, with special reference to cargoes that may liquefy – which can be a serious problem.

In addition to local experts, experts from Australia, INTERCARGO, P&I Clubs and Bureau Veritas, among others, took part in the workshop.

The workshop, with special focus on cargoes that may liquefy (Bauxite), provided an overview of the Malaysian experience with bauxite shipments from local ports. Action taken by Malaysia’s Maritime Administration to improve both crew and cargo safety was presented, with positive and constructive feedback provided on national legislation in place to deal with carrying bauxite by sea. Participants also witnessed field sampling and laboratory testing practices.

As a key supporting organisation, INTERCARGO (Mr David Tongue) participated and gave a detailed presentation on bulk cargo related incidents and possible causes. The presentation can be downloaded here.

READ MORE
20 May 2016
Cargoes Briefing

IMO warns on bauxite liquefaction dangers

Ship Masters warned of conditions under which bauxite should be accepted for carriage.

The International Maritime Organization (IMO) has taken action to warn ship Masters of the possible dangers of liquefaction associated with carriage of bauxite, following consideration of findings from the investigation into the loss of the 10-year-old Bahamas flag bulk carrier Bulk Jupiter, which was carrying 46,400 tonnes of bauxite when it sank rapidly with 18 fatalities in January 2015.

A circular "CCC.1-Circ.2" approved by IMO’s Sub-Committee on Carriage of Containers and Cargoes (CCC2), meeting September 2015 at IMO Headquarters, warns ship Masters of the potential dangers that may be associated with bauxite cargoes and provides considerations to be taken into account to ensure safe carriage.

 

READ MORE
16 December 2015
Cargoes - Latest Developments

16 June 2016: -

The INTERCARGO Bulk Carrier Casualty Report, available for download from INTERCARGO website http://www.intercargo.org/en/component/attachments/download/176.html, which was submitted to IMO's III 3 in May 2016 for attention, highlights that liquefaction has been a serious concern of bulk carrier industry.

An article of the publication Dry Cargo International (DCI) in its Issue No. 189 March 2016, quotes the comments and concerns of INTERCARGO (click here to download the article). The comments advised that an IMO Sub-Committee (Sub-Committee on Carriage of Cargoes and Containers or short name “CCC”) was to evaluate the properties of bauxite. This evaluation was carried out by an IMO Correspondence Group. INTERCARGO has been part of the IMO evaluation process and is able to update members on bauxite issues as follows:

1) On 13 Jun 2016, IMO made a report “CCC 3-5-1 - Report of the Correspondence Group on Evaluation of Properties of BAUXITE and COAL (Japan)” available on its website (restricted access only by Member States and NGOs), reporting progress on:
• Consideration of the marine safety investigation report on the loss of the bulk carrier Bulk Jupiter;
• Preparation of a draft new individual schedule for Bauxite as Group A cargo and review the existing Bauxite schedule, as necessary.

2) Australian, Brazilian and Chinese Bauxite research groups had established a Global Bauxite Working Group (GBWG) and planned to provide a global industry peer review report for CCC 4 (the 4th session of CCC, likely around Sept 2017). Those industry groups have been discussing their respective research programs. It seems to be clear that the characteristics of Bauxite vary depending on the location of mining. The group has already been informed and noted of the varying particle size distribution of Bauxite exported from Australia, Brazil and China for example.

3) IMO Correspondence Group decided to adjourn the consideration on Bauxite and recommended the CCC Sub-Committee to wait for the results of the research by the GBWG, which will be provided to CCC 4 for further consideration.

4) INTERCARGO expressed its view on the postponement of the process: “we are somewhat disappointed that an extension to the Bauxite Study has become necessary as we believe it is of paramount important to ensure the schedules in the Code reflect the actual risks of carriage, especially, following the Bulk Jupiter tragedy. However, we fully understand that achieving consensus often takes longer than anticipated and so we support the proposal by the coordinator on the way forward”. Those comments has been included in the report “CCC 3-5-1” (para 8.1 on page 4)

The report “CCC 3-5-1 - Report of the Correspondence Group on Evaluation of Properties of BAUXITE and COAL (Japan)” will be provided for internal reference upon request via info@intercargo.org.

****

 

The IMO Sub-Committee on Carriage of Cargoes And Containers (CCC 2) held its 2nd session on 14-18 Sept 2015. Safe transport of bauxite cargo, a specific bulk carrier issue was on its agenda item 5. It follows up to the loss of lives of 18 seafarers during the rapid sinking in open water of M/V Bulk Jupiter carrying 46,400 tonnes of bauxite on 2 Jan 2015 and discusses actions to be taken for safety transport of bauxite cargo.

A. Introduction of relevant submissions to CCC 2 on safe transport of dry bulk cargoes:

READ MORE
08 August 2016
Cargoes - Member Consulatation

Text below is only available to logged in users ("read more")

READ MORE
02 November 2015

Casualties and Transparency

Article Title Updated
Casualties and Transparency briefing

The primary INTERCARGO issue concerns the Annual Trend of Bulk Carrier Casualties, which are reported on an annual basis to IMO.

READ MORE
16 March 2016
Casualties and Transparency - Latest Developments

23 Sept 2016: -

in addition to the update on 18 Mar, there were 3 more dry cargo ship incidents reported during period from 19 Mar to 122 Sept 2016:

No.10.   22 Mar: A 1980-built general cargo ship KM Bunga Melati XV hit a reef while approaching the port’s dock, suffered a breach in its hull and sank in the port of Tagulandang in Indonesia;

No.11.   16 May: Panamanian-flagged bulk carrier New Mykonos, dwt 161,121 built in 1997, which ran aground on January 29, south of Faux Cap, southern Madagascar, broke into two and sank.

No.12.   30 Jul: Bulk carrier Benita, dwt 44,183 built in 1998, which was under tow en route from Mauritius to India, sunk approximately 93.5 nautical miles from Mauritius.

 

18 Mar 2016: -

There were 9 dry cargo ship incidents reported during period from 1 Jan to 18 Mar 2016:
No.1. 9 Jan: bulker “China Star 107”, dwt 960, with five crew on board (presumed all lost), sank in East China Sea, owned by Chinese company Fuzhou Yonghua Shipping, carrying steel and wood from Shanghai to Fuzhou.

No.2. 11 Jan, Panama-flagged Russian general cargo vessel “City”, dwt 7,001, ran aground on a breakwater approaching Sakata port in Japan’s Yamagata Prefecture. The hull was breached. With 18 crew on board. No life loss reported.

No.3. 25 Jan, Venezuela-flagged general cargo ship “Alita”, dwt 4,250, sank off Colon, Panama, while awaiting scrapping at anchorage off Colon, Panama, after colliding with another vessel.

No.4. 26 Jan, Vietnamese general cargo ship “Dong Thien Phu Silver”, dwt 3762, owned by Ho Chi Minh City-based Dong Thien Phu Mien Nam, sank after it collided with the product tanker Ocean Osprey.

No.5. 28 Jan, Bulk carrier LOS LLANITOS, dwt71665, Mexican flag, most likely be dismantled where it ran aground near Mexico’s Barra de Navidad. Mexican Secretariat of Communications and Transportation (SCT) said that the first option would be to dismantle the vessel in place.

No.6. 2 Feb, A Mongolia-flagged bulk carrier “South Star”, dwt 27,652, caught fire while moored in Tonkin Bay, Hai Phong, Vietnam. The fire caused severe damage to the superstructure.

No.7. 18 Feb, general cargo vessel “Lintas Belawan”, dwt 8,294, caught fire off Masalembu Islands in Indonesia and sank soon after. The fire broke out in the engine room and spread throughout and caused an explosion aboard.

No.8. 29 Feb, Bulker “Bao Jiang 88” carrying 4,600 tons of ore concentrates (presume dwt around 5000), capsized and subsequently sank off Shanghai. It was reported improper trimming of the vessel’s cargo led to the sinking. No life was lost.

No.9. 14 Mar, general cargo vessel “Shen Zhou 33”, with 5 crew onboard, started listing due to a shift of the cargo and capsized and sank in the Taiwan Strait. No life was lost.

 

 

16 Mar 2016:-

INTERCARGO Bulk Carrier Casualty Report 2015, available for download here.

The Report was reviewed by Technical Committee and approved by Executive Committee on 8 Mar 2016. TradeWinds publishes an article bringing our concerns to the public.

Comments and views are welcome to reach info@intercargo.org.

READ MORE
23 September 2016
Casualties and Transparency - Member Consulatation

Text below is only available to logged in users ("read more")

READ MORE
02 November 2015

Corruption

Article Title Updated
Corruption Briefing

INTERCARGO had led a Round Table letter to all PSC MoUs suggesting the establishment of a fully independent Internal Affairs Review (IAR) panel where owners could be assured that complaints of corruption or negligence would receive a sympathetic and independent assessment.

READ MORE
16 December 2015
Corruption - Latest Developments

Port state control and corruption were among the major concerns raised during INTERCARGO’s Technical Committee and Executive Committee meetings in Athens on 12 and 13 October 2015.

READ MORE
28 February 2016
Corruption - Member Consultation

Lorem ipsum dolor sit amet, consectetur adipiscing elit, sed do eiusmod tempor incididunt ut labore et dolore magna aliqua. Ut enim ad minim veniam, quis nostrud exercitation ullamco laboris nisi ut aliquip ex ea commodo consequat. Duis aute irure dolor in reprehenderit in voluptate velit esse cillum dolore eu fugiat nulla pariatur. Excepteur sint occaecat cupidatat non proident, sunt in culpa qui officia deserunt mollit anim id est laborum.

READ MORE
27 December 2015

Criminalisation

Article Title Updated
Criminalisation Briefing

Traditionally linked to the Criminalisation of Seafarers after accidental pollution, this issue now encompasses other areas where shipowners and seafarers can be adversely affected such as “Places of Refuge”, Amici Curiae measures, other collective legal interventions, Port State Control (PSC) control corruption and national anti-bribery laws. 

 Firstly considering “Accidental Pollution”, responsible shipowners work very hard to meet all applicable regulations such as IMO’s MARPOL Convention. Deliberate pollution is indefensible but it should be noted that pollution from ships is in long-term decline as the following figures from Industry body, ITOPF (www.itopf.co.uk), confirms although these figures refer to tankers and similar vessels only

 Years

Quantity (tonnes)

1970-1979

3,195,000

1980-1989

1,174,000

1990-1999

1,133,000

2000-2009

213,000

2010-2013

22,000

Criminalisation of seafarers is viewed as one of the four principle Round Table issues kept under regular review by the associations.

Historically, INTERCARGO has always voiced its opposition to the criminalisation of seafarers for Accidental Pollution, including adding its name in 2010 to a Round Table paper in support of the “Hebei Spirit” seafarers.  It is iniquitous that seafarers can be arrested as a precautionary measure, contrary to natural justice. Shipping Associations such as INTERCARGO urge all Governments to implement the measures contained in the ILO-IMO Guidelines on the Fair Treatment of Seafarers in the event of a Maritime Accident” (Resolution LEG 3 (91) adopted on 27 April 2006). 

In terms of its support for IMO and the cause of consistent, global regulations, INTERCARGO added its support in 2009 to a group of concerned shipping interests seeking clarification of intent of the 2005 European Union Ship Source Pollution Directive. This then led to a ruling made by the European Court of Justice concerning the overlap between IMO’s MARPOL Convention and regional or national regulations implicit in the EU Directive, demonstrating that owners and their associations can leverage support by acting together in support of their seafarers.

READ MORE
25 June 2015
Criminalisation - Latest Developments

Round Table international shipping associations including INTERCARGO have a unified position on Fair Treatment of Seafarers.

Unfair treatment of seafarers (e.g. prolonged detention/imprisonment) by port/coastal States following maritime accidents not only affects the seafarers concerned but has a wider impact on the entire industry and ultimately on the efficient and effective service of world trade. Specifically, unfair treatment affects the general morale of seafarers worldwide and has a negative impact on recruitment and retention. Criminal sanctions for accidental pollution may impede accident investigations by discouraging open and full cooperation on the part of seafarers, compromising the ability to identify the cause and prevent recurrence in the future.

IMO/ILO “Guidelines on Fair Treatment of Seafarers in the Event of a Maritime Accident” were adopted in 2006 in response to a series of high profile cases where seafarers were detained and/or imprisoned following pollution accidents (including the Erika, the Prestige and the Tasman Spirit). Subsequent cases (e.g. Hebei Spirit) prompted IMO and ILO in 2011 to urge States to implement the Guidelines and abide by them in all circumstances where seafarers are detained.

In addition, there are other instances in the course of routine ship operations where seafarers are treated unfairly by port States and terminal operators, including the denial of shore leave and access to medical treatment as provided for under the FAL Convention, Maritime Labour Convention and WHO International Health Regulations.

 

READ MORE
21 December 2015
Criminalisation - Member Consultation

The Intercargo Secretariat focal point for this subject is : info@INTERCARGO.org  Intercargo Members are invited to contact the focal point if they would like further information on any of the issues raised here. Intercargo meetings are held every six months

Intercargo does not currently have an internal Correspondence Group covering this issue although future Intercargo meetings may decide to set one up.  A Correspondence Group comprises optional focal points within Intercargo members so that information and consultative issues can be sent directly to the focal point and at the member’s option, feedback on a specific issue can be sent to the Secretariat between Intercargo meetings.

Correspondence Group members and their companies may be carried here in the future.

READ MORE
02 November 2015

Design Standards

Article Title Updated
Design Standards Briefing

Issue Summary

Intercargo continues to monitor the development common structural rules for bulk carriers and rule amendments on an ongoing basis. Goal Based Standards are being developed by the IMO and are essentially 'rules for rules' that will have an impact upon the current system of technical regulation.

Intercargo Policy

Common Structural Rules (CSR) - Intercargo supports the principle of CSR on the grounds that it helps to remove competition between Classification Societies on the optimisation of scantlings. Intercargo monitors the development and maintenance of the rules with the aim of ensuring the members’ feedback is appropriately incorporated into the development process.

Goal Based Standards (GBS) - The International Goal-based Ship Construction Standards for Bulk Carriers and Oil Tankers describe the goals and establish the functional requirements that the rules for ship design shall meet. The GBS also require that such rules shall be verified as meeting the goals and functional requirements. In this sense the GBS can be considered ‘rules for rules’. Intercargo supports the principle of transparent goals and criteria and is considering issues of verification further as they develop.


READ MORE
24 September 2015
Design Standards - Latest Developments

(25 Jan 2016)

Outcome of 3rd session of IMO Sub-committee on Ship Design and Construction (SDC 3)

IMO’s Ship Design and Construction Sub-Committee held its 3rd session (SDC 3) on 18-22 Jan 2016. The essence of the meetings is related to passenger ship safety as follows up to the incident of cruise ship Costa Concordia. For bulk carriers, following items are relevant for reference:

READ MORE
25 January 2016
Design Standards - Member Consulatation

Text below is only available to logged in users ("read more")

READ MORE
02 November 2015

Environmental Legislation

Article Title Updated
BWM and latest development

16 Sept 2016:-

The International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM Convention) will enter into force on 8 September 2017. A treatment system is required to be fitted to vessels that carry out an IOPP Certificate renewal survey required under MARPOL Annex I on or after 8 September 2017. By 8 September 2017, all ships will be required to:

  • have an approved ballast water management plan on board,
  • maintain a ballast water record book,
  • manage their ballast water on every voyage by performing ballast water exchange (or by treating it using an approved ballast water treatment system), and
  • undertake an initial survey and be issued with an International Ballast Water Management Certificate. Ships that are registered with flag administrations that are not yet a party to the Convention will need to demonstrate compliance and may wish to undergo surveys and be issued with a document of compliance.

During meetings of MEPC 70 on 24-28 Oct 2016, it is expected that the revision of the G8 Type Approval Guidelines for treatment systems will be finalised. The revised G8 type approval guidelines for ballast water management systems (BWMS) should have more stringent type approval testing to ensure that approved systems are capable of operating in all conditions, including different water salinities, temperatures and flow rates.

MEPC 70 would discuss a proposal by Liberia to allow existing vessels to continue to undertake extended ballast water exchange. The proposal if accepted by MEPC 70 will allow time for the new generation of BWMS to be developed, type approved to the Revised G8 standards and made available to the industry.

Enclosed for download is a list of ballast water treatment systems currently on the market with information about:

  • systems accepted under the US Alternative Management System AMS programme;
  • treatment systems of which Letters of Intent (LOI) to the USCG has been submitted, indicating the desire to pursue US Type Approval;
  • dates when a Type approval certificate in accordance with the IMO Convention was obtained and the issuing Administration.
  • brief detail of the treatment process used;
  • declared ballast water capacity rating for the system;
  • whether or not a system uses an Active Substance (AS);
  • date of the submission of the LOI to the USCG; and
  • BWMS currently undergoing US Type Approval Testing.

Once a ballast water treatment system solution has been selected, officers and crew should be properly trained and be competent to carry out their assigned ballast water management duties and functions. The training and familiarisation for the BWM Convention should include the following:

  • introduction to ballast water management and all relevant rules and regulations;
  • familiarisation with the vessel’s ballast water management plan and assigned duties;
  • operation and maintenance of the vessel’s ballast water management treatment system;
    emergency procedures; and
  • making entries and recordkeeping in the vessel’s ballast water record book.

Up to now, no ballast water management system has been approved by the US Coast Guard. in addition, the US Environmental Protection Agency (EPA) has published its own regulation, which needs to be harmonised with the US Coast Guard’s regulation, two separate pieces of legislations currently apply to ballast water discharges in the US both of which differ from the IMO’s BWM Convention requirements.

The USCG regulations permit the use of an AMS for up to five years after the vessel is required to comply with the ballast water discharge standard. An installed AMS can be used for five years from the “extended compliance date” if the AMS is installed prior to the expiration of the vessel’s extended compliance date.

 

13 July 2016:-

Update on the situation of the IMO BWM Convention and very recent US developments:

IMO BW Convention,

The ratification status is currently 51 States representing 34.87% of world tonnage. This equates to any additional State ratifying with a tonnage contribution of 0.13% or greater will initiate entry into force one year later.

READ MORE
16 September 2016
Environmental Legislation Briefing

19 Sept 2017: Update on USCG BWM requirements

INTERCARGO members have identified a priority difficulty to be how to meet USCG BWM requirements when their vessels visit US waters and discharge ballast water there. Following this up, an update as enclosed here was sent to members.

 

22 July 2015: 2nd round feedback from INTERCARGO members with BWMS already installed on their ships

It is to start the 2nd round feedback from members with BWMS already installed on their ships, focusing on 2 specific questions as highlighted by some members recently:
1. Does their BWMS on board have filters and experience any difficulties with the filters such as the filter size and general functioning;
2. For mud cleaning from ballast tanks for instance before DD, any problem with the BWMS on board.

I would also like to share with you the following feedback just reaching me from some members in the last few days with many thanks to them:
• Sampling - large number of planktons or bacteria in the remaining water where pocket at tees or branches on the main ballast pipping line, and those remaining organisms effected counting number of sampling even though BWMS running data indicated perfectly;
• Piping and pumps for aft peak ballast tank - when using GS pump for its ballasting/de-ballasting, few currently available BWMS have flow rate which can be operated with both GS pump and ballast pumps (too big flow rate differences); one member suggested it be better to size up for APT pipes to use ballast pump (same as the BWMS) even capacity of APT is small;
• After experiencing:
o Logistics and transportation of BWTS equipment and other supplemental parts are quite time consuming;
o If the repair yard is not familiar with the installation and commissioning works, their work schedule may not be planned and executed properly; also rectification period (or voyages) may be needed to sort out problems before BWTS entering in normal operation;
o After installation, BWTS may not work properly due to the complicated work and poor coordination among the venders and the repair yard.
One member suggesting:
o the repair yards be pushed to familiarize the equipment and installation works to prepare proper plans and schedule, which may be a kind of know-hows to them;
o long enough lead time (at least half a year) and detailed discussion among the venders, engineering contractor and repair yard will contribute shorter work period and better quality in the repair yard.

 

13 July 2015:

Draft summary of 1st round feedback on difficulties being faced by bulk carrier shipowners

READ MORE
17 December 2015
Environmental Legislation - Latest Developments

22 Dec 2015:-

IMO website posted an update on 21 Dec 2015 at http://www.imo.org/en/MediaCentre/PressBriefings/Pages/56-bwm.aspx.
Two paragraphs of the IMO message are quoted below:
“The compiled 2015 assessment tonnages, released to IMO’s Member States on 16 December 2015, contained some unverified data, but also revealed that the conditions for entry into force of the BWM Convention might have been met, by a very small margin. IMO was also aware that between June and November 2015, some Parties gained tonnage and others lost tonnage. In light of this, IMO Secretary-General Koji Sekimizu requested a complete verification of tonnage data as at the time of the deposits by Morocco, Indonesia and Ghana prior to determining whether or not the BWM Convention had indeed met the entry-into-force requirements.

“IHS Maritime & Trade has worked diligently to verify the tonnage figures since that request. The verification process has not yet concluded. The precise figures will be announced after the verification process is complete, which is likely to be early next year (2016). If the ratifications by Morocco, Indonesia and Ghana add sufficient tonnage, the BWM Convention would enter into force on 24 November 2016.”

Outcome of MEPC 68

The Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) met for its 68th session from 11 to 15 May 2015.

The MEPC adopted the environmental requirements of the Polar Code and associated MARPOL amendments to make the Code mandatory; adopted amendments to MARPOL related to tanks for oil residues; designated an extension to the Great Barrier Reef and Torres Strait Particularly Sensitive Sea Area (PSSA); and furthered its work on implementation of air pollution and energy efficiency measures and the Ballast Water Management Convention.

Polar Code environmental requirements adopted
The MEPC adopted the environmental requirements of the International Code for ships operating in polar waters (Polar Code), and the associated MARPOL amendments to make the Code mandatory, following the adoption of the safety part of the Code by the Maritime Safety Committee (MSC) in November 2014. The Polar Code is expected to enter into force on 1 January 2017.

MARPOL Annex I amendments relating to oil residues adopted
The MEPC adopted amendments to regulation 12 of MARPOL Annex I, concerning tanks for oil residues (sludge). The amendments update and revise the regulation, expanding on the requirements for discharge connections and piping to ensure oil residues are properly disposed of.

Extension of Great Barrier Reef and Torres Strait PSSA adopted
The MEPC adopted a resolution to extend the eastern limit of the current Great Barrier Reef and Torres Strait Particularly Sensitive Sea Area (PSSA) to encompass the south-west part of the Coral Sea, part of Australia’s Coral Sea Commonwealth Marine Reserve (CMR), a remote ocean ecosystem which provides refuge for a wide range of threatened, migratory and commercially valuable species.

Proposed associated protective measures in the form of new shipping routes and an area to be avoided, aimed at reducing the risk of ship collisions and groundings by separating opposing traffic streams, whilst ensuring ships keep clear of reefs, shoals and islets, have already been agreed by IMO’s Sub-Committee on Navigation, Communications and Search and Rescue (NCSR) in March and were submitted to MSC 95 in June for adoption.

Ballast water management status and technologies reviewed
The MEPC reviewed the status of the International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM Convention), 2004, which is close to receiving sufficient ratifications to meet the remaining entry into force criterion (tonnage). The number of Contracting Governments is currently 44, representing 32.86% of the world’s merchant fleet tonnage. The BWM Convention will enter into force 12 months after the date on which not fewer than 30 States, the combined merchant fleets of which constitute not less than 35% of the world’s gross tonnage, have ratified it.

The MEPC followed up the resolution on Measures to be taken to facilitate entry into force of the BWM Convention adopted by MEPC 67, including the agreed review of the Guidelines for approval of ballast water management systems (G8), and considered the interim report of the Correspondence Group on the review of the Guidelines. The Correspondence Group was re-established to continue working on the review.

A “Roadmap for the implementation of the BWM Convention” was agreed, which emphasises that early movers, i.e. ships which install ballast water management systems approved in accordance with the current Guidelines (G8), should not be penalized. The Roadmap invites the Committee to develop guidance on contingency measures and to expand the trial period associated with the Guidance on ballast water sampling and analysis (BWM.2/Circ.42) into an experience-building phase.

The Committee developed draft amendments to regulation B-3 of the BWM Convention to reflect Assembly resolution A.1088(28) on application of the Convention, with a view to approval at MEPC 69 and consideration for adoption once the treaty enters into force. The draft amendments will provide an appropriate timeline for ships to comply with the ballast water performance standard prescribed in regulation D-2 of the Convention.

The Committee received a progress report on a study, initiated by MEPC 67, on the implementation of the ballast water performance standard described in regulation D-2 of the BWM Convention. The study is being executed by the IMO Secretariat in partnership with the World Maritime University (WMU), and an online survey has been launched (See Briefing 08/2015?). The final study report will be submitted to MEPC 69, scheduled for April 2016.

Further ballast water management systems that make use of active substances were granted Basic Approval (five systems) and Final Approval (one system), following consideration of the reports of the 30th and 31st meetings of the Joint Group of Experts on the Scientific Aspects of Marine Environment Protection (GESAMP) Ballast Water Working Group.

Further development of energy-efficiency guidelines for ships
The MEPC continued its work on further developing guidelines to assist in the implementation of the mandatory energy-efficiency regulations for international shipping and:

• adopted amendments to update the 2014 Guidelines on survey and certification of the Energy Efficiency Design Index (EEDI) and endorsed their application from 1 September 2015, at the same time encouraging earlier application;
• adopted amendments to the 2013 Interim Guidelines for determining minimum propulsion power to maintain the manoeuvrability of ships in adverse conditions, for the level-1 minimum power lines assessment for bulk carriers and tankers, and agreed on a phase-in period of six months for the application of the amendments; and
• adopted amendments to update the 2014 Guidelines on the method of calculation of the attained EEDI for new ships.

EEDI review work to continue
The Committee considered a progress report from the correspondence group established to review the status of technological developments relevant to implementing phase 2 of the EEDI regulations, as required under regulation 21.6 of MARPOL Annex VI and re-established the correspondence group to further the work and submit an interim report to MEPC 69.

Text agreed for further development of data collection system to analyse energy efficiency of ships
The MEPC agreed text for its further development to be the full language for the data collection system for fuel consumption of ships, which can be readily used for voluntary or mandatory application of the system. In this regard, the Committee noted that a purpose of the data collection system was to analyse energy efficiency and for this analysis to be effective some transport work data needs to be included, but at this stage the appropriate parameters have not been identified.

The proposed text refers to ships of 5,000 GT and above collecting data, to include the ship identification number, technical characteristics, total annual fuel consumption by fuel type and in metric tons and transport work and/or proxy data yet to be defined. The methodology for collecting the data would be outlined in the ship specific Ship Energy Efficiency Management Plan (SEEMP).

Data would be aggregated into an annual figure and reported by the shipowner/operator to the Administration (flag State) which would submit the data to IMO for inclusion in a database. Access to the database would be restricted to Member States only and data provided to Member States would be anonymized to the extent that the identification of a specific ship would not be possible.

The MEPC agreed to recommend to the IMO Council the holding of an intersessional working group to: further consider transport work and/or proxies for inclusion in the data collection system; further consider the issue of confidentiality; consider the development of guidelines identified in the text; and to submit a report to MEPC 69.

GHG reduction target for international shipping considered
The MEPC considered a submission from the Marshall Islands, calling for a quantifiable reduction target for greenhouse gas emissions from international shipping.

During the discussion, the Member States that spoke acknowledged and recognised the importance of the issues raised by the Marshall Islands and also recognised that, despite the measures already taken by the Organization regarding the reduction of emissions from ships, more could be done.

However, whilst expressing gratitude to the Marshall Islands for the submission, the Committee took the view that the priority at this stage should be to continue its current work, in particular, to focus on further reduction of emissions from ships through the finalization of a data collection system. The Marshall Islands proposal could then be further addressed at an appropriate future session of the Committee. ?The need to consider the proposal further was recognised and the Committee also looked forward to a successful UN climate change conference (UNFCCC COP 21 meeting) in Paris later this year.

Revised air pollution guidance and requirements agreed
The MEPC considered a number of amendments and revisions to existing guidance and requirements related to air pollution measures and in particular:

• adopted amendments to the 2009 Guidelines for exhaust gas cleaning systems (resolution MEPC.184(59)). The amendments relate to certain aspects of emission testing, regarding measurements of carbon dioxide (CO2) and sulphur dioxide (SO2), clarification of the washwater discharge pH limit testing criteria and the inclusion of a calculation-based methodology for verification as an alternative to the use of actual measurements;
• approved, for adoption at MEPC 69, draft amendments to the NOX Technical Code 2008 to facilitate the testing of gas-fuelled engines and dual fuel engines for NOx Tier III strategy;
• approved, for adoption at MEPC 69, draft amendments to MARPOL Annex VI regarding record requirements for operational compliance with NOX Tier III emission control areas;
• approved Guidance on the application of regulation 13 of MARPOL Annex VI Tier III requirements to dual fuel and gas-fuelled engines; and
• adopted amendments to the 2011 Guidelines addressing additional aspects to the NOX Technical Code 2008 with regard to particular requirements related to marine diesel engines fitted with Selective Catalytic Reduction (SCR) Systems (resolution MEPC.198(62)).

The Committee also agreed, for consistency and safety reasons, to proceed with the development of guidelines for the sampling and verification of fuel oil used on board ships.

Fuel oil availability review to be initiated this year
The MEPC agreed terms of reference for the review, required under regulation 14 (Sulphur Oxides (SOx) and Particulate Matter) of MARPOL Annex VI, of the availability of compliant fuel oil to meet the global requirements that the sulphur content of fuel oil used on board ships shall not exceed 0.50% m/m on and after 1 January 2020. The IMO Secretariat was requested to initiate the review by 1 September 2015, with a view to the final report of the fuel oil availability review being submitted to MEPC 70 (autumn 2016) as the appropriate information to inform the decision to be taken by the Parties to MARPOL Annex VI.

A Steering Committee consisting of 13 Member States, one intergovernmental organisation and six international non-governmental organizations was established to oversee the review.

The sulphur content (expressed in terms of % m/m – that is, by weight) of fuel oil used on board ships is required to be a maximum of 3.50% m/m (outside an Emission Control Area (ECA)), falling to 0.50% m/m on and after 1 January 2020. Depending on the outcome of the review, this requirement could be deferred to 1 January 2025. Within ECAs, fuel oil sulphur content must be no more than 0.10% m/m.

Fuel oil quality correspondence group re-established
The MEPC considered the report of the correspondence group established to consider possible quality control measures prior to fuel oil being delivered to a ship. The correspondence group was re-established to: further develop draft guidance on best practice for assuring the quality of fuel oil delivered for use on board ships; further examine the adequacy of the current legal framework in MARPOL Annex VI for assuring the quality of fuel oil for use on board ships; and submit a report to MEPC 69.

Black carbon definition agreed
The MEPC agreed a definition for Black Carbon emissions from international shipping, based on the “Bond et al.” definition which describes Black Carbon as a distinct type of carbonaceous material, formed only in flames during combustion of carbon-based fuel, distinguishable from other forms of carbon and carbon compounds contained in atmospheric aerosol because of its unique physical properties.

Ship recycling convention - IHM Guidelines adopted
The MEPC adopted the 2015 Guidelines for the development of the Inventory of Hazardous Materials (IHM), The IHM is required under the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009 (the treaty is not yet in force).

Oil spill response guidance approved
The MEPC approved two sets of guidelines to assist in oil spill response, developed by the Sub-Committee on Pollution Prevention and Response (PPR):

  • Guidelines on international offers of assistance in response to a marine oil pollution incident – intended as a tool to assist in managing requests for spill response resources and offers for assistance from other countries and organizations when confronted with large, complex or significant oil spill incidents.
    Guidelines for the use of dispersants for combating oil pollution at sea - Part III (Operational and technical sheets for surface application of dispersants).
  • Parts I (Basic information) and II (National policy) of the IMO Dispersant Guidelines have already been approved and will be published together with Part III. Part IV, covering sub-sea dispersant application, is under development and will take into account the experience gained from the Deepwater Horizon incident as well as other related technical developments.

(Source: IMO, May 2015)

READ MORE
22 December 2015
Environmental Legislation - Member Consulatation

Text below is only available to logged in users ("read more")

READ MORE
02 November 2015

Lifting Appliances

Article Title Updated
Lifting Appliances Briefing

(updated on 17 Dec 2105)

Position of INTERCARGO

The Members of the INTERCARGO Technical Committee noted developments in the IMO agenda item and agreed the importance of good design; approval and maintenance issues were also considered in need of greater attention. Concern was expressed that some of the cranes now being supplied were not marine cranes, and that this was causing additional reliability problems. Members determined that an Intercargo correspondence group should be initiated to further consider the issues that could be associated with cargo gear on bulk carriers and also request approval of the Executive Committee for an additional workshop to be arranged specifically on these issues.

 

Background

Over the last 10 years there have been a number of accidents involving onboard lifting appliances, some of which have resulted in fatalities. Recognising that this is unacceptable the IMO has been looking at ways to improve the situation. It was reported that the root cause of the majority of accidents has been identified as lack of maintenance or poor/incorrect operation.

MSC 89 in May 2011 approved a new task on "Development of requirements for onboard lifting appliances and winches”;

Before June 2013, IMO made contact with ILO on this matter for input.

SSE 1 in March 2014 decided that there should be a further period for collection and analysis of additional data and corroborative evidence before any decision could be taken on whether there is a need to take any measures. The scope, extent and application of any measures and whether this should be mandatory through amendments to SOLAS or non-mandatory guidance could then be considered and agreed by SSE.

SSE 2 in March 2015 requested MSC 95 to decide on whether mandatory SOLAS requirements need to be prepared in addition to the development of guidelines for safety onboard lifting appliances and winches.

MSC 95 in Jun 2015 decided to set up a correspondence group to deal with the issue.

 

READ MORE
17 December 2015
Lifting Appliances - Latest Developments

(Updated on 17 Dec 2015)

MSC 95 in June 2015 decided to establish a Correspondence Group (CG) on Onboard Lifting Appliances and Winches with following terms of reference, under the coordination of Japan:

1) develop draft guidelines to cover the design, fabrication and construction for new installations; onboard procedures for routine inspection, maintenance and operation of lifting appliances and winches; and familiarization of ship's crew and shore-based personnel;

2) prepare draft goal- and function-based SOLAS regulations requiring that onboard lifting appliances and winches be designed, constructed and installed either "in accordance with codes or standards acceptable to the Organization" or "to the satisfaction of the Administration"; and maintained in accordance with guidelines for safety onboard lifting appliances and winches to be developed by IMO.

The outcome of the CG will be submitted to SSE3 to be held on Monday, 14 to Friday, 18 March 2016. Final draft of the submission is enclosed here for download.

READ MORE
17 December 2015
Lifting Appliances - Member Consulatation

Text below is only available to logged in users ("read more")

READ MORE
02 November 2015

Loading Rates

Article Title Updated
Loading Rates Briefing

Issue Summary.

Over recent years INTERCARGO members have been experiencing increased pressure to load vessels quickly. This problem has escalated with the increased demand for commodities and the commercial pressure to maximise terminal throughput.

INTERCARGO conducted a survey of ships’ masters to determine the areas of concern, two main areas were identified:

  1. the implied arrival condition required to meet onerous loading requirements and its detrimental effect on manoeuvrability; and
  2. the consequences for the structural integrity of the ship.

INTERCARGO Policy.

INTERCARGO will engage with all stakeholders including owners and operators, terminals, classification societies, shippers, flag administrations, and insurers to ensure a common understanding of this issue. The aim is to ensure that all bulk carriers are loaded safety in an appropriate manner, taking into account the capabilities of the ship, in accordance with international regulation

Summary of Recent Developments.

READ MORE
24 September 2015
Loading Rates - Latest Developments

(Updated on 17 Dec 2015)

Background

Around 2003, INTERCARGO members raised their concern about excessive loading rates loading rate of iron ore cargo pouring into cargo hold. Some port requested a rate of 16000 t/hr with minimum ballast. A survey was carried out by INTERCARGO with result:

  • 85% of masters indicated that they considered such a rate of loading to be beyond the safe operational limits of their vessel's manoeuvrability and hull structure
  • Two thirds of respondents stated they had concerns with regard to structural stresses if loading at such a rate.

Refer to the enclosed INTERCARGO presentations of "the Speed of Loading of Bulk Carriers" in 2008 and "Design Issues for Bulk Carriers" in 2009.

 

IMO Requirements:

Listening to Industry feedback, IMO took actions:

  • On 16 May 2005, IMO issued circular MSC/Circ.1160 on Manual on loading and unloading of solid bulk cargoes for Terminal representatives;
  • On 5 Feb 2015, it issued circular MSC.1/Circ.1230 on Amendments to the manual on loading and unloading of solid bulk cargoes for terminal representatives;
  • In 2004, Code of Safe Practice for Solid Bulk Cargoes was adopted by IMO resolution MSC.193(79).
  • From 1 Jan 2011, the International Maritime Solid Bulk Cargoes (IMSBC) Code entered into force, which superseded the Code of Safe Practice for Solid Bulk Cargoes.

 

Publication of UK MCA

Safe loading and unloading of bulk carriers, 2003

 

IACS Recommendations

Recommendation 46: BULK CARRIERS - Guidance and Information on Bulk Cargo Loading and Discharging to Reduce the Likelihood of Over-stressing the Hull Structure, 1997

Bulk Carriers Handle With Care

 

 

 

READ MORE
17 December 2015
Loading Rates - Member Consulatation

Text below is only available to logged in users ("read more")

Members views, comments and proposals are welcome to reach Intercargo Secretariat via email info@intercargo.org.

READ MORE
02 November 2015

Piracy

Article Title Updated
Piracy Briefing

(Updated on 6 Jan 2016)

Joint War Committee updates the Hull War, Piracy, Terrorism and Related Perils Listed Areas

READ MORE
06 January 2016
Piracy - Latest Developments

20 Jun 2016: -

The Maritime Trade Information Sharing Centre – Gulf of Guinea (MTISC-GoG) closed at 0800 GMT on 20th June 2016.

New Reporting Structure – MDAT-GoG:
      o A new FR/UK Centre called Marine Domain Awareness for Trade – Gulf of Guinea (MDAT-GoG) commenced operations at 0800 GMT on 20th June 2016. MDAT-GoG will be operated by the Navies of France and the UK from centres in Brest, France and Portsmouth, England.
      o MDAT-GoG contact details:
        Email: watchkeepers@mdat-gog.org
        Telephone: +33(0)2 98 22 88 88
o Maritime Security Chart of GoG region A PDF version of the new chart (Q6114 Edition 2) can be downloaded from here.

Click here to download BMP4 (the 4th version of “Best Management Practices for Protection against Somalia Based Piracy”).

Click here to download the amendment to BMP4.

Click here to download the "Guidelines for Owners, Operators and Masters for protection against piracy in the Gulf of Guinea region", v.2 June 2016.

Click here for more information about piracy issues.

 

16 Jun 2016: -

1. General analysis

The webpage at https://www.icc-ccs.org/piracy-reporting-centre/live-piracy-report (the IMB ICC Live Piracy & Armed Robbery Report 2016) shows 90 cases of attacks in 2016. A quick analysis shows that the 90 cases happened in following areas:

Areas Asia Indian Ocean West Africa South America
Number of incidents 36 18 29 7
% of total 40.0% 20.0% 32.2% 7.8%
Remarks 22 of the 36 cases happened within waters of Indonesia and Malaysia. 13 of the 18 cases happened within waters of India; and 2 cases happened around Gulf of Aden.

24 of the 29 cases happened within waters of Nigeria

 

 

In addition to the website of IMB ICC, UKMTO circulates weekly update on piracy issues mainly for the Indian Ocean and Somalia regions. You may contact them for the update via:

Commander Peter Harriman Royal Navy | Officer-in-Charge, UKMTO | British Embassy Dubai, PO Box 65 | Mil Address – Naval Party 1023, BFPO 490
*email: dubai-OiC@ukmto.org | (Office: +971(0)43094268)|(Mobile: +971(0)505545477)|(Fax: +971(0)43094254)|(ftn: 8485 4266)

2. Nigeria and Gulf of Guinea

The waters of Nigeria and Gulf of Guinea have been the focuses in 2016. It was reported on 6 Jun 2016 that:
A laden oil tanker reported that a mother vessel with 2 skiffs on each side of the vessel, was chasing the tanker in pos: 05.22.7 N & 002.24.3 E at 16:40 UTC. It was a grey hull mother vessel around 60 meters long with 2 black skiffs, one at sea level and the other housed. Evasive manoeuvres were carried out at maximum speed, water jet and fog horn were being used, and after 20 minutes, the vessel gave up the chase. All crew members are safe.

Pirate activity in the Gulf of Guinea:

Kidnapping. Kidnap for Ransom against merchant vessels has significantly increased in areas off of the Niger Delta: at least 16 of the kidnapping victims so far in this year are commercial seafarers.

Violence. Pirates are becoming more violent and aggressive and often initiate attacks by firing at the bridge to intimidate the crew prior to boarding.

Range. Pirates’ operational range has increasing: several incidents occurred more than 50nm from the Nigerian coast and the MV Leon Dias incident occurred at over 100nm.

Adaptation. The Pirates seem to be exploring a new tactics and expanded range: the recently hijacked M/V Maximus, taken off of Abidjan over 600nm from the Niger Delta is remarkably similar to the F/V Lu Rong Yuan Yu 917 attack on 30 Jan, 2015.

 

15 Jun 2016: -

The Maritime Trade Information Sharing Centre – Gulf of Guinea (MTISC-GoG, http://mtisc-gog.org/ ) will close before end of Jun 2016 following the successful conclusion of the Pilot Project, and France and the United Kingdom will commence a new virtual reporting centre, allowing the mission established by the MTISC to continue.

Over the past months, together with key stakeholders, OCIMF has carefully reviewed the outcomes of the MTISC-GoG Pilot Project, with the aim of establishing a sustainable reporting programme. The French and UK authorities, taking into account both their own experience and the role of MTISC-GoG in the region, have decided to offer a new contribution to the maritime information network in the Gulf of Guinea through a virtual reporting centre.

New Reporting Mechanism – MDAT-GoG
A new FR/UK mechanism for Maritime Domain Awareness for Trade – Gulf of Guinea (MDAT-GoG) commenced operations at 0800 GMT on 20th June 2016. MDAT-GoG will be operated by the Navies of France and the UK from their Centres in Brest, France and Portsmouth, England.

MDAT-GoG contact details:

Email: watchkeepers@mdat-gog.org
Telephone: +33 (0)2 98 22 88 88
Calls to this number will be answered either in Brest or in Portsmouth.

Maritime Security Chart
A PDF version of the new chart (Q6114 Edition 2) can be downloaded from here. Notice to Mariners will provide details of the electronic chart and a printed version will be available at the end of June.

MTISC-GoG website
The MTISC-GoG website will be taken down at 0800 GMT on 20th June and replaced with a holding page providing the contact details for the new FR/UK structure.

MTISC-GoG Maritime Security Guidance (MSG)
MSG will no longer be supported or updated after 20th June and will be withdrawn from the OCIMF and MTISC-GoG websites.

Emails to MTISC-GoG to be forwarded to the new FR/UK Centre
To help with the transition of reporting to the new FR/UK reporting structure, MTISC-GoG began forwarding copies of reporting emails from vessels to the new FR/UK structure at 0800GMT on 14th June. Companies/vessels were requested to advise if they did not want to have their emails forwarded.

If companies do not give permission for their emails to be forwarded they are requested to advise MTISC-GoG as soon as possible otherwise no action is required.
FR/UK authorities have confirmed that all emails forwarded to FR/UK centre during this period will not be forwarded to any third party and will be deleted by 17th July.

Data Security
MTISC-GoG can confirm all data provided to the centre during its course of operation will be deleted.
MTISC-GoG would like to thank all those who have reported to the Centre for their support over the last two years.

 

6 Jun 2016: -

At the G7++ Friends of the Gulf of Guinea (FOGG) meeting in Lisbon on 06 June, 2016, the Governments of France and the United Kingdom announced their intent to offer a new contribution to the maritime information network in the Gulf of Guinea. This will fulfil all the functions of the MTISC GOG (Maritime Trade Information Sharing Centre - Gulf of Guinea), which will close by the end of June, and will further contribute to the Yaoundé process.

INTERCARGO and other industry organisations welcomes this announcement and that France and the UK are to bring their naval expertise to the fight against maritime piracy in the Gulf of Guinea, especially at a time when the safety of the mariner requires more international attention. The technical details are expected in the next two weeks.

 

8 Feb 2016: -

Update on issues about anti-piracy measures

1. Alert! - Recent incidents reported within the territorial waters of Nigeria:
Members may have read reports in the news channels about the incidents of piracy:
• On 6 Feb, there was an attempt of pirates to hijack a container ship operated by A.P. Moeller-Maersk A/S with 25 sailors on board. About this incident some reports indicated that none of the crew members were hurt and all the cargo was intact;
• Tanker Leon Dias was hijacked and freed as reported on 2 Feb, with five crew members being kidnapped.
From the reports in the new channels, both incidents seemed happening within the territorial waters of Nigeria.

2. Information from ICC’ International Maritime Bureau (IMB)
Its annual piracy report indicated:
• IMB’s Piracy Reporting Centre (IMB PRC) recorded 246 incidents in 2015, one more than in 2014. The number of vessels boarded rose 11% to 203, one ship was fired at, and a further 27 attacks were thwarted. Armed with guns or knives, pirates killed one seafarer and injured at least 14.
• Nigeria is a hotspot for violent piracy and armed robbery. Though many attacks are believed to go unrecorded, IMB received reports of 14 incidents, with 9 vessels boarded. In the first of these, ten pirates armed with AK47 rifles boarded and hijacked a tanker and took all nine crewmembers hostage. They then transferred the fuel oil cargo into another vessel, which was taken away by two of the attackers. The Ghanaian navy dispatched a naval vessel to investigate as the tanker moved into its waters, then arrested the pirates on board.
• As per IMB’s report at https://icc-ccs.org/news/1154-imb-maritime-piracy-hotspots-persist-worldwide-despite-reductions-in-key-areas, “no Somali-based attacks were reported in 2015”. IMB warns vessels transiting the Gulf of Aden and Indian Ocean to stay particularly vigilant.

3. Database at IMO
IMO has a database at https://gisis.imo.org/Public/PAR/Default.aspx. It recorded 3 incidents in 2016 happening in West Africa.
1) IMO also issues circulars on monthly based to update on piracy titled as “REPORTS ON ACTS OF PIRACY AND ARMED ROBBERY AGAINST SHIPS”. A very recent circular was issued on 16 Jan 2016, as attached for your reference (MSC.4-Circ.231). On 2 Dec 2015, IMO issued a circular letter to all IMO Member States, informing the revision to the High Risk Area (HRA) of the Best Management Practices for Protection against Somalia Based Piracy (BMP 4). Other information from IMO:
• MSC.1/Circ.1405/Rev.2, issued on 25 May 2012, Revised Interim guidance to shipowners, ship operators and shipmasters on the use of privately contracted armed security personnel on board ships in the High Risk Area
• MSC.1/Circ.1406/Rev.3, issued on 12 June 2015, Revised Interim recommendations for flag states regarding the use of privately contracted armed security personnel on board ships in the high risk area
• IMO paper “MSC 94-INF.5” by Italy dated 15 August 2014 on- Privately contracted armed security personnel. This document provides the Report of the informal expert working group on guidelines for the use of privately contracted armed security personnel (PCASP) on board ships, held in Rome on 26 March and 15-16 October 2013, under the auspices of the United Nations Interregional Crime and Justice Research Institute (UNICRI)

4. Insurance sector
The Joint War Committee (JWC), a Joint Committee of the LMA and IUA, reviewed on 10 Dec 2015 the Listed Areas (last altered 12th June 2013), and agreed the following changes which are incorporated in the new list as attached (JWLA022 2015-12-10 Indian Ocean.pdf).
Amended:
Indian Ocean / Arabian Sea / Gulf of Aden / Gulf of Oman / Southern Red Sea
Deleted:
Bahrain, NE Borneo, Sulu Archipelago

P&I advice on amended BIMCO GUARDCON contract for the employment of security guards on vessels off West Africa at webpage: http://www.ukpandi.com/knowledge/article/circular-3-14-amended-bimco-guardcon-contract-for-the-employment-of-security-guards-on-vessels-off-west-africa-129986/ . It indicates that GUARDCON does not represent a recommendation or endorsement by BIMCO or the International Group of P&I Clubs for the use of security guards on board vessels.

5. Industry working group
Piracy and Armed Robbery against ships endangers the lives of seafarers and imperils ships, their cargoes, and freedom of navigation. Piracy and Armed Robbery thrives on criminality ashore and impacts on the world economy and the cost of goods. INTERCARGO and its Round Table partners of BIMCO, ICS and INTERTANKO believes it is the responsibility of all coastal states to establish and enforce security in their territorial waters, their EEZ, and on the High Seas.

INTERCARGO has been part of an industry working group on anti-piracy. Regular meetings are held among secretariats of BIMCO, ICS, INTERCARGO, INTERTANKO and OCIMF. Through this WG, close contact has been retained with most of the major forces of Navy, Reporting Centres and regional anti-piracy interests.

It is continuously to highlight that the three pillars of BMP 4 are registering at MSCHOA, reporting to UKMTO and implementing ship protection measures on the basis of a thorough risk assessment remain essential.

The area previously classified as “high risk” now forms only a part of the area called the Voluntary Reporting Area (VRA). Ships entering the VRA must still register with the Maritime Security Centre for the Horn of Africa (MSCHOA) and report to the United Kingdom Marine Trade Operations (UKMTO) to be monitored during transit. Pre-transit risk assessments should take into account the latest information from both the Voluntary Reporting Area and High Risk Area.

The industry associations further emphasised that in view of the continuing high risk of pirate attack, shipping companies must continue to maintain full compliance with the BMP and be vigilant in their voluntary reporting on piracy incidents, sighting of potential pirates, and any suspicious activity – as this provides crucial intelligence on risk levels in the area.

6. Flag States requirements
On 8 Feb 2016, Cyprus posted Guidance for anti-piracy law at http://maritimecyprus.com/2016/02/08/cyprus-guidance-for-anti-piracy-law/ .
More information refers to webpages at:
http://www.ics-shipping.org/docs/default-source/Piracy-Docs/comparison-of-flag-state-laws-on-armed-guards-and-arms-on-board3F9814DED68F.pdf , and
http://www.ukpandi.com/fileadmin/uploads/uk-pi/Documents/Piracy/privatearmedguardsflagstateregs.pdf.

7. Coastal States requirement
West African littoral states prohibit the use of armed PMSCs (private maritime security companies) on vessels in their territorial waters. India is very sensitive about the presence of armed security guards on merchant ships.

8. Useful contacts
• the UKMTO in Dubai is the primary point of contact for liaison with military forces in the region. Email ukmto@eim.ae to join their voluntary reporting scheme, Telephone: +971 50 552 3215, Telex: (51) 210473
• Maritime Security Centre Horn of Africa (MSCHOA) is manned 24/7 by military and merchant navy personnel from various countries and coordinates with military maritime forces in the Gulf of Aden and the Indian Ocean. It is the commercial/civilian link with the EU Naval Force Somalia. Telephone: +44 1923 958545, Fax: +44 1923 958 520, email: postmaster@mschoa.org
• The NATO Shipping Centre (NSC) is the commercial/civilian link with the NATO maritime force. Telephone: +44 1923 956 574, Fax: +44 1923 956 575, email: info@shipping.nato.int
• the Maritime Liaison Office (MARLO), US Navy Bahrain, is a secondary point of contact after UKMTO and MSCHOA, but is manned 24/7. Telephone: +973 3940 1395, email: marlo.bahrain@me.navy.mil


9. Incidents of piracy in Asia
• A total of 200 incidents of piracy and armed robbery against ships (comprising 187 actual incidents and 13 attempted incidents) were reported to the ReCAAP ISC in 2015. Of these, 11 were acts of piracy and 189 were incidents of armed robbery against ships. Compared to 2014, there has been a 7% increase in total number of incidents in 2015.
• Incidents reported in 2015 has been less severe comparing to 2014; with relatively lesser number of incidents involving more than 9 perpetrators, lesser cases involving perpetrators who were armed; and lesser incidents with reports that crew was threatened, held hostage and assaulted.
• Of the 200 incidents, 60% (120) incidents occurred on board ships while underway, and 40% (80) on board ships while at anchor/berth. More than 50% of the total number of incidents reported in 2015 occurred in the Straits of Malacca and Singapore (SOMS) on board ships while underway. A total of 104 incidents were reported there, of which more than half of them were CAT 4 incidents. However, no actual incident had been reported in the straits since November 2015, probably as a result of an increase in patrolling and surveillance carried out by the littoral States who had also arrested perpetrators responsible for some of the incidents.
• While the situation at most ports and anchorages in Asia has improved in 2015 compared to 2014; Vietnam reported an increase in number of incidents, particularly at the Vung Tau port/anchorage with 60% of the total number of incidents in Vietnam occurred there.
• Incidents involving hijacking of tankers for theft of oil cargo were mostly CAT 1 incidents; and a total of 12 incidents had been reported in 2015, of which two incidents were foiled by the authorities. However, no incidents involving hijacking of tankers had been reported since September 2015. Attributing to this could be the arrests of the masterminds and perpetrators responsible for some of the incidents reported in 2015.
• Continuous zeal among the littoral States and cooperation between the authorities and shipping industry demonstrates the determination and commitment in clamping down this illegal maritime crime. With decline in the number of incidents reported in the last quarter of 2015; and more perpetrators being put to task; more need to be done to bring about further decrease in the number of incidents of piracy and armed robbery against ships in Asia.

+++

17 Dec 2015:

The Joint War Committee (JWC) amended the boundaries of the Listed Areas in Indian Ocean / Arabian Sea / Gulf of Aden / Gulf of Oman / Southern Red Sea on 10 Dec 2015 as follows:

The waters enclosed by the following boundaries:
a) On the north-west, by the Red Sea, south of Latitude 15° N
b) on the west of the Gulf of Oman by Longitude 58° E
c) on the east, Longitude 65° E
d) and on the south, Latitude 12° S

Refer to the enclosed pdf file for details.

 

8 Dec 2015: PIRACY – REVISION OF HIGH RISK AREA

Action required: Members are requested to disseminate the attached amendment to the definition of the High Risk Area (HRA) in BMP 4 and supporting guidance as widely and as soon as possible. Feedback and queries with respect to the implementation of the measures should be provided to the undersigned.

Members are aware of discussion at the IMO Marine Safety Committee and the work of the UN Contact Group on Piracy off the Coast of Somalia (CGCPS) to harmonise the view of littoral states and industry regarding the Indian Ocean HRA. Following an industry review of a threat assessment from military intelligence, we are pleased to advise that the co-sponsors BMP 4 (the 4th version of “Best Management Practices for Protection against Somalia Based Piracy”) have agreed to a revised definition of the High Risk Area.

The High Risk Area is now defined as being bounded by:

In the Red Sea:                       Latitude 15oN

In the Gulf of Oman:             Latitude 22oN

Eastern limit:                          Longitude 065oE

Southern limit:                       Latitude 5oS

Annex A to this circular provides an amendment to Section 2 of BMP 4, accompanying guidance on the revision’s impact and practical measures for company and shipboard planning as described in sections 6 and 7 of BMP 4.

The revisions will formally apply from 1 December 2015, in order to give shipping companies and crews’ time to adapt.

It is strongly recommended that the revisions be taken into account for voyages through the VRA (Voluntary Reporting Area) and HRA for which risk assessments are yet to be conducted. Please note these changes may have implications for charter party and insurance agreements as well as ship security arrangements.

It is not anticipated to publish a revised version of BMP 4 to incorporate these changes. It is expected that a new version of the Admiralty Chart Q6099 will be made available before the entry into force of the revisions on 1 December 2015.

Whilst the revision re-designates the area considered to be at a high risk from Somalia-based pirate groups, the threat assessment recognised that these groups retain the ability to attack at the historical limits of their activity. As such, the three pillars of BMP 4, namely registering at MSCHOA (The Maritime Security Centre – Horn of Africa) , reporting to UKMTO (the UK Maritime Trade Operations) and implementing ship protection measures on the basis of a thorough risk assessment remain essential. Any lowering of guard in the region is likely to present an opportunity for a resurgence of pirate activities.

Please refer to the press release below from industry associations today.

Press Release on 8 Oct 2015:

quote

Vigilance still crucial as piracy High Risk Area in the Indian Ocean reduced

Organisations representing the global shipping and oil industry have announced that the size of the ‘High Risk Area’ for piracy in the Indian Ocean has been reduced and issued new advice to merchant ship operators.

This reduction to the High Risk Area is in response to the ongoing containment of pirate attacks in the Indian Ocean, but a group of shipping and oil industry organisations (BIMCO, International Chamber of Shipping (ICS), INTERCARGO, INTERTANKO and the Oil Companies International Marine Forum (OCIMF) stressed that a serious threat remains and that correct reporting and vigilance remains crucial.

The reduction of the High Risk Area takes full account of recent shipping industry experience, and follows extensive consultation with governments through the diplomatic Contact Group on Piracy off the Coast of Somalia, and military naval forces, including NATO, Combined Maritime Forces and EU NAVFOR, which continue to provide vital protection to shipping.

The new industry advice, which takes effect from 1 December, changes that currently contained in the latest edition of Best Management Practices for Protection against Somali Based Piracy (BMP 4), which is jointly produced by the industry group.    

In summary:

· The area previously classified as “high risk” now forms only a part of the area called the Voluntary Reporting Area (VRA)

· Ships entering the VRA must still register with the Maritime Security Centre for the Horn of Africa (MSCHOA) and report to the United Kingdom Marine Trade Operations (UKMTO) to be monitored during transit;

· Pre-transit risk assessments should take into account the latest information from both the Voluntary Reporting Area and High Risk Area.

The industry associations further emphasised that in view of the continuing high risk of pirate attack, shipping companies must continue to maintain full compliance with the BMP and be vigilant in their voluntary reporting on piracy incidents, sighting of potential pirates, and any suspicious activity – as this provides crucial intelligence on risk levels in the area.

ENDS

Click here to download the amendment to BMP 4.

 

READ MORE
22 June 2016
Piracy - Member Consultation 03 January 2016

Ports and Terminals

Article Title Updated
Ports and Terminals Briefing

(Updated on 17 Dec 2015)

Difficulties with lack of adequate reception facilities for HME (harmful for marine environment) cargo residues were raised at the TC meeting on 12 Oct in Athens, with actions agreed:
• To request IMO to re-validate circular MEPC.1/Circ.810 (Adequate port reception facilities for cargoes declared as harmful to the marine environment under MARPOL Annex V, as attached herewith for reference)
• To invite Intercargo members to request their fleets for feedback with the enclosed Reporting Form.

During IMO Assembly in Dec 2015, members’ request was delivered by INTERCARGO statements. To assist IMO and its MEPC in Apr 2016 to look into the difficulties with adequate reception facilities for HME cargo residues, INTERCARGO members and other bulk carrier owners are invited to support and feedback evidence of lack of adequate port reception facilities.

With input from INTERCARGO members, statistics and analysis will be drafted. Such info will be shared with other relevant industry associations for possible cross industry effort to bring the issues jointly to IMO.

READ MORE
17 December 2015
Ports and Terminals - Latest Developments

(Updated on 17 Dec 2015)

Western Australia ports requiring bulk carriers to berth with hatches open

Intercargo has been receiving some concerning information on what appears to be an increasing practice in some Western Australia ports of requiring bulk carriers to berth with hatches open and cargo starting immediately prior to completing berthing.The information said:

"Dampier and some other West Australian ports follow a procedure of early loading for bulk carriers. Under this procedure a vessel is supposed to berth with 2 holds open and the loading starts as soon as the vessel is in position alongside, being held by tugs but before being all fast".

Realizing that there may be safety concerns during loading without the vessel being properly moored, INTERCARGO made contact with AMSA on 3 Nov 2015 with immediate reply on the same day, indicating that "We have become aware of this and we are in communication with the terminal. We have reiterated that our position is that a vessel must be safely secured (all fast and finished with engines) before loading starts. We are still pursuing this but would appreciate the details if any further communication you may have on the issue".

INTERCARGO and its members appreciate the prompt response from AMSA and their due attention and actions.

 

READ MORE
17 December 2015
Ports and Terminals - Member Consulatation

Text below is only available to logged in users ("read more")

READ MORE
02 November 2015

Port State Control

Article Title Updated
Port State Control Performance and Analysis Briefing

Issue Summary

INTERCARGO supports accurate measurement of quality, the promotion of quality and the eradication of sub-standard shipping. INTERCARGO works with PSC interests to support :-

  • Harmonised standards and training of inspectors
  • Consistent interpretation on what constitutes clear grounds for inspection
  • The raising of standards of all MoUs to those of the global best.

 

INTERCARGO Policy

The function of port State control is to ensure that shipping conforms to the regulatory requirements of internationally agreed Conventions.   Of the 9 Memorandum of Understanding (MoU) areas plus the US Coast Guard, almost all have publicly accessible targeting matrices, selecting vessels based on empirically defined risks associated with owners past performance, vessel type, flag, age, Classification Society etc.  In the overwhelming majority of cases, targeting and inspection is professionally undertaken leading to a safer and more environmentally friendly Industry.

INTERCARGO fully supports the enforcement of regulation through the PSC process. By making detailed information available to the PSC authorities and all other interested parties through our annual “Benchmarking” Report, INTERCARGO provides a transparent and statistically verifiable statement on the performance of various stakeholders including ships entered by INTERCARGO members, thereby encouraging continuous improvement. The strategic aim of INTERCARGO is therefore to "support the MoU policies of rewarding (through fewer inspections) the owners and operators of vessels that perform highly during PSC inspections and to target/improve the below average stakeholders".

READ MORE
07 December 2015
Updates on PSC issues

8 Jun 2016: -

The Report of the CIC on Crew Familiarisation on Enclosed Space Entry, carried out jointly by Paris MoU and Tokyo MoU members in September to November of 2015 can be downloaded here. The PSC regimes will continue to pay attention to the correct execution of enclosed space entry drills as 7.9% of drills were found to be unsatisfactory found during the CIC.

Click here to download the ABS publication:
GUIDANCE FOR REDUCING PORT STATE DETENTIONS - PRE-PORT ARRIVAL QUICK REFERENCE

Click here to download the DNV GL publication:
Port State Control Quick Guide with most common detainable items

Click here to download:
Results of the 2014 Paris and Tokyo MoUs Concentrated Inspection Campaign (CIC) on STCW hours of rest Submitted by the Paris and Tokyo MoUs SUMMARY Executive summary, dated 6 Apr 2016 

Click here to download:

Flag Administrations targeted by the United States Coast Guard, the Paris MoU and the Tokyo MoU Submitted by the United States, the Paris MoU and the Tokyo MoU SUMMARY Executive summary, dated 6 Apr 2016

 

1 Mar 2016:- Concentrated Inspection Campaign (CIC) - Latest Developments

Concentrated Inspection Campaign on Crew Familiarization for Enclosed Space Entry in Paris MoU has raised awareness

PSCO’s in the Tokyo MoU and Paris MoU regions have performed a joint Concentrated Inspection Campaign (CIC) on Crew Familiarization for Enclosed Space Entry from 1 September through 30 November 2015.

In general the results of the CIC indicate that the subject of Enclosed Space Entry is taken seriously by the industry. The CIC did not lead to an increase in the rate of detentions however the actual compliance, shown in drills, could be better. 7.9% of drills were found to be unsatisfactory.

Preliminary results on Enclosed Space Entry for the Paris MoU show that 3776 inspections have been performed using the CIC questionnaire. Of those inspections 54 detentions have CIC topic related deficiencies. The total number of detentions in the 3-month period was 160.

The detention percentage for the CIC period is similar to the average annual percentage. A satisfactory level of compliance was shown and the time invested was well spent to raise awareness of enclosed space entry procedures and check compliance on an important topic where lives can be at stake.

Further analysis will be done on the inspection results to see whether there are any recommendations that could be made to industry, flag States or MoUs. Results of the detailed analysis will be discussed at the annual Committee meeting in May 2016 and the Committee will decide whether or not to publish the results of the CIC.

(Source: Press release of Paris MOU, 22 Feb 2016)

 

21 Dec 2015: -

Port State Control Performance and Analysis of bulk carriers in 2014

With reference to the enclosed PSC Annual Reports in 2014, summary of PSC performance of bulk carrier in 2014 was made as follows:

READ MORE
08 June 2016
Port State Control Performance and Analysis - Member Consulatation

Text below is only available to logged in users ("read more")

Members views, comments and proposals are welcome to reach Intercargo Secretariat via email info@intercargo.org.

READ MORE
07 December 2015

Reception facilities & MARPOL Annex V

Article Title Updated
Reception Facilities & MARPOL Annex V Briefing

(Updated on 17 Dec 2015)

Port reception facilities

IMO develops and maintains a port reception facility database (PRFD) as a module of the IMO Global Integrated Shipping Information System (GISIS) . The PRFD was designed to allow IMO Member States to update the Database via a log-in password, and to allow the public to access all the information in the Database on a view-only basis. Click here to get access to GISIS.

Revised MARPOL Annex V

In July 2011, MEPC 62 adopted the revised MARPOL Annex V which entered into force on 1 January 2013. Click here for the full text of the revised MARPOL Annex V.

In March 2012, MEPC 63 adopted the 2012 Guidelines for the implementation of MARPOL Annex V (click here for full text) and the 2012 Guidelines for the development of garbage management plans (click here for full text).

Compliance with MARPOL Annex V

The effectiveness of ships to comply with the discharge requirements of MARPOL depends largely upon the availability of adequate port reception facilities, especially within special areas. MARPOL obliges Governments to ensure the provision of adequate reception facilities at ports and terminals for the reception of garbage without causing undue delay to ships, and according to the needs of the ships using them.

An overview of the revised MARPOL Annex V discharge provisions can be accessed here. Exceptions with respect to the safety of a ship and those on board and accidental loss are contained in regulation 7 of Annex V.

Solid bulk cargoes should be classified and declared by the shipper as to whether or not they are harmful to the marine environment, in accordance with the criteria set out in paragraph 3.2 of the 2012 Guidelines for the Implementation of MARPOL Annex V. Click here to refer to the INTERCARGO General guidance on shippers declaration on cargoes HME properties (14 Dec 2015).

Click here for a simplified overview of the regulations regarding the discharge of cargo residues under the revised Annex V.

Cargo residues

Under MARPOL Annex V, cargo residues are defined as the remnants of any cargo which remain on deck or in holds following loading or unloading. They include loading and unloading excess or spillage, whether in wet or dry condition or entrained in wash water, but do not include cargo dust remaining on deck after sweeping or dust on the external surfaces of the ship (regulation 1.2 of the revised Annex V). In addition to this definition, the revised Annex V also stipulates that only those cargo residues that cannot be recovered using commonly available methods for unloading shall be considered for discharge.

Special Areas under MARPOL

Click here to refer to Special Areas under MARPOL.

READ MORE
17 December 2015
Reception Facilities & MARPOL Annex V - Latest Developments

12 Feb 2016:-

INTERCARGO et al jointly submitted a paper to IMO, proposing a draft MEPC circular addressing concerns about the availability of Port Reception Facilities (PRF) to receive cargo hold washwater containing solid bulk cargo residues deemed harmful to the Marine Environment. Click here to download the paper "MEPC 69-11-2 - Draft MEPC circular on the provision of port reception facilities for cargoes declared as... ( Marshall Islands, INTERCARGO...)."

The paper suggests that enforcement of MARPOL V would be enhanced by recognising that the provision of appropriate facilities to receive potentially considerable quantities of hold washing water may be inadequately described in the GISIS entry for some ports and terminals. Furthermore, it is suggested that an alignment of the 2012 Guidelines for the implementation of MARPOL Annex V (resolution MEPC. 219(63) as amended and promulgated through the 2017 Edition of the International Maritime Solid Bulk Cargoes (IMSBC Code) would encourage the provision of appropriate PRF with appropriate environmental concerns addressed through the retention of safeguards promoted in MEPC.1/Circ.810.

12 Feb 2016:-
Based on Member's recent feedback on port reception facilities and problems faced during ship’s stay in some ports, the enclosed "Progress update of INTERCARGO Terminal Reporting and difficulties with HME residue reception facilities" is a summary of recent reports for reference.

READ MORE
14 April 2016
Reception Facilities & MARPOL Annex V - Member Consulatation

Text below is only available to logged in users ("read more")

Members views, comments and proposals are welcome to reach Intercargo Secretariat via email info@intercargo.org.

READ MORE
02 November 2015

Training and Manpower

Article Title Updated
INTERCARGO guidance on ECDIS

12 July 2016: -

Appreciations to AMSA for providing following guidance on manual plotting interval on ships using ECDIS as primary means of navigation:

• no mandatory requirement for manual plotting of LOP unless the ECDIS is operating in DR Mode;
• ECDIS must have the capability for ships navigating officers to manually plot the ships position using manually obtained bearing and distance LOP’s;
• ships navigating officers must have full knowledge of the operation of the ECDIS which logically includes the ability to use LOP to plot the ships position;
• verify the ships position displayed on the ECDIS against manually obtained position data (bearing and distance from fixed points/markers, sights from celestial bodies etc.) - Simply looking at the co-ordinates on two separate GPS displays does not achieve this as both units are subject to the inherent limitations/inaccuracies of satellite based position fixing systems;
• Ships navigating officers may verify the ships position on the ECDIS and there is no requirement that this be in the form of a LOP plotted on the ECDIS;
• AMSA Inspectors will:

o look to confirm that the ships position has been verified and this has been recorded somewhere;
o expect the ships SMS to provide guidance on how this is to be done, at what frequency it is to be done and where this is to be recorded;
o ask navigating officers to demonstrate plotting a manual position on the ECDIS to gain confidence in the officer’s familiarity with the equipment fitted and the correct functioning of the equipment.

 

5 July 2016:-

In reply to the questions from INTERCARGO:
“normally ECDIS is shown as primary means of navigation in form E of Safety equipment certificate. Is that not enough to satisfy AMSA requirements? How does AMSA want this matter to be addressed in vessel’s SMS?”

AMSA positively and timely provided clarification as follows:

READ MORE
12 July 2016
Training, Manpower and Human Element Briefing

Issue Summary

INTERCARGO is concerned about the numbers of seafarers that may be available to meet the future needs of an expanding bulk carrier fleet and where these professionals might be sourced from. In addition the adequacy of the existing training regime for the modern safety conscious bulk carrier sector is being considered.

INTERCARGO Policy

INTERCARGO believes that it will be necessary to give far more attention to the quantum and quality of seafarers’ training if the future Bulk Carrier fleet is to be efficiently manned and accidents reduced.

INTERCARGO has commenced the formation of a Training and Manpower Correspondence Group to consider policy with regard to:

  • issues connected with the supply and demand of seafarers for the expanding Bulk Carrier fleet,
  • competency issues vis-à-vis the established STCW Training Regime and
  • issues connected with the human element and how this interacts with Casualties and other Negative Performance Indicators noted in INTERCARGO’s Benchmarking Report.
READ MORE
07 December 2015
Training, Manpower and Human Element - Latest Developments

12 July 2016:-

Some crew related issues are highlighted below with actions suggested for Member's reference. Comments are invited and if you have any other crew issues requiring follow-up from my office, please let us know and we would be pleased to do so.

First of all, congratulations to Captain Radhika Menon - an Indian tanker captain, who is to receive 2016 IMO Award for Exceptional Bravery at Sea as decided at the IMO Council meeting earlier in Jul 2016 (http://www.imo.org/en/MediaCentre/PressBriefings/Pages/21-Bravery-Award-2016.aspx). The Awards ceremony is expected to take place at IMO Headquarters, on 21 November, at the end of the first day of the Maritime Safety Committee (MSC).

1. New P&I cover to comply with the amended MLC2006 before 18 Jan 2017

Background
The amendments to MLC 2006 will enter into force on 18 Jan 2017. Ships are required to have certificates on board issued by an insurer (P&I Clubs) confirming that insurance is in place for the cost and expense of crew repatriation, and up to four months contractually entitled arrears of wages and entitlements following abandonment (MLC Regulation 2.5.2, as amended). A further certificate will be required for liabilities for contractual claims arising from seafarer personal injury, disability or death (MLC Standard A4.2, as amended). In order to assist owners in complying with these additional financial security requirements, all 13 International Group (IG) P&I Clubs currently propose to provide the necessary MLC certification by way of an extension clause to the P&I rules, and indemnify the seafarers directly, should the requisite MLC event occur, but with a right of indemnity from Members and on the basis that these new MLC liabilities will not fall within the IG’s existing pooling arrangements.

READ MORE
12 July 2016
Training, Manpower and Human Element - Member Consulatation

Text below is only available to logged in users ("read more")

READ MORE
02 November 2015

Other issues

Article Title Updated
Zika virus

27 Jul 2016:

With many thanks to our member Videotel for their new safety and training video about the Zika virus, you are invited to circulate following webpage link across your offices for free access to the video and a workbook:
http://landing.kvh.com/zikasafety

Videotel’s video “Zika Virus – Staying Safe” is a 13-minute training video produced by VideotelTM , and
• includes information about the nature and dangers of the Zika virus, how to avoid becoming infected and help prevent its spread, and the role of a pest management plan on vessels to avoid passive transportation of virus-infected mosquitoes on ships, and
• increases awareness of the vitally important prevention measures that can keep seafarers and their colleagues and families safe.

READ MORE
27 July 2016
Outcome of LEG 103

The 103rd session of the IMO’s Legal Committee (LEG 103) meeting was held at the IMO Headquarters in London on 8-10 Jun 2016.

Click here to download the INTERCARGO circular to its Members on the outcome of the LEG 103.

READ MORE
10 June 2016
IMO work programs (outputs) and the agendas for next sessions of its Sub-Committees

IMO document "MSC 96-23" contains the biennial status reports of the work programs (outputs) of the following Sub-Committees and the provisional agendas for their next sessions:

Sub-Committee on Carriage of Cargoes and Containers (CCC)
Sub-Committee on Human Element, Training and Watchkeeping (HTW)
Sub-Committee on Implementation of IMO Instruments (III)
Sub-Committee on Navigation, Communications and Search and Rescue (NCSR)
Sub-Committee on Ship Design and Construction (SDC)
Sub-Committee on Ship Systems and Equipment (SSE)

Title of MSC 96-23 is WORK PROGRAMME - Biennial status reports of the CCC, HTW, III, NCSR, SDC and SSE Sub-Committees and provisional agendas for their forthcoming sessions, issued on 22 Mar 2016. The document is enclosed here for download.

READ MORE
13 April 2016
IMO circular on Carriage of Bauxite that may Liquefy

The IMO circular CCC.1/Circ.2 on Carriage of Bauxite that may Liquefy was issued on 20 Oct 2015.


This urges ship Masters not to accept bauxite for carriage unless:
• the moisture limit for the cargo to be loaded is certified as less than the indicative moisture limit of 10% and the particle size distribution is as detailed in the individual schedule for bauxite in the International Maritime Solid Bulk Cargoes (IMSBC) Code; or
• the cargo is declared as Group A (cargoes that may liquefy) and the shipper declares the transportable moisture limit (TML) and moisture content; or
• the Master is presented with an assessment that the cargo does not present Group A properties.
This advice follows findings from the Bulk Jupiter accident investigation, which have triggered the re-assessment of the cargo. The conclusions of this re-assessment will be included in future amendments to the IMSBC Code. Currently, bauxite is assessed as a Group C cargo (cargoes not liable to liquefaction) under the Code.

READ MORE
17 March 2016
Guidance on carrying solid bulk cargoes safely, by LR, UK P&I and INTERCARGO

Lloyd's Register, the UK P&I Club, and Intercargo have produced a pocket guide for ships' officers and agents who arrange cargoes for loading. The pocket guide and flowchart are the updated version issued in March 2016. The previous version of this joint work by LR, UK P&I and INTERCARGO was issued in 2013.

The pocket guide and flowchart provide guidance on carrying solid bulk cargoes safely.

The pocket guide outlines the precautions to be taken before accepting solid bulk cargoes for shipment; sets out procedures for safe loading and carriage; details the primary hazards associated with different types of cargo; and underlines the importance of proper cargo declarations. A quick reference checklist and flowchart summarise the steps to be followed.

READ MORE
17 March 2016
No distraction from Liquefaction - NK publication

The NK's Liquefaction project aims to provide a better understanding of cargo liquefaction, and develop recommendations for ship operations and design that avert or mitigate future casualties.

The project looks at the liquefaction problem in a holistic approach considering cargo properties, sea conditions and ship design and addresses both operational and design vessel perspectives. This approach is based on extensive experience/research exampled as laboratory tests and numerical simulations to identify the ship motions and accelerations of the vessel and to predict the behaviour of cargoes which may liquefy - “Group A” in the IMSBC code - in an effort to gain more insight into the liquefaction phenomenon. While research is still ongoing, the results of this project are expected to be employed in the dynamic stability assessment of bulk carriers and general cargo ships under sea conditions similar to those recorded in past incidents.

Refer to the enclosed publication, June 2015 - 72nd Edition, with appreciations to ClassNK.

 

READ MORE
26 February 2016
Guideline for design and operation of vessels with bulk cargo that may liquefy

Liquefaction is a phenomenon in which a soil-like material is abruptly transformed from a solid dry state to an almost fluid state. Many common bulk cargoes, such as iron ore fines, nickel ore and various mineral concentrates, are examples of materials that may liquefy.


If liquefaction occurs on board a vessel, the stability will be reduced due to the free surface effect and cargo shift, possibly resulting in capsizing of the vessel. The ship structure may also be damaged due to increased cargo pressures.


DNV GL has written a guideline for the design and operation of vessels with bulk cargoes that may liquefy. The intention of this guideline is to raise the awareness of the risks of cargo liquefaction on ships and to describe what mitigating actions may be taken to reduce such risks. The target group is ship designers, yards, shipowners and other stakeholders in the shipping industry.

 

Refer to the enclosed publications, with appreciations to DNV GL:

  • Bulk Carrier Update Article Cargo Liquefaction
  • Bulk Cargo Liquefaction Guideline for design and operation

The publications can also be downloaded from DNV GL webpage click here.

READ MORE
26 February 2016
Bulk Carrier Ventilation

Moisture damage is the source of a significant number of cargo claims.

Claimants allege that this is brought about by the ship’s failure to ventilate correctly, resulting in the development of condensation (known as “sweat”). This sweat can lead to the deterioration of a number of bulk cargoes such as grain, seedcake and steel surfaces.

All modern bulk carriers are fitted with some form of ventilation, either natural or mechanical, which can be used to minimise the formation of sweat.

Refer to the enclosed publication, with appreciations to the London P&I Club.

READ MORE
26 February 2016
Deck crane inspections and maintenance

Deck cranes are an important item of ship’s equipment, and when they break down this can result in loss of hire claims. Furthermore, failure of a deck crane can result in serious injury or death.

Depending on the trade of the ship, the cranes may be used in every port or they may be used infrequently. However frequently they are used, they require regular inspection and maintenance.

It is when a problem occurs with a crane that the maintenance records come under scrutiny. It is therefore important that in addition to having a planned maintenance system and carrying out the maintenance, it is properly recorded.

Refer to the enclosed publication, with appreciations to the London P&I Club.

READ MORE
26 February 2016
Places of Refuge

(29 Jan 2016)

A government obligation to provide places of refuge (PoR) for ships in distress has been a recent topic generally discussed in the media.

There have been a number of instances where ships in need of assistance have been denied prompt access to places of refuge. Those include:
• STOLT VALOR (2012)
• MSC FLAMINIA (2012)
• MARITIME MAISIE (2014)

For summaries about those incidents refer to the enclosed “Cases of Places of Refuge”. Although those denials have not included any bulk carriers, this important issue remains to be resolved satisfactorily.

This circular briefly reports to you the recent relevant framework and strategies at IMO, EU and industry levels:

READ MORE
29 January 2016
Draft Guidelines for simulated launching for free fall lifeboat

INTERCARGO is a member of the joint industry working group on lifeboat (ILG). As outcome of the ILG, a set of draft Guidelines for simulated launching for free fall lifeboat is available for review and comments. One of the objectives of ILG Guidelines is to seek amendment to the PSC Guidelines that are to be considered by the III Sub-Committee in July 2016. In due time industry associations including INTERCARGO will submit the Guidelines to IMO for consideration.

The enclosed pdf document is a clean version of the draft, review and comment is invited from INTERCARGO members and other bulk carrier shipowners.

READ MORE
15 December 2015
Round Table Discussion Paper on Places of Refuge

The provision of a place of refuge for a ship in need of assistance is critical to mitigate the serious safety and environmental that refusal of such a place may otherwise create. However, there have been a number of recent instances where ships in need of assistance were denied prompt access to places of refuge including:

  • STOLT VALOR (2012)
  • FLAMINIA (2012)
  • MARITIME MAISIE (2014)

(refer to the enclosed pdf file for the full text of the Round Table Discussion Paper on Places of Refuge)

READ MORE
15 December 2015
IMO Correspondence Groups and Joint Industry Working Groups

IMO Correspondence Groups and Joint Industry Working Groups

INTERCARGO joins and participates in the following working groups:

A. Correspondence Groups (CG) at IMO

  1. CG on Review of Guidelines (G8) (Guidelines for approval of ballast water management systems)
  2. CG on Fuel oil quality
  3. CG on Onboard Lifting Appliances and Winches (2nd round discussion to be completed by 22 Oct)
  4. CG on Evaluation of Properties of BAUXITE and COAL (at member nomination stage, not start working yet)
  5. CG on Amendments to the IGF Code and guidelines for low-flashpoint fuels

B. Industry Correspondence Groups

  1. GBS-SCF - Cross Industry
  2. Cyber security – development of Industry Guidelines on Cyber Security on board Ships
  3. Joint Working Group (JWG) on Energy Efficiency of Ships (JWG/EEDI, led by IACS )
  4. JWG on Anchoring, Towing and Mooring Requirements
  5. Industry Joint Lifeboat Working Group
  6. Ship Recycling

Please contact INTERCARGO office via info@INTERCARGO.org to get the full text of drafts and updates about the progress and outcome of those groups.

An update on activities of those groups on 7 Oct refers to the pdf file.

READ MORE
07 October 2015
Analysis of Emergency Evacuation from Bulk Carriers 12 July 2012
Anchoring, Towing, and Mooring Requirements

Intercargo has agreed to participate in the IACS JWG for the Comprehensive Review of Anchoring, Towing, and Mooring Requirements

A summary of the terms of reference of this group can be seen below.

READ MORE
08 April 2011
Asian Gypsy Moth
Please see below information from the USDA with regard to the Asian Gypsy Moth.
READ MORE
14 August 2012
Pilotage

Pilot Transfer Arrangements

The International Maritime Pilots’ Association (IMPA) jointly with the International Chamber of Shipping (ICS) and the International Shipping Federation (ISF) have produced a shipping industry guidance document entitled Pilot Transfer Arrangements.

The new Guide, designed to help ensure compliance with SOLAS requirements, is aimed at shipping companies and seafarers and gives practical information on rigging, safe use and condition of pilot transfer ladders and associated equipment.

The Guide is also supported by a number of other industry associations including INTERCARGO.

The Guide can be found here : Industry pilot transfer guide.pdf

 

READ MORE
21 June 2015
Bulk Carrier Definition

Issue Summary

This issue essentially concerns the definition of an exemption to the all encompassing definition “intended primarily to carry dry cargo in bulk”. Traditional bulk carriers, with hopper and topside tanks, are not at issue and have a clear definition in the CSR rules and in parts of SOLAS. However, some vessel, such as multipurpose or general cargo ships, occasionally carry dry cargo in bulk and it is argued that they should not have to comply with all of the bulk carrier requirements.

INTERCARGO Policy

INTERCARGO’s position is that:

(i) If a ship is primarily designed to carry dry cargoes in bulk, that is, it is designed in the first instance around dry bulk cargoes, then it should be designated a bulk carrier and comply with the pertinent requirements of SOLAS including chapter XII.

(ii) When a ship is primarily designed to carry other cargoes, for example designed around containers and break bulk, and only occasionally carries dry bulk cargo then it is not appropriate to use the bulk carrier designation. However, any additional risks associated with the carriage of dry bulk cargoes in such a ship should be identified and appropriately regulated.

Summary of Recent Developments

MSC 85, meeting in November/December 2008, adopted a resolution (MSC 277 (85)) on the clarification of the term “bulk carrier”; and guidance for application of regulations to new ships which occasionally carry dry cargos in bulk and are not determined bulk carriers under SOLAS (in reg. XII/1.1 and Ch II-1). It should be noted that this resolution does not change SOLAS, but provides guidance on how to apply relevant SOLAS requirements. While a resolution cannot provide mandatory application dates, governments are urged to apply the guidance to new ships built (keel laid) on or after 1 July 2010.

READ MORE
17 July 2012
Lifeboats

Outcome of DE 53 (IMO Design and Equipment Sub-committee) on lifeboats and LSA

The 53rd session of the Design and Equipment Sub-Committee (DE53) met between 22-26 February 2010 and discussed at length issues related to lifeboat hooks and release mechanisms, service/inspection of lifeboats and recovery systems.

READ MORE
18 September 2013
Forthcoming Regulations

Introduction

Following a request from members to receive an impact-assessment timetable of regulatory issues likely to have an impact on Bulk Carriers, the Secretariat has drawn up the following table to give members advance notification of known legislative changes.

As an important caveat, the information shown below is insufficient to give companies a full understanding of what is required from them to implement the requirements of International conventions or other national requirements.  Further advice from Classification Societies – for example to ABS, DNV and LR, to whom we acknowledge our thanks for some of the core information contained below, and your Flag State must be sought prior to making strategic decisions or incurring capital expenditure.

The information is in two parts and is designed (errors and omissions excepted) to reflect requirements for Dry Bulk vessels over 10,000 dwt engaged on international voyages :-  A) Regulations etc which have entered into force in the last 12 months or so; and B) Regulations etc entering into force in the future. Any date in [square brackets] is estimated and may be subject to change.  The requirements are broadly sorted into the Intercargo Work Programme summary headings but are listed in chronological order.

Advice of regulatory activity not mentioned below is welcomed and should be sent to info@INTERCARGO.org

Information updated to : 24 Dec 2012

A) Regulations introduced in immediate past appropriate to Intercargo entered tonnage (chronological)

Short title

Enabling convention

Description

Ship type

E.i.f

Casualties – Emergency Towing Procedures

SOLAS II-1/3-4

Capabilities to tow ship from fore and aft positions

All

1.1.12

Design Standards – Liferafts

Life Saving Appliances (LSA Code)

Capacity for persons 75kg raised to 82.5 kg

All

1.1.12

Design Standards – smoke extraction

SOLAS 11-2

FSS (Fire Safety Systems) Code

Electrical and audible signal charges

All

1.1.12

Port State Control – IAPP

Supplement of IAPP Certificate

To specify the Sulphur content of bunker used by ship as per BDN

All

1.2.12

Air Emissions – EEDI Calculations

MARPOL VI

Reference EEDI Calculation Guidelines establish the reference lines for each ship type to comply with a required EEDI

All

2.3.12

Air Emissions – EEDI Survey & Certification

MARPOL VI

Revisions to the EEDI S & C G/L. Preliminary verification at the design stage which should include model tests for determining the ships power curve.  Development of an EEDI Technical File (details of how the attained EEDI was created) which is then subject to a final verification after sea trials.

All

2.3.12

Environmental – Recycling

Ship Recycling Convention

Guidelines for the Authorization of Ship Recycling Facilities (Competent Authority)

All

2.3.12

Environmental – Recycling

Ship Recycling Convention

Guidelines for the Authorization of Ship Recycling Facilities (Ship Recycling Facility Plan)

All

2.3.12

Reception Facilities – Regional Reception Facilities Plan

MARPOL VI; I, II. IV and V, VI

Guidelines to assist Governments

All

2.3.12

Reception Facilities – SIDS

MARPOL VI; I, II. IV and V

Small Island Developing states can develop regional arrangements in / outside Special Areas.  Must be approved by the Committee

All

2.3.12

Casualties – Pilot ladders

SOLAS V

Pilot ladders.  To be certificated by the manufacturers.  No mechanical pilot hoists

All

1.7.12

Design Standards – Bridge Alarms

SOLAS 1/19.2

Bridge Navigation Watch Alarm Systems (BNWAS) – to be installed and working.  Earlier systems installed to 1.7.11 may be permissible

Cargo

1.7.12

Design Standards – Coatings

SOLAS 11 – 1/3-2

Double Side Skin Bulk Carriers to be coated in accordance with IMO’s approved Coating Performance Standards. Also dedicated seawater ballast tanks

Bulk

1.7.12

Design standards – Fire Safety Systems

FSS (Fire Safety Systems) Code

FSS Code revised : Fixed Fire output systems used as output devices to other FSS e.g. fire dampers

All

1.7.12

Design Standards – Fire Test Procedures (FTP)

FTP

New procedures for testing

All

1.7.12

Environmental – Invasive Species

- USA requirement (Anti Fouling System Convention)

For US flagged ships and others operating in US waters.  This is a certification compliance issue at this stage given that the AFS Convention entered into force on 17.9.08 (with all coatings made applicable 60 months – i.e. 17.9.13, after this date)

All

21.11.12

Navigation – AIS

SOLAS V

AIS annual testing to verify correct programming of ships I.D

All

1.7.12

Navigation – EGC

SOLAS IV / 7

Enhanced Group Call (ECG) to be type approved by INMARSAT

Cargo

1.7.12

Port State Control – SOLAS I certs

SOLAS 1

Certificate revision when alternative design and arrangements for machinery and electrical installations / fire protection / LSA applied

All

1.7.12

Air Emissions – US ECA

Chapter IV

ECA to USA / Canada : 1.8.12 = 1.0% S in fuel; 1.1.15 = 0.1%.  Steamships built on / before 1.8.11 not designed to use distillates exempted until 1.1.20.  For 200nm transit, its 1%.  SoX scrubbers OK provided meets equivalence

All

1.8.12

 

B) Regulations for introduction in future appropriate to Intercargo entered tonnage (chronological)

 

Short title

Enabling convention

Description

Ship type

E.i.f

Air Emissions – EEDI

MARPOL VI

Attained EEDI is not to exceed a maximum.  Chapter IV – Reg 21 ?.  International Energy Efficiency Certificate introduced.

B/C & OBO

1.1.13

Air Emissions – SEEMP

MARPOL VI / Ch IV

SEEMP to be provided and kept on board.  Ships Energy Efficiency Management Plan

All

1.1.13

Cargoes – IMSBC

IMSBC

Revisions.  New schedules. Shippers to declare whether “Harmful to the Marine Environment” (HME), Exemptions for Special Areas generally withdrawn.  See further guidance under “Reception Facilities” on Intercargo website

All

1.1.13

Design Standards – Lifeboats

MSC 81(70)

New tests for lifeboats and equipment installed – for ships with keel laid after this date 1.1.13

All

1.1.13

Reception Facilities – Garbage Management Plans

MARPOL V

Guidelines and revisions : discharge of cargo hold cleaning agents HME in HWW prohibited

All

1.1.13

Navigation – ECDIS

SOLAS 1 / 19.2

ECDIS to be fitted unless scrapping within 2 years.  Also, Bride Navigational Watch Alarm System (BNWAS) required and operational when underway.

Cargo

1.7.13 (where keel laid : but age / size dependent)

Navigation – Ship Reporting Great Belt

SOLAS V / II

Mandatory reporting for ships with an air draft greater that 15m in / to ports in BELTREP (Danish Great Belt)

All

1.7.13

Air Emissions – SCR

MARPOL VI – NoX Code

Scheme B for Selective Catalytic Reduction (SCR) engines which cannot be pre-certificated on a test bed

All

1.8.13

Reception Facility

MARPOL V (see MEPC 219/63)

No discharging of cargo hold cleaning agents deemed HME in HWW; no discharge of incinerator ash (previously allowed 12nm outside Non Special Areas)

All

1.8.13

Reception Facilities – Regional plans

MARPOL 1; IV; V

Reception facilities permissible through “Regional Reception Facilities Plan” for Small Island Developing States

All

1.8.13

Training, Manpower & Human Element

Maritime Labour Convention

Enters into force

All

20.8.13

Environmental – Invasive Species

Anti Fouling System Convention

Final date for non-compliant coatings, noting the Convention entered into force on 17.9.08.  Most owners will have complied some time in advance of this date.

All

17.9.13

Air Emissions – Puerto Rico ECA : aka US Caribbean Sea

MARPOL VI (see MEPC.1/Circ 755)

ECA enters into force : 1.1.14 = 1.0% S in fuel; 1.1.15 = 0.1%.  Ships not designed to use distillates exempted until 1.1.20.

All

1.1.14

(some exemption to 1.1.20)

Casualties

Loadline Annex B / Annex II . Reg 47

New definition of the northern boundary of the Southern Winter Seasonal Zone

All

1.1.14 (expected)

Design standards – ESP

SOLAS XI-I

Enhanced Survey Programme – IMO 744 replaced by new International Code on Enhanced Programme of Inspections (A.1049 (27)

Bulk

1.1.14

Design standards – Fire Safety Systems

FSS (Fire Safety Systems) Code

FSS Code revised for fixed fire systems

All

1.1.14

Design standards – Lifeboat testing

SOLAS III / 20

Free Fall Life Boats (FFLB). Simulated tests OK during annual and 5 year overload (added to already OK 3m abandon ship drills)

All

1.1.14

Design standards – Speed Logs

SOLAS V / 19

Two separate devices for speed through the water and speed over the ground required

All

1.1.14

Navigation – VDRs

SOLAS V

Voyage Data Recorder standards amended – fixed recording medium and float free recording medium

All

1.1.14

Operational – Load Lines

ICLL 68/88

Coordinated dates of Southern Winter Seasonal Zone amendments (Load Line)

All

1.1.14

Piracy – Reporting

SOLAS V – LRIT Data

Distribution facilities for LRIT enhanced in Gulf of Aden / Wider Indian Ocean enhanced to include polling functionalities to more accurately identify ships in HRA

All

1.1.14

Casualties – Self Contained Breathing Apparatus

SOLAS – see MSC 338 (91)

All Ships must be able to re-charge SCBAs on board when discharged in drills etc. Or have the capability of replacing used cylinders on board

All

1.7.14

Design standards – on load release hooks

SOLAS III / 1.5

Non compliant on-load release hooks to be replaced by complaint products (see : MSC.1/Circ 1392)

All

1.7.14 – first Dry Dock after then; latest 1.7.19

Environmental – noise

SOLAS – see MSC 337 (91)

MSC 91 agreed on-board noise limits its circular MSC 337 (91).  These will apply to new-buildings where the contract has been placed on/after 1 July 2014 or for delivery on/after 1 July 2018.

All

1.7.14

Navigation – CAM Alarms

SOLAS V – Bridge Equipment

GMDSS amendments including Central Alert Management (CAM) systems to meet standards

All

1.7.14

Design Standards – Single Side Skin

SOLAS 11-1

Single Side Skin designed and built to Class Rules which are GBS compliant verified by IMO to meet GBS in B/C >150m

B/C

1.7.16 (starts)

Design Standards – Design Life

SOLAS 11-1

GBS Compliance Design Life of 25 years North Atlantic rules in B/C >150m

B/C

1.7.16

Environment – NoX Code

NoX Code

Tier III standard – for ships in ECA

All

1.7.16

Casualties – Self Contained Breathing Apparatus

SOLAS – see MSC 338(91)

SCBA must have a capacity of at least 1,200 litres. Ships constructed on/before 1.1.02 need not phase out existing apparatus.

All

1.7.19

Environment – CFCs

MARPOL VI / 12

Use of CFCs

All

1.1.20

READ MORE
02 June 2015