In IMO document MEPC 59/WP.12/Add.1 the IMO Secretariat issued the draft report of the Marine Environment Protection Committee on its 59th session, commenting also on the US-Canadian proposal for ECA designation of the Atlantic and Pacific Coasts.
A large majority of the delegates expressed support, in principle, for the proposed ECA, since it met the requirements of appendix 3 of MARPOL Annex VI. A total of 9 points were raised for careful consideration and clarification when reviewing the proposal in detail; such as extend of proposed ECA, position of Saint-Pierre et Michelon, gain/loss between 150 and 200 nautical miles, availability of low sulfur fuel, additional cost of fuel used in the ECA, etc.
The Committee agreed to forward the United States/Canadian proposal to the Technical Group for further consideration, taking in account the above and in particular:
.1 the availability of LS fuel and its consequences; and
.2 the position of the Saint-Pierre et Michelon Archipelago as French territories in the proposed ECA.
For the full text of the IMO document, please contact me at gernot@hermont.com
Thursday, July 23, 2009
Friday, July 3, 2009
USCG to hire civilian inspectors
The USCG has announced the opening of the first installment of Civilian Vacancy Announcements for five new National Centers of Expertise (NCOE), stating that each center will have four to a maximum of nine inspectors/ investigators. The center employees are resources marine inspectors or investigators fully engaged in their primary inspection/ investigation assignments, who will also train student inspectors, advise policy-makers, regulation developers or operational program managers on trends, best practices, leading indicators, problematic issues or other functional area concerns.
It seems to me that the USCG is following Transport Canada's lead, where we have seasoned seagoing persoonnel employed as "steamship inspectors". And it seems reasonable to expect that with the training provided by these "civilian experts" the level of proficiency of the USCG inspectors will be raised.
It seems to me that the USCG is following Transport Canada's lead, where we have seasoned seagoing persoonnel employed as "steamship inspectors". And it seems reasonable to expect that with the training provided by these "civilian experts" the level of proficiency of the USCG inspectors will be raised.
Friday, June 26, 2009
2008 Annual Report Paris MOU
The (to me) surprising statistic in the 2008 annual report is the relatively high percentage (6.01% in 2008) of MARPOL Annex I deficiencies. While there is a downward trend in the deficiencies, the 6.01% suggests that oil pollution is still considered a "step child" in shipboard operations.
It is interesting to note that deficiencies in "ship's certificates" are at 6.55% and "ISM related deficiencies" are at 5.54%, since both categories are (sort of) connected with Annex I.
It is interesting to note that deficiencies in "ship's certificates" are at 6.55% and "ISM related deficiencies" are at 5.54%, since both categories are (sort of) connected with Annex I.
Thursday, June 25, 2009
Prevention of Air Pollution from Ships
The recent IMO document MEPC 59/INF.28, which is dated June 22, 2009 is a report by the IMO secretariat on June 2009 sessions of the subsidiary bodies of the UNFCCC that continued the intensive negotiation phase leading up to the Copenhagen Climate Change Conference (COP 15) later this year, which is tasked with agreeing on a post-2012 climate regime.
One of the drafts for submission to COP 15, suggests the following alternatives for the greenhouse gas emission scenario for marine:
IMO shall be encouraged to continue without delay its activities for the development of policies and measures to reduce GHG emissions, and specifically: [To achieve, through the use of its policies and mechanisms, total GHG emmission reductions which are at least as ambitious as the total GHG emmission reductions under the convention;]
Alternative text:
Recognizing that in order to achieve a necessary two degree scenario, global greenhouse gas emissions should follow a pathway that includes a peak year no later than 2015 and results in emission reductions of 50-85% by 2050, in accordance with findings in the 4th Assessment Report of the IPCC.
In the June issue of "Shipping World & Shipbuilder" M.A.N. state that the energy demand for shipping one TEU has dropped by 84% between 1960 and 2008. This reduction is a result of increased carrying capacity of ships and increases in hull form, coating and propulsion efficiencies. MAN suggests further 33% GHG reductions can be obtained by shifting from marine fuel to natural gas.
How will domestic shipowners deal with future GHG emission limits?
One of the drafts for submission to COP 15, suggests the following alternatives for the greenhouse gas emission scenario for marine:
IMO shall be encouraged to continue without delay its activities for the development of policies and measures to reduce GHG emissions, and specifically: [To achieve, through the use of its policies and mechanisms, total GHG emmission reductions which are at least as ambitious as the total GHG emmission reductions under the convention;]
Alternative text:
Recognizing that in order to achieve a necessary two degree scenario, global greenhouse gas emissions should follow a pathway that includes a peak year no later than 2015 and results in emission reductions of 50-85% by 2050, in accordance with findings in the 4th Assessment Report of the IPCC.
In the June issue of "Shipping World & Shipbuilder" M.A.N. state that the energy demand for shipping one TEU has dropped by 84% between 1960 and 2008. This reduction is a result of increased carrying capacity of ships and increases in hull form, coating and propulsion efficiencies. MAN suggests further 33% GHG reductions can be obtained by shifting from marine fuel to natural gas.
How will domestic shipowners deal with future GHG emission limits?
Friday, June 12, 2009
Phase-Out of Oily Water Separators?
The U.S submission MEPC 59/10/10 re-introduces the need for a phase-out of oil pollution prevention equipment as follows, referring to the outcome of DE-52: "The United States supports the Sub-Committee's conclusion regarding the proposal for mandatory phase-out of oily water separators and oil discharge monitoring systems complying with resolutions MEPC.60(33) and A.586(14). Specifically, the Sub-Committee concluded it could not achieve the Committee's tasking because the issue was not a dedicated item on the Sub-Committee-s agenda or work programme. Therefore the United States proposes that the Committee establish a dedicated item in the Sub-Committee's work programme and agenda to facilitate completion of the Committee's instructions.
It should be recalled that the U.S. made the request for the phase-out of existing oily water separators (OWS) when MEPC.107(45) came into force. That proposal suggested an OWS replacement at the next dry-docking of an existing ship. It appears that with a positive response to the current U.S. submission a phase-out of pre-MEPC.107(49) OWS in less than 7 years might come to pass; which would be pretty well in line with most clean ship initiatives, including "Green Marine".
It should be recalled that the U.S. made the request for the phase-out of existing oily water separators (OWS) when MEPC.107(45) came into force. That proposal suggested an OWS replacement at the next dry-docking of an existing ship. It appears that with a positive response to the current U.S. submission a phase-out of pre-MEPC.107(49) OWS in less than 7 years might come to pass; which would be pretty well in line with most clean ship initiatives, including "Green Marine".
Tuesday, June 9, 2009
MEPC 59
IMO posted document MEPC 59/1/2, dated June 1, 2009.
The Note by the Chairman proposes the following arrangements for the working, drafting and other groups at MEPC 59:
The GHG issue is one area where the the Friends of the Earth Int'l and other NGOs are pushing hard for progress, asking for considerable fuel consumption reductions.
The Drafting Group for amendments to MARPOL Annex I suggests tightening of the oil pollution regulations. It should be noted there is a US proposal before the MEPC 59 to phase out MEPC.60(33) compliant bilge filtering equipment.
Does the Technical Group on ECA and other Annex VI issues suggest a planned global approach to ECA designations? If so, could it delay passage of the US - Canada application at MEPC 59.
The Note by the Chairman proposes the following arrangements for the working, drafting and other groups at MEPC 59:
- Working Group on GHG Issues;
- Working Group on Guidelines for Ship Recycling;
- Joint MSC/MEPC Working Group on Human Element;
- Drafting Group on Amendments to MARPOL Annex I; and
- Technical Group on Emission Control Area (ECA) and other MARPOL Annex VI related issues.
The GHG issue is one area where the the Friends of the Earth Int'l and other NGOs are pushing hard for progress, asking for considerable fuel consumption reductions.
The Drafting Group for amendments to MARPOL Annex I suggests tightening of the oil pollution regulations. It should be noted there is a US proposal before the MEPC 59 to phase out MEPC.60(33) compliant bilge filtering equipment.
Does the Technical Group on ECA and other Annex VI issues suggest a planned global approach to ECA designations? If so, could it delay passage of the US - Canada application at MEPC 59.
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