Conferencia adopta acuerdo para la seguridad en barcos pesqueros

Fuente: FIS

Una conferencia diplomática auspiciada por la Organización Marítima Internacional (OMI) adoptó el Acuerdo de Ciudad del Cabo de 2012, con el propósito de que los barcos de pesca sean más seguros para operar.

“La OMI invirtió cinco años de intensas conversaciones y preparación para esta Conferencia y el Acuerdo es el centro de grandes expectativas para que se cumplan todas las regulaciones de seguridad acumuladas durante 35 años, desde la adopción de la Convención Torremolinos, que no entraron en vigor”, dijo el secretario general de la OMI, Koji Sekimizu. “Aliento a todos los Estados miembros de la OMI y a los que poseen grandes cantidades de barcos de pesca, en particular, a ratificar el Acuerdo sin demora.”

El Acuerdo de Ciudad del Cabo de 2012 entrará en vigencia 12 meses después de la fecha en que los 22 Estados expresen su consentimiento a adherirse a él. El Acuerdo estará abierto para la firma durante un año a partir del 11 de febrero de 2013 y luego permanecerá abierto para la adhesión.

Se espera que el cumplimiento de un régimen vinculante de seguridad internacional ayude a mejorar los estándares y a reducir la mortalidad.

El Acuerdo actualiza y modifica varias disposiciones del Protocolo Torremolinos, incluyendo:

La aplicación: a menos que se exprese lo contrario, las disposiciones se aplican a los barcos nuevos.
Exenciones: El Acuerdo de Ciudad del Cabo de 2012 permite que los Administradores eximan un barco con derecho a navegar bajo su bandera de los requisitos si consideran que la aplicación no es razonable ni practicable por el tipo de barco, las condiciones climáticas y la ausencia de peligros generales para la navegación, siempre que:

(a) el barco cumpla con los requisitos de seguridad que garanticen la seguridad general del barco y de las personas a bordo.

(b) el barco opere exclusivamente en las áreas permitidas.

(c) la Administración notifique al secretario general los términos y condiciones en que se justifica la exención que figura en este párrafo.

Certificados: El Certificado Internacional de Seguridad de Barcos Pesqueros se modifica para establecer que se emitió bajo las disposiciones del Acuerdo de Ciudad del Cabo de 2012.

Además, la conferencia adoptó las siguientes resoluciones:

1. La implementación anticipada del Acuerdo insta a los Estados a convertirse en Parte del Acuerdo lo antes posible para facilitar su entrada en vigor anticipada, e invita a los Estados a tomar medidas en sintonía con el Acuerdo sin esperar que entre en vigor.
2. Evitar una situación en que  operen dos tratados que entren en conflicto: declara que el Acuerdo reemplaza el Protocolo Torremolinos de 1993.
3. Promoción de la cooperación técnica y provisión de asistencia técnica: insta los Estados a proveer o ayudar a proveer, en cooperación con la OMI, asistencia a los Estados que tengan dificultades para cumplir con los requisitos del Acuerdo y que requieran dicha ayuda.
4. Preparación de un texto consolidado: requiere que el secretario general de la OMI prepare un texto consolidado sobre la base de: el Acuerdo, el Protocolo Torremolinos de 1993 y la Convención Internacional de Torremolinos para la Seguridad de los Barcos de Pesca de 1977.
5. Procedimiento para calcular la cantidad de barcos de pesca de cada Estado contratante por el Depositario.
6. Manifestacicón de agradecimiento al Gobierno anfitrión.

Por Natalia Real
editorial@fis.com

New standards for sulphur content of marine fuels

Source: Europolitics

By Anne Eckstein | Monday 21 May 2012

Sulphur (SO ₂) emissions from maritime transport should be slashed by 90% by 2020, following the agreement, sealed on 15 May, in the framework of interinstitutional three-way talks (Council, Commission and Parliament). The agreement on the draft directive updating standards for the sulphur content of marine fuels ⁽¹⁾ still has to be confirmed by the member states before being endorsed in plenary by Parliament and then by the Council.

Meeting in the Committee of Permanent Representatives (Coreper), on 16 May, certain member states and the Commission said they needed more time to study the text. Things are expected to be clearer on 22 or 23 May. If the Commission cannot give its consent, the Council will have to act by unanimity. For the Council, the issue is whether or not to accept the absolute nature of the 2020 deadline. The Commission seeks to address the problem of the division of competences in the framework of the delegated acts procedure opposite the Council’s determination to keep control over certain implementing measures.

The new directive transposes into EU law the latest provisions in this area adopted in 2008 through the Marpol Convention, under the auspices of the International Maritime Organisation (IMO) and updates Directive 1999/32/EC on the sulphur content of certain liquid fuels, currently in force. Apart from the rules imposed by the Marpol Convention, the directive establishes obligations on passenger vessels operating outside protected areas and stricter rules for off-gas treatment as an alternative means of reducing sulphur pollution.

DRASTIC REDUCTION IN CERTAIN AREAS

The new directive lowers maximum authorised sulphur content in maritime fuels used in sensitive areas - SO_x emission control areas or SO _x ECA – like the Baltic Sea, the North Sea and the English Channel from 1.5% (current level) to 0.1% from 1 January 2015, a standard already adopted by the IMO and in force. Certain member states (Germany, the Netherlands, Belgium, France and the United Kingdom) have already ratified this international decision and are therefore already obliged to abide by it.

The reduction in sulphur content will be more drastic in other areas, from 4.5% to 0.5% from 1 January 2020. The IMO has also set this standard but, before the deadline, plans to evaluate the situation based on the actual availability of compliant fuels, with the possibility to postpone the deadline until 2025 if need be. The EU directive will be more restrictive as the EP obtained the firm date of 2020, without any extension possible. If Coreper does not endorse this point, the EP will reject the compromise. On the other hand, if this date is recognised and consolidated, the decision will serve as a mandate and the 27 will have to defend this position in the IMO.

NO MORE EXEMPTIONS

Parliament also obtained the elimination of all exemptions granted under the 1999 directive. That text, noting that the maximum sulphur levels applicable in EU waters, ie 0.2% (applicable from 2000) and 0.1% (from 2008) for gas oils for seagoing ships, could pose technical and economic problems in certain member states, granted a derogation to Greece for its entire territory, to Spain for the Canary Islands, to France for the French overseas departments and to Portugal for Madeira and the Azores.

Parliament also maintained the possibility to grant state aid under certain conditions, although the text is worded fairly vaguely on this point, admitted the rapporteur, Satu Hassi (Greens-EFA, Finland), since the Commission (which plans to review all state aid arrangements – see Europolitics 4420) cannot provide the necessary details at this stage.

INSTITUTIONAL PROBLEM

To achieve the target set by the new directive, ships will be authorised to use equivalent techniques, such as off-gas treatment systems, to replace the use of low-sulphur fuels. The Commission also proposes greater harmonisation of monitoring, reporting and sampling provisions. It is counting on phased-in implementation from 2015 to 2020 and plans to adopt the practical arrangements necessary under the delegated acts procedure.

But the day after the 15 May negotiations, although it had not raised the problem earlier, the Commission presented additional requirements in this respect (the type of measures coming under this procedure).

The Council is standing its ground and insists on keeping control over a number of implementing measures, even though, like the EP, under the procedure in question it has a right of scrutiny and opposition. This question of the division of competences between the Council and the Commission is not unique to this issue and is due, claims Hassi, to an error by the authors of the Lisbon Treaty, whose text is not precise enough. For the Commission, this is more a position in principle than a question of blocking a given text.

⁽¹⁾ COM(2011)439

What's the future of shipping industry?

Source: Channel New Asia

SINGAPORE: "Sustainable development" is the buzzword for the future of the shipping industry, according to Mr Koji Sekimizu, secretary-general of the International Maritime Organisation (IMO).

Mr Sekimizu, who is in town for the Singapore Maritime Week, spoke to Channel NewsAsia on the challenges and opportunities for the global shipping industry. 

Sustainable development is development that meets the needs of the present without compromising the ability of future generations to meet their own needs.

The definition is according to the World Commission on Environment and Development's (the Brundtland Commission) report, "Our Common Future".

Some 90 per cent of global trade is carried by sea.

World seaborne trade figures bounced back from the financial crisis in 2009 and grew almost seven per cent to 8.4 billion tons in 2010. 

This mode of transport remains critical to the continued growth of the world economy. 

But the shipping industry needs to embrace new technology to ensure its sustainability for the future. 

Mr Sekimizu said: "There are a number of potential risks involved that may hinder the development. 

"One of them is regional action to be taken. The shipping industry is really an international industry that needs to be supported by global standard. 

"That's why international shipping industry is always promoting the value of global standard.

"When it comes to sustainable development, again, the shipping industry has to be supported by new ways of idea, innovative way of handling, new technology and innovation. But at the same time, education and training and security are also important factors. 

"And also, maritime traffic management, maritime infrastructure -- those are the pillars to support the future of sustainable international shipping." 

Mr Sekimizu said these sustainability issues will be discussed at the UN Conference on Sustainable Development (UNCSD) this June.

Called "Rio+20", the conference aims to develop the common concept of "sustainable development" for the shipping industry. 

Despite the challenges confronting the shipping industry, such as rising energy costs and shipyard overcapacity, developing countries continue to account for the largest share of global seaborne trade, reflecting their resilience to economic setbacks. 

Experts said they will play an increasingly leading role in driving global trade.

IMO said piracy remains a big threat to the industry.

Experts added it may also derail the seaborne trade opportunities in the industry.

However, it is currently working towards establishing a regional mechanism of cooperation for the African countries to curb piracy within that region. 

Día Marítimo Mundial y piratería > Domingo González Joyanes

Fuente: Diario de Avisos

Hoy, día 29 de septiembre, se celebra, al amparo de la Organización Marítima Internacional (OMI), el Día Marítimo Mundial con el lema central Piratería: elaborando la respuesta. La piratería marítima no es un problema nuevo, sino que surge en la medida de circunstancias inducidas, provocadas o concatenadas por la situación económica, social, política y geoestratégica que hay en numerosos países. Por ello, la piratería actual no se diferencia tanto de la histórica que todos conocemos, provocada por un afán de rapiña (la piratería berberisca o turca en el Mediterráneo) o intereses políticos y estratégicos (corsarios ingleses contra la flota española).

La piratería hoy ocupa varios escenarios geográficos: Asia, piratería en el mar de China y estrecho de Malaca (181 incidentes notificados); África Oriental-Índico (Somalia, Golfo de Adén y derivaciones hacia el sur), con 134 incidentes notificados; África Occidental (Golfo de Guinea, Nigeria, Níger y Guinea Bissau), con 47 incidentes notificados; cono sur americano (Venezuela, delta del Amazonas…), con 40 incidentes notificados, y otras zonas.

La piratería responde también a diversas causas, muchas de ellas comunes, aunque en algunos casos exclusivas: 1) Asia, donde se mantiene un factor histórico por la existencia de pueblos dedicados a esta actividad; 2) África Oriental-Índico, que se desarrolla por el estado fallido de Somalia y por su especial situación geoestratégica, al chocar intereses de países como Kenia, Yemen o Djibuti; por la desaparición de la pesca artesanal; por la explotación descontrolada de las grandes flotas mundiales, por la hambruna y por el desplazamiento de millones de seres humanos hambrientos a la costa de Somalia, y por cierta desidia; 3) África Occidental, provocada por el gran desarrollo petrolero de Nigeria en el Golfo de Guinea, que ha hecho desaparecer la actividad pesquera por su impacto medioambiental; es la zona más poblada de África, con altos niveles de pobreza, y 4) cono sur americano, cuya causa deriva de la falta de seguridad en la zona, etcétera.

Finalmente, cabe el desarrollo de una actividad internacional que, tomando conciencia del problema, implante soluciones tales como: 1) operaciones militares navales, como la operación Atalanta en el Índico, o la presencia de flotas china, rusa, india… con una acción en tierra; 2) lucha contra los cárteles internacionales de la droga o el intento de estabilización de estados fallidos, como la actuación en Somalia, formando policía y ejército propios; 3) intento de paliar las crisis alimentarias de la zona a través de la cooperación internacional; 4) la adopción de instrumentos jurídicos para juzgar a los piratas en tribunales de Kenia, y 5) lucha de la Interpol contra los movimientos de capitales y blanqueo de dinero.

A modo de conclusión, debemos recordar que la piratería ha dado lugar a una toma de conciencia, lógica por el grave efecto en el tráfico comercial marítimo, en el abastecimiento de materias primas y alimentos y por la atención que han provocado los secuestros, las muertes y la inseguridad en zonas muy amplias y transitadas del planeta. No podemos olvidar que ser consciente del problema es el inicio de la acción dirigida a minimizarlo, elaborando la respuesta, con lo que hay un claro mensaje dirigido a los países y a la toma en consideración de las agendas internacionales.

*Miembro de la ICMA, representante de la OIT y director del Centro de los Derechos del Marino

En segunda vuelta OMI elige nuevo Secretario General

Fuente: El Boletín de Panamá

La Organización Marítima Internacional (OMI) en una segunda vuelta electoral, escogió al Japonés Koji Sekimuzu como nuevo Secretario General de esta organización, que tomará posesión en noviembre próximo para el período 2012-2015, en reemplazo del actual Secretario General Efthimios Mitropoulos.

En una votación secreta, los 40 miembros del consejo, considerados como potencias marítimas a la que pertenece Panamá, emitieron su voto y el candidato Sekimuzu obtuvo 19 votos, lo cual no fue suficiente, pues para ganar se debía obtener 21 votos de los 40.

Esto llevó a la OMI a convocar a una segunda vuelta, donde finalmente Koji Sekimuzu obtuvo el triunfo con 23 votos, seguido por Jeffrey Lantz de Estados Unidos con 5 votos: y los candidatos Neil Frank Ferrer, de Filipinas; Andreas Chrisostomou, de Chipre y Esteban Pacha Vicente de España, con 4 votos cada uno.

Roberto Linares, Administrador de la AMP, felicitó al nuevo Secretario General Electo, deseándole éxito al frente de tan prestigiosa institución marítima, que tiene por delante muchísimos retos.

Linares recordó que Japón es el principal cliente de la marina mercante panameña, es un importante socio comercial y hay una gran afinidad entre ambas naciones y una positiva relación diplomática.

Koji Sekimuzu, cursó estudios en Ingeniería Naval y de máquinas, con especialización en vibración y estructura de buques. En marzo de 1977, obtuvo el título de Maestría en Ingeniería, ha desempeñado cargos dentro del Ministerio de Transporte de Japón, en el año 1989 se incorpora a la OMI, actualmente es Director de la División Seguridad de la OMI.

OMI adopta nuevas reglas sobre emisiones

La agencia de Naciones Unidas especializada en transporte marítimo decidió el viernes que la marina mercante mundial, encargada del transporte de la mayor parte del comercio mundial, deberá cumplir nuevos estándares de eficiencia energética y reducir su aporte a la contaminación por carbono.

La decisión adoptada por el poderoso Comité de Protección Ambiental de la organización (MEPC, por su sigla en inglés), ataca la creciente fuente de gases de efecto invernadero, y constituye la primera medida en materia de cambio climático que se aplicará por igual a todos los países, independientemente de su pertenencia al mundo industrializado o en desarrollo.

Alrededor de 50.000 buques de carga transportan cerca del 90% del comercio mundial, y la mayoría son propulsados mediante combustibles pesados muy contaminantes. La OMI estimó en 2007 que el transporte marítimo era responsable del 2.7% de las emisiones globales de carbono, pero que las doblaría y aun triplicaría para mediados de siglo, de no adoptarse medidas para evitarlo.

Al concluir una reunión de una semana de duración, el MEPC resolvió que todos los buques que se construyan en el futuro deberán reducir sus actuales niveles de polución, de acuerdo con un “índice de eficiencia” para buques, fijados según sus distintos tipos y tamaños. La nueva regulación deja librado a los constructores la decisión acerca de cómo satisfacer los nuevos estándares.

“En la medida en que se cumplan con los niveles requeridos de eficiencia energética, los diseñadores y constructores de buques serán libres de utilizar las soluciones más convenientes en cuanto a costo-efectividad, que permitan cumplir las reglas”, reza la resolución pertinente.

Como concesión a los países en desarrollo, se aprobó un diferimiento de la medida de al menos cuatro años, desde su entrada en vigor, lo que ocurriría probablemente en 2013.

Como paso adicional para lograr apoyo a la medida, se incluyeron previsiones para promover la transferencia de tecnología en la materia, a países en desarrollo.

El comité también aprobó un nuevo mecanismo para monitorear el comportamiento de la flota en cuanto al cumplimiento de las nuevas normas.

Adaptado al español por NUESTROMAR. Fuentes: AP y The Star; 18/07/11


Fuente: Nuestromar

IMO discusses the use of armed guards at sea

Source: Tanker operator

Piracy and armed robbery off the coast of Somalia and in the Gulf of Aden and the wider Indian Ocean is high on the agenda at the IMO's Maritime Safety Committee (MSC) meeting, which started on Wednesday and is due to finish next week.


The 89th session agenda also includes adoption of amendments, concerning lifeboat release hooks, to the International Convention for the Safety of Life at Sea (SOLAS), goal-based standards for vessel construction and the long-range identification and tracking (LRIT) system.


The MSC will also consider the approval of a number of draft resolutions for submission to the IMO Assembly, to be held later this year.


As for the anti-piracy debate, the meeting is expected to discuss developing guidance on the use of private, armed security service providers on board ships; measures to improve compliance with the best management practices to deter piracy and proposed guidelines to assist in the collection of evidence after a hijack.


Also being considered is the adoption of a proposed new paragraph 5 of SOLAS regulation III/1, which would require lifeboat on-load release mechanisms not complying with new International Life-Saving Appliances (LSA) code requirements, to be replaced no later than the first scheduled vessel drydocking after 1st July 2014 but, in any case, not later than 1st July 2019.


The meeting will also probably adopt draft guidelines for evaluation of and replacement of lifeboat release and retrieval systems and related amendments to the LSA code which, along with the proposed draft SOLAS amendment, had been referred back to an inter-sessional working group, which reported to the 55th session of the sub-committee on ship design and equipment (DE) in March.


Turning to goal-based standards, the committee will monitor the progress made with the implementation of the International Goal-based Construction Standards for Bulk Carriers and Oil Tankers, which was adopted at MSC’s 87th session, along with the associated amendments to SOLAS Chapter II-1, making their application mandatory, as well as verification guidelines and the ship construction file.


Since the last session, the committee will be updated on developments in establishing and testing of LRIT data centres (DCs) and the operation of the LRIT system, including the results of the first modification testing phase and the operation of an information distribution facility (IDF) for the provision of flag state LRIT information to security forces operating in waters off the Gulf of Aden and the western Indian Ocean.


Also under consideration will be the performance review and audit reports of the IDE and DCs submitted by the International Maritime Satellite Organisation (IMSO), as the LRIT co-ordinator, together with its findings and recommendations; and issues concerning the long-term operational and financial viability of the LRIT system.


In addition, a list of parties deemed to be giving full and complete effect to the provisions of the STCW Convention, as amended, is expected to be updated when the secretary general submits his report on those countries whose independent evaluations have been completed since MSC 88.


Following significant progress made by the sub-committee on flag state implementation (FSI) towards making the voluntary IMO member state audit scheme mandatory, the MSC will consider approving the proposed draft IMO instruments implementation code (IIIC), which would be the proposed new title for the mandatory version of the current code for the implementation of mandatory IMO instruments.


The committee is expected to provide further guidance to the FSI sub-committee on the development of the proposed new code for recognised organisations (ROs), plus .approve, for submission to the IMO Assembly in November 2011 several drafts, including -


• Revised recommendations for entering enclosed spaces on board vessels.

• New international code on enhanced programme of inspections during surveys of bulk carriers and tankers, 2011 (2011 ESP Code).

Shipping industry no nearer to emissions agreement

Source: Energy Efficience News

The shipping industry is no nearer to reaching an agreement on action to control greenhouse gas emissions following an International Maritime Organisation (IMO) meeting in London last week. The IMO meeting was scheduled to discuss and move ahead with market-based measures such as emissions trading schemes. But there continues to be a split between developed countries, which are calling for any number of options including emissions trading schemes, global levies or trading of fuel efficiency credits, and developing nations, who feel they should have less responsibility for cutting emissions. The EU has threatened to take its own action to curb shipping emissions if the impasse continues until the end of 2011. Time is now starting to run out for the IMO and green groups, Seas At Risk (SAR), Transport & Environment (T&E) and Environmental Defence Fund (EDF), are calling for the EU to get on with the job. However, the IMO says it is still making “steady progress” in its consideration of market-based methods to address emissions from international shipping. For further information:

REVISED STCW CONVENTION AND CODE ADOPTED

REVISED STCW CONVENTION AND CODE ADOPTED

International STCW Diplomatic Conference

21 – 25 June 2010
Manila, Philipines

REVISED STCW CONVENTION AND CODE ADOPTED
International STCW Diplomatic Conference
21 – 25 June 2010
Manila, Philipines

The 2010 International STCW Diplomatic Conference, held in Manila, from 21 to 25 June, saw major revisions and updating of the Seafarers’ Training, Certification and Watchkeeping (STCW) Convention and Code to make it relevant to the future.
SOS General Secretary, Mr Kam Soon Huat and Seacare Thrift Pte Ltd Manager, Ms Sharon Li, was part of the delegation grom Singapore. They were among the 500 delegates from 85 Members States, the International Labour Organization (ILO), the European Commission (EC) and one other intergovernmental organization; and 17 non-governmental organizations.
At the Conference, major revisions, to the International STCW Convention and its associated Code was adopted, ensuring that necessary global standards will be in place to train and certify seafarers to operate technologically advanced ships for some time to come.
Among the amendments adopted were:
• Improved measures to prevent fraudulent practices associated with certificates of competency and strengthen the evaluation process (monitoring of Parties’ compliance with the Convention);
• Revised requirements on hours of work and rest and new requirements for the prevention of drug and alcohol abuse, as well as updated standards relating to medical fitness standards for seafarers;
• New certification requirements for able seafarers;
• New requirements relating to training in modern technology such as electronic charts and information systems (ECDIS);
• New requirements for marine environment awareness training and training in leadership and teamwork;
• New training and certification requirements for electro-technical officers;
• Updating of competence requirements for personnel serving on board all types of tankers, including new requirements for personnel serving on liquefied gas tankers;
• New requirements and provisions for security training to ensure that seafarers are properly trained to cope with pirates attacks;
• Introduction of modern training methodology including distance learning and web-based learning;
• New training guidance for personnel serving on board ships operating in polar waters, and
• New training guidance for personnel operating Dynamic Positioning Systems.

The Conference also adopted resolutions covering issues such as the verification of certificates of competency; the promotion of technical knowledge, skills and professionalism of seafarers, guidelines to implement international standards on seafarer medical fitness; measures to ensure the competency of masters and officers of ships operating in polar waters; attracting new entrants to the maritime profession; accommodation for trainees; women in the maritime industry and many more.

With the unanimous agreement of the International Maritime Organization (IMO), the Diplomatic Conference in Manila also adopted a resolution nominating 25 June of each year as the “Day of the Seafarer”,. The resolution acknowledges seafarers significance for the maritime community and encourages Governments, shipping organizations, companies, shipowners and all other parties concerned to duly and appropriately promote the “Day of the Seafarer”.

Speaking at the close of the successful Conference, IMO Secretary General Efthimios E. Mitropoulos said that the adoption of the revised STCW and brought to a successful conclusion the concerned effort undertaken by so many –Government and industry alike, dedicated seafarer representative bodies, maritime training institutions, and the many other interested organizations – over a four – year period. “The immediate task at hand is to promulgate the standards of maritime excellence we have just come to adopt amongst those working at the sharp end of the industry and promote their proper implementation and enforcement through the usual means of enacting legislation and introducing enabling measures in maritime administrations and training establishments”, he said.

The STCW Diplomatic Conference was held under the auspices of IMO, the United Nations specialized agency tasked with responsibility for the safety and security of shipping and the prevention of marine pollution from ships.

The amendments to be known as “The Manila amendments to the STCW Convention and Code” are set to enter into force on 1 January 2012 under the tacit acceptance procedure and are aimed at bringing the Convention and Code up to date with developments since they were initially adopted in 1978 and further revised in 1995, and to enable them to address issues that are anticipated to emerge in the foreseeable future.

Until such date of implementation parties can still renew or revalidate their certificates and endorsements in accordance with the provisions of the current Convention.


Recompiled from
SAMUDRA
Publication of the Singapore Organization of Seamen and Seacare Co-operative Limited
August 2010

CO2 control measures high on IMO agenda

Source: The motorship

The IMO’s Marine Environment Protection Committee (MEPC) - 61st session was held recently at IMO’s headquarters in London.

The reduction of greenhouse gases (GHGs) from international shipping was the main focus of MEPC 61, which among other things considered the approval of technical and operational measures to reduce CO2 emissions from international shipping (specifically the Energy Efficiency Design Index (EEDI) and the Ship Energy Efficiency Management Plan (SEEMP)) as mandatory measures, possibly as amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships, with the type and size of vessel to which they shall apply also to be agreed.



Additionally, the Committee discussed at length further work concerning market-based measures, including the possible development of a mandatory IMO instrument. A working group on GHG issues convened during the session to refine the regulatory text implementing the technical and operational measures as mandatory standards, as well as the formulas and guidelines supporting the regulatory text.



The MEPC considered the outcome of two inter-sessional working groups, one of which progressed work on the contemplated technical and operational measures to enhance energy efficiency in ships’ operations while the other, consisting of a group of experts, conducted a feasibility study and impact assessment of a number of proposed market-based measures.



Finally, the committee considered the issue of a reduction target and whether the international maritime sector should be subject to an explicit emission ceiling (cap) comprising the entire world fleet of merchant vessels.

MEPC 61 also addressed issues relating to the implementation of the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004 and reiterated the need for ratification of the Convention to achieve its entry into force. To date, 26 states with an aggregate merchant shipping tonnage of 24.66% of the world total have ratified the Convention. The Convention will enter into force twelve months after the date on which not fewer than 30 states, the combined merchant fleets of which constitute not less than 35% of the gross tonnage of the world's merchant shipping, have become parties to it.

Shipping Industry Reluctant to Efficiency Standards

Source: Softpedia

According to experts, it may be that countries which have important maritime shipping capabilities could lose control over their own emission standards, if they don't take action to regulate them soon.

Officials with the United Nations decided a while back that the maritime and aviation shipping sectors needed to create their own limits to the amount of emissions they put into the atmosphere every year.

Given that the actors involved in this process show little interest in doing so, they may be losing their chance to make things work for them.

“Like the aviation industry, the world’s maritime nations either need to find an emissions reductions solution within the IMO framework or face the possibility of less sympathetic regulation from elsewhere,” explains Dr Simon Walmsley.

He was an World Wildlife Fund (WWF) observer to the recent talks held at the UN-linked International Maritime Organization (IMO). The group is responsible for keeping an eye on maritime shipping.

Under the UN Framework Convention on Climate Change (UNFCCC) agreements, both sectors need to come up with regulations to control their own emissions. If they refuse, then regulation can be imposed to them from other entities.

“The worst outcome for a global industry like shipping would be to have differing emissions reductions schemes being imposed in different places – but that is the future shipping nations are courting by failing to reach agreement in their own forum,” the observer explained.

Shipping nations had the opportunity to agree on a set of regulations this march, at the last meeting of the IMO Marine Environment Protection Committee (IMO MEPC).

Several norms and efficiency measures were proposed, including a mandatory energy efficiency design index (EEDI) and a ships energy efficiency management plan (SEEMP).

But a meeting that took place throughout last week came to no clear decision as to which of the measures, if any, to apply.

The issue with these refusals is that other UNFCCC commissions may discriminate against developed states, making concessions to developing states.

But “drawing such distinctions between developing and developed countries in shipping is not that simple,” Dr Walmsley explains.

“Shipping owners may be from a developed country, but their ships could be built, flagged and crewed in developing countries,” he adds.

“Shipping states can either find creative ways to slash emissions together or see additional costs imposed on world trade as some trading blocks, states or even just ports bring shipping into their own regional schemes for reducing greenhouse gases,” the WWF expert concludes.

IMO fails to reach consensus on emissions cut plans

Source: Reuters

(Reuters) - The International Maritime Organization (IMO) failed to reach agreement on proposals to cut carbon emissions from new ships, delegates said on Friday, adding that further talks would be held in March.

The shipping sector accounts for nearly 3 percent of global carbon dioxide emissions.

Shipping is not covered by the U.N.'s Kyoto Protocol and a new global climate treaty is still under debate, meaning the industry does not currently have any mandatory emissions laws.

As this week's IMO marine environment protection committee meeting drew to a close on Friday, delegates said there was little consensus on proposals for technical and operational measures aimed at reducing greenhouse gas emissions from ships.

The committee will hold another meeting from March 28 to April 1 next year to discuss a market-based mechanism for lowering emissions.

"Progress is slow but I would absolutely reject that the shipping industry is not taking this seriously," John Aitken, secretary general of industry group SEAaT, whose members include BP's and Royal Dutch Shell's shipping units, told Reuters.

Talks this week have focused on a proposal for an Energy Efficiency Design Index (EEDI) to make new vessels environmentally friendly -- put forward by Japan, Norway and the United States -- as well as a mandatory market-based mechanism.

"The worst outcome for a global industry like shipping would be to have differing emissions reductions schemes being imposed in different places - but that is the future shipping nations are courting by failing to reach agreement in their own forum," said Simon Walmsley, marine manager at environmental group WWF.

The meeting exposed rifts between developed and developing countries, with some refusing to acknowledge that shipping should have mandatory measures to reduce global emissions.

However, the fact that governments and industry delegates were debating the proposals and not dismissing them was seen as a good sign.

"Governments have given a promising signal this week that they're beginning to take the shipping industry's important role in tackling climate change seriously," said Tim Gore, Oxfam's EU climate change policy adviser.

(Editing by Marguerita Choy)

IMO's committee to adopt revised environment rules

Source: MB

MANILA, Philippines — The reduction of greenhouse gases (GHGs) from international shipping was a major focus for the Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) during a recent session at the IMO headquarters.

MEPC was expected to adopt the revised Annex III of the International Convention for the Prevention of Pollution from Ships (MARPOL), covering pollution from packaged goods, and consideration of issues relating to the implementation of the ballast water management and ship recycling conventions.

It was also expected to consider the approval of technical and operational measures to reduce CO2 emissions from international shipping (specifically, the Energy Efficiency Design Index (EEDI) and the Ship Energy Efficiency Management Plan (SEEMP) as mandatory measures, possibly as amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships, with the type and size of vessel.

The committee discussed further work concerning market-based measures, including the possible development of a mandatory IMO instrument.

A working group on greenhouse gases issues was convened during the session to refine the regulatory text implementing the technical and operational measures as mandatory standards, as well as the formulas and guidelines supporting the regulatory text.

The MEPC was expected to consider the outcome of two intersessional working groups, one of which progressed work on the contemplated technical and operational measures to enhance energy efficiency in ships' operations, while the other, consisting of a group of experts, conducted a feasibility study and impact assessment of a number of proposed market-based measures. (EHL)

23 September 2010 Today IS World Maritime Day 2010

Source: Hady shipping guide

WORLDWIDE – This year has been designated “2010: Year of the Seafarer” by the International Maritime Organization (IMO) and today marks the official World Maritime Day with celebrations at the IMO’s head office and across the globe. The aim of the annual events is to highlight issues key to both the organization and the shipping community at large.

In his World Maritime Day message to the international maritime community, IMO Secretary-General Efthimios E. Mitropoulos said that the intention of the theme had been to draw attention to the unique circumstances within which seafarers spend their working lives, while rendering their indispensable services, but also to make a palpable and beneficial difference.

"In selecting the “Year of the Seafarer” theme, our intention was also to use it as an excellent opportunity to reassure those who labour at the “sharp end” of the industry – the seafarers themselves – that those of us who work in other areas of the maritime community, and yet whose actions have a direct bearing on seafarers’ everyday lives, understand the extreme pressures they face and approach our tasks with genuine interest and concern for them and their families,” Mr. Mitropoulos said.

Mr. Mitropoulos added he welcomed wholeheartedly the decision of the Manila Conference, in June 2010, which adopted major revisions to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW Convention) and its associated Code, to make the 25th of June of each year the annual “Day of the Seafarer”, a day on which to mark the unique contribution made by seafarers from all over the world to international seaborne trade, the world economy and civil society as a whole. The date chosen was that on which the Conference was concluded and acknowledges the significance of the STCW amendments then adopted for the maritime community and those who serve it on board ships.

Mr. Mitropoulos went on to ask the industry to maintain high standards for staff, request that politicians shouldered the responsibility for policies ensuring companies implemented safe working practices and acceptable conditions. He asked for even handed treatment for seafarers caught up in legal disputes and for educators to stress the range and importance of maritime jobs.

The Secretary-General also addressed the media, requesting they consider all sides of a story before publishing and asked they consider the vast amount of goods which arrived without comment at their destinations. To seafarers themselves Mr. Mitropoulos said:

“The entire maritime community appreciates you and your indispensable services; is aware of the conditions under which you operate; shows compassion for the sacrifices you make; does care for you; and works to ensure your safety and security, praying that you always have calm seas, fair winds and a safe return home – which it wishes you wholeheartedly.”

To celebrate further Argentina is hosting the 2010 IMO World Maritime Day Parallel Event, with celebrations being held in Buenos Aires on the 7th and 8th October 2010, including a seminar on the first day, followed by the unveiling of a Plaque in Honour of the Seafarer on the second day.

Carbon control high on agenda at IMO environment meeting

Source: Motorship

The reduction of greenhouse gases (GHGs) from international shipping will be a major focus for discussion at the MEPC 61 meeting which takes place between 27 September and 1 October, 2010 at IMO Headquarters in London.

Also high on the agenda will be the expected adoption of the revised Annex III of the International Convention for the Prevention of Pollution from Ships (MARPOL), covering pollution from packaged goods, and consideration of issues relating to the implementation of the ballast water management and ship recycling conventions.

Measures to address GHG from ships
The MEPC is expected to consider the approval of technical and operational measures to reduce CO2 emissions from international shipping (specifically, the Energy Efficiency Design Index (EEDI) and the Ship Energy Efficiency Management Plan (SEEMP)) as mandatory measures, possibly as amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships, with the type and size of vessel to which they will apply also to be agreed.

The Committee will additionally discuss further work concerning market-based measures, including the possible development of a mandatory IMO instrument.

A working group on GHG issues will be convened during the session to refine the regulatory text implementing the technical and operational measures as mandatory standards, as well as the formulas and guidelines supporting the regulatory text.

The MEPC will have before it for consideration the outcome of two intersessional working groups, one of which progressed work on the contemplated technical and operational measures to enhance energy efficiency in ships’ operations, while the other, consisting of a group of experts, conducted a feasibility study and impact assessment of a number of proposed market-based measures.

The Committee will also consider the issue of a reduction target and whether the international maritime sector should be subject to an explicit emission ceiling (cap) comprising the entire world fleet of merchant vessels.

Implementation of the Ballast Water Management Convention
The MEPC will address issues relating to the implementation of the International Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004 and is expected to reiterate the need for ratification of the Convention to achieve its entry into force. To date, [26] States, with an aggregate merchant shipping tonnage of [24.66%] of the world total, have ratified the Convention. The Convention will enter into force twelve months after the date on which not fewer than 30 States, the combined merchant fleets of which constitute not less than 35% of the gross tonnage of the world’s merchant shipping, have become Parties to it.

The MEPC is also expected to decide on proposals for “basic approval” or “final approval” of 10 ballast water management systems that make use of active substances, after consideration of the reports of the thirteenth and fourteenth meetings of the Joint Group of Experts on the Scientific Aspects of Marine Environment Protection (GESAMP) Ballast Water Working Group, which met in May and July 2010, respectively.

Emission Control Area proposal
The MEPC will consider a proposal to designate certain waters adjacent to coasts of Puerto Rico and the Virgin Islands as an emission control area (ECA) for the control of emissions of nitrogen oxide (NOx), sulphur oxide (SOx), and particulate matter under MARPOL Annex VI. Currently, there are two designated ECAs under Annex VI, the Baltic Sea area and the North Sea area, and a third area, the North American ECA, was adopted in March 2010, with expected entry into force in August 2011.

Further topics up for discussion include:

•adoption of the revised MARPOL Annex III Regulations for the prevention of pollution by harmful substances carried by sea in packaged form;
•development of guidelines intended to assist ship recycling facilities;
•consideration of a proposed draft amendment to revise and update MARPOL Annex V Regulations for the prevention of pollution by garbage from ships and its guidelines;
•proposed amendments to MARPOL Annex IV Prevention of pollution by sewage from ships to include the possibility of establishing special areas for the prevention of such pollution;
•designation of the Strait of Bonifacio as a particularly sensitive sea area (PSSA); and
•approval of draft texts for the revised Manual on oil pollution, Section I - Prevention and the Guidance document on the implementation of an incident management system.

IMO Alert: Proposal to Exempt Steamships Needs to be Changed

Source: NRDC

At next week’s International Maritime Organization meeting in London, delegates will decide the fate of a little-noticed proposal to exempt some of the oldest, dirtiest ships from the international agreement that governs the implementation of a landmark Emission Control Area around the US and Canadian coastlines.

Switchboard readers may remember last March, when I applauded loudly as the IMO adopted the US/Canadian proposal to create the Emission Control Area around North America.

NRDC applauded the adoption of the ECA (and worked hard for its adoption) because it was a smart, fair, cost-effective approach to cleaning up the dirty, ocean-going ships that enter and leave our waters: starting in 2015, all ships would have to switch from staggeringly dirty residual fuel (also called “bunker” fuel) to a much cleaner diesel-like fuel when travelling within 200 nautical miles of our shorelines.

Reducing sulfur levels in ship fuel is the critical first step in cleaning up ship pollution.

To give you a sense of scale, today’s ships burn bunker fuel that contains sulfur up to 45,000 parts-per-million in sulfur—sulfur that translates into sulfur dioxide and particulate soot emissions after travelling through the engine and exiting the ship’s smokestacks. After 2015, ships travelling in the ECA will burn fuel that contains no more than 1,000 ppm—reducing those particulate soot emissions by 85 percent and enabling the use of pollution-cutting equipment to reduce smog-forming nitrogen oxides by 80 percent, which will be required in 2016. Today’s trucks and buses have their sulfur capped at 15 ppm.

The health benefits from implementing the ECA will be enormous. Air quality will improve along the coasts and even hundreds of miles inland, with air quality benefits extending all the way to Nevada, Tennessee, and Pennsylvania - and even the Grand Canyon. EPA estimates that implementing the ECA will avoid as many as 14,000 premature deaths in 2020, and relieve acute respiratory symptoms in nearly 5 million people each year.

And, the financial benefits will far, far, far exceed the expected implementation costs. In fact, EPA estimates that there will be more than $34 in health benefits for every $1 in implementation costs. It’s hard to find a better deal in health policy.

Now, a proposal is circulating that would exempt all steamships from MARPOL Annex VI, the international agreement that governs the establishment of the North American ECA, as well as ECAs in the Baltic Sea and the North Sea. Plus, this exemption would cover any future ECAs that may be established in the Mediterranean, near busy Asian ports, or in other parts of the world.

If adopted, this proposal would send the message that ECA exemptions and carve-outs are possible—a slippery slope that would undermine some of the environmental and health benefits of the ECA program.

Plus, adopting this proposal would compromise the fair, equitable treatment of all ships that was envisioned in the original ECA proposal and would provide competitive advantages to the companies that use these oldest, dirtiest ships. That’s not the signal we want to send.

Cleaning up these floating smokestacks is critical – they are some of the dirtiest engines in our midst. At the IMO meeting next week, I’ll be working with our environmental NGO colleagues and progressive shipping interests to try to fix this situation.

Stay tuned.

IMO earmarks N375m to equip African maritime institutions

Source: 234next

The International Maritime Organisation (IMO) says it has set aside 2.5 million dollars about N375 million to equip maritime training institutions in Africa.

Juvenal Shiundu, the Deputy Director/Head of Programme Management Section, Technical Cooperation Division of IMO who made the disclosure said it was the high-point of maritime activities this week.
Mr. Shiundu said in Lagos on the occasion of the World Maritime Day that the fund was to address the deficiency in maritime training, ``bearing in mind that 2010 is the year of the seafarer''.
He said the IMO placed a lot emphasis on capacity building through training and support to regional and national maritime training institutions.
According to him, the orgnisation is aware that many of the maritime training institutions in developing countries in Africa, South East Asia, the Pacific and the Central American regions are ill-equipped.
``If Africa is to benefit from the opportunities presented by the envisaged worldwide shortage of seafarers, then the first prerequisite is to develop and build capacities of maritime training institutions in line with global standards.
"There are 13 maritime training centres in Africa, providing training for most of the seafarers in the shipping industry.
``For many years, one of the major identified problems has been the shortage of sea-time training vessels for cadets attending maritime academies in developing countries'', the News Agency of Nigeria (NAN) quotes Mr. Shiundu as saying.
He explained that more than 90 per cent of international world trade was carried by ships, adding that the ships were manned and operated by seafarers.
``However, the supply of seafarers in sufficient numbers continues to cause concern,'' the IMO chief said.

The Secretary-General of IMO, Efthimios Mitropoulos, described seafarers as the lubricant without which the engine of trade would simply grind to a halt.
Mitropoulos said the theme of this year's World Maritime Day, ``Year of The Seafarer'' was chosen to reassure seafarers.
Mr. Mitropoulos suggested that governments, shipping organisations, operators, managers of shipping firms should set aside June 25 each year as the Day of Seafarers.
He urged journalists to seek both sides of a story before reporting on an accident involving a ship.
The Minister of Transport, Yusuf Suleiman, said the issue of piracy and armed robbery on the high sea were major problems that had continued to confront seafarers.

Mr. Suleiman said government would leave no stone unturned in its efforts to ensure that adequate security was provided on the nation's territorial waters.
He said the government would do this through the introduction of policies and programmes such as the integrated maritime security, long range cargo identification and tracking system, among others.
The Minister said that in spite the challenges, government had continued to put in place appropriate structures that would continue to encourage young people to pursue careers at sea.

Suleiman said efforts were on to make Nigerian universities to offer degree courses in maritime studies, adding that government was also exploring possibility of establishing additional maritime training institutions.

Punto de Acuerdo para que PEMEX responda a recomendaciones de la OMI‏

El Senador Sebastián Calderón Centeno presentó ante la Comisión Permanente del Honorable Congreso de la Unión, una proposición con Punto de Acuerdo por el que se formula respetuoso exhorto al titular del Ejecutivo Federal, a fin de que instruya a la Secretaría de Relaciones Exteriores, a dar contestación a las recomendaciones formuladas desde el año 2005 por la Organización Marítima Internacional a la empresa paraestatal PEMEX, sobre planes de respuesta a emergencias de derrame de hidrocarburos en el medio marino; asimismo se formula respetuoso exhorto al titular de la empresa paraestatal Petróleos Mexicanos, a informar a esta Soberanía si fueron adoptadas las recomendaciones de la Organización Marítima Internacional en materia de prevención de derrames de hidrocarburos en el medio marino.

Señala el Senador Calderón que "Desde el año 2005 la Organización Marítima Internacional formuló a la empresa paraestatal PEMEX, una serie de recomendaciones con el objeto de prevenir la contaminación marina, derivado de la falta de planes para respuesta a emergencias de derrames de hidrocarburos.

Estas recomendaciones cobran relevancia en el contexto actual, dado que México tiene planeado incursionar en la exploración de aguas profundas, y como nos lo demuestran los hechos ocurridos en el Golfo de México, aún con la experiencia de años, la tecnología de punta y el poder económico, existen riesgos con trágicas consecuencias.

En ese sentido, consideramos que lo más prudente es dar cumplimiento a las recomendaciones que formula la Organización Marítima Internacional de contar con los equipos necesarios y la capacitación correspondiente para implementar las acciones adecuadas para responder a las emergencias derivadas por derrames de hidrocarburo en el mar, y así evitar repetir un ecocidio como el ocasionado por la empresa British Petroleum.

Finalmente destacamos que estas y otras recomendaciones, fueron entregadas directamente a la Paraestatal PEMEX, sin embargo, dado que las mismas derivan de un organismo internacional, y de acuerdo con lo dispuesto por los artículos 90 y 133, de la Constitución Política de los Estados Unidos Mexicanos, con relación al artículo 28 de la Ley Orgánica de la Administración Pública Federal es entendible hasta cierto punto que no fueran tomadas en consideración, toda vez que las mismas debieron ser formuladas al Ejecutivo Federal a través de la Secretaría de Relaciones Exteriores, lo cual no justificaría de ninguna forma, que a casi cinco años, PEMEX no haya dado cumplimiento a dichas recomendaciones."


http://www.senado.gob.mx/gace61.php?ver=gaceta&sm=1001&id=4141

Ireland. Marine Notice Marpol Annex VI Amendments (Air Pollution)

Source: Bymnews

Notice to all Shipowners, Fishing vessel owners, Agents, Shipmasters, Skippers, Fishermen, Yachtsmen and Seafarers

Background

The International Maritime Organisation (IMO) Marpol Annex VI regulates air pollutant emissions from ships trading internationally. Marpol Annex VI entered into force internationally on the 19th May 2005. Amendments to Annex VI and the new NOx Technical Code 2008 have been accepted internationally and entered into force on 01 July 2010.

Irish legislation implementing Marpol Annex VI amendments and the Code 2008 also entered into force on 01 July 2010.

It should be noted that within the EU, there is further legislation, Council Directive 1999/32/EC and its amending Directive 2005/33/EC that regulates the sulphur content of marine fuel oils and marine gas oils. These directives are implemented in Irish law by S.I. 119 of 2008 (see Marine Notice 17 of 2010) Ireland’s legislation

The Sea Pollution (Prevention of Air Pollution from Ships) Regulations 2010, S.I. 313 of 2010 brings the Marpol Annex VI amendments and NOx Technical Code 2008 into force in Irish law on 01 July 2010 and revokes existing regulations S.I. 728/2007.

All those concerned with shipping and the supply of marine fuel oil should be aware of and fully implement the requirements of these Regulations.

Summary of changes in regulations

From the 01 July 2010, important changes enter into force affecting shipping trading in the North Sea and Baltic Emissions Control Areas (ECAs). {These areas were originally known in previous version of Annex VI as SOx Emission Control Areas (SECAs)}. The maximum sulphur content of fuel oils for use within ECAs is reduced from 1.5% to 1% on 01 July 2010. This limit will be further reduced to 0.1% from 01 January 2015.

It is expected that an application for a new ECA will be approved by the International Maritime Organisation (IMO) to enter into force during 2011. This ECA will extend to 200 nautical miles from the coasts of Canada and the USA.

New and existing ECAs may be designated as control areas for SOx or NOx or PM or any combination of the three (PM emission is closely related to sulphur content of fuel so they will normally be linked).

Outside ECAs the sulphur in fuel limit remains at 4.5% until 01 January 2012. After this date the limit will be 3.5% until 01 January 2020 when it will reduce to 0.5%.

NOx limits are also reducing. The present limit for new ships (Tier I) will apply up till 01 January 2011. Tier II limits will then apply to all new ships until 01 January 2016. Tier III limits will apply to new ships built on or after 01 January 2016. Overall the reduction in NOx emissions is about 80%. Vessel operators should also be aware that Tier I applies retrospectively to those ships built after 01/01/1990 with engines of greater than 5000 kW and per cylinder displacement of greater or equal to 90 ltrs.

Bunker fuel oil suppliers

Bunker fuel suppliers are hereby notified that they must comply fully with the requirements of these Regulations and in particular the requirements of Regulation 17.

Bunker fuel suppliers in the State are further reminded that it is a requirement to register with the Sustainable Energy Authority of Ireland (SEAI) and provide certain information annually to SEAI in order to comply with S.I. 119 of 2008, Regulation 8 (3) and 8 (4). Contact details for SEAI are given at end of this notice.

Vessel records

Vessels operators are reminded to maintain adequate records of fuel changeover operations for compliance with these Regulations. Bunker delivery notes containing, at minimum the information set out in appendix V of Annex VI, must be kept for inspection for a period of three years and bunker samples must be correctly labelled and stored and kept on board for a period of one year.

Additionally, there is a requirement for an ozone-depleting substances record book or equivalent. This book is for recording operations on board ship which concern ozone depleting substances, such as re-charging or replacement of AC or fridge plant which still contain those substances listed in Annexes A,B,C, and E of the Montrael Protocol.

Since most of the listed substances are no longer allowed on Irish ships due to EU and Irish legislation, the amount of recording required will be small. The Marine Survey Office (MSO) will allow the recording required by Regulation 12.7 of Marpol Annex VI to be done in the official engineroom logbook. For clarity of compliance, MSO advises that if there are no operations to record, a “nil” recording should be made.

Alternatively, the recording may be done and stored in electronic form – vessel operators wishing to do the recording in this way should make a submission to MSO for approval of methodology.

Compliance

Vessel operators are strongly encouraged to obtain a copy of “Revised Marpol Annex VI and NOx Technical Code 2008” 2009 Edition from the IMO (ISBN: 978-92-801-4243-3).

Non-compliance with the requirements of this legislation may result in detention of vessels under Port State Control or prosecution or both.

Marine fuel suppliers should provide details for the Marine Fuel Supply Register and annual returns to SEAI as detailed below. Templates for both can be downloaded from the SEAI website at :-

http://www.seai.ie/Publications/Statistics_Publications/Marine_Fuel_Register

IMO agrees amendments to STCW

Source: The Motorship

At the recently concluded IMO diplomatic conference held in Manila, Philippines, the amendments to the International Convention and Code on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), were agreed.

The Conference marked the first major revision to STCW since 1995, when the original 1978-Convention was completely revised. There was a need to harmonise STCW requirements on rest hours with the requirements of the Maritime Labour Convention, 2006 (MLC, 2006), expected to enter into force in 2011.