Why OPL calls may be important at Gibraltar

This message aims to inform the reader on usability of OPL calls at Gibraltar. As you may be aware, the OPL stands for Off Port Limit call. It becomes particularly usefull if you want to supply your vessel with the requisites on-the-fly. Basically a vesel is supplied at roads with a launch. It may become a necessity in case your vessel is bound for Algeria! As became known from my shipagent at Oran, it is a big problem to send spare parts due to some very complicated formalities at customs causing huge delays even with forwarders agents (DHL is included). Please take that into consideration next time you go to Algeria and consider OPL service provided by e.g.  GIBUNCO ship agency.

Argentina : new customs regulation

The following brief post aims to inform that, as per new customs regulation valid in Argentina since 15th of August, all Bills of Lading have to appear with TAX ID and NCM in each Bill of Lading, where NCM is a harmonized tariff schedule related to international commerce within Mercosur. All importers have to present one original Bill of Lading together with the import license prior to vessel's arrival to ports of Argentina with both pieces of information added in the original B/L. If Bills of Lading have been issued without same, the solution could be to change the Bills of Lading: the old Bills of Lading can be put NULL AND VOID, and the new Bills of Lading can be prepared for signing and releasing.

Best Management Practices in deterring piracy

In the post of today, we would like to discuss the Best Management Practicies (BMPs) in deterring and combating piracy including but not limited to the coast of Somalia and the Arabian Sea area. We will focus on the self-potection measures that might be within the capability of the vessel and the ship crew using equipment that is readily available. Shipowners and/or operators who frequently transit the High Risk Area are welcome to discuss alterations to the vessels beyond the scope of the "readily" available equipment in order to further reduce the risk of piracy attacks.


Prior to commencement of transit of the High risk area, it is essential to ensure enhanced watchkeeping and vigilance, therefore, binoculars for the enhanced bridge team should be available in sufficient quantity. It may be even worthwhile to consider night vision optics, if available. Also, well designed dummies placed alongside the vessel at strategic positions can give an impression of greater number of people on watch.

If the pirates are firing weaponry at the vessel, it is difficult and dangerous to monitor whether the pirates have boarded the vessel or not. The use of closed circuit television (CCTV) allows a better degree of monitoring the attack from a less vulnerable position. Install the CCTV cameras ensures coverage of the vulnerable areas such as the poop deck. Furthermore, the recorded CCTV footage provides useful evidence after an attack... .

Vetting Salvage and Marine Firefighting and Lightering (SMFF) provider ...

This post aims to inform the reader about the process of vetting the Salvage and Marine Firefighting and Lightering (SMFF) providers and also to discuss the requirements which become effective on the 22nd of February, 2011. Shipowners, operators and/or managers, later referred to as Planholders, must perform SMFF audits in selecting SMFF provider, which has to follow at least 15 “adequacy” criteria as follows:

1/ the candidate for SMFF provider actually works in subject response; 2/ history in operations; 3/ SMFF owns or has contract for necessary equipment; 4/ trained personnel with experience; 5/ 24(7) availability and history of meeting response times; 6/ Ongoing training; 7/ Proof of successful participation in drills and exercises; 8/ Proof of approved SMFF plans from real accidents; 9/ Participation in National and/or International organizations; 10/ Insurance cover for work to perform; 11/ sufficient “up front” capital to support an operation; 12/ sufficient equipment in all regions where the coverage is provided; 13/ Logistical and Transport support to sustain ongoing operations; 14/ Safety support of safeguard health; 15/ Familiarity with SMFF protocols outlined in ACPs for regions they provide coverage; 16/ … ??? .

As per position of Coast Guard, the planholder is responsible for vetting all possible SMFF providers to determine the adequacy of each company and decide which best suits the needs and meets the minimum of SMFF criteria. Meanwhile, the Coast Guard reserves the right to request a proof from the Planholder, as to how the decision was made in selecting an SMFF provider.

In performing the vetting, each provider must prove compliance with each of the 15 criteria; if they have any gaps in coverage, this will require obtaining a waiver from the Coast Guard. Review of copy of their new SMFF contract and the funding agreement is a good idea. The funding agreement must be USCG and P&I club approved. You should also inquire about pricing.

Please note, the SMFF provider may request to review the SOLAS pre-fire plan (FP), along with Supporting documents Part II-2 Reg. 15. Once the FP is acceptable for the SMFF provider, it may also be integrated in the Vessel’s Response Plan (VRP)….

International Shipping Federation LAUNCHES NEW REST HOUR RECORD SOFTWARE

For your attention:

The International Shipping Federation (ISF) is the principal international employers’ organisation for ship operators, representing national shipowners’ associations from 30 countries and about 80% of the world merchant fleet.

Together with its partner IT Energy, ISF has launched an updated version of its ‘ISF Watchkeeper’ computer program. ‘ISF Watchkeeper 3’ is designed to allow shipping companies to maintain records of individual seafarers’ hours of work and rest as required by international regulations, including the latest amendments to the IMO STCW Convention that were adopted in Manila two weeks ago.

‘The ISF program allows shipping companies to check, monitor and maintain records of compliance with the complex seafarers’ work hour regimes that have been adopted by IMO and ILO, and which are already being enforced by Port State Control.” explained ISF Secretary General, Peter Hinchliffe.
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“However, the mandatory requirement for ships to maintain individual records of seafarers’ hours of work on board ship will be given additional momentum by the entry into force of the ILO Maritime Labour Convention and the recently adopted amendments to the STCW Convention. Record keeping is now mandatory, and it will be vital for shipowners to comply with the requirement to maintain records which, due to the complexity of the rules, can be almost impossible to maintain without the use of such a program.”

For the past 15 years, ISF has represented employers throughout the long negotiations at ILO and IMO which have resulted in two sets of complementary international regulations governing seafarers’ hours of work. It has used this expertise to develop a tool which is already being successfully used by thousands of ships worldwide, but which has now been upgraded to make it even more user-friendly and to anticipate the new IMO STCW regime.

Subscribers to ‘ISF Watchkeeper 3’ will be able to check and record compliance with the most recent amendments to the IMO Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW 2010), which were adopted by governments in June in Manila and which will enter into force in 2012.

Several new features include an option to maintain overtime records and pre-plan work schedules. Most importantly, a new ‘locking’ function has been incorporated to protect completed data from being altered and to prove authenticity to port state control officers or to accident investigators.

Mr Hinchliffe added “Failure by ships to maintain individual seafarers’ work hour records that comply with the formats adopted by IMO and ILO could result in ship detentions during Port State Control. In the case of an accident this could lead to prosecution.”

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Notes:
Additional information about be found at www.isfwatchkeeper.com from which a free trial can be downloaded.

Basic annual subscriptions to the ISF Watchkeeper package start at only £99 per ship.

The International Labour Organization (ILO) Convention on Seafarers’ Hours of Work and Manning of Ships (ILO 180) is already enforceable through Port State Control following the entry into force in 2002 of the 1996 Protocol to the ILO Minimum
Standards (Merchant Shipping) Convention (ILO 147). This Convention will soon be superseded by the ILO Maritime Labour Convention, 2006 (MLC) which contains similar requirements and with which ISF Watchkeeper 3 is fully compatible. ISF co-ordinated shipowner representation at the ILO Conferences which adopted the ILO MLC and ILO 180, as well as the International Maritime Organization Conferences which adopted STCW 95 and STCW 2010.

From our close Charterers : grains in bulk

There is a lot of free tonnage in Antlantic, which puts the ship owners in a very uncomfortable position, as they have to face lower freight rates and take care of vessels' employment rather than focus on negotiating higher freight rates. Many ships are reported to be ballasting from the Med to the continent where the availability of ships is improving. The Handymax freight market in the East as well as in the Black Sea remain striking stable.

For account of our close Charterers (grain dry-bulk cargo) we can propose

25-45,000 metric tons deadweight
with delivery east med/black sea
spot/prompt
1-2 voyages charterers' option with grains via black sea to east med or red sea
redelivery port said

ALSO

55-75,000 dwt
delivery east med/black sea
mid july
voyage with grains via black sea to pg
redelivery pg

both 3.75 add pus

Best regards, Maris

Freight market watch

Shipbrokers, charterers as well as shipowners watch the rise and fall of the chartering markets round. A promising cargo for today may be:

For account of Helm ; 25,000 metric tons 10% more or less owners option of urea in bulk with stowage factor 51'; from Klaipeda to Lagos with laycan on 20/25 July; loading / discharging terms : 5000c / 1750xeiu ; commission 3.75 past us ; most interesting : free from disbursement accounts at Lagos. Best offers invited! Maris

Is HSH Nordbank turning back on Shipowners?

German Shipowners in the Hamburg region question whether HSH Nordbank is turning back to the traditional family-owned shipping companies. Small owners engaged in containership feeder businesses are known to be especially vulnerable thorought the shipping crisis and may be even exposed to forced auctions.

As Tradewind reports, some Shipowners, having been in default since last year, may be put into a HSH's "Abbaubank". It is a wind up bank with more than EUR 8bn in shipping accounts that may not be renewed in case shipowners fail to find enough financing. The wind-up bank is considered by the shipowners as the last stop before the auction block.

The wind-up bank is reported to be in the process of organising its structural unit and is unlikely to deal with shipowners before each borrower is assigned to an account manager, which may already happen within weeks.

Christian Buchholz, the HSH spokesman, says that decisions of the European Union force them to cut shipping portfolio. The balance sheet was cut from EUR 174.5bn at the end of last year to EUR 100bn. He also says that the German shipowners have not been informed yet whether they will be cut off or not.

The bank is doing everything to avoid forced auctions, also because of the invitable effects on ship valuations. The bank had fire sales of six ships last year and has more than 3,000 ships in its portfolio. Yet, Buchholz says, any customers' ideas will be given an ear. He dismisses romours about possible negative effects of being placed in the Abbaubank in case shipowners need to obtain credit later.

There is no difference in the way the credit is handled whether in the restructuring unit or in the core bank. The only difference is that there will be an end to the relationship for customers in the restructuring unit, not for those in the core bank, according to Buchholz.

1% Low Sulfur Fuel Oil is now available at Gibraltar

Low Sulfur Fuel Oil  (LSFO) with a maximum sulphur content of 1.0% is, now, available at GIBRALTAR in order to conform to the new LSFO regulations starting from the 1-st of July, 2010.

New York state Ballast water and Graywater discharge standards

This post addresses the newest discharge standards imposed by New York state. To be brief, firstly, all vessels having VGP (Vessel General Permit) and calling NY ports and/or transiting NY waters have to have ballast water treatment systems installed by the 1st of January 2012. These systems have to meet the most stringent NY's ballast water discharge standards, approximately 100 times more stringent the IMO regulation D-2 standard. Secondly, New York's condition to the VGP states that a vessel may not discharge treated or untreated graywater into New York water, or 3 n.m. of the shoreline.

The state-of-the-art in research and technology conclude that there is no certified technology currently available to meet the NY's highest discharge standards by 2012, and it is unlikely to be available to meet the New York's deadline. Therefore, for the time being, NY requires that requests for waiver extension shall be submittd no later than the 30th of June 2010, the extension requests shall be submitted toNew York Department of Environmental conservation, and shall be able to demonstrate that (*) there is a lack in supply of appropriate technology to meet the standards, vessel-specific engineering constraint or factors, beyond the owner/operator's control. (*) the absence of technology is the only reason the deadline can not be met  and the Owner/Operator has exhausted all other options to comply, (*) and also, when the vessel will be made compliant with the discharge standard.

It has to be mentioned that it is prohibited to discharge graywater either treated or untreated regardless of whether water treatment technology has been installed or not. Graywater can not be discharged even if treated. Therefore the only feasible option seems to retain the graywater aboard while in NY state waters, either in an ad-hoc graywater/blackwater tank or by diverting it to a ballast water tank for later discharge at sea. Any modifications to piping system and tanks must be approved by Class and should be completed by the vessel's next scheduled drydock.

Oil spill update

Efforts to capture the oil release continue round the clock. As of 14 May, oil ranging from light sheen to heavy concetration was reported throughout the area within the following coordinates: (30º00'N, 89º00'W); (28º30'N, 87º30'W); (27º30'N, 88º30'W); (28º00'N, 89º45'W). Trading vessels are recommended to monitor USCG Urgent Marine Information Broadcast on VHF 22A(157.1 MHZ) and contact their agents to ensure that the relevant approaches are clear and to inquire about locations and procedures for vessel-cleaning stations. Please see below the published trajectory for 14 May 2010.

All ports and waterways in the Morgan City Captain of the Port Zone including port Fourchon are open without restrictions, and it is the intention to facilitate movement of the traffic to the fullest extent possible throughout the oil spill response operation.Vessels are advised to make every effort to avoid pockets of heavy black oil, while ensuring safe navigation. It will greatly reduce the possibility of vessels' hulls decontamination.



The Louisiana Offshore Oil Port (LOOP) is reported to be open to vessels and to be free of restrictions to marine traffic. 


A safety zone is reported to be established near the entrance to the Rigolets (COTP of the port New Orleans) in the vicinity of the CSX Railroad bridge. This safety zone will protect pesonel, deflection booming and Marco V skimmers located in the area by the bridge. All vessels transiting this area are required to maintain slow speed in the vicinity of the booming to maintain a no wake zone.

Overview of oil spill due to offshore oil rig Deepwater Horizon explosion : commercial navigation aspects

This post addresses the spread of the oil spill due to explosion of the offshore drill rig Deepwater Horizon and commercial navigation aspects. The incident occured on the 20th of April in the area of Missisipi Canyon Block 252 which is approx. 52 miles southeast of Venice, Lousiana. As of 6th of April, various sources report that approx. 5-10,000 or even more barrels of crude oil per day continue to be released in the sea water.

Both Oil Spill Removal Oprganizations (NaRCO and MSRC) continue to be heavily engaged in the response. Despite the large involvement, NaRCO stays alerted to meet a separate, unrelated response, and is ready to relocated resources from the gulf region if necessary. As for MSRC, they are also reported to maintain their classification in the gulf. Therefore, commercial navigation is not effected as a result of repositioning of the resources.

As of 3rd May, heavy oil concetration is reported to be migrating in the area: (28.30N 89.30W) to (20.30N 89.00W) to (30.00N 89.30W) to (29.15N 87.15W). Please see the published cumulative trajectory.

Therefore, although not necessarily, Masters are requested to report any oil impact on their vessel's hulls in e-notices of Arrivals in the "comments" section.

Refering to COPT of New Orleans, two vessel decontamination stations have been established on the Lower Missisipi River. If any sheening or presence of oil on a vessel's hull noticed, the arriving vessel shall proceed to one of the cleaning stations. Vessel's cleaning is coordinated with the New Orleans Decon Group via VHF Channel 16, throught the pilot directing the vessel's movement.

Caution : piracy expansion

On the 23rd of March, the turkish-owned m/v "Frigia", flying Malta flag, was hijacked in the Indian Ocean 1000 n.miles east of the northern coast of Somalia. The position of hijack is closer to India than Somalia and is about 400 n.miles beyond the normal EU NAVFOR operation area. The ship is reported to be heading towards one of the known pirate ports off the coast of Somalia. EU NAVFOR continues to monitor the situation.

New chineese oil polution regulation

As from today, the 1st of March, 2010, new chineese oil polution regulation becomes effective. The regulations have various requirements e.g. insurance compensation protocols and mandatory response plans as well as a requirement to contract with a pollution response contractor approved by China's Maritime Safety Administration (MSA). It is reported that an approved list of contractors has not been issued yet.

The requirement to contract with a response contractor applies to all ships carrying polluting or hazardous bulk cargoes and any other vessel beyond 10,000 GT. There are four levels of response contractors based on their ability to respond to spills of increasing size implied by the legislation.