BIMCO Events in Dubai – Programme Announced

13/02/2014 11:28:10 1 VOLUME 109 FEBRUARY 2014 FEBRUARY Time to revisit revisit to Time definition the port”? a “safe of Chemical tanker outlook – market at a market a crossroads POOLCON B adopted by B adopted POOLCON Documentary Committee BIMCO events in Dubai – Dubai in events BIMCO programme announced

BIMCO BULLETINBIMCO BULLETIN VOLUMEVOLUME 109103 ·· NO.NO. 16 ·· FEBRUARYDECEMBER 2014 2008 The BIMCO House, February 2014 (William A. Foster) intention, sincere effort, sincere effort, intention, choice of many alternatives. Quality is never an accident; Quality is never it is always the result of high it is always intelligent direction and skillful direction and skillful intelligent execution; it represents the wise execution; it represents BIMCO 161 Bagsvaerdvej 2880 Bagsvaerd Denmark www.bimco.org cover-01-14.indd 1 Get more Ef cient voyage planning and chart management in a single service

Connect your ADMIRALTY world digitally Planning station – View, order and › Overlay your digital products on one screen manage world-leading ADMIRALTY Nautical Products & Services on board › Instant updates to aid carriage compliance Fleet Manager – A web-based › Displays unique ADMIRALTY Information Overlay (AIO) application used by chart agents and › Easy to set up and use shipping companies ashore to manage ADMIRALTY products across fleets [email protected] › Helps free up valuable time on board and ashore Winner of the www.islamicpandiclub.com Marine Insurance Award T: +971 4 385 7004 F: +971 4 385 7011 To nd out more about e-Nav, Seatrade Middle East & Indian O . 408, Block B, Al Hudaiba Awards Bldg., Jumeirah Rd., visit www.admiralty.co.uk, Subcontinent Awards 2013 Union House Sq., Dubai, UAE, P.O. Box: 181891 or contact your ADMIRALTY Chart Agent.

BIMCO_280x215_print.inddcover-01-14.indd 2 1 28/01/2014 16:22 13/02/2014 11:28:13 CONTENTS BIMCO 2 The BIMCO Awards Gala Dinner 3 Welcome to BIMCO 4 Perspectives in Shipping 2014 BIMCO Awards Gala Dinner 5 Dubai Perspectives in Shipping preliminary programme 12 NYPE update heads 2014 documentary work progress and programme for Dubai 14 BIMCO Education round-up Perspectives in Shipping pp.2, 4 -11 16 Watchkeeper

General 18 Time to revisit the definition of a “safe port”? 20 Enhanced safety through the use of real-time dynamic chart overlays 24 Plotting a course to better profits: how e-navigation can reduce operating costs 28 Live testing of new AVANTI port information software 30 No all ballast water treatment system type approvals

PRELIMINARY are equal PROGRAMME 32 High quality flag with focus on user-friendliness 34 Protecting marine environments: the MARPOL V Regulation 38 Malaysia’s Trans-Peninsular Pipeline Project: will it take off? 40 Light upon the waters Chemical tanker market 44 New books

outlook – a market at a Shipping Market Overview & Outlook crossroads p.54 46 Macro economics 48 Dry bulk shipping 50 Tanker shipping 52 Container shipping 54 Chemical tanker market outlook – a market at a crossroads 56 The deveil in the detail of time charter damages calculation 58 Moore Stephens says 2015 should see return of healthy shipping industry

Round-ups 60 Ongoing Chinese shipping issues 62 No lack of challenges in Asia at the start of 2014 64 Ongoing EU shipping issues 66 Ongoing US shipping issues

Shipping Law POOLCON B adopted by 68 POOLCON B adopted by Documentary Committee Documentary Committee p.68 74 Anniversaries galore! 76 Judgment – The Ladytramp 78 London Arbitration – Incompetent versus negligent stevedoring 82 New York Arbitration – Shelltime (1984) – ST additional clause 48 – Major’s approvals – Impossible condition – Charterer’s wrongful cancellation – Owner’s damages

BULLETIN 2014 VOLUME 109 #1 1

gen-01-14.indd 1 13/02/2014 12:41:28 Published by BIMCO Bagsvaerdvej 161 2880 Bagsvaerd Denmark BIMCO Awards

Telephone: +45 4436 6800 Telefax: +45 4436 6868 Gala Dinner [email protected] www.bimco.org You are invited to join us on 29 April 2014 for the Secretary General - Angus R. Frew BIMCO Awards Gala Dinner at the Jumeirah Beach Editor - Stephen Gadd Hotel in Dubai. It promises to be a night of great All articles written by outside contributors do not necessarily networking and celebration. reflect the views or policy of BIMCO.

© Copyright – No article may he new BIMCO Awards have been A distinguished judging panel has been be reproduced by any means created to celebrate and draw established headed by BIMCO’s President in whole or in part without the attention to shipping companies John Denholm. He will be joined by Jamal written permission of BIMCO. andT individuals who have excelled in areas Majid Bin Thaniah (TBC), Vice Chairman reflecting BIMCO’s global activities. of DP World and Captain Jitendra Misra, Details of publication dates and Managing Director of Emarat Maritime deadlines for advertising may The nominations will come from BIMCO and Director of BIMCO, Philippe Louis- be obtained by applying to the members, but the winners can be any com- Dreyfus, President of Louis Dreyfus Arma- Editor. pany or individual that has excelled within teurs and President Designate of BIMCO the category. (TBC) and Angus Frew, Secretary General ISSN 0901-814X. & CEO of BIMCO. Award categories The 5 BIMCO Award categories are: We need your nominations! So please go • The BIMCO President’s Award ahead and nominate your favourites within • The BIMCO Regional Shipping each category, and then come and join us at Personality of the Year the BIMCO Awards Gala Dinner in Dubai • The BIMCO Shipping Company on 29 April 2014 for a night of celebration. of the Year • The BIMCO Education & Perspectives in Shipping 2014 Training Award Make a whole day of it and join us at • The BIMCO Cairns-Hansen Award BIMCO’s Annual Conference. The theme Named after two of BIMCO’s founding of this year’s conference is Perspectives in fathers, whose vision was to create standard Shipping 2014 – Protecting and Develop- forms of charter party, the basic princi- ing Your Business. ple that underpins BIMCO’s documentary activities today. The Conference starts at 9:30 and runs DP World terminal at Jebel Ali. through to 16:00 on 29 April at the Jumei- How to nominate candidates rah Beach Hotel. BIMCO members can nominate candidates for the last 4 awards categories, start- Further information ing today, and the closing date for entry More information, including buying seats/ of nominations from BIMCO members is tables for the Gala Dinner, nomination Friday 7 March 2014. Simply go to the nom- forms for the BIMCO Awards, and sponsor- Printed in compliance with ination forms on this site: http://dubai. ship opportunities, is available on the dedi- Enviromental Certificate DS/ES ISO 14001 bimco.org cated website at http://dubai.bimco.org ll

BIMCO

gen-01-14.indd 2 14/02/2014 08:17:21 Welcome to BIMCO!

BIMCO would like to extend a warm welcome to the following new members, admitted during the period from 1 December 2013 to 31 January 2014.

Owner Members Qingdao, Shandong Province, China Seacon Ships Management Co. Ltd. Dragør, Denmark Licvem Shipping & Trading Aps Lagos, Nigeria West African Ventures Ltd. Doha, Qatar Trelco Marine Services Co. W.L.L Abu Dhabi, United Arab Emirates Sea Horse Middle East Marine Services LLC Dubai, United Arab Emirates IPC Marine Services L.L.C.

Broker Members Icici, Croatia R & B Globalni Projekti d.o.o. Weding/Handewitt, Germany BOW Shipping GmbH Thessaloniki, Greece Seawind Shipping Services St. Petersburg, Russia Arvensa Transport Ltd. Dubai, United Arab Emirates GSS Marine Shipping Services LLC

Agency Members Luanda, Angola Offshores Marine Service Lda. Montreal, Canada Robert Reford Agency Tehran, Iran Blue Gulf Shipping Services Co. Ltd.

Associate Members Shanghai, China Industrial and Commercial Bank of China Ltd. Shanghai, China Wärtsilä Management (Shanghai) Co. Ltd. Sandefjord, Norway Jotun A/S Rotterdam, The Netherlands Port of Rotterdam New Orleans, LA, United States Galloway Johnson Tomkins Burr & Smith

BIMCO BULLETIN 2014 VOLUME 109 #1 3

gen-01-14.indd 3 13/02/2014 12:41:35 Perspectives in Shipping 2014 BIMCO announces the programme for its annual conference Perspectives in Shipping 2014 – Protecting and Developing Your Business at the Jumeirah Beach Hotel, Dubai on 29 April 2014.

ou are invited to join us on London, Nevil Phillips, Barrister, Lon- tions you should be asking? The key issues 29 April 2014, where the full-day don, Han van Blanken, Ship owner, Rotter- will be presented by high-powered profes- conference Perspectives in Ship- dam, John Tsatsas, LMAA Arbitrator and sionals from Wärtsilä, Alfa Laval, and pingY 2014 will focus on issues impacting Mediator, Chartered Shipbroker, Chartered ClassNK. all ship owners and help you to protect Arbitrator, London. The media role will be and develop your business. played by Julian Bray, the Editor-in-Chief Emission control regulations are fast of TradeWinds. approaching and high oil prices are set to His Excellency Sultan Ahmed Bin Sulayem, stay. Everyone is worrying about the avail- the Chairman of DP World (TBC), will The mock arbitration will have a unique ability and price of low sulphur diesel, but open the conference. He will be followed by twist – it will involve high-profile maritime what are your options? Will scrubber tech- Captain Jitendra Misra, Managing Direc- arbitrators from the world’s three main nology really work? Is there a business case tor of Emarat Maritime. The scene will be arbitration venues as listed in BIMCO’s Dis- for continuing to use heavy fuel? Is LNG set by Peter Sand, BIMCO’s Chief Shipping pute Resolution Clause, represented by Jude really a possibility, and what other fuels may Analyst, who will present a Shipping Mar- Benny, Lawyer and Maritime Arbitrator be available? In the past, everyone burnt ket Overview & Outlook. from Singapore, Bruce Harris, Maritime heavy fuel oil; the future may not be so sim- and Commercial Arbitrator from London, ple! This may be the biggest game-changer The conference will then split into two excit- and David Martowski, Arbitrator/Media- for the industry since the end of the sailing ing parallel tracks for you to choose from. tor from New York – each with possible dif- era over 100 years ago. ferent approaches to resolving the dispute. Track one This session will elaborate on the concepts Track 1: A role playing exercise on Most importantly, this exercise will of multi-fuelled ships, the availability and resolving a maritime casualty – the mess, involve the audience at each stage as the effectiveness of scrubber technologies and the media and the mediators story unfolds. Armed with an interactive the practicalities of using LNG. To make Through the muddle and confusion that voting meter, each member of the audience this come alive, a group of high-pow- immediately follows a maritime casualty will be asked what they would do next and ered representatives from DNV-GL, Rolls – a grounding, a collision or even a total help determine the outcome of the affair. Royce, MAN Diesel & Turbo, Wärtsilä, loss – the ship owner must think clearly We can’t stop your phone ringing in the and Clean Marine Energy will present the and tread carefully, looking after the wel- middle of the night – but this event might issues at stake in this context. fare of his crew and minimising damage to just help you be better prepared when that the environment. phone rings. To wrap up Track 2, a panel of ship owners will debate the outcome and provide some What are the “do’s” and “don’ts” for the Track two key take-aways for the audience on how best prudent ship owner? Who should he con- Track 2: Upcoming regulatory to navigate the regulatory minefields ahead fide in, and to whom should his lips be requirements may erode your ticket of us. PRELIMINARY sealed? Co-operation is the key to success- to trade ful crisis management, but of equal impor- Never have regulatory changes been more BIMCO Awards Gala Dinner PROGRAMME tance is managing the media. And then challenging for ship owners than those Make a whole day of it and join us at the there will be claims to be dealt with. Many coming into force in the next decade. BIMCO Awards Gala Dinner. The Gala claims. Arbitrators will be appointed, each dinner starts at 19:30 on 29 April at the side will gather a small army of lawyers and A Ballast Water Treatment System will be Jumeirah Beach Hotel. experts, and battle lines will be drawn. one of the most expensive pieces of equipment on board your ship, but will it work? Further information This track will include a vibrant and inter- The marketing material says their system More information – including the proactive casualty simulation against this com- works in all conditions, and is suitable for gramme, registration, fees, information on plex backdrop of events. The role playing any vessel. Will it really work reliably in the Gala dinner, and sponsorship opportu- exercise will be directed by Lindsay East, all water conditions? Will all port states nities – is available on the dedicated BIMCO Consultant, Reed Smith, London, and will be happy with the results? Acquiring the event website http://dubai.bimco.org ll further include experts well-versed in mar- wrong system will be an expensive mistake. itime casualty work: Chirag Karia Q.C., What are the pitfalls? What are the ques-

4 BULLETIN 2014 VOLUME 109 #1 BIMCO

gen-01-14.indd 4 17/02/2014 08:04:29 PRELIMINARY PROGRAMME

gen-01-14.indd 5 13/02/2014 12:41:36 WELCOME TO PROTECTING & DEVELOPING PERSPECTIVES IN ShIPPING YOUR BUSINESS AND ThE PROGRAMME BIMCO AWARDS GALA DINNER TUESDAY, 29 APRIL 2014 IN DUBAI 09:30-10:15 Opening Session Venue: Safinah Ballroom 3 + 4 - Jumeirah Track 1: Beach Hotel A Role Playing Exercise on Resolving a Maritime Casualty – The Mess, the Media and the 09:30-09:35 Opening Speech by BIMCO’s President Mr. Mediators John Denholm You are invited to join us on 29 April 2014 for the BIMCO Annual Conference followed Through the muddle and confusion that immediately 09:35-09:45 Official Opening by His Excellency Sultan follows a maritime casualty – a grounding, a collision by the BIMCO Awards Gala Dinner at the spectacular Jumeirah Beach Hotel in Dubai. or even a total loss – the shipowner must think clearly It promises to be a day to remember and a night of great networking and celebration. Ahmed Bin Sulayem The Chairman of DP World (TBC) and tread carefully. Conference - Perspectives in Shipping This track will include a vibrant and interactive 09:45-09:50 Official Speaker Representing the casualty simulation. The role playing exercise will be His Excellency Sultan Ahmed Bin Sulayem, the Chairman of DP World (TBC) will open Shipowning Community: Managing directed by Lindsay East, Consultant, Reed Smith, the conference. He will be followed by Captain Jitendra Misra, Managing Director of Director, Captain Misra of Emarat Shipping London, and will further include experts well- versed in maritime casualty work: Chirag Karia Q.C., Emarat Maritime. The scene will then be set by Peter Sand, BIMCO’s Chief Shipping 09:50-10:15 Market Overview & Outlook by BIMCO London, Nevil Phillips, Barrister, London, Han van Analyst. The conference will then split into two exciting parallel tracks for you to choose Chief Economist Peter Sand Blanken, Ship Owner, Rotterdam, John Tsatsas, LMAA from: Arbitrator and Mediator, Chartered Shipbroker, 10:15-10:30 Coffee Break Chartered Arbitrator, London. The media role will Track 1: A role playing exercise on resolving a maritime casualty – the mess, the media Venue: Lobby area of Jumeirah Beach Hotel be carried out by the Editor-in-Chief Julian Bray and the mediators from TradeWinds. The mock arbitration will have a 10:30-16:00 Track 1: A Role Playing Exercise on unique twist – it will involve high-profile maritime Track 2: Upcoming regulatory requirements may erode your ticket to trade Resolving a Maritime Casualty – The Mess, arbitrators from the world’s three main arbitration the Media and the Mediators venues as listed in BIMCO’s Dispute Resolution Clause Participation in the conference is free to all BIMCO members. Venue: Meyana Auditorium - Jumeirah Beach represented by: Jude Benny, Lawyer and Maritime Hotel Arbitrator from Singapore, Bruce Harris, Maritime BIMCO Awards Gala Dinner and Commercial Arbitrator from London, and David Martowski, Arbitrator/Mediator from New York - You are invited to join us at the BIMCO Awards Gala Dinner in the evening of 29 April each with possible different approaches to resolving 2014. The highlight of the Gala Dinner will be the presentation of the prestigious BIMCO (programme continued on the next page) the dispute. Awards to shipping companies and individuals who have excelled in areas reflecting The audience will be armed with an interactive voting BIMCO’s global activities. meter, and will be asked what they would do next and help determine the outcome of the affair. The nominations for the awards will come from the BIMCO members, but the winners can be any company or individual. Make a whole day of it and join both the BIMCO Annual Conference and the BIMCO Awards Gala Dinner. In addition to these exciting events, the full programme includes a number of BIMCO Committee and Board meetings that will also draw in top shipping professionals from around the world, providing participants with a unique opportunity to refresh old business contacts and make new ones. See you in Dubai!

6 BULLETIN 2014 VOLUME 109 #1 BIMCO

gen-01-14.indd 6 13/02/2014 12:41:37 WELCOME TO PROTECTING & DEVELOPING PERSPECTIVES IN ShIPPING YOUR BUSINESS AND ThE PROGRAMME BIMCO AWARDS GALA DINNER TUESDAY, 29 APRIL 2014 IN DUBAI 09:30-10:15 Opening Session Venue: Safinah Ballroom 3 + 4 - Jumeirah Track 1: Beach Hotel A Role Playing Exercise on Resolving a Maritime Casualty – The Mess, the Media and the 09:30-09:35 Opening Speech by BIMCO’s President Mr. Mediators John Denholm You are invited to join us on 29 April 2014 for the BIMCO Annual Conference followed Through the muddle and confusion that immediately 09:35-09:45 Official Opening by His Excellency Sultan follows a maritime casualty – a grounding, a collision by the BIMCO Awards Gala Dinner at the spectacular Jumeirah Beach Hotel in Dubai. or even a total loss – the shipowner must think clearly It promises to be a day to remember and a night of great networking and celebration. Ahmed Bin Sulayem The Chairman of DP World (TBC) and tread carefully. Conference - Perspectives in Shipping This track will include a vibrant and interactive 09:45-09:50 Official Speaker Representing the casualty simulation. The role playing exercise will be His Excellency Sultan Ahmed Bin Sulayem, the Chairman of DP World (TBC) will open Shipowning Community: Managing directed by Lindsay East, Consultant, Reed Smith, the conference. He will be followed by Captain Jitendra Misra, Managing Director of Director, Captain Misra of Emarat Shipping London, and will further include experts well- versed in maritime casualty work: Chirag Karia Q.C., Emarat Maritime. The scene will then be set by Peter Sand, BIMCO’s Chief Shipping 09:50-10:15 Market Overview & Outlook by BIMCO London, Nevil Phillips, Barrister, London, Han van Analyst. The conference will then split into two exciting parallel tracks for you to choose Chief Economist Peter Sand Blanken, Ship Owner, Rotterdam, John Tsatsas, LMAA from: Arbitrator and Mediator, Chartered Shipbroker, 10:15-10:30 Coffee Break Chartered Arbitrator, London. The media role will Track 1: A role playing exercise on resolving a maritime casualty – the mess, the media Venue: Lobby area of Jumeirah Beach Hotel be carried out by the Editor-in-Chief Julian Bray and the mediators from TradeWinds. The mock arbitration will have a 10:30-16:00 Track 1: A Role Playing Exercise on unique twist – it will involve high-profile maritime Track 2: Upcoming regulatory requirements may erode your ticket to trade Resolving a Maritime Casualty – The Mess, arbitrators from the world’s three main arbitration the Media and the Mediators venues as listed in BIMCO’s Dispute Resolution Clause Participation in the conference is free to all BIMCO members. Venue: Meyana Auditorium - Jumeirah Beach represented by: Jude Benny, Lawyer and Maritime Hotel Arbitrator from Singapore, Bruce Harris, Maritime BIMCO Awards Gala Dinner and Commercial Arbitrator from London, and David Martowski, Arbitrator/Mediator from New York - You are invited to join us at the BIMCO Awards Gala Dinner in the evening of 29 April each with possible different approaches to resolving 2014. The highlight of the Gala Dinner will be the presentation of the prestigious BIMCO (programme continued on the next page) the dispute. Awards to shipping companies and individuals who have excelled in areas reflecting The audience will be armed with an interactive voting BIMCO’s global activities. meter, and will be asked what they would do next and help determine the outcome of the affair. The nominations for the awards will come from the BIMCO members, but the winners can be any company or individual. Make a whole day of it and join both the BIMCO Annual Conference and the BIMCO Awards Gala Dinner. In addition to these exciting events, the full programme includes a number of BIMCO Committee and Board meetings that will also draw in top shipping professionals from around the world, providing participants with a unique opportunity to refresh old business contacts and make new ones. See you in Dubai!

BIMCO BULLETIN 2014 VOLUME 109 #1 7

gen-01-14.indd 7 13/02/2014 12:41:37 PROTECTING & DEVELOPING PROTECTING & DEVELOPING YOUR BUSINESS YOUR BUSINESS PROGRAMME PROGRAMME REGISTRATION

TUESDAY, 29 APRIL 2014 (cont.) TUESDAY, 29 APRIL 2014 (cont.) WEDNESDAY, 30 APRIL 2014 REGISTRATION

10:30-16:00 Track 2: Upcoming Regulatory 12:30-13:30 Lunch 08:00-12:00 BIMCO Documentary Committee Meeting Please fill in and submit the Registration Form by Tuesday, Requirements May Erode Your Ticket to Venue: Lobby - Jumeirah Beach Hotel For members of the Documentary Committee 1 April 2014. By meeting this deadline, you will ensure Trade 2013-2015 only that your company is shown in the Final Programme and Venue: Safinah Ballroom 3 + 4 - Jumeirah 14:45-15:00 Coffee Break Venue: Safinah Ballroom 1 + 3 - Jumeirah Attendance list. Beach Hotel Venue: Lobby - Jumeirah Beach Hotel Beach Hotel BIMCO will continue to accept registrations after this date. 19:30-23:00 BIMCO Awards Gala Dinner 12:00-13:00 Lunch Delegate details will be included in a Supplement to the Venue: Safinah Ballroom 1 + 2 - Jumeirah For members of the Documentary Committee Attendance List. Track 2: Beach Hotel & Board of Directors only Upcoming Regulatory Requirements May Erode Venue: Lobby - Jumeirah Beach Hotel Your registration will be handled on a first-come, first-served Your Ticket to Trade basis. Each delegate must use a separate form. Photocopies 10:30-11:30 Session 1: Ballast Water Treatment The new BIMCO Awards have been created to celebrate 13:00-17:00 Board of Directors Meeting of the Registration Form are acceptable. A Ballast Water Treatment System will be one of For members of the Board of Directors 2013- the most expensive pieces of equipment on board and bring attention to shipping companies and your ship, but will it work? The marketing material individuals who have excelled in areas reflecting BIMCO’s 2015 only REGISTER ONLINE: says their system works in all conditions, and is global activities. The nominations will come from the Venue: Safinah Ballroom 4 - Jumeirah Beach http://dubai.bimco.org suitable for any vessel. Will it really work reliably in BIMCO members but the winners can be any company all water conditions? Will all port states be happy Hotel with the results? Acquiring the wrong system will be or individual that has excelled within the category. The All registrations, cancellations and alterations must be IN an expensive mistake. Is this possible, what are the 5 BIMCO Award categories are: The BIMCO President’s 17:15-18:00 BIMCO Annual General Meeting WRITING to: pitfalls? What are the questions you should be asking? Award, The BIMCO Regional Shipping Personality of the Year, The BIMCO Shipping Company of the Year, The For BIMCO members only 10:30-10:50 Wärtsilä Corporation, Mr. Leonardo BIMCO Education & Training Award, and The BIMCO Venue: Safinah Ballroom 2 - Jumeirah Beach BIMCO Sonzio Director, Environmental Cairns-Hansen Award. BIMCO members can nominate Hotel 161 Bagsvaerdvej Solutions candidates for the last 4 awards categories and the 2880 Bagsvaerd Technology options for compliance with the IMO closing date for entry of nominations from BIMCO 18:15-21:00 Farewell Reception Denmark Ballast Water Convention. Prospects of US type- approval to provide audience with an expected members is on Friday, 7 March 2014. It is not possible to Venue: Jumeirah Beach Hotel (TBA) timeline for initiating installations on ships calling nominate for The BIMCO President’s Award. Email: [email protected] the US. More details at http://dubai.bimco.org. Telephone: +45 4436 6800 Dress code: Formal business attire / national dress 10:50-11:10 Alfa Laval (TBC) Fax: +45 4436 6868 Scaling systems to suit large capacity ships. How should a ballast tank transfer system ideally be designed when ballast water must be treated in the future? 11:10-11:30 ClassNK (TBC) 12:30-13:30 Lunch A Classification Society view on compliance. How will 13:30-14:50 Session 2 (cont.) Class engage with Authorities from Flag and Port State when compliance with the Convention is scrutinised 13:30-13:50 MAN Diesel & Turbo by PSC? Multi fuel options for large 2-stroke engines. Solutions 11:30-11:50 Short Break for Oil, LNG and Methanol. 11:50-12:30 Session 2: Future Fuels 13:50-14:10 Alfa-Laval (TBC) Abatement of SOx from the exhaust gas. What is Emission control regulations are fast approaching and possible? Are solutions for very large engines realistic? high oil prices are set to stay. Everyone is worrying about the availability and price of low sulphur diesel, but what are your options? Will scrubber technology 14:10-14:30 Wärtsilä Corporation, Mr. Tomas really work? Is there a business case for continuing to Aminoff, Director, Technology Strategy, use heavy fuel? Is LNG really a possibility, and what Ship Power other fuels may be available? In the past everyone Advice from a supplier that delivers solutions for all burnt heavy fuel oil. The future may not be so simple! compliance methods: Scrubbers, LNG, Methanol? This may be the biggest game-changer for the industry since the end of the sailing era over 100 years ago. 14:30-14:50 Alisdair Pettigrew, BLUE Com., Senior The session will elaborate on the concepts of multi- fuelled ships, availability and effectiveness of scrubber advisor to Clean Marine Energy technologies and practicalities of using LNG. Novel finance means to facilitate retrofitting of expensive compliance methods. Could 3rd party 11:50-12:10 DNV-GL (TBC) financing be a solution for some owners? Scenarios for fuel use in the shipping industry beyond 2020. Setting the scene for the session by delivering 14:50-15:00 Short Break some insights to the future product mix. 15:00-16:00 Panel Discussion 12:10-12:30 Rolls Royce To wrap up the day, a panel of shipowners will debate Natural gas as fuel for ships. Which technologies are the outcomes of the two sessions and provide some suitable and which sectors of the industry are likely to key take-aways for the audience on how to navigate go for LNG? the regulatory minefields ahead of us.

8 BULLETIN 2014 VOLUME 109 #1 BIMCO

gen-01-14.indd 8 13/02/2014 12:41:38 PROTECTING & DEVELOPING PROTECTING & DEVELOPING YOUR BUSINESS YOUR BUSINESS PROGRAMME PROGRAMME REGISTRATION

TUESDAY, 29 APRIL 2014 (cont.) TUESDAY, 29 APRIL 2014 (cont.) WEDNESDAY, 30 APRIL 2014 REGISTRATION

BIMCO BULLETIN 2014 VOLUME 109 #1 9

gen-01-14.indd 9 13/02/2014 12:41:39 REGISTRATION & h OTEL REGISTRATION & h OTEL

REGISTRATION FEES HOTEL RESERVATION CANCELLATION AIRPORT SERVICE BIMCO Members: Accommodation is available at a special rate at the Jumeirah All cancellations must be received in writing by BIMCO. Jumeirah Beach Hotel is in Dubai’s Jumeirah Beach area, BIMCO Conference, 29 April ...... Free of charge Beach Hotel. Please refer to your Event Registration Number on 15 kilometres from the city centre and 25 kilometres from BIMCO Awards Gala Dinner, per seat ...... USD 140 all correspondence. A 50% refund will be obtained if Dubai International Airport. BIMCO Awards Gala Dinner, per table (10 seats) ...USD 1200 Settlement of hotel bills must be made individually upon cancellations are received prior to 1 April 2014. Thereafter, If you’d like to book a car to take you straight from the departure. All major credit cards are accepted. no refunds will be made. airport to the hotel, we can arrange a wide range of Non-members: vehicles – from limousines to luggage vans. Whatever you BIMCO Conference, 29 April ...... USD 250 Please make your reservation not later than Friday, 28 Please note that refunds will only be handled after the choose, you’ll find our rates very competitive. BIMCO Awards Gala Dinner, per seat ...... USD 175 March 2014, as the hotel will not be able to guarantee events have taken place. Conference + Dinner ...... USD 340 rooms or the special rate after this date. Transport to and from Dubai International Airport is BIMCO Awards Gala Dinner per table (10 seats) ....USD 1500 Hotel cancellations must be made directly with the complimentary for guests staying in Club Executive, Premium The Jumeirah Beach Hotel hotel. Leisure, Suites, Villas and to Sirius Gold card holders. PAYMENT P.O. Box 11416 Dubai, UAE REGISTRATION IN DUBAI Transport to and from Abu Dhabi International Airport All payments for the BIMCO Awards Gala Dinner & and Al Maktoum Airport in Jebel Ali is also available for all Conference on 29 April will be handled by BIMCO. Telephone: +971 4 348 0000 All delegates are kindly asked to register at the BIMCO guests at an additional charge. Website: www.jumeirah.com Registration Desk – see below. Delegates will receive the FOR MORE INFORMATION, PLEASE CONTACT US: BIMCO only accepts the following credit cards: Reservations: Please refer to link on the dedicated BIMCO Final Programme and Attendance List and name tags plus any additional material. MasterCard, Visa, Eurocard and JCB. event website http://dubai.bimco.org Telephone: +971 4 348 0000 E-mail: [email protected] CONFIRMATION Double Room (2 pax) ...... AED 1700 BIMCO REGISTRATION DESK Double Room (1 pax) ...... AED 1700 Destination BMW-7 Lincoln Coaster Bus Luggage van Please note that we prefer to receive your Registration Opening hours: Navigator 26 seater (Hiace) Form electronically. Upon completion, please press “Submit The above rate is per room per night and are subject to 7 seater (semi luxury) Form”. You may also scan the Registration Form and e-mail 10% municipality fee and 10% service charges. Any further Monday, 28 April One way One way One way One way it to us or forward the form via fax with your name marked change in taxes imposed by the government will be reflected Lobby area of Conference Centre Dubai Airport AED 375 AED 375 AED 600 AED 250 clearly. in the final invoice. 14:00-18:00 Sharjah Airport AED 450 AED 450 AED 750 AED 300 Abu Dhabi Apt AED 575 AED 575 AED 900 AED 400 Once your Registration Form has been received, an e-mail Buffet Breakfast is available from AED 180 per person Tuesday, 29 April Abu Dhabi City AED 675 AED 675 AED 1,000 AED 450 will be sent to you confirming your official registration and inclusive of 10% municipality fee and 10% service charges. Lobby area of Conference Centre Bab Al Shams AED 375 AED 375 AED 600 AED 250 your attendance at specific events. 08:00-18:00 Hourly rental AED 375 AED 375 AED 600 AED 250 CHECK IN / CHECK OUT Please check the e-mail confirmation carefully to ensure Wednesday, 30 April that all items requested have been correctly registered. Hotel check in time is 15:00. Lobby area of Conference Centre Room assignments prior to this time is subject to availability. 07:30-16:00 Hotel check out prior to 12:00. VISA After this time, a supplementary charge may be charged in respect of a late check out subject to availability. All participants are advised to check their nearest UAE No change may be made to these arrangements unless Embassy/Consulate for up-to-date visa requirements. agreed by the Hotel in writing.

100% of the booked period will be charged should a guest depart ahead of the booked date of departure. In case of advanced payment, the amount will be non-refundable.

10 BULLETIN 2014 VOLUME 109 #1 BIMCO

gen-01-14.indd 10 13/02/2014 12:41:40 REGISTRATION & h OTEL REGISTRATION & h OTEL

100% of the booked period will be charged should a guest depart ahead of the booked date of departure. In case of advanced payment, the amount will be non-refundable.

BIMCO BULLETIN 2014 VOLUME 109 #1 11

gen-01-14.indd 11 13/02/2014 12:41:40 NYPE update heads 2014 documentary work programme This year, we will see the wraps come off a newly revised NYPE 93 charter party.

or over a year now, BIMCO, Bunker contract revision Clubs – Electronic Shipping Solutions (ESS) working together with ASBA in Bunkers also feature highly on BIMCO’s and Bolero – neither of whom charge own- New York and the SMF in Singa- documentary agenda this year. A revision ers for issuing e-Bills on their systems. What pore,F has pored over the numerous pro- of the Standard Bunker Contract is under- is important now is that with the increas- visions of the 20 years old NYPE form way, this time with the benefit of a much ing use of e-Bills there needs to be proper and reviewed the many amendments and heavier duty marketing campaign among provision made for their use under charter additional clauses that are commonly suppliers and purchasers to raise awareness parties. Work will begin shortly on such a added when fixing on this charter party. of the contract and the benefits that har- clause using the expertise of the two e-Bill monisation of bunker terms and conditions solution providers as well as valuable input A real pattern of common amendments can bring. from owners, charterers and P&I Clubs. and riders has emerged indicating that the NYPE in its current form falls some way In addition, we are also looking at a new Anti-bribery solutions short of reflecting current time chartering Bunker Non-lien Clause for time charter Measures to counter bribery and corruption commercial practice. The new version will parties as a possible means of combatting continue to be a hot topic in the industry certainly be longer but it will require far less the double-whammy that some unfortunate with an ever increasing number of industry additional clauses than present. ship owners occasionally face when a time players working together to find solutions charter goes bankrupt leaving hire unpaid and meet compliance requirements. With a more comprehensive and up to date and then, a few months later, the owners’ edition of the widely used charter available, ship is arrested for non-payment of bun- Part of this process is taking into consid- users will no longer have to spend negotiat- kers by the bankrupt charterers. The clause eration what provision should be made ing, and sometimes even drafting, numer- under development places an obligation on in charter parties to address compliance ous additional clauses. It is not a complete the charterers to obtain a waiver from bun- issues and to ensure that innocent parties re-write – the drafting team has pre- ker suppliers of their right to place a lien are not persecuted or prosecuted for refus- served wherever possible the overall struc- over the vessel for unpaid bunkers, even ing to make “facilitation” payments to port ture of NYPE. Many of the clauses remain though the bunkers have been purchased officials. A charter party clause should, unchanged where it was felt unnecessary not by the owners but by the charterers. of course, be very protective of the own- to revise perfectly workable and tried and ers’ position as it is their vessel and their tested wordings. To help maintain famil- Electronic bills of lading crew that will be exposed to the pressure iarity, many of the unchanged clauses have Electronic bills of lading have been a sub- of making such payments in order to avoid exactly the same clause numbers as found ject much discussed by the industry for unwarranted delays to the vessel. Prelimi- in the ’93 edition. many years but with little evidence of solid nary work to investigate the feasibility of implementation into mainstream business. developing a sufficiently robust anti-brib- An essential part of the final stages of the However, in the last year a number of major ery clause will begin during the first quar- revision process will be an all-important charterers have started to initiate large scale ter of 2014. consultation with the industry – the end projects on some trades to introduce elec- users of NYPE. Copies of the draft revised tronic bills of lading. In terms of using Other work NYPE charter party will be posted on electronic bills of lading from an owners’ Other new or revised BIMCO Clauses the BIMCO website for all to review dur- perspective, the landscape has changed that will appear this year include an Asian ing the first quarter of 2014. During this considerably in the past few years. P&I Gypsy Moth Clause, a Ship to Ship Transfer period a series of “road shows” to explain cover has up until recently been an issue, Clause for Voyage Charter Parties (formerly the changes to NYPE will be conducted in but now owners enjoy the same degree of Double Banking Clause) and a revised Europe, the US and Asia. This will give the liability cover when using e-Bills as they do North American Cargo Declaration Clause industry an opportunity to provide feed- with their paper counterpart. reflecting changes in cargo notification and back on the changes and see for themselves bonding requirements in Canada. (GH) ll what’s coming. The target publication date Only two companies to date have been for the revised NYPE is December 2014. approved by the International Group of P&I

12 BULLETIN 2014 VOLUME 109 #1 BIMCO

gen-01-14.indd 12 13/02/2014 12:41:41 BIMCO Intervention works!

In late June, at the request of one of our owner members, we approached an agent who had not returned unused funds in the amount of USD 4,900 and urged him to arrange for remittance. As we did not receive any reply, we warned him in early September that this default would be reported in a forthcoming BIMCO Notice to Members. This prompted the agent to respond and from the reply it transpired that he had confused the identity of his princi- pals in respect of several vessel calls. Clarifications were provided and finally our member confirmed receipt of the said amount on 4 November 2013.

At the end of September 2013, acting on behalf of one of our agency members, we approached an owner who had failed to pay a balance on disbursements and enquired as to the reasons for the delay. The owners attempted to avoid liability alleging that they were acting on behalf of a third party. Our attempts to clarify the owners’ obligations did not have the desired Further information effect and we finally had to caution them that a BIMCO Notice to Members would be issued, Read more about this service here: should they refuse to fulfil their obligations. A few days later our member informed us that the parties had reached an agreement and that the case could now be closed. https://www.bimco.org/en/About/ Company_information/Intervention. In early October, at the request of one of our owner members, we approached an agent who aspx had not returned unused funds in the amount of USD 12,200 and suggested that remittance of that amount be arranged. The agent reacted promptly, confirming that this would be done, and our member confirmed receipt of the said amount a few weeks later.

On 4 October 2013, acting on behalf of one of our owner members, we approached an agent who had withheld unused funds in the amount of USD 5,000 for nearly a year and urged him to arrange remittance of that sum. No rely was received and on 1 November, we cautioned the agent that his default would be reported in a forthcoming BIMCO Notice to Members. Later the same day our owner member confirmed receipt of the amount due.

On 10 October 2013, acting on behalf of one of our owner members, we approached a charterer who had left the amount of USD 164,000 in respect of freight and demurrage outstand- ing, and urged him to arrange for remittance of same. Two weeks later, our owner member confirmed receipt of the said amount.

On 31 October 2013, we approached a charterer who owed balance hire in the amount of USD 24,000 to an owner member of BIMCO and suggested that arrangements should be made for the remittance of that amount. The charterer responded immediately and our member confirmed receipt of funds on 7 November.

On 5 November 2013, acting on behalf of one of our owner members, we approached a charterer who had not paid incurred demurrage in the amount of EUR 2,700 and enquired as to the reasons for the lack of payment. The charterer responded promptly and ten days later, our member could confirm receipt of the said amount.

Over the last five years, BIMCO has assisted members in collecting an average of USD 5.9 million p.a.

BIMCO BULLETIN 2014 VOLUME 109 #1 13

gen-01-14.indd 13 13/02/2014 12:41:44 BIMCO Education round-up

Dubai Masterclass on Voyage Chartering: “Premium hospitality, perfect organisation, and a good dose of knowledge made this masterclass a unique opportunity and an eye opener for future dealings”.

he BIMCO Masterclass on Voy- age Chartering in Dubai from 10-12 December was a truly Tinternational event and attracted 35 participants from countries as diverse as Angola, Belgium, Egypt, Ghana, Greece, India, Italy, Jordan, Malta, The Netherlands, Norway, Singapore, Thai- land, Turkey, Ukraine, United Arab Emirates and the United Kingdom.

BIMCO has developed the Voyage Char- tering Masterclass with Haris Zografakis and Andrew Rigden-Green from Stephen- son Harwood with a view to covering a broad range of issues, both for the dry and Masterclass on Voyage Chartering, Dubai. Opening remarks by Capt. Jitendra Misra, member of the tanker side of the industry. BIMCO Board of Directors and Documentary Committee, representing the United Arab Emirates.

This particular Masterclass Workshop also includes a Mock Mediation and Arbi- in hand with the more detailed Master- tration, designed to help understand the classes on Bills of Lading and Laytime & mechanisms involved when dealing with Demurrage. The next Masterclass on Voy- disputes on voyage charters. The Voyage age Chartering will take place in Geneva Chartering Masterclass goes well hand from 1-3 October 2014.

Masterclass on Voyage Chartering, Dubai. Haris Zografakis Masterclass on Time Chartering, Limassol. Debriefing of Stephenson Harwood addresses the participants. for Case Study 1 from Richard Williams.

14 BULLETIN 2014 VOLUME 109 #1 BIMCO

gen-01-14.indd 14 17/02/2014 08:05:07 Masterclass on Time Chartering Limassol,. Richard Willams speaking.

SHIPMAN Seminar in Limassol Today, SHIPMAN 2009 is one of On 4 February, BIMCO conducted a full day BIMCO’s best-selling standard forms and seminar on the SHIPMAN, jointly organised enjoys almost universal usage in the ship with the Cyprus Shipping Chamber. management sector.

The BIMCO Documentary Committee For the more than 40 representatives from formally approved the revised SHIPMAN primarily the large shipmanagement com- and CREWMAN documents in November munity in Cyprus and Greece, it was an 2009. Given the importance that the ship- excellent opportunity to provide the two management sector places in SHIPMAN, speakers Grant Hunter, BIMCO’s Chief the revision process was undertaken with Documentary Affairs Officer, and Stephen great care so as not to upset the basic princi- Mackin, Partner in Eversheds shipping ples enshrined in the agreement and which, group, Newcastle, with input on the use of in many respects, have come to be regarded the contract. as the “law” of shipmanagement.

Case Studies are comprehensive and require great attention to detail.

Masterclass on Time Charter in Limassol Immediately following the SHIPMAN Seminar, BIMCO conducted a Master- class on Time Chartering in Limassol, also jointly organised with the Cyprus Shipping Chamber. As many as 36 participants from Belgium, Cyprus, Denmark, France, Ger- many, Netherlands, Norway, Sweden, Swit- zerland and the United Kingdom attended the three-day course.

The next Masterclass on Time Chartering will take place in Hong Kong from 29-31 Masterclass on Time Chartering, Limassol. October 2014. ll Case Study Group 1 at work.

BIMCO BULLETIN 2014 VOLUME 109 #1 15

gen-01-14.indd 15 13/02/2014 12:42:05 Designing for human performance

What has become known as “ergonomics” has come late to the shipping industry. This might be considered a pity, as much of shore side industry, where it has been well established fully, recognises the connection between productivity and the best possible design of the manufacturing process.

n the automobile manufacturing mooring rope, or the maintenance or even Optimised for efficiency sector, notably led by the Japanese the operation of a pump or valve is ineffi- Ergonomics and the importance of a well- giants such as Toyota and Nis- cient or cumbersome because of its loca- designed working environment aboard ship san,I enormous efforts have been made tion? If it had been possible to have brought are increasingly being considered in terms to perfect what might be described as the ship’s operating staff into the design of contemporary design. It is very reason- the “man-machine interface”. The end process, it would have been an easy mat- ably argued that with the smaller crews result, according to the combination of ter to have found the optimum situation. operating today’s ships, it is important that engineers and industrial psychologists But by the time the owner’s operating staff the equipment being used is suitably opti- who constantly try to further “tune” is able to see their new ship, changes will mised for efficiency. the processes, is more motivated work- be judged too expensive to make and the ers, fewer errors and accidents and bet- new crew will be the first of many which An interesting debate was held in London ter products. will complain about the inadequate design, recently by the Nautical Institute in which which makes their lives harder. the problems caused by a lack of bridge and Now at first sight, there may be limited equipment standardisation were identified correlation between the design of a car Early attempts at consensus as the cause of preventable accidents. Cap- production line and that of a ship, but a As far back as the 1960s, an interesting col- tain Tim Crowch, president of Advanced moment’s thought can discern how issues laboration between UK ship owners and System Safety Management (his book Navi- like functionality and habitability can shipbuilders resulted in a useful design gating the Human Element was reviewed in influence ship operation. And while sea- exercise that was to improve the detailed Bulletin No. 4/2013) contrasted the some- farers might have something of a reputa- operational design of ships. Improved what anarchic approach to the design of tion for complaining, one does not have designs of navigation bridges, mooring lay- controls in the maritime world to that of his to be long in the company of marine pro- outs, machinery spaces and even galleys own industry of aviation. He makes the very fessionals to hear complaints about badly resulted from the advice of practising mar- salient point that because nearly every ves- designed ships which, as operators, they iners, engineers and cooks, who were con- sel is effectively a “prototype”, every bridge are forced to work around, when they can sulted as to the optimum design of these will tend to be different. see how much better it might have been. spaces from the operator’s point of view. Updated to reflect latest practice Design detail left to shipyards And while it might be easy to dismiss such It is notable that a rare exception to this prac- Much of this is because so much of the an exercise by suggesting that consensus is tice is the design process with the passen- design detail has been left to the shipyard, almost impossible to reach when opinions ger ships of Royal Caribbean Cruise Lines, with the eventual owner and those who are sought from a variety of people, the very where all the ships in the fleet have stan- will actually operate the new vessel left opposite was found, and the shipbuilders dardised bridges, with older ships updated to out of the design loop. Thus, areas like the and owners whose staff participated found reflect the latest practice, along with a formal detailed design of a mooring layout on bow it immensely worthwhile. The participants process of continuous evaluation of the ves- or stern, the position of auxiliary equip- often found that detailed design by the sels and their performance, with the empha- ment in the machinery space, the design of shipyards was almost an iterative process; sis on continuous improvement. Speaking at working spaces like bridge or galley will be the phrase “we’ve always designed it that the International Maritime Organization’s undertaken by the shipyard’s design team way!” becoming, in time, a sort of defence seminar on regulation last year, RCCL’s to afford the greatest convenience to those mechanism against change, or anything Harry Kulovaara acknowledged the compa- assembling and building the ship. better. Sadly the project was overtaken by ny’s in-house design debt to the aviation and the virtual collapse of the UK shipbuilding automobile manufacturing industry. How often will it be found, once the ship is industry, and with this was lost much con- in operation, that there is a poor lead for a structive progress. Habitability, with its obvious effects upon

16 BULLETIN 2014 VOLUME 109 #1 WATCHKEEPER

gen-01-14.indd 16 13/02/2014 12:42:05 productivity, performance and morale, is accommodation which is affected, occu- same issue of Alert! an example is given of an integral part of the new ILO Maritime pants will almost certainly be adversely a ship in which excellent habitability was Labour Convention, specifying criteria for affected. Writing in a recent issue of the an important feature of the design. Built accommodation areas, vibration, noise, the human element bulletin Alert!, Dr. Kevin for stand-by duties in Arctic waters for its “indoor” climate and lighting. The con- McSweeney of ABS Corporate Technol- Danish owner, the designers of the Esvagt nection of these elements with ergonomics ogy points out that “whole body vibra- Aurora have homed in on the need to mini- and the seafarer’s ability to work effectively tion” needs to be actively controlled if it is mise noise and vibration. is obvious, as is their connection to health not to alter worker perception (reading text and safety. and instruments, depth perception) and The solution, which has been found highly influence control movements such as tac- effective in operation, has included extra Bad vibrations tile sense, head/hand movements, manual special insulation, shock absorbers under How often is it found that with a ship tracking etc. the main and auxiliary machinery, noise in operation, there are parts of that ves- absorbent flooring material and special sel which become known for excessive or It is also pointed out that there is no great attention in the accommodation. The crew unpleasant vibration with the ship at full mystery about how improvements can be has been highly positive about their ship, sea speed, or at a certain draught? If it is the made, preferably at the design stage. In the which is a good result all round. ll

More than a lick of paint

In a cruise ship fleet, where powers of adhesion and resistance to heavy stamping their own brand personality on one multi-decked white- weather, although cruise lines generally their ship’s sides with ever more adventur- avoid anything too uncomfortable. ous designs. painted giant looks very much like another and owners External personality Curiously, ferry operators, apart from are clearly searching for a The trend seemed to begin with Aida Moby in the Mediterranean, whose ships Cruises, the German branch of Carnival, can sometimes be mistaken by enormous means of making their brand with an attempt to give their ships an exter- whales, have eschewed this form of dec- “distinctive”, it is notable that nal personality, with a pair of huge red lips oration, preferring to merely advertise around the stem and an enormous piercing their brand, or perhaps even their web- ship’s hulls are increasingly eye on each bow, with vivid colours trailing site address, as they evidently believe that being used to provide that all away towards the stern. this is more useful and productive infor- important brand difference. mation. But to the observer, it all makes Successive Aida newbuildings have been shipping more interesting and much less even more spectacular and others are now homogeneous. ll mazing brightly coloured designs Aare now being featured on the huge white sides of ships, which probably have the effect of encouraging a degree of customer differentiation, as they peruse their cruise brochures. It could also ensure that returning passengers manage to get aboard the right ship, when there is more than one in port.

A boatswain responsible for ensuring that huge areas of shell plate remain in a pris- tine condition on a cruise ship might be appalled at the notion that his team will have to produce every colour in the rainbow from the paint stores to keep these extraor- dinary designs fresh.

Happily, the use of plastic “decals” of the sort used ashore will mostly be used to provide the designs. These have astonishing “It doesn’t make us go any faster, but it’s cheaper than a more powerful engine!”

WATCHKEEPER BULLETIN 2014 VOLUME 109 #1 17

gen-01-14.indd 17 17/02/2014 08:07:39 BY MICHAEL GREY Time to revisit the definition of a “safe port”? Almost as far back as there have been ports themselves, the concept of a “safe” port has been one of consuming interest to marine professionals. Sailing directions or charts have often noted that a harbour or anchorage would be “exposed to a south westerly wind or swell”, providing a caution to mariners that its safety was conditional upon the prevailing weather.

harterers have warranted to in these will be “judgement calls”, in which ship operation, and the near impossibil- owners that they will direct their the local knowledge of professionals in ity of ever eliminating such perils as are ships to those ports or berths directing a ship to leave or weigh anchor, multiplied by extreme weather, despite the Cwhich can be considered “safe”. Implicit or shift ship, will be critical, although these development of brilliant communications, in this definition of safety has been the may be subject to professional or legal chal- accurate weather forecasting and sophisti- assumption that the port facilities will be lenge, particularly in the event of an acci- cated 21st century ships. adequate, that the ship can lie alongside dent occurring. or at anchor without undue danger and It might be that such cases, in which the that in accessing and leaving the port, A recent case well worth exploring is that strict definition of the safe port wording the vessel will not be exposed to unrea- of the Ocean Victory, in which a charterer saw these massive liabilities left on the char- sonable risk. was found to be liable to the tune of USD terer’s doorstep, might encourage a more 138 million for a breach of the “safe port” precautionary principle among those hiring But can a safe port become one that is unsafe? warranty, following the loss of a part-laden ships, in looking more closely at the poten- Very easily, it seems, if the weather condi- Capesize trying to leave a Japanese port in tial for harm in ports to which they might tions deteriorate to such an extent that it is extreme weather. After this particular case, send ships. Is this naive? hazardous for a ship to attempt to enter or judged to be of great importance, the UK to leave the port. A port that is perfectly safe P&I Club published an insightful review by Just as shipmasters (usually through their for small or modest sizes of ship can become the Holman Fenwick & Willan LLP partner professional associations) comment on the risky or marginal for a large vessel. It might Alistair Feeney, of just how far charterers’ commercial pressures they increasingly be that extreme weather conditions makes warranties of port safety extend. find themselves to take risks they would it necessary for a vessel to seek safety at sea, rather minimise or avoid, so Harbour Mas- and the difficulties of negotiating a channel Both charterers and marine profession- ters complain that they too are under heavy in order for a vessel to make her escape may als perhaps ought to study this 2013 judge- pressure to ensure that their ports stay open place that vessel, which appeared to be lying ment from the Commercial Court (EWHC when they might prefer to see them closed. alongside in safety, at great peril, before she 2199), as it offers important lessons for both. Threats that the contract to use the port will reaches the safety of the open sea. In practical terms, the situation in which be terminated, or to use competitor ports, the Master of the part discharged Capesize are not infrequently used to put pressure on Considerable scope for disputes found himself was an unenviable one, with responsible people. Such issues have provided consider- the berth becoming untenable in the increas- able scope for dispute, and indeed litiga- ingly fierce weather, the anxiety of all for A port safety code tion, over the years. Charterers sometimes the vessel to proceed to sea and the compli- Some suggest that a port safety code should become enraged by the decisions of Har- cations of another vessel being was lost in a specify the operating criteria for a port in bour Masters and port authorities to deny similar situation, although this did not play the same way that an airport is limited by ships access to a port because of weather any part in the particular judgement. strict operating conditions. Harbour Mas- conditions which they consider to make ters, however, make the reasonable point their port temporarily unsafe. Not an isolated case that except for specialist terminals, ports But the Ocean Victory, while by no means an will generally have to cope with a wide vari- There have sometimes been costly acci- isolated case, is a stark reminder of the cru- ety of ship types and while it might be haz- dents arising from the hazards involved in cial decision-making that has to be taken by ardous to admit one type or size of vessel, entering or leaving a port in marginal con- marine professionals in their “normal” pro- other craft may offer a far more acceptable ditions and some notable legal cases emerg- cess of ship operation. It is also a reminder risk in bad weather. They are, nevertheless, ing from them. Often, the crucial element of the intrinsically risk-laden business of resentful at people who do not have their

18 BULLETIN 2014 VOLUME 109 #1 GENERAL

gen-01-14.indd 18 13/02/2014 12:42:06 responsibilities attempting to second-guess or influence their decisions.

In our consideration of the “safe” port, it is a fact that we are living at a time of considerable change, not least with the huge increase in individual ship sizes. Pilots frequently find that they are handling ships that are at the very limits of their “envelopes” in term of draught or width or length, in channels and berth approaches which had always been regarded as perfectly adequate for the ton- nage normally expected. Does this not alter the appreciation of “safety” in port waters?

Port operators often comment on the assumption that is always made that ports must just adapt to the changing ship dimen- sions by undertaking the necessary dredg- The notion of what constitutes a “safe” berth might be considered ing, channel widening, and that terminals something that is developing with the prevailing technology. need to equip themselves to handle the scaling up of their customers’ ships. Ports which before they could be brought under con- for the structural integrity of the vessel, or develop new facilities will invariably under- trol. The notion of what constitutes a “safe” those where the unloaders are completely take extensive engineering and hydraulic berth might be considered something that careless about the damage done by enor- research to ensure the practical feasibility of is developing with the prevailing technol- mous grabs, or bulldozers or other machin- the development. But if the size or type of ogy, as bigger ships, new mooring systems, ery put into the holds by the stevedores. vessel rapidly changes over just a few years, thrusters and tugs all have to be brought Is a port or terminal, which has an inex- it may be that the berth is far less optimal into the equation, along with berths argu- act appreciation of the weight (or content for the present purposes and the latest ships ably more exposed to the elements as ports of containers to be considered “safe”? Is a presenting themselves. extend out into the open sea. berth where there is no security, or where the risk of armed robbery from criminals Not safe enough? Although it might be stretching the point, ashore or ranging around the port is very In a recent incident, a large container ship it is worth also considering whether a port great offering adequate safety? was damaged as it tried to swing off the or terminal where ships are quite routinely berth, where the port had simply failed to exposed to unacceptable levels of steve- We may have come a long way from the sim- provide a swinging basin that would take doring damage can be described as per- plicity of the “always afloat” clause in the the size of ship the port was attracting. It fectly “safe”? There are, for instance, bulk charter party, or what those considering probably had seemed safe enough to the export ports and terminals where ships are charter parties meant by warranties covering commercial management for shiphandling required to deballast to what their Masters port safety. But the shipping world is chang- (although pilots had warned otherwise), might consider an unwise extent before they ing, and with it our concept of acceptable but experience subsequently illustrated that are expected to steam down a narrow chan- and manageable risks. Is this something we this was not the case. nel where they can be exposed to difficult should be thinking about rather more? ll cross-winds, often without the tugs being In other instances ships offering a huge fast. There are terminals which require windage have been blown off their berths ships to make their approach at speeds in extreme weather that would almost cer- which are thought to be thoroughly haz- tainly have left the smaller ships of the ardous, ships which cannot steer properly Editor’s Note: Michael Grey is BIMCO’s past lying safely alongside. Bollards, which at their lowest engine speed in an approach Correspondent in London. He is a former were perfectly adequate in the past, have channel? Is all this quite safe? Editor of Lloyd’s List and a regular con- been torn out of their concrete founda- tributor to many maritime publications. tions and ships, cast adrift in the harbour, Then there are terminals which will load have caused mayhem among other craft, at speeds which are considered excessive

GENERAL BULLETIN 2014 VOLUME 109 #1 19

gen-01-14.indd 19 13/02/2014 12:42:11 BY CAPTAIN JONATHON PEARCE Enhanced safety through the use of real-time dynamic chart overlays In today’s economic climate, ports need to maximise their efficiency while ensuring safety of passage. As vessels increase in size, the dilemma facing many ports is that their existing static underkeel clearance (UKC) rules are inflexible, thus deeper vessels cannot transit without compromising safety.

he problem is that static rules do and under static rules, the clearance for a consider all factors that affect the UKC to not change with the environmental vessel varies for every transit. Most of the determine the minimum safe UKC require- conditions, so the actual clearance, time the static rules will be conservative, ments. Instead of using the vessels draught andT the potential for vessel groundings, but evidence shows that up to 5% of transits as the baseline, it implements a pre-deter- varies on any given day. For this reason, are marginal, even unsafe. mined safety limit which must not be static rules need to be conservative. breached. Tidal and channel variances, In contrast, dynamic UKC systems calcu- vessel dynamic movements, which are The majority of authorities in the world late the required UKC depending on the modelled using real-time (and predicted) use static rules to determine the underkeel prevailing environmental and vessel con- environmental conditions, are added to this clearance and they normally use the vessel’s ditions; this ensures every transit satis- limit and this results in a minimum transit draught as the baseline. However, it is con- fies appropriate risk standards. With safety water level that is required to ensure safety tended that this method can be erroneous, assured, economic and efficiency benefits at all times. as it is based on the assumption that this are realised when conditions allow deeper clearance is sufficient, regardless of the pre- draughts and/or extended tidal windows. Users gain an advantage from DUKC® sys- vailing environmental conditions. tems because enormous economic benefits Dynamic under keel clearance systems can be gained when environmental condi- So in practice, the actual safety clearance (DUKC®) calculate real time under-keel tions allow. This is achieved by reducing is determined by the conditions on the day, clearances to maximise channel safety and the inefficiencies (conservatism) inher- ent in the static rules and allows safe transits outside the restrictive static rules. This increases productivity of the port with Figure 1: Static Rule components deeper draughts and larger tidal windows; ship operators (owners/charterers) indi- rectly benefit because cargo is maximised for the vessel, but still with ensured safety.

The methodology behind dynamic underkeel clearance has been internationally recognised. The improved certainty and information that dynamic systems can deliver has seen regulatory bodies regard such systems as an essential Aid to Navi- gation (AtoN) and consider DUKC® as an effective risk mitigation tool. For this reason AMSA has installed a DUKC® underkeel clearance management system in the Torres Strait to manage transiting vessels and is now mandatory for all deep draft vessels. This is the first coastal waterway in the world to have a mandatory UKC risk

20 BULLETIN 2014 VOLUME 109 #1 GENERAL

gen-01-14.indd 20 13/02/2014 12:42:11 system, and other regulators are looking to implement similar risk management sys- Figure 2: Dynamic Allowance components tems for their waterways. It should be noted that the ship does not need any additional equipment, as the system is installed ashore and can be remotely accessed through existing communication equipment.

Static rules Traditionally, authorities have utilised static rules to govern the minimum UKC to ensure the safe transit of a vessel. These static rules were devised when vessels were smaller, their speeds lower, ship/shore communications poor and technology generally unavailable to determine ship motions accurately. There needed to be a simple method of calculating a safe underkeel clearance and the accepted practice was/is to calculate the underkeel clearance as a proportion of the vessels draught. The most common clearance ratio is “10% transit may now be unsafe. Once underway, Dynamic systems can be considered as a of draught”, but this is unfortunate as the changes to UKC can be difficult to assess “bottom up” approach and the system has, PIANC guidelines state that this is a mini- and are often overlooked. at its core, minimum limits that must not mum suggested safety clearance, and is for be breached. Every factor is computed and calm waters only, which may be unsafe in Another problem is that many authori- then added until the minimum tide height is many ports today. ties use a generic squat formula, but there found that ensures a safe transit. Thus, when are many formulae in existence and the conditions are favourable, vessels may have The static rule tries to capture all antici- most appropriate formula depends on the greater tidal windows and/or can sail with a pated factors in a single allowance. Essen- bathymetry, channel design and the type deeper draught; but when conditions are not tially, the only controllable factors are the of vessel. Squat is often calculated for a sin- then tidal windows are reduced and may even tide height (transit time) and speed (which gle critical point, but in practise a vessels’ be closed, or a vessel may be able to proceed determines the amount of squat). There- squat is continually changing throughout but with a reduced draught. (see Figure 2) fore, where depths are critical and condi- the entire length of the transit. tions variable, there may be times when the Environmental conditions, ship speed and allowance is marginal. The biggest drawback with static rules is water depths vary continually along the that they have to cater for the “worst case” transit; therefore net clearances need to It could be suggested that the “static rule” scenario; they cannot be too optimistic as be continually computed and updated to approach is a “top-down” approach, where safety could be jeopardised, but cannot be determine the UKC factors. The system is the gross clearance is determined from the too conservative as they become uneco- predictive, so if a navigator wishes to adapt draught, but the actual net underkeel clear- nomic; so they are blunt compromises. his transit plan or if there is an unforeseen ance is unknown. The actual net clearance is wholly reli- event (e.g. an engine issue or berth conges- ant on the environmental and transit con- tion) or there is a change in the environmen- Some ports try to assess some of the fac- ditions and static rules are unresponsive tal conditions, the system will automatically tors, and whilst some of these factors can be to change. This means an authority can- update the calculations. Integration of the pre-calculated, predicted wave response (in not maximise efficiency when conditions sophisticated numerical calculations with real time) is impossible to calculate without allow, but more worryingly, an authority real time environmental data ensures integ- significant processing power and access to will be unaware when conditions are actu- rity and quality that cannot be matched by environmental data; so in practical terms ally unsafe because, when static rules are a static system; clearances are calculated wave motions are undeterminable once a used, the level of risk is variable and the net individually for every ship. transit commences. (see Figure 1) underkeel clearance on any particular transit is unknown. The channel characteristics for the whole Speed is an absolutely critical element transit are combined in validated numeri- in maintaining safe UKC. Evidence has Dynamic allowance cal models to ensure accurate vertical dis- shown that vessels do not always maintain By contrast, dynamic underkeel clearances placements for the vessel type, size and the planned, or proceed at an appropriate, are determined in real time and are based stability condition. This integrates an speed for the transit. If the transit is too fast, on the actual vessel and its stability param- appropriate squat formula for the vessel the ship will squat in excess of the predicted eters, the prevailing met-ocean conditions and channel and includes the effect of tem- amounts which is approximately propor- (wave height, period and direction, water poral and spatial variations of tidal cur- tional to the square of the speed; and if the levels, currents, tidal plane, wind), vessel rents during the transit. vessel transits slower than planned, it will transit speed and waterway configuration, not reach way points at required times so including detailed bathymetry, for the time Therefore, every installation has to be fully may have less water than predicted and the of transit. customised because each port, its environ-

GENERAL BULLETIN 2014 VOLUME 109 #1 21

gen-01-14.indd 21 13/02/2014 12:42:12 Figure 3: Voyage Planning Service – Max. draughts and Tidal Windows

mental conditions, and its trade, is unique. This includes high resolution multi-beam survey data that is in greater detail than is typically available from a standard ENC or navigational chart. The DUKC® is always operating on the latest available hydrographic depths and includes a daily accu- mulative allowance for siltation when available. For this reason, a dynamic system satisfies, and often exceeds, the internationally-accepted levels of risk for safely managing the UKC of vessel transits.

Dynamic Underkeel Clearance Systems (DUKC®) DUKC® is a proven safety and risk management technology and is a recognised core e-Navigation concept. The first DUKC® system was created for Hay Point coal terminal in 1993 and the technology has now been installed in over 21 ports. Figure 4: Transit Planning Service – Transit and Speed Assessment The system is customised for every port or waterway and implements the “dynamic allowances” mentioned above. The core functions of DUKC® systems have always been to provide ports and users with dynamic passage planning advice on: • Maximum draft for tides • Earliest and latest sailing times (tidal windows) • UKC for specific transits.

The system provides comprehensive reports for ports and pilots, which improves the decision making process and enhances the master pilot information exchange. It also serves as a historical database for auditing and risk analysis purposes.

Examples of the information from the voyage planning service, which provides advice

and maximum draughts and tidal windows, can be seen in Figure 3, and the transit planning service which allows for speed (squat) versing, and which areas do not meet UKC to anticipate required deviations from the adjustment and information on calculated limits, and should be avoided. transit plan. This anticipation allows time for keel elevations in Figure 4. Figure 5 gives an various options to be considered and enables overview of the transit information report. The information is displayed geospatially proactive rather than reactive navigations. through a Marine Information Overlay Whilst these functionalities remain at the (MIO) on a compatible Electronic Charting Future developments core of the DUKC system, there is a growing System (ECS) and, in parallel; the overlays Chart overlays will be an important compo- requirement to deliver dynamic information are available on the web within the DUKC nent of any eNavigation system. The type of in a format that is readily understandable. portal, allowing a shore station to view the data that could be communicated is diverse Through consultation with the maritime same dynamic overlay that the ship handler and it is probable that it will revolutionise community, chart overlays have been devel- is viewing. today’s navigational practices. oped as they can be readily incorporated into the pilots’ portable pilotage unit (PPU) An example of the chart overlay is displayed Dynamic chart overlays are already well and potentially on an ECDIS. Chart overlays in Figure 6. The simple presentation of pre- established and whilst they are presently present a simple visual indication on which dicted Go/No Go areas for the time of the being delivered by geotifs via 3G, any rec- areas meet UKC limits, and are safe for tra- vessel arrival in those areas allows the pilot ognised overlay format and communication

22 BULLETIN 2014 VOLUME 109 #1 GENERAL

gen-01-14.indd 22 13/02/2014 12:42:12 Figure 5: Overview of Transit Information Report

channel could be implemented. Implemen- tation of the S100 standard is very likely to benefit the delivery of this information to a ship’s ECDIS, or other navigational systems, rather than just the pilot’s PPU, and the pro- posed VHF Data Exchange System (VDES) will also be an important/necessary development as data requirements increase.

Conclusion The use of static rules at many ports needs serious consideration about whether they are suitable, and if all factors are understood. The paradox of the static rules is that without an incident, a port’s static rules may appear validated and considered safe. In reality, where underkeel limits are critical

and conditions variable, there may be times when the clearance is marginal and the port has experienced an unknown “near miss”.

Dynamic underkeel clearance systems Figure 6: Actual PPU displays with overlays on/off and ensure safety through accurate planning and differing tidal conditions continual monitoring of the UKC of large vessels during transit along shallow waterways. These decision support tools and the integration into navigation systems, also allow the effect of alternative speed/sailing options on UKC to be quickly investigated by pilots and masters in situation where the passage does not proceed as planned. It does not need additional ship equipment as existing infrastructure can be used to access the information, however the level of information that can be delivered will benefit from newer technologies such as S100 charts.

Dynamic UKC chart overlays are an evolu- tionary step in delivering UKC information to the navigator in a visually understandable format. It is an operational and proven eNavigation solution that can only increase

the safety of vessels. ll

Editor’s Note: Jonathon Pearce joined BP as a cadet in 1979 and qualified as a Master Mariner in 1990. He has served as Master on high speed ferries before returning back deep sea as Chief Officer. In 1994 he came ashore as pilot in Port Taranaki, New Zealand.

In 2006 he returned to the UK as a risk assessor and undertook numerous formal safety audits of UK ports, and risk assessments on LNG projects. In 2008 he joined OMC International as their Business Development Manager and Senior Pilotage Advisor due to his extensive knowledge of their DUKC systems as a user.

He is a recognised expert in underkeel clearance issues and ship squat and presents nationally, and internationally, at maritime conferences.

Captain Jonathon Pearce

GENERAL BULLETIN 2014 VOLUME 109 #1 23

gen-01-14.indd 23 13/02/2014 12:42:13 BY WILLY ZEILER

Plotting a course to better profits: how e-navigation can reduce operating costs

Increased regulations are rarely a cause for celebration amongst the ship owning fraternity. Compliance inevitably incurs costs, time, training, and hard work, while delivering few direct benefits to a ship owner’s day-to-day operations.

n the face of it, the IMO’s Elec- view of fleet performance and status, and tion for example, but also clear parallels. tronic Chart Display & Informa- therefore provide superior decision making Airlines plan their departures and arrivals tion System (ECDIS) Carriage tools? Would that be reason to chill some- with precision, knowing exactly what time Requirement,O requiring vessels to install at thing celebratory? slot they’ve been allocated and how much least one ECDIS on the bridge, was prob- fuel they expect to burn en-route. Contrast ably met with similar, limited enthusiasm. In the ultra-competitive world of interna- that with a large container vessel, where tional shipping, still blighted by over-sup- fuel accounts for the lion’s share of opera- Hardly a reason to put the champagne on ply, low rates and often non-existent profit tional costs. Typical container ships might ice in anticipation of all mandated ves- margins, I think so… increase their speed by three to four knots sels switching to ECDIS and ENCs by July as they approach port only to find that 2018… or so you’d think. Fuel efficiency they then have to anchor for a day await- Fuel is usually the number one concern for ing their turn. All that extra fuel has been Safety, security, the environment ship owners. Fuel costs have climbed by burnt for nothing. and profit an average of 16% year-on-year since 2005 To date, discussions relating to the ECDIS (Wall Street Journal), with escalating mar- However, investing in a state-of-the-art Mandate have focussed on the important itime demand (an increase of 2.2% to 3.37 route planning service on the ECDIS will safety and security enhancements associ- million barrels a day was forecast for 2013: facilitate enhanced ship-shore interaction, ated with moving to ECDIS as the indus- JBC Energy GmbH) unlikely to lead to a providing in-depth information on voy- try’s primary navigational tool. This will, long-term reversal of this trend, despite cur- age progress, changing weather patterns it is believed, help counter the ever increas- rent price fluctuations. and arrival schedules. This is a key benefit, ing number of groundings and collisions, and the driving force behind, the roll-out which, according to the International Union In general, fuel accounts for between 50 of e-navigation technology, making ves- of Marine Insurance, can be attributed to and 80% of total vessel operational costs – sel traffic movements reliable and easier to human error in 60% of all recorded cases. dependent on size, performance etc. – for manage and track. the nearly 100,000 strong global SOLAS However, this focus has made the industry fleet. This means that any efficiencies have My company, NAVTOR, believes this lose sight of other compelling benefits of the power to instantly impact on a ship has the ability to revolutionise the indus- adopting the latest, state-of-the-art e-nav- owners’/operators’ bottom line. As a result, try and, as such, has joined the SESAME igation solutions, particularly with regards huge investments are made in adding more project (Secure, Efficient and Safe Mari- to ship management. fuel-efficient ships to an already oversup- time Traffic Management) in the Straits plied industry, impacting negatively on of Malacca and Singapore, which aims to What if I told you that exploiting such tech- rates. Isn’t it equally, if not more, impor- develop and implement innovative new nology could save ship owners between 5 tant to switch the emphasis to more effec- traffic management strategies for con- and 10% of their annual fuel costs? That it tive route planning and voyage monitoring? gested waterways worldwide. could lead to more efficient man and time management on board and on shore? That it Think of aviation, where there are obvi- When the competition is so fierce and mar- could help protect cargo? Give a better over- ous differences, in terms of voyage dura- gins are so low, this new level of efficiency

24 BULLETIN 2014 VOLUME 109 #1 GENERAL

gen-01-14.indd 24 13/02/2014 12:42:13 NAVTOR systems have been fitted to Hurtigruten’s cruise vessel MS Fram.

can transform business models (while also and our NavSync online synchronisation We have therefore developed a free fleet man- impacting positively on emission levels and feature. This ensures that all charts, updates agement “App” called the NavTracker, which vessel carbon footprints, a key focus for the and licences are the most recent versions. is included in our ENC subscription ser- IMO and associated regulatory bodies). vice. The tool, designed for use on internet- This high-tech approach negates the need to enabled computers and on iPhones, iPads The human factor apply for individual charts and licences prior and iPod Touch products, as well as Android And it’s not only fuel that can be used to voyages, download a series of CDs to the operating systems, allows onshore teams to more efficiently with e-navigation tech- ECDIS, and manually check for updates. track vessels, giving them a full overview of nology. Alongside the reduction in human Everything is available at the click of a few ship location, chart usage and management. navigational error achieved by switch- buttons, delivered instantaneously and with This includes a detailed insight into which ing to ECDIS (which in turn reduces costs no charge for any charts used for planning charts have been updated and when. and risks through accident avoidance) purposes but not utilised for voyages. there are also benefits in terms of utilising Such technology gives management a win- human resources. This user-friendly nature and lack of dow into navigational operations on indi- administration allows navigators and the vidual vessels that, up until now, has Here at NAVTOR we have devised a way rest of the bridge team to use their valuable never been possible. This kind of overview of seamlessly distributing and updating time to greater effect, saving precious man- empowers better fleet decision making, ENCs that dramatically cuts down on an hours and reducing fatigue. allowing onshore teams to make on-board otherwise laborious administrative work- calls that maximise profitable operations. load. Our ENC service, launched in 2011 On track for success and compatible with all makes of ECDIS, Communication is at the heart of suc- We have also included a free three-day is distributed on the pre-loaded USB-based cessful e-navigation. The IMO is keen to weather prediction service related to fleet NavStick, allowing navigators to instantly develop the concept globally to harmon- operational positions with NavTracker. access global charts and licences on their ise the exchange of electronic information Such services are another boon for e-navi- ECDIS consoles. between vessels and land-based opera- gators, allowing teams to plan routes that, tions. This will lead to added safety and where possible, bypass challenging weather Once installed, the service can be updated on enhanced services for mariners, but also conditions. a regular basis, as per the SOLAS chart car- to a better understanding of detailed fleet riage requirement, using the same USB stick movements globally. This increases personnel safety, optimises

GENERAL BULLETIN 2014 VOLUME 109 #1 25

gen-01-14.indd 25 13/02/2014 12:42:16 fuel efficiency and reduces possible damage operator Hurtigruten last year – allow- to cargo caused by rough seas. ing ships that sail set routes the ability to deviate from those routes whenever nec- This kind of seamless connectivity between essary, for example, to collect special car- fleet assets, onshore management teams, gos or undertake repairs. In Hurtigruten’s ports and other relevant stakeholders is a case, this flexibility allows certain vessels game-changer for at-sea operations. to undertake new cruise routes, such as the MS Fram, which takes passengers on far- It’s so much more than just the use of dig- flung voyages in the waters of Greenland ital charts. Rather, it’s an opportunity to and the Antarctic. use the ECDIS requirement as a platform to help enable a new age of efficiency, whereby This “at sea” ease of access to charts, where Willy Zeiler user-friendly add-on services and solutions everything is readily available on board can be adopted to deliver powerful, tangi- – and the detailed onshore overview of ble benefits. exactly what charts are used and when, enabling effective cost management – is 70% of the national offshore fleet, even Flexible solutions impossible without today’s advanced e-nav- though the vessels do not fall under the The leap from paper to pixels has made it igation technology. ECDIS mandate. The owners have simply easier to create bespoke navigation solu- opted for cutting-edge e-navigation services tions for individual vessels. Whereas navi- The path to profitability because they are focused on safe, efficient gators were once forced to apply for paper When faced with regulations such as the and predictable operations in a notoriously charts and licences prior to voyages, neces- ECDIS Mandate it’s understandable that demanding and competitive sector. sitating detailed and time consuming plan- shipping companies and owners focus on ning, services such as ours enable them the price of compliance. However, there For the mandated SOLAS vessels that do to pick and choose what charts they need needs to be a greater appreciation of the have to invest in navigational equipment, when they need them – instantly accessing potential of this technology – not just in it’s clearly worth closer investigation into them online. terms of safe operations but in the cost effi- how it can be brandished, and what ser- ciencies, the more intelligent use of man- vices can be added on to the standard func- In addition, we offer clients the ability to power and the enhanced decision making tionality, to deliver day-to-day benefits to subscribe to the ENC service for a fixed tools it can deliver. fleet management practices. We believe this area for certain periods of time, dependant is one IMO regulation that everyone can on their individual needs, or simply “pay as Many ship owners already appreciate this, profit from. ll you sail”. In the latter case, vessels are only even if they’re not being “forced to” by reg- charged after using charts on their routes. ulations. Norwegian offshore support vessel owners provide an interesting case in Alternatively, the two models can be com- point. NAVTOR now supplies its ENC ser- Editor’s Note: Willy Zeiler, born 1950 bined – as we did for Norwegian cruise vice to ship owners controlling more than in Egersund, Norway, was educated as a graphic designer and has a diploma in communication as well as marketing economy. His professional occupations span from deckhand at sea to managing The NavStick advertising agencies servicing major cli- eXPERTISE ents in the maritime business.

His latest occupation is within electronic charting and the e-navigation sector, where he has worked for Primar, UKHO, C-MAP and now NAVTOR. IN mOTION

Born on the rugged South West Coast of Norway, Willy is a sailor himself, pas- sionate about the maritime industry and the ability of technology to facilitate safe, reliable and efficient passage Local knowledge, global strength over the oceans. +65 6227 2026 | [email protected] | www.orientproject.sg

26 BULLETIN 2014 VOLUME 109 #1 GENERAL

gen-01-14.indd 26 13/02/2014 12:42:18 eXPERTISE IN mOTION

Local knowledge, global strength +65 6227 2026 | [email protected] | www.orientproject.sg

GENERAL BULLETIN 2014 VOLUME 109 #1 27

gen-01-14.indd 27 13/02/2014 12:42:19 Live testing of new AVANTI port information software

Live testing of Avanti, a new on-line web-based application that provides validated nautical information for port users, is due to commence at a number of European ports. Following successful prototype testing at the Port of Rotterdam, the ports of Göthenburg, Marseille and Luela will commence live testing in Spring 2014.

vanti has been developed by the United Kingdom Hydrographic Office (UKHO) in collaboration withA the International Harbour Mas- ters’ Association (IHMA) and promises to make a major contribution to the rapidly expanding field of e-Navigation.

The need for easily accessible and reliable nautical port information has never been more important as all players in the industry aim to increase efficiency, reduce costs and achieve environmental benefits.

By securely accessing their port’s information on the Avanti website, Harbour Mas- ters can speedily update port information making it instantly accessible to the marine industry and port community through a website that has been developed by an internationally respected organization.

A professional interface mation in the same way. This lack of con- tomers, cargo or ship owners, have tradi- UKHO’s Publications Senior Product Man- sistent presentation makes finding port tionally collected nautical port information ager, Christine Trickett, said “Avanti is an information a time consuming and expen- themselves. This is a labour-intensive activ- important research and development proj- sive activity for port users and has rein- ity often requiring representatives from the ect for the UKHO and we are pleased to forced the need for a standardized format marine industry and hydrographic offices have reached the stage where we can fully that is now available through Avanti. to visit ports and terminals, or obtain infor- test the concept with industry players”. mation from captains’ reports after a port Why is nautical port information call. Despite these efforts, information can IHMA’s President, Captain Eric Atkinson, so difficult to obtain? go out of date very quickly. said “Avanti provides a professional inter- Why should a port’s most important cus- face for communicating information to tomers, the cargo or ship owners, collect Conflicting information port users and will help Ship Masters com- nautical port information themselves? Why At the same time, Harbour Masters must ply with IMO requirements for berth to doesn’t the port make this information eas- respond to requests for nautical port infor- berth passage planning in the interests of ily available to customers? mation, often about areas of frequent improved safety as well as well as increased change, and can find it difficult to update efficiency”. This question was raised by the vice pres- port information quickly and consistently. ident of a major container line during the As a result, the various parties dealing with A need for consistency 2006 Congress of the International Har- a single vessel may be using different infor- Although there has been a proliferation of bour Masters’ Association (IHMA). mation for loading, discharging, sailing and port websites providing information, no assistance with the potential to affect effi- two port websites present their entry infor- A port’s most economically important cus- ciency and safety.

28 BULLETIN 2014 VOLUME 109 #1 GENERAL

gen-01-14.indd 28 13/02/2014 12:42:19 Eight years on and for the first time in maritime history, the development of Avanti Editor’s Note: The above article was based on a joint press release issued by UKHO and IHMA. helps solve the nautical port information For further information contact: http://Avanti.envitia.com. Contact details for information and deficit by making updates to port informa- support: UKHO: [email protected] IHMA: Ben van Scherpenzeel, Scherpenzeel. tion easy for Harbour Masters and accessi- [email protected] ble for port users. ll

GENERAL BULLETIN 2014 VOLUME 109 #1 29

gen-01-14.indd 29 13/02/2014 12:42:20 BY JIM COSMAN Not all ballast water treatment system type approvals are equal Robust testing, in accordance with Environmental Technology Verification (ETV) Ballast Water Protocol, can help system manufacturers expedite United States Coast Guard (USCG) Type Approval. More importantly, it gives vessel owners the information, data and reassurance they need.

s readers will know, the Inter- charge standards and the United States • Can you prove that your scaled-up, national Maritime Organiza- Environmental Protection Agency (USEPA) larger flow systems will perform in a tion (IMO) launched the Ballast Vessel General Permit (VGP), in addition to similar manner as the smaller ones WaterA Management (BWM) Conven- State ballast water regulations. you tested during your IMO Type tion in 2004. It will enter into force 12 Approval process? months after 30 States representing 35% As a temporary measure, the USCG may • How is your system impacted by salinity, of the world’s merchant shipping ton- accept a system that has been type approved temperature, pH and organic loading? nage have ratified. by another flag state and according to IMO BWM Convention criteria. They call this an Too much time in Port State Control To date, it appears that nearly 40 ballast Alternate Management System (AMS). How- is a waste of time and money water treatment (BWT) system manufactur- ever, vessel owners need to understand that Getting in and out of ports, without delays, ers have obtained IMO type approval. How- AMS is merely an interim solution and that is an absolute necessity. And being able ever, it remains to be seen just how many of – if they’re bound for ports in the United to prove that your BWT system is Type them will have to undergo extensive retest- States – their vessels will ultimately have to be Approved to the highest of standards will ing in an effort to be granted USCG type equipped with a USCG type approved system. definitely help your cause. approval, and there’s no telling how long this retesting will take to complete. Furthermore, the USCG has been forthright That’s why, rather than focusing on being in stating that the receipt of an AMS desig- the first to get IMO Type Approval and test- Vessel owners deserve more than nation does not provide the manufacturer or ing to minimum standards, Trojan Marinex just beta technology the vessel owner any guarantee that the sys- decided to focus on refining the entire test- Vessels sailing in US waters will be required tem will eventually qualify for type approval. ing process, turning it into one of the most to adhere with USCG ballast water dis- The specific risk to a vessel owner relying modern and robust in the industry. merely on an AMS system is that the system may be drastically undersized and that sub- The path to USCG type approval stantial capital improvements and engineer- The Trojan Marinex BWT system received ing will be required to rectify the situation. IMO Type Approval from Det Norske Ver- itas (DNV) on behalf of the Norwegian Be sure to ask the tough questions Maritime Directorate. DNV has been at the Vessel owners should be asking BWT man- forefront of ballast water type approval and ufacturers tough questions. Here are seven has set forth extremely strict requirements. of them: Here are five interesting (and differentiat- • During your IMO type approval testing) facts about the Trojan Marinex type ing, did you test in accordance USEPA approval process: ETV Ballast Water Protocol? • How do you plan on obtaining USCG 1. Testing was conducted in accordance type approval, and how long will it take? with USEPA ETV Ballast Water Pro- • Will you have to completely retest your tocol. In order to receive USCG type system with an independent labora- approval, systems must be tested to this tory (IL)? more prescriptive protocol. • Did you test your system in all salinities 2. Land-based testing was completed at (i.e., fresh, brackish and marine water)? the DHI Maritime Technology Evalu- • Can you prove (with quantitative data) ation Facility in Hundested, Denmark. that your BWT system will have little The DHI facility, together with DNV, Vessel owners should be asking BWT impact on my cargo operations? achieved independent laboratory sta- manufacturers tough questions.

30 BULLETIN 2014 VOLUME 109 #1 GENERAL

gen-01-14.indd 30 17/02/2014 08:01:34 tus in June 2013. This means that they are authorized by the USCG to eval- uate and test technologies, and offer class, IMO and USCG Type Approval to manufacturers. 3. Testing and reporting requirements have evolved since many of the early IMO type approvals. Many certificates awarded in the past contain little information articulating the limiting conditions of the BWT system. However, the Trojan Marinex IMO Type Approval satisfies the requirements of IMO Cir- cular BWM.2/Circ.43c, and contains more detailed water quality information, such as the UV transmittance under which the system was tested. 4. Testing was conducted at significantly higher flow rates (i.e., 1,250 m3/h) to verify the efficacy of the system at higher flow rates than typically tested (i.e., 250 m3/h). This work was done to verify scale-up Computational Fluids Dynam- ics (CFD) modelling, and to satisfy the Trojan Marinex shipboard testing on board the training ship Golden Bear. requirements of IMO circular BWM.2/ Circ.33 (Guidance on the scaling of ballast water management systems). infancy at the time, and the scientific and methodology by which efficacy and com- 5. Even though the USCG has been very engineering implications of the impending pliance can be determined. This collective clear in articulating that a BWT system regulations and compliance assessment cri- knowledge is reflected in a custom-designed operating in US waters must be tested teria were not yet thoroughly understood Trojan Marinex BWT system, and where in the condition in which it will operate, or developed. For example, while it was and when appropriate, has been shared with IMO guidelines state that testing only agreed in principle that the elimination of the international community through peer- needs to occur in two of the three salin- potential invasive species from ships’ bal- reviewed publications, regulatory submis- ities. The Trojan Marinex BWT system last water was beneficial, it was not known sions, presentations and partnerships. ll was tested and approved in all three – what the actual aquatic species in various brackish, fresh and marine. waters were.

The journey started long ago There were gaps in knowledge both in For us, the search for a ballast water treat- terms of identifying and quantifying the Editor’s note: Jim Cosman has nearly 15 ment solution dates back to 2006 – that’s species, and in determining the extent of years’ experience in the water industry, around the time when the start of a research their viability post-treatment. That’s why with in-depth involvement in technol- programme examining customer needs scientists and engineers at Trojan Marinex ogies used in several treatment appli- and basic scientific principles related to bal- (trojanmarinex.com) and Trojan Technolo- cations, including municipal drinking last water began. This research extended gies (trojantechnologies.com) engaged with water and ballast water treatment. He to an examination of the various types the international community of experts – has been with Trojan Technologies since of ships and their widely varying ballast including scientists at universities in Can- 1998. Prior roles included Regulatory water pumping requirements. Through this ada and abroad – to better understand the Affairs Manager, Business Development research it was identified that footprint and nature of the water and the organisms being Manager and Municipal Drinking Water power requirements must heavily influence effectively removed from it. Market Manager. any ballast water treatment system design, and that the system must have minimal Contribution was not just in the development Jim is currently Market Manager for Tro- impacts on a vessel’s overall operations. of clean technology that would eliminate jan Marinex (a Trojan Technologies busi- invasive species in ballast water discharge ness) and leads various global market Furthermore, although the international without the addition of any chemicals, but strategies. Jim is a regular participant community had already acted with the cre- also included fundamental contributions to in key IMO meetings related to ballast ation of agreements and conventions to the understanding of the nature of the spe- water as a member of the Canadian del- regulate the quality of ballast water dis- cies present in ballast water, their suscepti- egation to IMO. charge, the state of knowledge of the science bility to treatment, the mechanisms of action around ballast water quality was still in its against their viability, and the laboratory

GENERAL BULLETIN 2014 VOLUME 109 #1 31

gen-01-14.indd 31 17/02/2014 08:01:35 BY OLAV AKSELSEN High quality flag with focus on user-friendliness Is it possible for a traditional government authority to be user-friendly? In the Norwegian Maritime Authority (NMA) we strongly believe so.

or several years this has been a clients to participate and also commits the result, the majority of companies with NIS- main priority for the authority. NMA to initiate mutual collaboration. registered ships now only need to utilise one Providing accessible services for single on-line application form. This guar- ourF clients is a vital part in our efforts to New on-line services antees an efficient reimbursement of taxes ensure that the Norwegian Flag remains Newbuilding activity has been at an all- according to the rules of the NOK 1.6 bil- of high quality. time-high the past few years, with innova- lion total reimbursement scheme for NIS- tive new ship designs and breakthroughs in registered ships. User-friendliness ties into several of the the offshore industry leading to an increas- NMA’s responsibilities and strategic goals. ingly faster pace in the Maritime Norway. Seafarers dependent on personal certifi- The NMA is an administrative and author- At the same time, the NMA has been work- cates issued by the NMA are responsible itative body for issues related to safety on ing to streamline the authorisation pro- for manning all ships under the Norwegian board Norwegian registered ships and for- cesses for newbuildings by investing heavily flag. Until recently, the application pro- eign ships arriving in Norwegian ports. in electronic services. In 2012 we could cess required submission of numerous doc- Our clients represent a large part of the finally switch to on-line submission and uments by traditional mail. Considerable maritime industry. processing of ship drawings. internal resources were required for handling, approving and issuing the certificates. The vision Another example of progress is the reim- The NMA’s vision “Together for Safety at bursement scheme for seafarers which We are, therefore, proud to present our lat- Sea in a Clean Environment” challenges our made the move on-line in early 2013. As a est contribution to user-friendliness: from August 2013 it has been possible for Norwe- gian seafarers to apply for personal certificates on-line.

The issuer submits required documentation of qualifications (medical, educational and service records) to our database and the information is automatically paired with the seafarer’s own applications. Simplification and improvement of the application process will, without doubt, benefit our clients.

International ship register Since its establishment in 1987, the Norwe- gian International Ship Register (NIS) has provided the industry with a high quality option for registration. Ships registered in the NIS fly the Norwegian flag and are subject to Norwegian jurisdiction.

This implies that the ordinary shipping leg- islation applies to ships registered in the NIS with some exemptions and special rules. Norway’s comprehensive code of maritime law assures creditors that it represents The 2008 Korean-built, Norwegian-flagged, autoliner a secure and professional alternative. The Höegh London. (Photo: Höegh Autoliners)

32 BULLETIN 2014 VOLUME 109 #1 GENERAL

gen-01-14.indd 32 13/02/2014 12:42:24 The Norwegian-registered Susana S berthed in Malaysia, one of the Tokyo MoU countries. (Photo: Knut Revne)

Maritime law in Norway is known for its The Norwegian International Ship Register sophistication and predictability. As a gen- is a high quality register, serving fast mov- eral rule, self-propelled passenger and cargo ing international customers and providing ships, hovercrafts, drilling platforms and full service around the clock. Registrations other mobile installations may be entered may take place between 7 am and midnight into the Norwegian International Ship Reg- all days except Sundays and international ister, provided that they are not entered in holidays. The service is available by appoint- the registry of another country. ment and, if needed, on short notice. NIS is renowned for being user friendly. Both the According to the NIS Act, foreign shipping NIS-fees as well as Norwegian shipping tax- companies may register their vessels in the ation are regarded as highly competitive. NIS. However, ships owned by foreign shipping companies must be operated by a Nor- Quality flag with top rankings wegian shipping company with its head On 1 July 2014, Norway ranked as number office in Norway. seven on the Paris MoU’s White list, confirming that the efforts put into force for Operation is understood to mean either improvement have been successful. technical management (manning, outfit- Olav Akselsen ting, maintenance, etc.) or commercial One of the objectives in the NMA’s strategic operation (chartering, marketing, etc.). The plan for the period 2012 to 2015 is keeping vessel can also be operated wholly or partly the position among the top ten on the Paris from management offices abroad which are MoU White list by the end of the period. for their list of quality ships, Qualship 21. owned by a Norwegian shipping company Accordingly, we can proudly state that the with its head office in Norway. We are very pleased with our current rank- Norwegian flag is a high quality flag within ing, but that does not mean that we are in a all the main Port State control rankings. ll Certain restrictions are imposed by the NIS position to relax. Ship owners, recognised Act on the areas where vessels in the reg- organisations, and the NMA will continue to ister can trade. NIS vessels may not carry work closely together to ensure that we con- cargo or passengers between Norwegian tinue to move in the same, positive direction. ports or engage in regular passenger service Editor’s Note: Olav Akselsen is Director between Norwegian and foreign ports. It is not, however, only in Europe that Nor- General of Shipping and Navigation at wegian registered ships are recognised the Norwegian Maritime Authority. He is Highly accepted standards as being of high quality. Norway has also also a Labour MP in the Norwegian Par- Great emphasis has been placed on main- climbed to sixth place on Paris MoU’s liament. He was Minister of Petroleum taining a quality register which ensures that equivalent in the Asia Pacific Region, the and Energy in 1997 and has served on vessels operating under the NIS regulations Tokyo MoU White List. This is yet another various committees on business and for- meet high safety and working standards. To encouraging development for our adminis- eign affairs. In 2012 he headed up the ensure this, the rules are based on the obli- tration as there are a total of 31 flags on the committee which produced “The Energy gations accepted by Norway, particularly Tokyo MoU White list. Commission report – value added, reli- with regard to IMO (the International Mar- ability of supply and environment”. itime Organization) and ILO (International Last, but not least, Norway is also qualified Labour Organization) conventions. by the United States Coast Guard (USCG)

GENERAL BULLETIN 2014 VOLUME 109 #1 33

gen-01-14.indd 33 13/02/2014 12:42:27 BY GERD SCHNEIDER Protecting marine environments: the MARPOL V Regulation

Oceans, estuaries, lagoons, mangroves and other marine ecosystems are sensitive to any environmental changes. These ecosystems cover two-thirds of our planet’s surface so it is no surprise that any imbalance, natural or otherwise, jeopardises not just the continuity of marine life, but has the potential to affect the planet as a whole.

ollution, in its various guises, is being transported. This documentation has By assessing and proving the ecological risk one of the negative impacts of to provide detailed chemical analyses of the of each solid bulk cargo that is transported, human interaction with nature. transported materials, and most impor- shippers can provide ship owners with the PAnd while the world’s oceans have long tantly, specify whether they have the poten- information they need to determine the been viewed as impervious to anything tial to damage the marine environment. correct process for wash water disposal. dumped into their depths, waste dis- Any residue that is considered dangerous to Ship owners are responsible for appropri- posal into ours seas is no longer viable. marine ecosystems (i.e. it has the potential ately disposing of any wash water that is to kill living marine organisms) is now cat- harmful to the marine environment due to Marine pollution does not just refer to rub- egorised as “Harmful to the Marine Envi- the chemical compound of the washed out bish or oil spills, although these are both ronment” (HME) by the IMO. solid bulk material. This more stringent areas of huge concern, it refers to anything version of the regulation is designed to pre- damaging that ends up in our oceans, for Providing evidence in the form of docu- vent the complete disregard for the oceans instance the residues from shipped solid mented analyses as to whether a chemical that was so commonplace previously. There bulk material cargoes. Knowing whether compound is HME is a critical factor in the are excepted practices and requirements for a chemical compound has the potential to latest revision of the Annex V regulation. It the disposal of the different categories of damage marine ecosystems is the first step is already a legal requirement to carry the HME substances. in determining how it needs to be treated, documentation related to Annex V, and as according to the latest revision of the Inter- of 1 January 2015 for any ship not in pos- What is considered HME? national Maritime Organization’s (IMO) session of this paperwork – whether the Cargo residues are considered HME, and MARPOL Regulation, Annex V. cargo is HME or not – there is the potential subject to regulations 4.1.3 and 6.1.2.1 of the of legal action against the cargo shipper and revised Annex V, if they meet one or more The MARPOL Regulation – Annex V the ship owner. of the seven criteria of the Global Harmon- MARPOL, the IMO convention that pre- ised System (GHS) revision 4, which states: vents pollution of the marine environment Specific to the compound by ships from operational or accidental The chemical compound of a solid bulk 1. Acute Aquatic Toxicity (Category 1) causes, is broken down into six technical material goes right back the mine it is 2. Chronic Aquatic Toxicity Annexes, each covering a different aspect extracted from and is often the result of (Category 1 or 2) of pollution. Annex V deals with differ- many different geological and geograph- 3. Carcinogenicity* (Category 1A or 1B)** ent types of garbage, one of which is resi- ical factors. It cannot therefore be said 4. Mutagenicity* (Category 1A or 1B)** dues from solid bulk cargoes. Originally that any solid bulk material with the same 5. Reproductive Toxicity* introduced on 31 December 1988, the most generic name is precisely the same chemi- (Category 1A or 1B)** recent revision, made in July 2011, came cal compound. Minerals from each mine 6. Specific Target Organ Toxicity into force on 1 January 2013. have to be individually analysed and very Repeated Exposure* (Category 1)** specific ecotoxicology analyses are required 7. Solid bulk cargoes containing or con- As of this date, shippers of solid bulk mate- to understand the impact they would have sisting of synthetic polymers, rub- rials were required to hold, and to provide to on marine ecosystems if they were to be ber, plastics, or plastic feedstock pellets ship owners, documentation for all cargoes released directly into open waters. (this includes materials that are shred-

34 BULLETIN 2014 VOLUME 109 #1 GENERAL

gen-01-14.indd 34 13/02/2014 12:42:27 Overview of MARPOL Annex V discharge restrictions

ded, milled, chopped or macerated or The Marine Environment Protection Com- include further details that expand on the similar materials). mittee’s implementation of the revised precise properties of the material, enabling Annex V, along with other revisions made the waste to be disposed of properly into a * Products that are classified for carcinoge- to the International Maritime Solid Bulk designated reception facility at the end of nicity, mutagenicity, reproductive toxicity or Cargoes code, means that the shipper – the the voyage. specific target organ toxicity repeated expo- party that owns the material and is asking sure for oral and dermal hazards or without for it to be transported – is now responsible Shippers should currently be taking all rea- specification of the exposure route in the for stopping HME solid bulk materials from sonable measures to provisionally classify hazard statement. being discharged into the sea. cargoes as HME or not and have been given ** Combined with not being rapidly degradable between 1 January 2013 to December 2014 and having high bioaccumulation. But, while it is the responsibility of the ship- to put these processes in place. From 1 Jan- per to hold and to provide the documenta- uary 2015, shippers are required to provide The GHS revision 4 covers all potentially tion on the classification of the cargo, any a complete classification for their cargo, and hazardous materials that could detrimen- ship owner transporting the cargo, with a declaration at both the loading and unload- tally affect health or the environment. It is vessel of 400 gross tonnages or above, needs ing port, as to whether the material trans- based on the intrinsic properties and com- this paperwork before loading the solid ported is HME or not. position of compounds and classifications bulk material in question. If a shipper is against the seven criteria in this list provide unable to provide this documentation, the SGS toxicologists provide the steps a basis for hazard communications and fur- ship owner should refuse to transport it on to compliance ther analyses. their behalf, until such time as the docu- To comply with Annex V regulations, ship- ments have been provided. pers need to have a clear ecotoxicology anal- Shippers versus ship owners ysis process in place to first assess whether a With a variety of stakeholders being in pos- Any shipper that has not already made pro- solid bulk material compound meets one or session of the cargo at different times of visions to chemically test their cargo needs more of the seven criteria of GHS revision 4 the journey to market, who is ultimately to action the process before the cargo is previously listed; and then secondly, to pro- responsible for HME classification and doc- loaded on to a vessel. If the material is vide the detailed chemical compound docu- umentation? found to be HME, the paperwork needs to mentation when needed.

GENERAL BULLETIN 2014 VOLUME 109 #1 35

gen-01-14.indd 35 13/02/2014 12:42:27 On the Horizon...

MARPOL Annex V HME Classification from SGS DATE VENUE EVENT CONTACT 10-13 Mar. 2014 Shanghai Breakbulk Event China Wayne Zhuang: [email protected]

10-14 Mar. 2014 London Sub-Committee on Ship Systems and Equipment (SSE) Aron Sørensen: [email protected]

11 Mar. 2014 London BIMCO Maritime Security Committee Meeting Giles Noakes: [email protected]

12-14 Mar. 2014 Rotterdam BIMCO Seminar: Cargo Claims Peter Grube: [email protected]

17 Mar. 2014 London IACS Quality Advisory Committee (AVC) Aron Sørensen: [email protected]

17-19 Mar. 2014 Stamford BIMCO participating in CMA Michael Lund: [email protected]

19 Mar. 2014 Bangkok BIMCO Heavy Lift Contracts Workshop Thomas Timlen: [email protected]

19-21 Mar. 2014 Singapore Asia Pacific Maritime Thomas Timlen: [email protected]

19 Mar.-4 Jun. 2014 eLearning Time Charter Parties Mette Juul Madsen: [email protected]

25 Mar. 2014 Copenhagen BIMCO Marine Committee Meeting Aron Sørensen: [email protected]

31 Mar-4 Apr. 2014 London Marine Environment Protection Committee Aron Sørensen: [email protected]

1 Apr. 2014 Shanghai BIMCO Seminar: Using SALEFORM 2012 Wayne Zhuang: [email protected]

2 Apr.-26 Jun. 2014 eLearning Introduction to Shipping Mette Juul Madsen: [email protected]

3 Apr. 2014 Hong Kong BIMCO Seminar: Using SALEFORM 2012 Wayne Zhuang: [email protected]

6-11 Apr. 2014 Singapore Singapore Maritime Week Thomas Timlen: [email protected]

9-11 Apr. 2014 Montreal BIMCO Masterclass Workshop - Bills of Lading Peter Grube: [email protected]

14 Apr. 2014 London Seatrade Awards Karin Petersen: [email protected] SGS has been providing analyses in this Our classification of sparingly soluble inor- 22-24 Apr. 2014 Odessa International Forum on Seafarers Education, Training and Crewing 2014 Aron Sørensen: [email protected] field for many years, and now, to meet the ganic substances that could be considered need of shippers and the marine industry, HME (i.e. IMDG Class 9, UN 3077) is made 23-25 Apr. 2014 Singapore Agency Peter Grube: [email protected] has developed a sampling, testing, interpre- according to the Transformation/Dissolu- 28 Apr.-2 May 2014 London IMO Legal Committee Christian Hoppe: [email protected] tation, and documentation method to pro- tion Protocol. 28 Apr.-2 May 2014 London IMO Editorial and Technical Group ( IMSBC Code) Ai-Cheng Foo-Nielsen: [email protected] vide shippers with a straightforward and 28 Apr. 2014 Dubai Executive Committee Meeting Karin Petersen: [email protected] globally available process through which to This method, developed by OECD and 29 Apr. 2014 Dubai BIMCO Conference Karin Petersen: [email protected] meet their document provision obligations. accepted through the GHS by international 30 Apr. 2014 Dubai BIMCO Documentary Committee Meeting Søren Larsen: [email protected] authorities such as the European Chemi- Using specialised equipment, and accord- cals Agency and the United Nations, pro- 30 Apr. 2014 Dubai BIMCO Board of Directors Meeting and Annual General Meeting Karin Petersen: [email protected] ing the ISO and ASTM standards, SGS vides a bioavailability test, checking the 13 May-23 May 2014 London Maritime Safety Committee Aron Sørensen: [email protected] Giles Noakes: [email protected] takes samples from the solid bulk cargo to capacity of ions to be released from the be analysed. This is an in-depth procedure compound into water. 14-15 May 2014 New York Contact Group on Piracy off the Coast of Somalia Giles Noakes: [email protected] which collects a number of samples from 14 May-17 Sep. 2014 eLearning Dry Cargo Laytime and Demurrage Mette Juul Madsen: [email protected] the same cargo to ensure that the results If ions are released, there is the potential that 19-21 May 2014 Otsu Asian Shipowners Forum AGM Thomas Timlen: [email protected] of subsequent analyses are reflective of the these are ecotoxic and further assessment is 19-21 May 2014 Copenhagen IMSF Annual Meeting Peter Sand: [email protected]

entire product. The elemental, chemical required. Bioaccumulation and biodegrada- 21-22 May 2014 Hamburg Motorship Propulsion Conference Lars Robert Pedersen: [email protected] and mineralogical composition of the rele- tion testing also form part of the comprehen- Gerd Schneider 22-23 May 2014 Hamburg Using SUPPLYTIME Peter Grube: [email protected] vant components are analysed, and a clear sive sampling, analysis and testing that SGS interpretation of the results is provided to provides for meeting Annex V requirements. 27 May 2014 Bruges 9th International Harbour Masters Conference Anna Wollin Ellevsen: [email protected] the shipper. 28-29 May 2014 Singapore Sea Asia, Offshore Marine Forum 2014 Thomas Timlen: [email protected] Ultimately, SGS services for shippers and Editor’s Note: Gerd Schneider has been 2-6 Jun. 2014 Athens Posidonia BIMCO stand Graeme Brown: [email protected] SGS classifies HME against criteria as ship owners give piece of mind by allowing working for the SGS group for 10 years. 2-6 Jun. 2014 Shanghai BIMCO Asia Shipping School Peter Grube: [email protected] He started as Marketing Sales Manager specified in GHS revision 4. Several other all the necessary documentation needed for 4-6 Jun. 2014 Shanghai Offshore Wind China Wayne Zhuang: [email protected] national and international codes for classi- port state authorities to be in place and in and for the last three years has been 4 Jun.-8 Oct. 2014 eLearning Tanker Chartering, Laytime and Demurrage Mette Juul Madsen: [email protected] fying dangerous goods, such as the Inter- accordance with the strict requirements of working in the Business Development national Maritime Dangerous Goods the latest revision of Annex V. Department of Environmental Services 30 Jun.-4 Jul. 2014 Copenhagen BIMCO Summer Shipping School Peter Grube: [email protected] (IMDG) Codes, are aligned with the GHS. as Global Project Manager Shipping. 30 Jun.-4 Jul. 2014 London Sub-Committee on Navigation, Communications and Search and Rescue Aron Sørensen: [email protected] Our Laboratory experts follow inter- Why SGS? 14-18 Jul. 2014 London Sub-Committee on Implementation of IMO Instruments Aron Sørensen: [email protected] nal procedures that consistently evolve to SGS is the world’s leading inspection, veri- For further information about HME 20 Aug.-5 Nov. 2014 eLearning Time Charter Parties Mette Juul Madsen: [email protected] testing and classification, contact Gerd stay up-to-date with the most recent revi- fication, testing and certification company. 8-9 Sep. 2014 Bahrain SHADE (Shared Awareness and Deconfliction) Giles Noakes: [email protected] sions to testing guidelines, as issued by the It is recognised as the global benchmark Schneider, SGS Global Project Manager 8-12 Sep. 2014 London Sub-Committee on Carriage of Cargoes and Containers Ai-Cheng Foo-Nielsen: [email protected] Organisation for Economic Co-operation for quality and integrity. With more than Shipping at [email protected] or 9-12 Sep. 2014 Hamburg Gmec/SMM BIMCO stand Graeme Brown: [email protected] and Development (OECD), and the United 75,000 employees, SGS operates a net- visit www.sgs.com/env Nations and Economic Commission for work of over 1,500 offices and laboratories 15-19 Sep. 2014 London IMO Editorial and Technical Group (IMSBC Code) Ai–Cheng Foo Nielsen: [email protected] Europe (UNECE). around the world. ll 21-23 Sep. 2014 Amsterdam Dry Bulk Europe Peter Sand: [email protected] 22-26 Sep. 2014 London Facilitation Committee (FAL 39) Giles Noakes: [email protected]

24 Sep.-10 Dec. 2014 eLearning Bills of Lading Mette Juul Madsen: [email protected]

6-11 Oct. 2014 Gothenburg FONASBA Søren Larsen: [email protected] 36 BULLETIN 2014 VOLUME 109 #1 GENERAL

gen-01-14.indd 36 13/02/2014 12:42:28 On the Horizon...

DATE VENUE EVENT CONTACT 10-13 Mar. 2014 Shanghai Breakbulk Event China Wayne Zhuang: [email protected]