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Major Marine Engineering and Merchant Navy Blogs

2026-01-06T09:02:00.000-08:00

MARINESHELF publishes articles contributed by seafarers and other marine related sites solely for the benefit of seafarers .All copyright materials are owned by its respective authors or publishers.

1. Marine Insight – www.marineinsight.com

One of the most popular maritime blogs, Marine Insight covers marine engineering, ship operations, navigation, and seafarer life. It features technical articles, career advice, and industry news for both students and professionals.

2. gCaptain – www.gcaptain.com

A leading maritime news and community platform offering updates on shipping, offshore operations, and marine technology. It also features opinion pieces, safety reports, and interviews with industry experts.

3. Marine Café Blog – www.marine-cafe.com

Written by Barista Uno, this blog offers thoughtful commentary on maritime culture, seafarer welfare, and the human side of shipping. It blends art, literature, and maritime life in a unique way.

4. Marine Insight – Marine Engineering Section – www.marineinsight.com/category/marine-engineering

A dedicated section focusing on marine engineering systems, machinery maintenance, and shipboard operations. It’s a go-to resource for marine engineers and cadets.

5. The Maritime Executive – www.maritime-executive.com

A professional publication that also functions as a blog, providing in-depth analysis of maritime business, policy, and technology. It’s widely read by senior officers and shipping executives.

6. Marine Café Blog (Seafarer Welfare Focus) – www.marine-cafe.com

A strong voice for seafarer rights and welfare, offering insights into maritime labor issues, art, and culture.

7. Marine Insight – Life at Sea Section – www.marineinsight.com/category/life-at-sea

Focuses on the daily experiences of seafarers, including mental health, onboard routines, and career development.

8. The Maritime Post – www.themaritimepost.com

Covers global maritime news, shipping trends, and seafarer stories. It’s known for its concise updates and industry insights.

9. Ships & Ports – www.shipsandports.com.ng

A maritime news and opinion platform focusing on port operations, shipping business, and seafarer affairs, particularly in the African and global maritime sectors.

10. MarineBuzz – www.marinebuzz.com

A blog dedicated to marine technology, ship design, and innovations in the maritime industry. It also features updates on naval architecture and offshore engineering.

11. Marine Café Blog (Art & Maritime Heritage) – www.marine-cafe.com

Explores maritime heritage, art, and photography, offering a cultural perspective on seafaring and marine life.

12. Sea and Job – www.seaandjob.com

A maritime magazine and blog offering articles on shipping, seafarer lifestyle, and industry developments. It also features interviews and career guidance for merchant navy professionals.

13. Marine Insight – Maritime Career Section – www.marineinsight.com/category/maritime-career

Provides detailed guides on maritime education, training institutes, and career progression for aspiring seafarers.

14. Marine Café Blog (Shipping Commentary) – www.marine-cafe.com

Offers critical commentary on shipping policies, maritime governance, and the evolving role of seafarers in global trade.

15. Marine Insight – Safety Section – www.marineinsight.com/category/maritime-safety

Focuses on shipboard safety, accident prevention, and emergency procedures, making it a valuable resource for officers and engineers.

These blogs collectively cover every aspect of the maritime world—from marine engineering and ship operations to seafarer welfare, maritime culture, and global shipping trends—making them essential reading for anyone in the merchant navy or marine engineering field.

Major Maritime Websites and Resources for Shipping Professionals

2026-01-06T08:58:00.000-08:00

MARINESHELF publishes articles contributed by seafarers and other marine related sites solely for the benefit of seafarers .All copyright materials are owned by its respective authors or publishers.

1. International Maritime Organization (IMO) – www.imo.org

The United Nations agency responsible for regulating global shipping. It provides official conventions, circulars, and updates on maritime safety, environmental protection, and security standards.

2. Directorate General of Shipping (India) – www.dgshipping.gov.in

The Indian government’s regulatory body overseeing maritime training, certification, and shipping operations. It offers online services for seafarers, shipping companies, and maritime training institutes.

3. International Chamber of Shipping (ICS) – www.ics-shipping.org

A leading global trade association representing shipowners and operators. It publishes guidelines, policy papers, and best practices on maritime safety, environmental performance, and regulatory compliance.

4. International Labour Organization (ILO) – Maritime Labour – www.ilo.org/global/standards/maritime-labour-convention

Provides information on the Maritime Labour Convention (MLC, 2006), which sets minimum working and living standards for seafarers worldwide.

5. International Maritime Bureau (IMB) – www.icc-ccs.org/icc/imb

A specialized division of the International Chamber of Commerce that monitors maritime crime, piracy, and fraud. It issues regular piracy reports and security alerts.

6. MarineTraffic – www.marinetraffic.com

A real-time vessel tracking platform that provides live ship positions, port calls, and voyage data. Widely used by shipping companies, port authorities, and logistics professionals.

7. Equasis – www.equasis.org

A public database offering information on the safety and quality performance of ships and shipping companies. It promotes transparency in maritime operations.

8. Lloyd’s Register – www.lr.org

A classification society providing ship classification, certification, and risk management services. It also publishes technical guidance and safety standards for the maritime industry.

9. DNV (Det Norske Veritas) – www.dnv.com

A leading classification and certification organization offering services in ship safety, energy efficiency, and environmental compliance.

10. BIMCO (Baltic and International Maritime Council) – www.bimco.org

One of the largest international shipping associations. It provides standard contracts, clauses, and guidance on chartering, ship management, and maritime law.

11. INTERTANKO – www.intertanko.com

An association representing independent tanker owners. It focuses on safety, environmental protection, and operational efficiency in the tanker industry.

12. INTERCARGO – www.intercargo.org

Represents the interests of dry bulk shipowners. It provides updates on safety, environmental regulations, and best practices for bulk carrier operations.

13. International Association of Classification Societies (IACS) – www.iacs.org.uk

An umbrella organization for major classification societies. It develops unified requirements and technical standards for ship design, construction, and maintenance.

14. The Nautical Institute – www.nautinst.org

A professional body for maritime professionals offering publications, training resources, and certification programs to enhance navigational safety and professional development.

15. Marine Environment Protection Committee (MEPC) – Accessible via www.imo.org

A key IMO committee responsible for developing and enforcing international regulations to prevent marine pollution from ships.

16. International Transport Workers’ Federation (ITF) – www.itfglobal.org

A global union federation representing seafarers and transport workers. It advocates for fair treatment, safe working conditions, and labor rights in the maritime sector.

17. Port State Control (Paris MoU / Tokyo MoU) – www.parismou.org / www.tokyo-mou.org

Regional agreements that inspect foreign ships in national ports to verify compliance with international safety and environmental standards.

18. Marine Insight – www.marineinsight.com

An educational and news platform offering articles, guides, and updates on ship operations, marine engineering, and maritime careers.

19. Safety4Sea – www.safety4sea.com

A maritime news and analysis site focusing on safety, environmental protection, and regulatory compliance in the shipping industry.

20. ShipSpotting – www.shipspotting.com

A community-driven platform for ship enthusiasts and professionals to share vessel photos, specifications, and operational details.

These websites collectively cover every major aspect of the maritime industry—from regulation and safety to training, vessel tracking, and environmental compliance—making them essential resources for seafarers, shipowners, and maritime professionals worldwide.

Latest Developments from the International Maritime Organization (IMO)

2026-01-06T08:53:32.009-08:00

MARINESHELF publishes articles contributed by seafarers and other marine related sites solely for the benefit of seafarers .All copyright materials are owned by its respective authors or publishers.

Introduction

The International Maritime Organization (IMO), the United Nations agency responsible for regulating global shipping, continues to strengthen its framework for maritime safety, environmental protection, and sustainable shipping. The latest developments for 2025–2026 reflect the IMO’s commitment to decarbonization, digitalization, and enhanced seafarer welfare, ensuring that the maritime industry remains safe, efficient, and environmentally responsible.

1. Decarbonization and Green Shipping

The IMO has advanced its Greenhouse Gas (GHG) Strategy, targeting net-zero emissions from international shipping by 2050. Key measures include:

Implementation of the Energy Efficiency Existing Ship Index (EEXI) and Carbon Intensity Indicator (CII) to monitor vessel performance.
Promotion of alternative fuels such as ammonia, methanol, and hydrogen.
Development of the IMO Maritime Research Fund to support innovation in low-carbon technologies.
Encouragement for ports to adopt shore power and green infrastructure.

These initiatives aim to align global shipping with the Paris Agreement and accelerate the transition to cleaner maritime operations.

2. Safety and Security Enhancements

The IMO has updated several conventions to strengthen maritime safety and security:

Amendments to the SOLAS Convention (Safety of Life at Sea) introduce stricter fire safety standards for container ships and passenger vessels.
New guidelines for Maritime Autonomous Surface Ships (MASS) address operational safety, remote control systems, and crew training.
Enhanced cybersecurity protocols under the ISM Code require ship operators to integrate digital risk management into their safety management systems.

These updates ensure that modern vessels remain resilient against both physical and digital threats.

3. Seafarer Welfare and Training

The IMO, in collaboration with the International Labour Organization (ILO), has reinforced its focus on seafarer welfare. Recent developments include:

Updated STCW (Standards of Training, Certification, and Watchkeeping) guidelines emphasizing competency-based training and mental health awareness.
Support for fair treatment of seafarers during emergencies and port detentions.
Promotion of gender equality and inclusion through the Women in Maritime Programme.

These measures aim to create a safer, more inclusive, and supportive environment for maritime professionals worldwide.

4. Pollution Prevention and Marine Protection

The IMO has strengthened its environmental regulations under the MARPOL Convention to reduce pollution from ships. Key updates include:

Stricter limits on sulphur oxide (SOx) and nitrogen oxide (NOx) emissions.
New ballast water management standards to prevent the spread of invasive species.
Enhanced waste management and plastic reduction measures onboard vessels.
Guidelines for handling biofouling to protect marine biodiversity.

These actions reinforce the IMO’s role in safeguarding oceans and promoting sustainable maritime practices.

5. Digitalization and Data Transparency

The IMO is driving the digital transformation of global shipping through initiatives such as:

The IMO Compendium on Facilitation and Electronic Business, promoting standardized electronic data exchange between ships and ports.
Encouragement for the use of electronic certificates and digital logbooks to streamline compliance.
Development of a global Maritime Single Window (MSW) system to simplify port clearance procedures.

Digitalization enhances efficiency, reduces paperwork, and improves transparency across the maritime supply chain.

Conclusion

The latest developments from the International Maritime Organization mark a decisive step toward a safer, greener, and more technologically advanced maritime industry. By embracing sustainability, innovation, and human-centered policies, the IMO continues to guide global shipping toward a future that balances economic growth with environmental stewardship and seafarer well-being.

Latest Updates from the Directorate General of Shipping: Key Developments for Seafarers

2026-01-06T08:50:22.187-08:00

MARINESHELF publishes articles contributed by seafarers and other marine related sites solely for the benefit of seafarers .All copyright materials are owned by its respective authors or publishers.

Introduction

The Directorate General of Shipping (DGS), under the Ministry of Ports, Shipping and Waterways, continues to play a crucial role in regulating and promoting the Indian maritime sector. Recent circulars and notifications issued by the DGS highlight significant policy changes aimed at improving the welfare, training, and career progression of Indian seafarers. These updates reflect India’s commitment to maintaining international standards in maritime safety, environmental protection, and seafarer competency.

1. Digitalization of Seafarer Services

The DGS has accelerated the digital transformation of its services through the e-Governance portal (dgshipping.gov.in). Seafarers can now access a range of online services, including:

Application and renewal of Continuous Discharge Certificates (CDC).
Online verification of Certificates of Competency (CoC) and Certificates of Proficiency (CoP).
Digital submission of sea service records and training documents.

This initiative reduces paperwork, minimizes delays, and enhances transparency in the certification process. The integration of biometric verification and digital signatures ensures authenticity and security in all transactions.

2. Revised Training and Certification Standards

In alignment with the STCW Convention (Standards of Training, Certification, and Watchkeeping for Seafarers), the DGS has updated its training framework to include competency-based assessments. Maritime training institutes are now required to:

Implement simulator-based training for navigation and engineering courses.
Conduct periodic audits to maintain DGS approval.
Introduce refresher and updating courses for officers and ratings.

These measures ensure that Indian seafarers remain globally competitive and compliant with international maritime standards.

3. Seafarer Welfare and Mental Health Initiatives

Recognizing the challenges faced by seafarers during long voyages, the DGS has issued new guidelines promoting mental health awareness and welfare support. Key initiatives include:

Mandatory mental health awareness sessions in pre-sea and post-sea training.
Collaboration with maritime welfare organizations to provide counseling and helpline services.
Encouragement for shipping companies to adopt onboard recreational and communication facilities.

These steps aim to improve the overall well-being and morale of seafarers, ensuring a safer and more supportive working environment at sea.

4. Employment and Placement Reforms

The DGS has strengthened its oversight of Recruitment and Placement Service (RPS) agencies to prevent malpractice and ensure fair employment practices. The latest circulars mandate that:

All RPS agencies must renew their licenses through the DGS online portal.
Agencies must maintain transparent employment contracts and wage records.
Seafarers can report grievances directly through the DGS grievance redressal system.

This reform enhances accountability and protects seafarers from exploitation in the recruitment process.

5. Green Shipping and Environmental Compliance

In line with India’s commitment to sustainable maritime operations, the DGS has introduced new guidelines promoting green shipping practices. These include:

Adoption of energy-efficient technologies and low-sulphur fuels.
Training programs on ballast water management and pollution prevention.
Encouragement for Indian shipping companies to participate in carbon reduction initiatives.

These measures align with the International Maritime Organization’s (IMO) decarbonization goals and position India as a responsible maritime nation.

6. Career Progression and Skill Development

The DGS continues to expand opportunities for Indian seafarers through partnerships with global shipping companies and training institutions. Recent initiatives include:

Introduction of advanced modular courses for specialized vessel operations.
Recognition of prior sea service for faster certification upgrades.
Collaboration with international maritime academies for exchange programs.

These efforts aim to enhance career mobility and ensure that Indian seafarers remain in high demand across global fleets.

Conclusion

The latest directives from the Directorate General of Shipping underscore a forward-looking approach to maritime governance—one that prioritizes safety, skill development, welfare, and sustainability. For seafarers, these updates represent not only regulatory changes but also opportunities for professional growth and improved working conditions. Staying informed and compliant with DGS guidelines is essential for every maritime professional navigating the evolving landscape of global shipping.

The Latest Developments in Dangerous Goods (DG) Regulations

2026-01-06T08:47:00.000-08:00

MARINESHELF publishes articles contributed by seafarers and other marine related sites solely for the benefit of seafarers. All copyright materials are owned by its respective authors or publishers.

Introduction

The transportation of dangerous goods (DG) continues to evolve as global trade expands and safety standards tighten. Regulatory bodies such as the International Air Transport Association (IATA), International Maritime Organization (IMO), and United Nations (UN) regularly update their frameworks to ensure the safe handling, packaging, and transport of hazardous materials. The latest updates for 2025–2026 reflect a growing emphasis on sustainability, digital documentation, and enhanced safety compliance.

Key Updates in DG Regulations

1. Digitalization of Dangerous Goods Documentation

Recent amendments to the IATA Dangerous Goods Regulations (DGR) and the International Maritime Dangerous Goods (IMDG) Code encourage the use of electronic dangerous goods declarations (e-DGD). This shift aims to reduce paperwork, minimize human error, and streamline customs clearance. Airlines and shipping companies are now adopting digital platforms that allow real-time verification of DG documentation.

2. Lithium Battery Transport Enhancements

Lithium batteries remain one of the most regulated DG categories due to their fire risk. The latest IATA DGR (66th Edition, effective January 2025) introduces:

Stricter packaging requirements for lithium-ion and lithium-metal batteries.
Mandatory use of UN-approved packaging for certain battery types.
Updated labeling standards, including clearer hazard communication symbols.
Enhanced training requirements for shippers and freight forwarders handling lithium batteries.

3. Sustainability and Environmental Considerations

The IMO and UN Sub-Committee on the Transport of Dangerous Goods have introduced new guidelines promoting eco-friendly packaging materials and recyclable containment systems. These changes align with global sustainability goals and aim to reduce the environmental footprint of DG logistics.

4. Revised Classification and Labeling Standards

The UN Model Regulations (23rd Revised Edition) have updated several hazard classes and packing group criteria. Notable changes include:

Revised classification for corrosive and toxic substances.
New pictograms for environmentally hazardous materials.
Harmonization of labeling requirements across air, sea, and land transport modes.

5. Training and Competency-Based Assessments

The latest DG regulations emphasize competency-based training rather than traditional knowledge-based certification. This approach ensures that personnel involved in DG handling can demonstrate practical skills and understanding of safety procedures. Employers are now required to maintain detailed training records and conduct periodic assessments.

6. Updates to Limited and Excepted Quantities

Adjustments have been made to the quantity limits for certain DG classes, particularly flammable liquids and gases. These changes aim to simplify compliance for small-scale shippers while maintaining safety standards.

Implications for Shippers and Logistics Providers

Organizations involved in the transport of dangerous goods must review their internal compliance programs to align with the new regulations. Key actions include:

Updating training programs to meet competency-based standards.
Transitioning to digital documentation systems.
Reviewing packaging and labeling processes.
Coordinating with carriers to ensure compatibility with new DG handling requirements.

Conclusion

The latest DG regulations reflect a global effort to enhance safety, efficiency, and environmental responsibility in the transport of hazardous materials. Businesses that proactively adapt to these changes will not only ensure compliance but also gain a competitive advantage through improved operational efficiency and reduced risk exposure. Staying informed and investing in continuous training remain essential for all stakeholders in the dangerous goods supply chain.

WHAT IS CII AND HOW IS IT CALCULATED

2025-10-26T23:38:00.000-07:00

MARINESHELF publishes articles contributed by seafarers and other marine related sites solely for the benefit of seafarers .All copyright materials are owned by its respective authors or publishers.

How CII (Carbon Intensity Indicator) is calculated — short, practical guide

Quick definition: CII is the ship’s annual CO₂ emitted per unit of transport work (grams CO₂ per tonne-nautical mile). It’s used by IMO to give each ship a yearly rating (A–E).

Formula (simplified)

Attained CII (g CO₂ / t·nm) =
Annual CO₂ emissions (g) ÷ (Annual distance sailed (nm) × Ship capacity)

Where:

Annual CO₂ emissions = sum over fuels of (annual fuel consumption (t) × CO₂ emission factor (t CO₂/t fuel)) then convert to grams.
Ship capacity = DWT (deadweight) for most cargo ships, or GT/other metric depending on ship type — check IMO guidance for which capacity to use for your ship type.

Units: CO₂ in grams, capacity in tonnes, distance in nautical miles, result in g CO₂ / t·nm.

Step-by-step calculation

Gather fuel data for the calendar year: consumption by fuel type (tonnes).
Apply CO₂ emission factors for each fuel type (t CO₂ per t fuel), sum to get total t CO₂ for the year and convert to grams (1 tCO₂ = 1,000,000 g).
Compute annual transport work = total distance sailed in the year (nm) × capacity (t). Use the IMO-prescribed capacity type for your ship.
Divide total annual CO₂ (g) by annual transport work (t·nm) → that’s your attained CII (g CO₂ / t·nm).
Apply any allowed correction/adjustment factors (voyage adjustments, technical/operational corrections) if eligible — these are defined in the IMO guidelines and may change over time.

Worked example (digit-by-digit)

Assume:

Annual fuel = 2,500 t heavy fuel oil (HFO)
CO₂ emission factor for HFO = 3.114 t CO₂ / t fuel (example factor)
Annual distance = 20,000 nm
Capacity = 50,000 t

Calculations:

Annual CO₂ (t) = 2,500 × 3.114 = 7,785 t CO₂.
Convert to grams: 7,785 t × 1,000,000 = 7,785,000,000 g CO₂.
Transport work = 20,000 nm × 50,000 t = 1,000,000,000 t·nm.
CII = 7,785,000,000 ÷ 1,000,000,000 = 7.785 g CO₂ / t·nm.

What the number means / rating

The attained CII is compared to IMO reference/reference-lines for your ship type & size and converted to a rating A (best) → E (worst). Ships must report the attained annual CII (typically within 3 months after year end) and keep records; corrective obligations apply if the rating is poor. See IMO resolutions and class guidance for exact reference values and reporting timelines.

Practical tips to improve CII

Slow steaming / speed optimization and just-in-time arrivals reduce fuel burn.
Hull/propeller maintenance, optimized trim and weather routing.
Fuel switching to lower-carbon fuels or use of abatement technologies (where available).
Better cargo utilization (higher cargo per voyage) increases transport work and helps CII.

Each ship’s attained CII (actual performance) is compared with the required CII (IMO benchmark for its type & size).
The ratio determines the rating grade:
Rating Meaning Performance level vs Required CII Action required
A Major superior performance ≥ 10% better than required Excellent efficiency; no action required.
B Minor superior performance 5–10% better Good efficiency; maintain operations.
C Compliant performance Within ±5% of required Acceptable; continue monitoring.
D Minor inferior performance 5–10% worse Needs improvement; plan required if two consecutive D ratings.
E Inferior performance >10% worse Non-compliant; immediate corrective action plan mandatory.
(“Better” = lower CO₂ per transport work.)

Rating	Meaning	Performance level vs Required CII	Action required
A	Major superior performance	≥ 10% better than required	Excellent efficiency; no action required.
B	Minor superior performance	5–10% better	Good efficiency; maintain operations.
C	Compliant performance	Within ±5% of required	Acceptable; continue monitoring.
D	Minor inferior performance	5–10% worse	Needs improvement; plan required if two consecutive D ratings.
E	Inferior performance	>10% worse	Non-compliant; immediate corrective action plan mandatory.

🧮 Example of Rating Interpretation

Let’s say a 50,000 DWT bulk carrier has:
Required CII = 7.8 g CO₂ / t·nm
Attained CII = 7.0 g CO₂ / t·nm
Then performance = (7.8 − 7.0) / 7.8 = 10.3% better → Rating A

🗓️ Rating Period and Reporting

Applies from: 1 January 2023 under MARPOL Annex VI Regulation 28.
Reporting: Annually via the IMO DCS (Data Collection System).
Verification: Class society or flag verifies and issues a Statement of Compliance (SoC).

⚠️ Actions for Poor Ratings

Two consecutive D’s or one E:
→ Ship must submit a Corrective Action Plan (CAP) as part of SEEMP Part III, explaining how to improve to C or better.

🚢 Typical Reference Ship Types

Different reference lines and correction factors exist for:
Bulk carriers
Tankers
Container ships
Gas carriers
Ro-Ro and Ro-Pax ships
General cargo ships
LNG carriers, etc.
Each has a size-based reference CII (from IMO MEPC. 336(76)).

INVENTORY OF HAZARDOUS MATERIAL

2025-09-25T01:46:00.000-07:00

MARINESHELF publishes articles contributed by seafarers and other marine related sites solely for the benefit of seafarers .All copyright materials are owned by its respective authors or publishers.

The IHM is a list of hazardous materials that are present on a ship. The IHM quantifies and locates hazardous materials on board ships which are known to represent a potential hazard to people and the environment.

The IHM consists of three parts:

Part I: Hazardous materials contained in the ship’s structure and equipment

Part II: Operationally generated wastes

Part III: Stores

The IHM Part I is prepared either during the construction of the ship or while the vessel is in operation. For latter, hazmat experts should be contracted for the preparation of the IHM.

IHM Part II and III shall be prepared by the shipowner once the decision is given to send the ship for recycling. The IHM Part II and III can be prepared by the crew or by a hazmat expert.

Hong Kong Convention and EU Ship Recycling Regulation

Presently, two regulations are governing the requirements for safe and environmentally sound ship recycling:

Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009 SR/CONF/45 (HKC), which will enter into force in June 2025.

The EU Regulation on Ship Recycling (EU) No. 1257/2013 (EU SRR), which is in force since 31 December 2020.

Both HKC and EU aims to ensure that ships when being recycled, do not pose any unnecessary risk to human health, safety and environment. One of the main concerns is the fact that ships may contain hazardous materials such as asbestos, ozone-depleting substances, heavy metals and others, which may have negative impacts both on workers health safety and to environment.

HKC is applicable to ships, operating in the marine environment, which are equal to and above 500 GT. The HKC has two key issues:

Inventory of hazardous materials (IHM, 13 hazmats)

Authorization of ship recycling facilities

EU SRR is applicable to ships, operating in the marine environment, which are EU/EEA/UK flagged and 3rd party flagged vessels, visiting European ports or anchorages, equal to and above 500 GT. The EU SRR has two key issues:

Inventory of hazardous materials (IHM, 15 hazmats)

European list of approved ship recycling facilities

Navy ships and domestic ships are excluded from the scope of HKC and EU SRR.

IHM Part I preparation for new ships

For new building ships, the ship yard is responsible for the IHM Part I preparation. IHM preparation for new ships is based on documentation which is provided by the suppliers in the form of Material Declarations (MDs) and Suppliers Declaration of Conformity (SDOC). MD and SDoCs should be provided for all machinery, equipment, materials and coatings installed on board a vessel. The MD and SDoC contain information on whether hazardous materials, as listed in Annexes I and II of the EU SRR and/or Appendixes 1 and 2 of the HKC, are present in the specified products.

New ships, regardless of their Flag, must have an International Certificate on IHM according to the Hong Kong Convention, starting from 26 June 2025.

After the initial IHM Part I certification, it is the shipowner’s responsibility to maintain the IHM and keep it up to date. To be in compliance

Company must have an IHM Maintenance procedure/manual, which is implemented and integrated into the safety management system.

Your company is required to designate an individual responsible for IHM Maintenance, known as the IHM Designated Person (IHM DP).

Based on your company’s IHM Maintenance procedure, IHM must be updated;
- when the particulars of the vessel changes (e.g.: change of Name, Flag, owner, manager, etc.)
- when the hazardous material situation of the vessel changes (e.g.: a new product is installed on board with hazmats, an existing product in the IHM is removed from the vessel, the quantity of the hazmat in a product in the IHM changes)

To keep the IHM up to date, IHM DP should review all purchases done for each vessel in a period as defined in IHM Maintenance Procedure (e.g.: monthly, bi-monthly, etc.). For the purchased products, that fall into the scope of IHM Part I, Material Declarations (MD) and Supplier Declaration of Conformity (SDoCs) forms must be collected from the suppliers.

All collected MD/SDoC files must be stored/recorded in a designated folder/software. To have an overview on the IHM maintenance activities, we recommend that IHM DP keeps an “Audit Log”, with description on what has been changed in the IHM, when and by whom. That audit log form should also be part of your IHM Maintenance procedure and will help you to demonstrate that your procedure is implemented.

Supplier is defined as an agency, trader or manufacturer according to the MEPC 379(80) IHM Guidelines. MD/SDoC forms must be prepared by the supplier, who sells the product to the shipowner/shipmanage/shipyard. To do that, the supplier must contact to their sub-suppliers and get the information, based on the homogenous material criteria as defined in MEPC 379(80) Appendix 3.

There are 15 hazmats in the scope of the EU SRR. Suppliers have to declare in the MDs, whether those hazmats are above the specific threshold levels in the product. Even if there are no hazmats in a product, still MD/SDoC forms must be prepared by the suppliers and collected by the shipowners.

To be in compliance, Shipowner has to inform their suppliers properly in advance. It is recommended to insert MD/SDoC delivery requirement in Purchase Order (PO) terms & conditions (T&C), so that legally suppliers agree to provide the forms, when they sign the PO T&C. Some Flags proposes alternative solutions for collection of MDs & SDoCs by using PO T&Cs. If this is what your company is doing, make sure that it is properly described in your IHM Maintenance procedure.

BWTS OZONE TYPE BASICS

2025-09-18T08:41:00.000-07:00

MARINESHELF publishes articles contributed by seafarers and other marine related sites solely for the benefit of seafarers .All copyright materials are owned by its respective authors or publishers.

Ozone is a natural gas which forms in the atmosphere when an oxygen atom (O) joins with an oxygen molecule (O2) to form ozone (O3). This reaction requires the input of energy (such as a lightning strike), to join the oxygen atom with the oxygen molecule. As soon as the energy source is removed, the ozone immediately decomposes. Ozone is a colorless gas but has a very pungent odor. Although ozone has an extremely short life-span, it is one of the most powerful oxidizing agents produced and effectively neutralizing endo-toxins, viruses, bacteria, fungi and organic material extremely rapidly. Usually a ship-board Ozone generator takes ambient air and strips away the nitrogen, concentrating the oxygen content – which is then passed through a high voltage or high frequency electrical field to produce ozone. The ozone is then injected into the incoming ballast water to oxidize and neutralize any harmful aquatic species. A percentage of the aquatic species, especially any bacteria and viruses in the ballast water, are killed by direct contact with the ozone. The remainder are killed or neutralized when the ozone reacts with other chemicals that occur naturally in seawater, to form hypobromous acid, a highly effective disinfectant in its own right. Both ozone and hypobromous acid disintegrate extremely rapidly – ensuring that there is no damage to the receiving waters into which the treated ballast water is discharged. Air contains 21% oxygen, 78% nitrogen, 0.9% argon, and 0.1% other gases.

These system usually consists of an Air compressor that produces between 5 and 8 bar of compressed air by inhaling the air of the atmosphere and provides compressed air to oxygen generator through air receiver; as raw material for oxygen generator.

In the NK -O3 type Ozone system the Oxygen generators separate oxygen from compressed air through a unique Pressure Swing Adsorption (PSA) process. The PSA process uses two vessels filled with molecular sieve (a synthetic zeolite)

As compressed feed air flows through one of the vessels, the molecular sieve adsorbs nitrogen. The remaining oxygen passes through the vessel and exits as the product gas. Before the absorber becomes saturated with nitrogen, the feed air is diverted to the second vessel. At that point, the sieve in the first vessel regenerates by desorbing the nitrogen through depressurization and purging it with oxygen from the second vessel. This process is then repeated in the second vessel to complete a cycle that allows the oxygen generator to deliver a constant flow of product oxygen at 90% minimum purity. Under normal operating conditions, the molecular sieve is completely regenerative and will last indefinitely.

Air and oxygen receiver provide stabilized flow and pressure to the oxygen and ozone generator by reducing the pulsation respectively.

Air receiver stores compressed air for peak demand in excess of compressor flow rate. Air receiver increases the cooling of the compressed air and collects possible residual condensate and oil droplets. The pressure variations in the air net will be equalized and short cycle loading and unloading of the compressor minimized. Ozone is generated by converting part of the oxygen gas molecules O2 within a gap formed between two electrodes. When applying an alternating high voltage to the high voltage electrode, micro-discharges will take place in the discharge gap which will dissociate the oxygen molecules. Some of the freed oxygen atoms O will recombine with the remaining oxygen molecules O2 to form ozone O3. This principle is usually called "Silent Electrical Discharge".

O + O2 = O3

The ozone concentration of the gas at the outlet of the generator is expressed by the ratio of the ozone mass produced divided by the total outlet gas mass (% by weight) or the mass of ozone produced per volume of outlet gas (g/Nm3 ).

The ozone generation modules are cooled with water to efficiently remove all the heat generated by the generated by the process. Ozone generation is very sensible to the cooling water temperature and the gas quality. The lower the temperature, the higher the ozone efficiency will be.

An Ozone destructor is used to converts any unused ozone back to oxygen before release to the atmosphere. The ozone destructor is used to run the ozone system without injecting the ozone in the ballast water. It will help to evaluate the good operation of the ozone system.

Due to the hazardous and corrosive nature of ozone even in low concentrations, no ozone containing gas should be released into the atmosphere. The residual ozone concentration according to the safety requirements of lower than 0.2 ppmv will be observed. The unit comprises welded stainless steel housing and the catalyst. The destructor works according to the principle of catalytic ozone destroying. The gas flow to be treated will be passed through the catalyst. The residual ozone in the off-gas will be converted into oxygen on the surface of the composition metal catalyst. The off-gas flow has to be vented into open air. During this process, heat of reaction is released.

A schematic dwg of an NK system

Ozone injector is very important equipment for ballast water treatment system using ozone as disinfection material. To increase disinfection effect and reduce toxic by-products, ozone should be introduced very quickly and uniformly to ballast water.

The Neutralizer is designed to remove Total Residual Oxidants (TRO) from ships’ ballast water that has been treated by the Ozone System. The Neutralizer makes the TRO concentration below 0.4mg/L by dosing neutralizer automatically, prior to discharge of the treated ballast water. Thiosulfate is usually used in the TRO neutralizer

Ambient ozone monitors can be tripped by the ozone leak in the ozone system. When an ozone alarm has been given the ozone production must be interrupted. All personnel must be evacuated from the contaminated area. The room containing ozone should only be entered when wearing a suitable breathing apparatus.

The TRO analyzer uses colorimetric DPD chemistry or an electrical TRO sensor to continuously monitor water for TRO.

BWTS ELECTROLYSIS TYPE BASICS

2025-09-14T09:27:00.000-07:00

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At ballasting the ballast water treatment process performs two main unit operations: mechanical separation (filtering) and disinfection (electrolysis based chlorination). In the first step, the filters (50 μm filter fineness) remove particles, sediments and organisms of the larger size class. This allows the following disinfection step to minimize the use of NaOCl, a chlorine compound. In the second step, the sodium hypochlorite solution generated from the electrolysis unit is injected into the filtered influent ballast water to effectively disinfect organisms of the smaller size class and bacteria remaining in the filtrate. At de-ballasting, neutralization unit decreases the total residual oxidants (TRO) concentration if required before the ballast water discharge.

A Back-flushing Filter is installed on ballast pump discharge line and it will filter

organisms and particle materials over than 50 micrometers. There is back-flushing line on Back-flushing Filter for cleaning itself. Usually Back-flushing Filter is combined with one(1) set of Back-flushing Pump which supplies clean seawater for cleaning. A Back-flushing Valve is installed on Back-flushing Filter discharge line and it makes more pressure on Back flushing Filter to help back-flushing operation. Back-flushing Pump and Back flushing Valve are installed on back-flushing line for pumping out back-flushing water overboard.

After this filtering process, second disinfection process of generating and injecting biocide(Sodium hypochlorite, NaOCl) are as follows. Electrolysis unit electrolyzes seawater that is coming from the separate branch line from main ballast line. Only 0.5% of total ballast water flow is used for producing disinfectant solution. Booster Pump is installed on this line to pumping the clean seawater to Electrolysis Unit. Seawater should be met that temperature over than 5℃ and salinity over than 10 PSU. If seawater does not meet these conditions, A Heat Exchanger will be used.

High salinity seawater shall be loaded in the separated seawater tank (sometimes also called technical sea water tank ) in advance and it will be used when the vessel goes to the brackish water zone. Temperature sensor and salinity sensor give alarm to the crew. And after, seawater flows into the Electrolyzer , Seawater is electrolyzed in the Electrode. The concentration of generating biocide in Electrode is decided by current control of Rectifier. When the seawater electrolyzed, hydrogen gas, oxygen gas and chlorine gas are generated as byproduct. These gases are

separated in the hydrocyclone and vented out safely after diluted by blower. There is gas monitoring system on vent line. When the biocide solution injected to main ballast line, injection rate is controlled by Flowmeter and Flow Control Valve.

After injecting to the main ballast line, final concentration of TRO is checked by TRO

sensor and the data transmitted to MCP for current control.

Flowmeters on main ballast line checks flow rate of ballast water.

After Peak Tank is located in the aft of the vessel and it is separated with main ballast system. So, BWMS system is designed to treat the seawater separately of those two ballast system

Bypass mode is operated only in emergency case. In this mode, seawater flows into the ballast tank directly without any treatment. This operation shall be recorded in the system.

For deballasting operation TRO CONCENTRATION > 0.1ppm always and zero for USCG mode.For Ballasting operation TRO value has a range and is not than 7ppm.

EGCS BASICS

2025-09-13T02:32:00.000-07:00

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Seawater is the main absorbing medium used in the exhaust gas cleaning process. Seawater is alkaline and thus offers a buffer and neutralization capacity. Seawater also contain large amounts of dissolved sulphates. The absorbed SO2 will only marginally increase the seawater content of sulphates. Commercial available NaOH solution (50%) is injected in both cleaning stages to boost the seawater alkalinity and thus increase the neutralization capacity and the absorption efficiency in the EGCS. This boost will also compensate for the fluctuating alkalinity content in the ambient seawater, and will reduce the amount of seawater used and raise the pH of the washwater.

Through efficient interaction between the highly alkaline seawater and the exhaust gas stream, SO2 and also particulate matter (PM) is dissolved in, or captured by, the liquid.

When dissolved in the liquid, SO2 originating from the burnt fuel oil will make the liquid acidic before the alkalinity in the water convert the sulphur to harmless sulphites/sulphates. Such sulphites/sulphates may be discharged to sea without further treatment.

SO2 is dissolved in seawater (reaction a), it reacts with water and forms an acid, H+ ions are produced (i.e pH decreases). Bicarbonate and carbonate in the seawater reacts with the released H+ , thus neutralizing part of the acidic effect from the absorbed SO2. The sulphite will react with the oxygen in the seawater and form sulphate (reaction c). Adding caustic soda (NaOH) to the seawater will increase the neutralizing capacity, last two reactions.

The washwater is monitored by measuring pH, PAH and turbidity. If the washwater exceeds given limits for turbidity and PAH, then a part of the washwater ("1st stage injection drain") may be cleaned through the Water treatment filter before being discharged to sea. Residue from the filter will be contained on board before being discharged to shore.

The system may operate in the following modes:

• Open loop mode

• Closed loop mode

• Open loop reduced load mode

• Closed loop reduced load mode

OPEN LOOP

Seawater is used as cleaning liquid and pass through the system once before being

monitored and then discharged to sea.

The seawater alkalinity is boosted with NaOH to increase the SOx absorption

A part of the washwater ("1st stage injection drain") is collected in the gas inlet section of

the scrubber, and this stream may be cleaned in the Water treatment filter before

discharge.

CLOSED LOOP (Alternative system)

Washwater is used as cleaning liquid and is recirculated through the system via the System

tank and Recirculation pump.

The washwater alkalinity is boosted with NaOH to increase the SOx absorption.

To avoid saturation, a bleed stream is drained from the Decanter tank to the Holding tank and a balancing amount of makeup water (seawater) is added to the System tank.

The recirculated washwater is cooled before being re-injected to the EGCU.

A part of the washwater ("1st stage injection drain") is collected in the gas inlet section of the scrubber, and this stream is cleaned in the Water treatment filter before recirculation.

Provision of two basic Schemes for compliance to be used for EGCS approval, Scheme A or Scheme B, as the choice of the equipment manufacturer.

The two EGCS schemes apply the following concepts:

• Scheme A - based on initial emission performance unit certification together with a continuous check of operating parameters and daily exhaust emission monitoring

• Scheme B - based on continuous exhaust emission monitoring together with a daily check of operating Parameters

REQUIRED EGC SYSTEM DOCUMENTATION

On board Documentation

SECP Sox emission compliance Plan

ETM-B EGCS technical Manual Scheme – B (ETM – B)

OMM Onboard Monitoring Manual

EGC Record Book or Electronic Logging system

The system consists of 2 water monitors:

No. 1 is installed close to the scrubbing water pumps measuring the (inlet) scrubbing water parameters pH and Turbidity, the pH value is used for monitoring purpose and to give alarm is it is too low, the Turbidity value is used to deduct it from the outlet value as the outlet limitations are above the inlet.

No. 2 is installed on the outlet of the system close to the over boards, measuring the

Wash water parameters pH, Turbidity and PAH (Poly Cyclic Aromatic Hydrocarbons)

-pH limits are different for each system and is specified in the ETM-B for the specific vessel.

-Turbidity limits are 25NTU with an exceedance allowance of 20% for every 12-hour period.

-The PAH limits are also different for each system and is stated in the ETM-B for the specific vessel. This parameter has also has an exceedance allowance of 100% of the limit for every 12-hour period.

WILL SHIPFINEX BE A GAME CHANGER IN SHIPPING

2025-09-12T00:58:00.000-07:00

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As we all know and realize its very difficult to be a ship owner , as you need not only billions of money but the contacts the knowledge and the know how to carry forward shipping related operations complying with international rules and regulation. That is where the expertise of Capt. Vikas Pandey and his team have an edge in this project. Capt.Vikas Pandey is a seasoned entrepreneur and maritime expert with 20+ years of cross-industry experience in Maritime, Telecom, Fintech, Healthcare, and EdTech. As the founder of ShipFinex, he’s revolutionizing maritime asset investment through blockchain, tokenization, and DeFi.
Shipfinex is at the forefront of this blockchain revolution, providing the secure and transparent tokenisation-based ship ownership platform, enabling access to the digital maritime finance ecosystem. They are designed to directly address the historical pain points of the maritime industry.Through Shipfinex, investors gain unprecedented access to maritime investment opportunities. The platform leverages blockchain in shipping to create a transparent, immutable record of ownership and transactions for tokenized shipping assets. This eliminates the opacity of traditional deals, building trust by design. Furthermore, by enabling fractional ownership of ships, they are trying to drastically reduce the capital required, opening up this lucrative asset class to investors who previously thought it was out of reach. They aim to become the leading platform in democratizing maritime investment.The future of maritime investment is intrinsically linked to the growth of Real-World Asset (RWA) tokenization. This trend reflects a broader shift in global finance towards greater efficiency, transparency, and accessibility, and the maritime sector is at the forefront of this evolution.The $three trillion maritime industry, once a highly exclusive domain, is now opening its gates thanks to the power of real world asset tokenization. This guide has illuminated how maritime asset tokenization fundamentally transforms shipping investments, addressing long-standing pain points like inaccessibility, illiquidity, and opacity. By enabling fractional ownership of ships and leveraging blockchain for unparalleled transparency and security, Shipfinex is making maritime asset ownership a tangible reality for a global audience.Your ownership is permanently etched into blockchain technology. Every transaction is recorded immutably on a secure blockchain, which means ownership records cannot be altered, deleted, or disputed. This complete transparency means you can verify your holdings anytime, anywhere. Smart contracts automatically distribute earnings from ship operations, with revenue flowing directly from charter payments to token holders. There are no middlemen, no delays, no human error just transparent, automated distributions. Smart contracts automatically distribute earnings from ship operations, with revenue flowing directly from charter payments to token holders. They use ERC-3643 token standard, the gold standard for compliant security tokens. This ensures regulatory compliance at the protocol level, with built-in transfer restrictions that protect both investors and the platform while maintaining the highest security standards.For the first time in history, you can own fractional shares in commercial vessels worth millions, earn real revenue from global trade operations, maintain complete control over your investment, and trust in a system built with institutional-grade security.You own legal shares in actual ships generating real revenue, with rights protected by multiple legal frameworks. Your assets can't be diluted or devalued by platform decisions because your ownership is backed by physical, operational vessels.I strongly believe all seafarers should also study and consider this project as they too have the knowledge about shipping and can also be a good investment opportunity considering the fact that 90 % world trade is still by sea. I wish Capt Vikas Pandey and his team all the best and hope the venture becomes a success.To set up your account and join this revolution you can follow the link below Your Gateway to Ship Ownership | ShipfinexHow do I create a Shipfinex account? : Shipfinex Help Centre

USE OF BLOCKCHAIN TECHNOLOGY IN SHIPPING

2025-09-11T12:09:00.000-07:00

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What Is a Blockchain?

Blockchain technology is revolutionizing the shipping industry by enhancing transparency, security, and efficiency in logistics and supply chain management.
The identification and origin of the product/process is clearly traceable (“proof of existence”), which makes the risk of counterfeiting or manipulation a lot lower than with conventional processes. Thus, especially when it comes to dangerous goods transport and dealing with incorrectly declared cargo, blockchain can guarantee much higher levels of both safety and certainty.
Blockchain can not only be used to trace the cargo but also the fuel that is being used. By this misleading information about origin and composition of bunker fuels can be minimized. Projects like' Bunker Trace' are already working on a blockchain based solution to track and trace fuels and lead the shipping industry onto a greener route.
Blockchain technology is transforming the logistics industry by enhancing traceability, improving freight processes, and reducing fraud. Logistic companies use blockchain to create transparent, immutable records of supply chain activities, ensuring each step is verifiable and secure.
Real-World Applications of Blockchain in Shipping

Blockchain is a decentralized digital database or ledger that securely stores records across a network of computers in a way that is transparent, immutable, and resistant to tampering. Each "block" contains data, and the blocks are linked in a chronological "chain."

A blockchain is a distributed database or ledger shared across a computer network's nodes. While it is best known for its crucial role in cryptocurrency systems, maintaining a secure and decentralized record of transactions, blockchains are not limited to cryptocurrency uses. Blockchains can be used to make data in any industry immutable, meaning it cannot be altered. Since a block can’t be changed, the only trust needed is at the point where a user or program enters data. This reduces the need for trusted third parties, such as auditors or other humans, who add costs and can make mistakes. Since Bitcoin's introduction in 2009, blockchain use has exploded due to the creation of various cryptocurrencies, decentralized finance (DeFi) applications, non-fungible tokens (NFTs), and smart contracts. Bitcoin and other popular cryptocurrencies, such as Ethereum and Solana, can be purchased through leading crypto exchanges. Data such as bills of lading and shipping documents are still available in paper form. These documents pass through many hands, and they must be continually updated and checked to ensure they are in the right place at the right time. In addition to being particularly prone to errors, these processes also cost a huge amount of time and money. In contrast, using blockchain in shipping allows information such as that in a bill of lading to be stored in an uncomplicated, secure and transparent fashion. All authorized persons can view the data relevant to them at any time. In addition, having the data be assigned to a specific author in a clear and unalterable way (“proof of ownership”) makes manipulation more difficult. This means a boost in terms of reliability, a considerably shortened processing time and more security. By using a blockchain database, companies can track items throughout the entire supply chain, improving food safety in food supply chains. Shipping companies utilize blockchain solutions to reduce customs clearance times and decrease delivery times. Smart contracts automate financial transactions, streamlining the payment process.Several initiatives and pilot projects are already demonstrating the potential of blockchain in the shipping industry: Below are few examples which are being pursued and easily found on the internet.

TradeLens: A blockchain-based platform developed by Maersk and IBM, TradeLens aims to digitize global trade by providing a secure and transparent platform for all supply chain stakeholders. The platform has gained significant traction, with major carriers, port operators, and customs authorities joining the network.

CargoX: CargoX is an independent blockchain platform that focuses on providing blockchain-based document transfer solutions, particularly for bills of lading. The platform offers a secure, efficient, and cost-effective way to manage shipping documents, reducing the reliance on physical paperwork.

Everledger: Originally developed to track the provenance of diamonds, Everledger is now applying its blockchain technology to the shipping industry. By creating a digital record of a product’s journey, Everledger helps ensure authenticity and compliance, particularly for high-value goods.

Marine Transport International (MTI): MTI has developed a blockchain-based platform that aims to improve transparency and efficiency in container logistics. By providing real-time visibility into container movements and automating key processes, MTI's platform helps reduce costs and improve service levels

Efficient cargo tracking is a cornerstone of global trade, but traditional systems often rely on siloed databases and manual processes, leading to errors, delays, and miscommunication. Blockchain offers a unified, tamper-proof solution by creating a shared ledger accessible to all stakeholders in the supply chain.

More and more projects are coming up will be coming up with an article on the latest "Shipfinex" project

SIRE 2.0 USE OF TABLET BASED INSPECTION / DETAILS OF TABLET

2025-09-11T10:20:00.000-07:00

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• Provide tools that will strengthen governance processes and allow more in-depth inspection

reports.

• Provide the inspector with ready access to industry guidance and vessel operator supplied

information.

• Support dynamic question allocation allowing a detailed review of equipment, procedures

and human based aspects of each allocated question, resulting in more focused inspection

report content.

• Enable richer data collection to further improve oversight of vessel safety systems and

processes.

• Allow greater transparency for all parties by using GPS tracking, recording the date and time

of each response provided and recording the

addition and removal of negative observations.

• Allow the inclusion of photographic evidence, where permitted by a port or terminal, to

support observations.

• Verify photographs provided by a vessel's operator showing the vessel’s physical and e vessel’s

cosmetic condition.

The tablet device is:

• Capable of using only the pre-loaded SIRE 2.0software.

• Locked down using Mobile Device Management software to prevent the use of unauthorized

programs, applications, tools or data transfer connections.

• Fitted with cameras which can only be accessed through the SIRE 2.0 software, but which can be

fully and demonstrably isolated if photography is prohibited onboard a vessel, at a terminal or in a

port.

• Zone 1/Div 1 certified when using Wi-Fi or Bluetooth, but the tablet can be placed in flight

safe mode if required by terminal regulations.

THE CHOSEN MOBILE IS AS PER BELOW SPEC:

• Manufacturer: i.safe MOBILE

• Model: IS930.1

• ATEX Approval: EX-Zone 1/21, II 2G Ex ib IIC T4 Gb, II

2D Ex ib IIIC T135°C Db P6X

• IECEx Approval: EX-Zone 1/21, Ex ib IIC T4 Gb, Ex ib

IIIC T135°C Db IP6X

• NEC500 Approval: Class I, II, III Division 1, Groups A B C

D E F G T4

• EAC approval: 1Ex ib IIC T4 Gb X Ex, ib IIIC T135°C

Db X IP64

Supporting documentation carried by inspectors will include:

• Tablet certification – To provide details of the Ex rating to which a tablet had been designed

and manufactured (also clearly marked on the tablet itself).

•

Ports and Terminals letter – To provide details of the specific tablet device issued to

an inspector along with a request for the terminal and/or port representatives to inform

the inspector of any restrictions on the use of the tablet camera.

•

Master letter – To provide details of the specific tablet device issued to an inspector

along with a request for the Master to inform the inspector of any restrictions on the use of

the tablet camera during the inspection.

•

Rules for the use of the Tablet Camera and Voice Recorder – Provides details of how the

tablet camera and voice recorder should be used during an inspection, including the

compliance with any port or terminal restrictions.

Govt Eases Rules For issuing CDC for Seafarers

2018-04-23T23:27:00.002-07:00

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But ‘simplification of rules does not mean the holder is entitled to a job’

Mumbai, January 21

The government has eased rules for issuing a so-called Continuous Discharge Certificate (CDC)-cum-Seafarers’ Identity Document, removing the hurdles for those intending to work on ships but faced hurdles in obtaining the certificate.
Without a CDC, a person is not eligible to work on ships. If an Indian national of 18 years, holding an Indian passport and a Class 10 pass certificate, completes the five basic STCW safety courses spread over two weeks, he is entitled to apply for a CDC.
The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, sets qualification standards for masters, officers and general-purpose ratings on seagoing merchant ships.
The new rules on issuing CDC took effect on January 14.
Job scene The move will benefit thousands of Indians looking to work on board cruise liners as bartenders, house-keeping staff and laundrymen, and also in other ships in various capacities.
“Why should anyone come in their way of getting a job. They found it very difficult to get an Indian CDC because of the rigid rules and regulations. Hence, they took CDC from foreign entities. In this process, they were fleeced by agents and sub-agents. Besides, Indian nationals holding Indian passports but having a foreign CDC were looked upon with suspicion by immigration authorities. All that will stop now. There is no need for anybody to go outside, just have these five basic safety courses and become eligible to apply for an Indian CDC,” says Capt MC Yadav, Director (maritime education and training), FOSMA Maritime Institute and Research Organisation.
The five basic courses include personal survival techniques or proficiency in survival craft and rescue boards; fire prevention and fire-fighting or advance fire-fighting; elementary first aid or medical first aid or medical care; personal safety and social responsibility and security training for seafarers with designated security duties or ship security officer.
“It’s a feel-good factor,” said Abdulgani Serang, general secretary-cum-treasurer of the National Union of Seafarers of India (NUSI).
Maritime industry executives, though, say that the simplification of rules on issuing CDC does not mean that its holder is entitled to a job.
“Obtaining a CDC is not a right to a job just as having a passport is not a right to travel,” said an executive with a Mumbai-based maritime training institute.
“The sooner it is realised by the public, the better it is,” he said, asking not to be named.
“A person should do whatever is needed for getting a job,” he added.

HOW TO REVALIDATE INDIAN COC

2016-04-26T08:18:00.003-07:00

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Subject : Revalidation of Certificate of Competency

This Directorate has been issuing Certificate of Competency (CoC) in accordance with the rules and conforming to STCW '95 requirements. The Certificates of Competency issued are valid for a period of five years. Certificate of Competency are required to be revalidated after every five years after the candidates meet the requirements laid down in the META Manual and other notification.
In order to assist the candidates and reduce the time required for revalidation of a Certificate of Competency (in cases where a CoC booklet has been issued), it has been decided that the following procedures will be followed by the respective Examiner of Engineers in all districts, while carrying out the revalidation of the certificate of competency.

Candidates can apply for the revalidation of his CoC at any declared examination district of his choice.
Candidates must meet the eligibility requirements for revalidation of their CoC's as enumerated in the META Manual and other requirements as notified by the Directorate from time to time.
The Examiner of Engineers of the district may revalidate the CoC after confirming and verifying the above, records of same must be kept.
Examiner of Engineers must forward details of the revalidated CoCs to the INDoS Cell and D.G. Shipping on a weekly basis without fail.

Following documents are required to be forwarded to the Directorate;

Copy of the application form
Proof of sea service / shore service
Copy of pages 1 and 5 of the Hard Cover (Certificate of Competency)

In supersession of Circular No. 64 dated the 25th May 2004 regarding the validity of the Certificate of Competency, the following shall be followed:
                (a) Candidate applying for endorsement of the revalidation of their CoC at any time before 12 months of expiry of the CoC, revalidation will be for five years from the date of successful completion of the revalidation course.
                 (b) Candidates who have done their revalidation course after the expiry of the validity of their CoC and are applying for the endorsement of the revalidation of their CoC, revalidation of the CoC shall be five years from the expiry of the validity of the CoC/previous revalidation
                 (c) In no case the validity of the CoC shall be more than five years from the date of completion of the revalidation course.
This issues with the approval of the Chief Examiner of Engineers

HOW TO REVALIDATE U.K COC DECK AND ENGINE

2016-04-26T08:15:00.000-07:00

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Bottom of Form 1

Revalidation of MCA STCW CoCs

All MCA STCW CoCs must be revalidated every 5 years.
This is an administrative process, which requires you to download a form from the MCA website.
You will need to submit your CoC, a valid ENG1 medical certificate, testimonials and certificate of discharge showing at least 12 months yacht service in the past 5 years.

Deck CoCs - you will need to prove that you have served as a master or deck officer in any seagoing ship (other than fishing vessels) of more than 80 gross tonnes or 24 metres in length for at least 12 months within the last five years

Engineering CoCs - you will need to prove that you have served as an engineer officer on any sea-going ship of at least 350 kilowatts power for at least 12 months within the last five years

UPDATE:

The STCW Convention 1978 has been amended by the 2010 Manila Amendments and contains new training requirements for all seafarers. Seafarers revalidating their Certificates of Competency (CoC) will be required to submit additional evidence to ensure their Certificate is valid for service on certain types of ships after 31 December 2016.

Updating-Refresher Training Requirements

The 2010 Manila Amendments to the STCW Code bring in new requirements for seafarers required to hold any of the following safety training courses:

• Personal Survival Techniques (STCW Table A-VI/1-1)

• Fire Prevention and Fire Fighting (STCW Table A-VI/1-2)

• Proficiency in Survival Craft and Rescue Boats Other Than Fast Rescue Boats (STCW Table A-VI/2-1)

• Proficiency in Fast Rescue Boats (STCW Table A-VI/2-2)

• Advanced Fire Fighting (STCW Table A-VI/3)

Seafarers required to hold any of the above certificates of proficiency shall, every five years, provide evidence of having maintained the required standard of competence, to undertake the tasks, duties and responsibilities specified in the above stated tables.

Seafarers revalidating their Certificates of Competency (CoC) after 1 January 2017 will be required to submit documentary evidence of having completed MCA approved updating-refresher training. There is no requirement to provide documentary evidence for having completed updating-refresher training if a seafarer applies for CoC revalidation before 1 January 2017.

From 1 January 2017 Port State Control Officers may require seafarers to provide documentary evidence of having maintained the required standard of competence, to undertake the tasks, duties and responsibilities listed above.

Presenting the documentary evidence obtained on completing an MCA approved updating-refresher course will meet this requirement.

Details of updating-refresher training will be published in a Marine Information Notice soon.

Deck Certificate of Competency Revalidation, ECDIS requirements

The 2010 Manila Amendments to the STCW Code bring in the requirement for Deck Officers working onboard ships fitted with an Electronic Chart Display Information System (ECDIS) to undergo specific education and training.

As of 1 January 2012 seafarers requiring revalidation of UK CoCs issued in compliance with STCW Regulation II/1, II/2 and II/3 (maintain a safe navigational watch; use of ECDIS to maintain safety of navigation; and maintain the safety of navigation through the use of ECDIS and associated navigation systems to assist command decision making) need to comply with the new STCW requirements to ensure their CoC remains valid on ships fitted with ECDIS after 31 December 2016.

For the revalidation of UK CoC valid after 31 December 2016, the seafarer must have completed one of the following:

• MCA approved Navigation Radar and ARPA Simulator (NARAS)/ Navigation Aids and Equipment and Simulator Training (NAEST) (Operational Level) course completed on or after 1 January 2005; or

• MCA approved NARAS/ NAEST (Management Level) course completed on or after 1 January 2005; or

• MCA approved ECDIS course completed on or after 1 January 2005; or

• ECDIS simulator training course in compliance with IMO Model Course 1.27, accepted by the MCA and approved by an Administration whose CoC the MCA accept for the issue of a CEC.

The original course certificate must be submitted with the application. Deck Officers not meeting the above requirement will receive the following CoC limitation:

“From the 1 January 2017 this certificate is not valid for service on ships fitted with ECDIS”.

Deck Officers may subsequently request the removal of this limitation by providing documentary evidence of MCA approved ECDIS training

Engineering Certificate of Competency Revalidation, High Voltage (HV) requirements

The 2010 Manila Amendments to the STCW Code bring in the requirement for engineers to undergo education and training in High Voltage systems, at both the operational and management levels. This requirement comes into force on the 1 January 2017 but will affect the revalidation of Engineering Certificates of Competency (CoC) from 1 January 2012. There is no requirement for additional training to be undertaken by all existing Engineer Officers, whether or not they intend to work on ships having High Voltage systems. However, High Voltage training requirements will be incorporated in the future training programmes of Engineer Officers at both the operational and management levels.

No additional action is required for Engineer Officers who do not work on and do not intend to work on ships with High Voltage systems. These Engineer Officers will receive the following CoC limitation:

“From 1 January 2017 this certificate is not valid for service on ships fitted with High Voltage (over 1000V) systems”.

Engineer Officers who do not want this limitation placed on their CoC should read the following section applicable to their Certificate.

Note: A High Voltage (over 1000V) system is where voltage is generated and distributed at high voltage or transformed to and distributed at high voltage. It does not include systems where high voltage is utilised locally e.g. ignition systems, radio transmission, Radar and other navigational equipment.

EOOW CoC Reg. III/1 (Operational Level)

To avoid having the High Voltage limitation, Engineer Officers of the Watch will need to show compliance with the 2010 Manila Amendments. In addition to the current revalidation requirements, they will have to provide documentary evidence of:

• completion of High Voltage (HV) course(*); or

• completion of the following sea service in the engine room on vessels fitted with HV systems;

• six months in the preceding five years; or

• three months sea service during the last twelve months.

Sea service evidence can be provided in the form of a company letter signed by an authorised official within the company.

Second/Chief Engineer Officer CoC Reg. III/2 and III/3 (Management Level)

To avoid having the High Voltage limitation, Senior Engineer Officers will need to show compliance with 2010 Manila Amendments. In addition to the current revalidation requirements, they will have to provide documentary evidence of completion of High Voltage (HV) course (*).

* High Voltage Courses

Courses previously undertaken prior to 1 July 2013 do not need to be MCA approved but you must provide documentary evidence confirming the course covers at least the following topics:

at the operational level

• The hazards associated with High Voltage systems;

• The functional, operational and safety requirements for a marine high-voltage system;

• Basic arrangement of High Voltage systems and their protective devices;

• Safety procedures related to High Voltage systems; and

• Immediate actions to be taken under fault conditions.

at the management level

• The functional, operational and safety requirements for a marine high-voltage system;

• Assignment of suitably qualified personnel to carry out maintenance and repair of high-voltage switchgear of various types;

• Taking remedial action necessary during faults in a high-voltage system;

• Producing a switching strategy for isolating components of a high-voltage system;

• Selecting suitable apparatus for isolation and testing of high-voltage equipment;

• Carrying out a switching and isolation procedure on a marine high-voltage system, complete with safety documentation; and

• Performing tests of insulation resistance and polarization index on high-voltage equipment.

The original certificate and course syllabus must be submitted with the application.

Engineer Officers may subsequently request the removal of the High Voltage limitation by providing documentary evidence of a High Voltage training course that includes the required topics.

All Revalidation Applications will be processed by the Seafarer Training & Certification Branch (STCB) at the MCA Headquarters in Southampton. From this date all applications or revalidation enquiries should be sent to the following address:

Seafarer Training & Certification Branch
Bay 1/20
Spring Place
105 Commercial Road
Southampton
SO15 1EG
UK

Telephone Number +44 (0)2380 329231 - please select either option 1 for Deck Revalidations or option 2 for Engineering Revalidations

Alternatively please send your enquiry by email to either: deck@mcga.gov.uk or engineering@mcga.gov.uk

2016-02-15T21:23:00.003-08:00

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Carriage of chemicals by ship

Regulations governing the carriage of chemicals by ship are contained in the International Convention for the Safety of Life at Sea (SOLAS) and the International Convention for the Prevention of Marine Pollution from Ships, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78).

The regulations cover chemicals carried in bulk, on chemical tankers, and chemicals carried in packaged form.

Regulations covering chemicals carried in bulk
MARPOL Annex II
Transport of vegetable oils
Chemicals carried in packaged form
Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances
Preparedness and response - dealing with pollution incidents involving chemicals

Chemicals carried in bulk

Carriage of chemicals in bulk is covered by regulations in SOLAS Chapter VII - Carriage of dangerous goods and MARPOL Annex II - Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk.

Both Conventions require chemical tankers built after 1 July 1986 to comply with the International Bulk Chemical Code (IBC Code), which gives international standards for the safe transport by sea in bulk of liquid dangerous chemicals, by prescribing the design and construction standards of ships involved in such transport and the equipment they should carry so as to minimize the risks to the ship, its crew and to the environment, having regard to the nature of the products carried.

The basic philosophy is one of ship types related to the hazards of the products covered by the Codes. Each of the products may have one or more hazard properties which include flammability, toxicity, corrosivity and reactivity.

The IBC Code lists chemicals and their hazards and gives both the ship type required to carry that product as well as the environmental hazard rating.

Chemical tankers constructed before 1 July 1986 should comply with the requirements of the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code) – the predecessor of the IBC Code.

MARPOL Annex II

The Annex II Regulations for the control of pollution by noxious liquid substances in bulk define a four-category categorization system for noxious and liquid substances.

The categories are:

Category X: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition of the discharge into the marine environment;
Category Y: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a hazard to either marine resources or human health or cause harm to amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the marine environment;
Category Z: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify less stringent restrictions on the quality and quantity of the discharge into the marine environment; and
Other Substances: substances which have been evaluated and found to fall outside Category X, Y or Z because they are considered to present no harm to marine resources, human health, amenities or other legitimate uses of the sea when discharged into the sea from tank cleaning of deballasting operations. The discharge of bilge or ballast water or other residues or mixtures containing these substances are not subject to any requirements of MARPOL Annex II.

The annex also includes a number of other requirements reflecting modern stripping techniques, which specify discharge levels of products which have been incorporated into Annex II. For ships constructed on or after 1 January 2007 the maximum permitted residue in the tank and its associated piping left after discharge is set at a maximum of 75 litres for products in categories X, Y and Z (compared with previous limits which set a maximum of 100 or 300 litres, depending on the product category).

The marine pollution hazards of thousands of chemicals have been evaluated by the Evaluation of Hazardous Substances Working Group, giving a resultant GESAMP Hazard Profile which indexes the substance according to its bio-accumulation; bio-degradation; acute toxicity; chronic toxicity; long-term health effects; and effects on marine wildlife and on benthic habitats.

As a result of the hazard evaluation process and the categorization system, vegetable oils which were previously categorized as being unrestricted are now required to be carried in chemical tankers. The Annex includes, under regulation 4 Exemptions, provision for an Administration to exempt ships certified to carry individually identified vegetable oils, subject to certain provisions relating to the location of the cargo tanks carrying the identified vegetable oil.

Transport of vegetable oils
An MEPC resolution on Guidelines for the transport of vegetable oils in deep tanks or in independent tanks specially designed for the carriage of such vegetable oils on board dry cargo ships was adopted in October 2004. It allows general dry cargo ships that are currently certified to carry vegetable oil in bulk to continue to carry these vegetable oils on specific trades. The guidelines took effect on 1 January 2007.

Consequential amendments to the IBC Code
Consequential amendments to the International Bulk Chemical Code (IBC Code) have been adopted, reflecting the changes to MARPOL Annex II. The amendments incorporate revisions to the categorization of certain products relating to their properties as potential marine pollutants as well as revisions to ship type and carriage requirements following their evaluation by the Evaluation of Hazardous Substances Working Group.

Ships constructed after 1986 carrying substances identified in chapter 17 of the IBC Code must follow the requirements for design, construction, equipment and operation of ships contained in the Code.

Chemicals carried in packaged form

Chemicals which are carried in packaged form or in solid form or in bulk are regulated by Part A of SOLAS Chapter VII - Carriage of dangerous goods which includes provisions for the classification, packing, marking, labelling and placarding, documentation and stowage of dangerous goods.

Contracting Governments are required to issue instructions at the national level and the Chapter refers to International Maritime Dangerous Goods (IMDG) Code, developed by IMO, which is constantly updated to accommodate new dangerous goods and to supplement or revise existing provisions.

The IMDG Code was developed as a uniform international code for the transport of dangerous goods by sea covering such matters as packing, container traffic and stowage, with particular reference to the segregation of incompatible substances. The IMDG Code includes products considered to be marine pollutants. IMO’s Maritime Safety Committee decided in principle, at its 73^rd session in Nov-Dec 2000, to make some parts of the IMDG Code mandatory.

MARPOL Annex III includes regulations for the prevention of pollution by harmful substances in packaged form and includes general requirements for the issuing of detailed standards on packing, marking, labelling, documentation, stowage, quantity limitations, exceptions and notifications for preventing pollution by harmful substances. For the purpose of Annex III, “harmful substances” are those identified as “marine pollutants” in the IMDG Code.

International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances (HNS) by Sea 1996

The Convention, when it enters into force, will make it possible for compensation to be paid out in compensation to victims of accidents involving HNS, such as chemicals.

HNS are defined by reference to lists of substances included in various IMO Conventions and Codes. These include oils; other liquid substances defined as noxious or dangerous; liquefied gases; liquid substances with a flashpoint not exceeding 60°C; dangerous, hazardous and harmful materials and substances carried in packaged form; and solid bulk materials defined as possessing chemical hazards.

The Convention also covers residues left by the previous carriage of HNS, other than those carried in packaged form.

The Convention defines damage as including loss of life or personal injury; loss of or damage to property outside the ship; loss or damage by contamination of the environment; the costs of preventative measures and further loss or damage caused by them.

The Convention introduces strict liability for the shipowner and a system of compulsory insurance and insurance certificates.

Preparedness and response - dealing with pollution incidents involving chemicals

The 2000 Protocol on Preparedness, Response and Co-operation to pollution Incidents by Hazardous and Noxious Substances, 2000 (HNS Protocol) is based on the International Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC), which was adopted in November 1990 and is designed to help Governments combat major oil pollution incidents.

The Convention and Protocol are designed to facilitate international co-operation and mutual assistance in preparing for and responding to a major oil pollution incident and to encourage States to develop and maintain an adequate capability to deal with pollution emergencies.

2015-09-07T02:50:00.003-07:00

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Incidents with lifeboat lowering devices

Incidents with lifeboat lowering devices
MARS Report 201126
Recently, several incidents involving trouble with the lifeboat lowering device have been reported by our fleet vessels.
Case 1: Breakdown of lifeboat brake unit
During a routine drill, the lifeboat could not be controlled by the brake unit. The brake unit was dismantled and the thrust bearing was found to have completely broken, with the thrust shaft worn out and bent. The cause of this brake failure could not be positively identified, but the manufacturer advised that this type of damage could occur if excessive (> 15 kgf) downward force is applied on the brake counterweight by the operator, usually in a panic response to the lifeboat lowering out of control, often caused by a poorly adjusted or maintained brake system.
During the last annual inspection, which took place 5 months earlier, a dynamic winch brake test could not be undertaken, because, at that time the vessel was alongside at berth, preventing the full requirements of the test being carried out.
Case 2: Parting of lifeboat self-lowering control wire
An attempt was made to swing out the lifeboat, but the remote control wire suddenly parted just after starting the swing out. The remote control wire had recently been renewed but wound the wrong way round the auxiliary drum by a person trained and certified by the manufacturer at the last inspection.
Recommendations
When tests cannot be completed during an annual inspection due to circumstances such as those described above, the outstanding tests must be completed at the earliest opportunity without fail;
In addition to authorised service personnel, crew have equal responsibility for ensuring lifeboats are in good working order and are maintained and operated properly. Therefore ship's crew should take the utmost care to check and ensure lifeboat equipment remains fit for proper operation at all times;
An arrowed line on the drum is a simple and effective measure for ensuring it is wound in the correct direction.
Manufacturers have reminded us of the following operational safety information:
General
Do not apply a downward force of more than 15 kgf to the counterweight of the brake lever, as this may damage the thrust bearings. If properly maintained and adjusted, the brake is designed to operate solely by the force applied by the counterweight.
Confirm the home position of the brake lever is in the horizontal position. The ideal position for the lever is in slight contact with the stopper pin. The allowable clearance between the stopper pin and brake lever is 10 mm.
Before operation
Check braking efficiency by slightly lifting the suspension block (sling block) from the davit by davit handle without releasing the davit arm stopper (cradle stopper).
Adjust the limit switch so that the davit arm (cradle) stops just 50 to 100 mm from the stowing position. Check that the brake holds the boat in the position. If the winch is wound with the davit arm (cradle) touching the upper stopper because the limit switch is incorrectly set, the davit will become overloaded.

During operation
When stowing the boat, it is important to equalise the length of the fore and aft boat falls. Stop hoisting just before the wire guide comes into contact with the suspension block (sling block), and check clearance between the fore and aft. If clearance balance is uneven, adjust the end turnbuckles to make the clearance uniform.
After operation
After setting the davit arm stopper (cradle stopper), raise the brake lever of the winch slowly and unwind the boat fall wire to allow the boat to lower slightly. Mount the suspension block (sling block) onto the horn of the davit in order to release the load from the boat fall wire.

Kamsarmax Bulk Carriers

2015-08-15T22:12:00.002-07:00

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Bulk carriers are ships in which cargoes are carried in bulk quantities rather than in barrels, containers, bags etc. and are usually homogeneous and loaded with the help of gravity. A bulk cargo is defined as a "loose" cargo that can be loaded easily and directly into a vessel's cargo holds. These cargoes are usually cargoes of grain, coal, cement, soybeans, iron ore, steel pellets and in some cases fertilizers.
The most predominant types of bulk cargo ships are the handymax and the panamax types. Panamax bulk carriers continue to grow in cargo capacity as the pressure of worldwide competition has forced yards
to build ships that can carry extra extra cargo. Therefore, a special vessel has been built, called "Kamsarmax". This is is the biggest size ship able to load at the world’s largest bauxite port, Port Kamsar in
Equatorial Guinea.
A Kamsarmax type bulk carrier is basically a 82,000 dwt Panamax with an increased LOA = 229 m (for Port Kamsar in Equatorial Guinea).

RANKING OF FLAG STATES

2015-08-11T06:39:00.001-07:00

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Ranking of flag states and classification societies: „White list, Grey list, Black list and Performance list"

During many port state control inspections deficiencies of ships are discovered by the specially trained surveyors. Major deficiencies have to be rectified immediately. Occasionally port state control officers even have to detain a ship.
The results of all port state control inspections are collected and evaluated with regard to the performance of flag states and classification societies. Regularly published in form of lists, these „rankings“ reveal to the public whether ships flying a certain flag or classed by a certain classification society are notorious for frequent deficiencies or have a more satisfactory record.

Ranking of flag states

The ranking of flag states is based on the following three different lists:

The „White list“ contains only flag states of ships which have given , no or little cause for concern.
The „Grey list“ contains flag states with an average performance.
The „Black list“ contains flag states of ships which have shown an excessive number of ship safety deficiencies.

Each year these lists are newly established. The ranking is calculated by relating the number of detentions to the number of inspections over the previous three years.

Ranking of classification societies

The ranking of classification societies is determined by the number of deficiencies which have caused detentions of ships and which could have been prevented with a correct survey by the responsible classification society. The ranking of classification societies is published with the annual "RO performance table" (RO = recognized organization) of the Paris MoU.

Implications of rankings

The rankings of a flag state and of a classification society have major implications for the inspection and the targeting of ships subjected to port state control. Ships flying the flag of a „blacklisted“ flag state and/or classed by a low ranking classification society are inspected more frequently and more thoroughly.

ANTI-FOULING PAINT

2015-08-11T06:28:00.002-07:00

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Anti-fouling paint or bottom paint is a specialized coating applied to the hull of a ship or boat to slow the growth of subaquatic organisms that attach to the hull and can affect a vessel's performance and durability. Hull coatings may have other functions in addition to their antifouling properties, such as acting as a barrier against corrosion on metal hulls, or improving the flow of water past the hull of a fishing vessel or high-performance racing yacht.

Tributyltin (TBT) is an umbrella term for a class of organotin compounds which contain the (C₄H₉)₃Sn group, with a prominent example being tributyltin oxide. For 40 years TBT was used as a biocide in anti-fouling paint, commonly known as bottom paint, which was applied to the hulls of ocean going vessles. Bottom paint improves ship performance and durability as it reduces the rate of biofouling, which is the growth of organisms on the ship's hull. Although such paints are effective, the TBT slowly leaches out into the marine environment where it is highly toxic to a wide range of organisms. TBT pollution is of serious concern as it has led to collapse of whole populations of organisms.
TBT compounds are organotin compounds, with 3 butyl groups covalently bonded to a tin(IV) centre. A general formula for these compounds is (n-C₄H₉)₃Sn-X. The X group is typically an electronegative "leaving group" such as chloride or carboxylate.. When introduced into a marine or aquatic environment, TBT adheres to bed sediments because of its high specific gravity and low solubility. However, the adsorption of TBT to sediments is reversible and depends on pH. Studies have shown that 95% of TBT can be released from the sediments back into the aquatic environment. This release makes it difficult to quantify the amount of TBT in an environment, since its concentration in the water is not representative of its availability.

Because TBT is the most effective anti-fouling agent discovered, it was frequently used in anti-fouling paint throughout the globe. It is also relatively inexpensive.
The antifouling properties of TBT compounds were discovered in the 1950s in the Netherlands by van der Kerk and coworkers. The function of the biocide in the anti-fouling paint is to prevent the settling of organisms on the hull and to poison the organisms that do. Although an effective biocide, tributyltin was wrongly deemed safe environmentally. By the mid 1960s it became the most popular anti-fouling paint worldwide. TBT was mixed into paints to extend the life of antifouling coatings, and ships were able to continue operations for a longer time frame. The paints ensured fuel efficiency and delayed costly ship repairs. It is also an ingredient in some disinfectants, for example in combination with quaternary ammonium compounds.

TBT compounds are banned and are included in the Rotterdam Convention and have been banned by the International Convention on the Control of Harmful Anti-fouling Systems on Ships of the International Maritime Organization.
Bans on TBT on boats less than 25 metres long first started in the 1980s. In 1990, the Marine Environment Protection Committee adopted Resolution MEPC 46(30), which recommended that the Government eliminate the use of TBT-containing antifouling paints on smaller vessels. This resolution was intended to be a temporary restriction until the International Maritime Organization could implement a complete ban of TBT anti-fouling agents for ships. Several countries followed with a ban of use, and in 1997 Japan banned the production of TBT-based anti-fouling paints.
The use of organotin compounds acting as biocide in anti-fouling paint was completely banned in 2008 by the International Convention on the Control of Harmful Anti-fouling Systems on Ships of the International Maritime Organization. It states that ships cannot bear organotin compounds on their hulls or external parts or surfaces unless there is a coating that forms a barrier so that organotin compounds cannot leach out. This measure helps reduce exposure by allowing recovery to occur. Despite the ban, TBT will most likely be present in the water column and sediment for up to twenty years because of its long half-life.

Violations of the ban on TBT

Even though banned by some international agencies, TBT anti-fouling paints are still being used in countries with poor regulation enforcement, such as countries in the Caribbean. TBT can remain in the ecosystem for up to 30 years.

Antifouling Convention prohibits the use of underwater antifouling paints containing TBT

On 17 September 2008 the International Convention on the Control of Harmful Antifouling Systems on Ships, 2001 has entered into force globally. This mandatory convention prohibits the use of antifouling paints containing TBT on ships.

All ships of 400 GT and above in international trade must have a TBT free antifouling coating on their hull or must have applied an approved sealer coat. Further details of the hull coating are listed in the supplement of the International AFS certificate or in the AFS declaration.

Ships under 400 GT need only an AFS declaration which can be issued by the ship owner himself based on information provided by the paint manufacturer.

Ban of underwater antifouling paints containing TBT applies in domestic trade, too

The use of underwater antifouling paints containing TBT on ships of 400 GT and above is also prohibited by European law. Other than the International Convention on the Control of Harmful Antifouling Systems on Ships the European regulation (EC) No 782/2003 is also applicable for ships engaged in national trade.

DANGEROUS CHEMICALS IN BULK (IBC)

2015-08-11T06:17:00.002-07:00

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IBC code governs the transport of dangerous chemicals

The "International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC code) contains requirements for the carriage of dangerous chemicals and noxious liquid substances in bulk by sea. The IBC code is made mandatory by being referenced in chapter VII, part B of the International Convention for the Safety of Life at Sea (SOLAS convention).

The purpose of the IBC Code is to provide an international standard for the safe carriage, in bulk by sea, of dangerous chemicals and noxious liquid substances. The code prescribes the design, construction and equipment standards of ships, especially of chemical tankers.

List of chemicals provides information on risks during transportation

The IBC code contains a list of all the substances it covers. This list provides information on hazards of these substances and on minimum requirements for ships carrying them.

The objectives of the IBC code must neither be confused with those of MARPOL annex I (oil and oil products) nor with those of the IMDG code (dangerous goods in packaged form).

A chemical tanker is a type of tanker ship designed to transport chemicals in bulk. As defined in MARPOL Annex I, chemical tanker means a ship constructed or adapted for carrying in bulk any liquid product listed in chapter 17 of the International Bulk Chemical Code. As well as industrial chemicals and clean petroleum products, such ships also often carry other types of sensitive cargo which require a high standard of tank cleaning, such as palm oil, vegetable oils, tallow, caustic soda and methanol.
Oceangoing chemical tankers range from 5,000 tonnes deadweight (DWT) to 35,000 DWT in size, which is smaller than the average size of other tanker types due to the specialized nature of their cargo and the size restrictions of the port terminals where they call to load and discharge.
Chemical tankers normally have a series of separate cargo tanks which are either coated with specialized coatings such as phenolic epoxy or zinc paint, or made from stainless steel. The coating or cargo tank material determines what types of cargo a particular tank can carry: stainless steel tanks are required for aggressive acid cargoes such as sulfuric and phosphoric acid, while 'easier' cargoes — such as vegetable oil — can be carried in epoxy coated tanks. The coating or tank material also influences how quickly tanks can be cleaned. Typically, ships with stainless steel tanks can carry a wider range of cargoes and can clean more quickly between one cargo and another, which justifies the additional cost of their construction.

Clasification of Chemical Tankers

2015-08-11T06:07:00.003-07:00

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In general, ships carrying chemicals in bulk are classed into three types:
1. A ‘Type 1’ ship is a chemical tanker intended to transport Chapter 17 of the IBC Code products with very severe environmental and safety hazards which require maximum preventive measures to preclude an escape of such cargo.
2. A‘Type 2’ ship is a chemical tanker intended to transport Chapter 17 of the IBC Code products with appreciably severe environmental and safety hazards which require significant preventive measures to preclude an escape of such cargo.
3. A ‘Type 3’ ship is a chemical tanker intended to transport Chapter 17 of the IBC Code products with sufficiently severe environmental and safety hazards which require a moderate degree of containment to increase survival capability in a damaged condition.
Most chemical tankers are IMO 2 and 3 rated, since the volume of IMO 1 cargoes is very limited.

Chemical tankers often have a system for tank heating in order to maintain the viscosity of certain cargoes, typically by passing pressurized steam through stainless steel 'heating coils' in the cargo tanks, transferring heat into the cargo which circulates in the tank by convection. All modern chemical tankers feature double hull construction and most have one pump for each tank with independent piping, which means that each tank can load a separate cargo without any mixing. Tank cleaning after discharging cargo is a very important aspect of chemical tanker operations, because tanks which are not properly cleaned of all cargo residue can adversely affect the purity of the next cargo loaded. Before tanks are cleaned, they must be properly ventilated and checked to be free of potentially explosive gases. Chemical tankers usually have transverse stiffeners on deck rather than inside the cargo tanks, in order to make the tank walls smooth and easier to clean by fitted tank cleaning machines.
Cargo tanks, either empty or filled, are normally protected against explosion by inert gas blankets. Often nitrogen is the inert gas used, supplied either from portable gas bottles or a Nitrogen generator.
Most new chemical tankers are built by shipbuilders in Japan, Korea or China, with other builders in Turkey, Italy, Germany and Poland. Japanese shipbuilders now account for the large majority of stainless steel chemical tankers built, as welding stainless steel to the accuracy required for cargo tank construction is a skill which is difficult to acquire.
Notable major chemical tanker operators including Stolt-Nielsen, Odfjell, Tokyo Marine and Eitzen Chemical. Charterers, the end users of the ships, include oil majors, industrial consumers and specialist chemical companies.

GARBAGE MANAGEMENT ON SHIPS AS PER IMO

2015-08-05T22:58:00.001-07:00

.1 every ship of 100 gross tonnage and above, and every ship certified to

carry 15 or more persons, and fixed or floating platforms shall carry a

garbage management plan;

.2 every ship of 400 gross tonnage and above, and every ship certified to

carry 15 or more persons engaged in voyages to ports or offshore terminals

of another Party, and every fixed or floating platform shall be provided with

a Garbage Record Book; and

.3 every ship of 12 metres or more in length overall, and fixed or floating

platforms shall display placards which notify the crew and passengers of

the ship's disposal requirements of regulations 3, 4, 5 and 6 of the Annex

as applicable.

MATTERS WHICH SHOULD BE ADDRESSED IN THE GARBAGE

MANAGEMENT PLAN

4.1

Designated person in charge of carrying out the plan

4.1.1 In accordance with regulation 10.2 of the revised MARPOL Annex V, the plan shall

designate a person in charge of carrying out the plan. The person should ensure the

garbage management plan is followed.

4.1.2 This person should be assisted by ship's crew to ensure that the minimization,

collection, separation and processing of garbage is appropriate and efficient in all areas of

the ship.

4.2

Procedures for collecting garbage

4.2.1 Identify suitable receptacles for collection and separation

4.2.2 Identify the locations of receptacles and collection and separation stations.

4.2.3 Describe the process of how garbage is transported from the source of generation to

the collection and separation stations.

4.2.4 Describe how garbage is to be handled between primary collection and separation

stations and other handling methods relating to the following:

.1 needs of reception facilities, taking into account possible local recycling

arrangements;

.2 onboard processing and potential reuse of garbage aboard the ship;

.3 storage; and

.4 discharge into the sea in those limited situations where it is permitted.

4.2.5 Describe the training or education programmes to facilitate collection of garbage and

sorting of reusable or recyclable material

4.3 Procedures for processing garbage

4.3.1 Identify personnel responsible for the operation of the processing equipment.

4.3.2 Identify available processing devices and their capacities.

4.3.3 Identify the locations of processing devices and processing stations.

4.3.4 Identify the categories of garbage that are to be processed by each of the available

processing devices.

4.3.5 Describe how material that can be reused or recycled is to be handled between

primary processing stations and the storage or transfer stations.

4.3.6 Describe processing procedures used for the following:

.1 needs of reception facilities, taking into account available recycling

arrangements;

.2 storage; and

.3 discharge into the sea in those limited situations where it is permitted.

4.3.7 Describe the training or education programmes to facilitate the processing of

garbage and reuse or recycling of material.

4.3.8 Identify standard operating procedures for the operation and maintenance of the

equipment used to manage garbage. This may be done by reference to documents available

on board

4.4 Procedures for storing garbage or reusable or recyclable material

4.4.1 Identify the locations, the intended use, and the capacities of available storage

stations for each category of garbage or reusable or recyclable material.

4.4.2 Describe the condition of how the garbage will be stored (for example, "food –

frozen"; "cans – compacted and stacked"; "paper – compacted and should remain dry", etc.).

4.4.3 Describe how garbage, including reusable and recyclable material, is to be handled

between storage stations and discharge with regard to the following:

.1 discharge to reception facilities, taking into account available recycling

arrangements; and

.2 discharge into the sea in those limited situations where it is allowed.

4.4.4 Describe the training or education programmes to facilitate the storing of garbage

and options for reusing and recycling components of the waste stream.

REVALIDATION PROCEDURE FOR U.K COC

2015-07-21T06:25:00.000-07:00

1. Evidence of 12 months sea service within the last 5 years or 3 months in the last 6 months.

For this we require your Discharge Book or sea service testimonials. A company letter will be required if revalidating through the “Acceptable Occupation” route. You may revalidate any time before the expiry date of your CoC.

2. Current Certificate of Competency.

3. Valid Medical Certificate.

4. 2 passport sized photographs.

5. MCA approved NARAS/ NAEST or ECDIS training completed after 01 January 2005 – Deck only (if applicable)

6. GMDSS Book - Deck Only

7. MCA approved High Voltage Certificate – Engine Only (if applicable)

8. Fee of £46.00 (UK)/£56.00 (EU)/£66.00 (Rest of the world) (see application form - this includes courier fee for return of documents).

To revalidate your tanker endorsement you will need to submit evidence (testimonials) of at least 3months sea service on tankers for each type of endorsement. The testimonials must state what type of cargo was being carried. If they do not state the cargo your CoC will be issued with a limitation. There is no extra fee for this.

If you apply to revalidate after 01/01/2017 you may be required to undertake refresher training. Please see below website link.

https://www.gov.uk/government/publications/min-469-requirements-for-updating-training

It will take up to 14 days to revalidate your CoC. Please forward the application to the following address:

STC Branch

MCA

Spring Place

105 Commercial Road

Southampton

SO15 1EG

Please note that the revalidation application form and the marine guidance notes (MGN 494) can be found on UK MCA website www.gov.uk/mca

MARINESHELF.COM

Major Marine Engineering and Merchant Navy Blogs

1. Marine Insight – www.marineinsight.com

2. gCaptain – www.gcaptain.com

3. Marine Café Blog – www.marine-cafe.com

4. Marine Insight – Marine Engineering Section – www.marineinsight.com/category/marine-engineering

5. The Maritime Executive – www.maritime-executive.com

6. Marine Café Blog (Seafarer Welfare Focus) – www.marine-cafe.com

7. Marine Insight – Life at Sea Section – www.marineinsight.com/category/life-at-sea

8. The Maritime Post – www.themaritimepost.com

9. Ships & Ports – www.shipsandports.com.ng

10. MarineBuzz – www.marinebuzz.com

11. Marine Café Blog (Art & Maritime Heritage) – www.marine-cafe.com

12. Sea and Job – www.seaandjob.com

13. Marine Insight – Maritime Career Section – www.marineinsight.com/category/maritime-career

14. Marine Café Blog (Shipping Commentary) – www.marine-cafe.com

15. Marine Insight – Safety Section – www.marineinsight.com/category/maritime-safety

Major Maritime Websites and Resources for Shipping Professionals

1. International Maritime Organization (IMO) – www.imo.org

2. Directorate General of Shipping (India) – www.dgshipping.gov.in

3. International Chamber of Shipping (ICS) – www.ics-shipping.org

4. International Labour Organization (ILO) – Maritime Labour – www.ilo.org/global/standards/maritime-labour-convention

5. International Maritime Bureau (IMB) – www.icc-ccs.org/icc/imb

6. MarineTraffic – www.marinetraffic.com

7. Equasis – www.equasis.org

8. Lloyd’s Register – www.lr.org

9. DNV (Det Norske Veritas) – www.dnv.com

10. BIMCO (Baltic and International Maritime Council) – www.bimco.org

11. INTERTANKO – www.intertanko.com

12. INTERCARGO – www.intercargo.org

13. International Association of Classification Societies (IACS) – www.iacs.org.uk

14. The Nautical Institute – www.nautinst.org

15. Marine Environment Protection Committee (MEPC) – Accessible via www.imo.org

16. International Transport Workers’ Federation (ITF) – www.itfglobal.org

17. Port State Control (Paris MoU / Tokyo MoU) – www.parismou.org / www.tokyo-mou.org

18. Marine Insight – www.marineinsight.com

19. Safety4Sea – www.safety4sea.com

20. ShipSpotting – www.shipspotting.com

Latest Developments from the International Maritime Organization (IMO)

Introduction

1. Decarbonization and Green Shipping

2. Safety and Security Enhancements

3. Seafarer Welfare and Training

4. Pollution Prevention and Marine Protection

5. Digitalization and Data Transparency

Conclusion

Latest Updates from the Directorate General of Shipping: Key Developments for Seafarers

Introduction

1. Digitalization of Seafarer Services

2. Revised Training and Certification Standards

3. Seafarer Welfare and Mental Health Initiatives

4. Employment and Placement Reforms

5. Green Shipping and Environmental Compliance

6. Career Progression and Skill Development

Conclusion

The Latest Developments in Dangerous Goods (DG) Regulations

Introduction

Key Updates in DG Regulations

1. Digitalization of Dangerous Goods Documentation

2. Lithium Battery Transport Enhancements

3. Sustainability and Environmental Considerations

4. Revised Classification and Labeling Standards

5. Training and Competency-Based Assessments

6. Updates to Limited and Excepted Quantities

Implications for Shippers and Logistics Providers

Conclusion

WHAT IS CII AND HOW IS IT CALCULATED

How CII (Carbon Intensity Indicator) is calculated — short, practical guide

Formula (simplified)

Step-by-step calculation

Worked example (digit-by-digit)

What the number means / rating

Practical tips to improve CII

🧮 Example of Rating Interpretation

Let’s say a 50,000 DWT bulk carrier has:Required CII = 7.8 g CO₂ / t·nmAttained CII = 7.0 g CO₂ / t·nmThen performance = (7.8 − 7.0) / 7.8 = 10.3% better → Rating A

🗓️ Rating Period and Reporting

Applies from: 1 January 2023 under MARPOL Annex VI Regulation 28.Reporting: Annually via the IMO DCS (Data Collection System).Verification: Class society or flag verifies and issues a Statement of Compliance (SoC).

⚠️ Actions for Poor Ratings

Two consecutive D’s or one E:→ Ship must submit a Corrective Action Plan (CAP) as part of SEEMP Part III, explaining how to improve to C or better.

🚢 Typical Reference Ship Types

Let’s say a 50,000 DWT bulk carrier has:
Required CII = 7.8 g CO₂ / t·nm
Attained CII = 7.0 g CO₂ / t·nm
Then performance = (7.8 − 7.0) / 7.8 = 10.3% better → Rating A

Applies from: 1 January 2023 under MARPOL Annex VI Regulation 28.
Reporting: Annually via the IMO DCS (Data Collection System).
Verification: Class society or flag verifies and issues a Statement of Compliance (SoC).

Two consecutive D’s or one E:
→ Ship must submit a Corrective Action Plan (CAP) as part of SEEMP Part III, explaining how to improve to C or better.

Different reference lines and correction factors exist for:
Bulk carriers
Tankers
Container ships
Gas carriers
Ro-Ro and Ro-Pax ships
General cargo ships
LNG carriers, etc.
Each has a size-based reference CII (from IMO MEPC. 336(76)).