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Θέμα: Environmental issues

  1. #11
    Εγγραφή
    Nov 2007
    Περιοχή
    Athens, Syros-Tinos
    Μηνύματα
    9.162

    Προεπιλογή Harmful ships' paint systems outlawed as international convention enters into force

    Wednesday, 17 September 2008

    An international convention banning the use of organotins and other harmful substances in anti-fouling paints applied on ships' hulls enters into force on 17 September 2008. The International Convention on the Control of Harmful Anti-Fouling Systems on Ships (AFS Convention) was adopted on 5 October 2001 by IMO and the terms for its entry into force (ratification by 25 States representing 25 per cent of the world's merchant shipping tonnage) were reached last year. The Convention has, to date, been ratified by 34 States, with a combined 52.81 per cent of world merchant shipping tonnage.

    Under the Convention, ships are not permitted to apply or re-apply organotin compounds which act as biocides in their anti-fouling systems; ships either shall not carry such compounds on their hulls or external parts or surface or, in the case of ships that already carry such compounds on their hulls, will have to apply a coating that forms a barrier to prevent them leaching from the underlying non-compliant anti-fouling systems.
    The Convention also establishes a mechanism to evaluate and assess other anti-fouling systems and prevent the potential future use of other harmful substances in these systems.

    The Convention applies to ships flying the flag of a Party to the Convention, as well as ships not entitled to fly their flag but which operate under their authority, and to all ships that enter a port, shipyard or offshore terminal of a Party. It applies to all ships, including fixed or floating platforms, floating storage units (FSUs) and floating production storage and off-loading units (FPSOs).

    Anti-fouling systems
    Anti-fouling paints are used to coat the bottoms of ships to prevent sealife such as algae and molluscs attaching themselves to the hull – thereby slowing down the ship and increasing fuel consumption.
    The AFS Convention defines "anti-fouling systems" as "a coating, paint, surface treatment, surface, or device that is used on a ship to control or prevent attachment of unwanted organisms".
    In the early days of sailing ships, lime and later arsenic were used to coat ships' hulls, until the modern chemicals industry developed effective anti-fouling paints using metallic compounds. These compounds slowly "leach" into the sea water, killing barnacles and other marine life that have attached to the ship.

    But studies showed that these compounds persist in the water, killing sealife, harming the environment and possibly entering the food chain. One of the most popular anti-fouling paints, developed in the 1960s, contained the organotin compound tributyltin (TBT), which has been proven to cause deformations in oysters and sex changes in whelks.

    Today, there are a variety of effective anti-fouling systems available which do not contain TBT, such as organotin-free anti-fouling paints and biocide-free non-stick coatings which have an extremely slippery surface - preventing fouling occurring and making it easier to clean when it does.

    Source: IMO

  2. #12
    Εγγραφή
    Nov 2007
    Περιοχή
    Athens, Syros-Tinos
    Μηνύματα
    9.162

    Προεπιλογή

    An interesting article found on the MARINELOG magazine (issue August 2008.), Green Technologies supplement, which you will find attached.

    GREEN.pdf
    Τελευταία επεξεργασία από το χρήστη Leo : 16-09-2009 στις 10:38

  3. #13
    Εγγραφή
    Nov 2007
    Περιοχή
    Athens, Syros-Tinos
    Μηνύματα
    9.162

    Προεπιλογή New anti-pollution rules in China



    China announced its first comprehensive system of regulations to combat and control marine pollution from ships on the 9th September this year.

    The regulations are due to take effect from 1st March 2010, and contain provisions that will significantly impact shipowners, including mandatory requirements for a ship’s emergency response plan to be submitted to the China MSA, and for ships to pre-contract with approved pollution response companies before entering Chinese ports.

    The “Regulation of the People’s Republic of China on the Prevention and Control of Marine Pollution from Ships” was promulgated by the State Council on 9th September 2009, repealing the 1983 Regulation on Prevention of Ship-induced Sea Pollution – and the new Regulation will take effect on 1st March 2010.

    The China Maritime Safety Administration (MSA) is the responsible agency for the specific supervision and administration of prevention and control of marine pollution by ships and relevant ship operation activities affected by these new regulations. Under the new law, after a ship pollution accident, the MSA can take cleanup, salvage and wreck removal measures, or any other necessary steps to reduce the pollution damage, and the costs of such measures will have priority of compensation.

    The pre-contracting requirements of the regulations will affect ships carrying polluting hazardous cargo and all other ships over 10,000 gross tons.

    The Club is studying the issues that are likely to arise from this initiative and will provide further guidance to assist Members with timely compliance in due course.


    Source: UK P&I Club

  4. #14
    Εγγραφή
    Nov 2007
    Περιοχή
    Athens, Syros-Tinos
    Μηνύματα
    9.162

    Προεπιλογή I M P O R T A N T

    Amendments to MARPOL Annex VI - 1 July 2010

    The main change to the MARPOL Annex VI which enters into force 1 July 2010 includes:
    ·Reduction in Sulphur content (Sox):
    1. 1 July 2010 the sulphur limitation applicable in Emission Control Areas (SECA) will be 1.00% (10,000 ppm)
    2. 1 January 2012 the global sulphur cap will be reduced to 3.50% (35,000 ppm)
    3. 1 January 2015 the sulphur limitation applicable in Emission Control Areas (SECA) will be 0.10% (1,000 ppm)
    4. 1 January 2020 the global sulphur cap will be reduced to 0.50% (5000 ppm)

    ·Reductions in NOx emissions for “Tier II” marine engines installed on a ship constructed on or after 1 January 2011 to 14.4 g/kWh (currently 17.0 g/kWh); and with the most stringent controls for "Tier III" engines installed on ships constructed on or after 1 January 2016, operating in Nox Emission Control Areas
    ·Existing diesel engine with a power output of more than 5,000 kW and a displacement per cylinder at or above 90 liters installed on a ship constructed on or after 1 January 1990 but prior to 1 January 2000, will have to comply with the “Tier I” emission limit (17.0 g/kW) when Approved Methods for the engines are available and certified
    ·Ozone depleting substances (ODS), Regulation VI/13 - Ships fitted with rechargeable systems using ODS shall maintain an Ozone Depleting Substances Record Book which may be part of an existing log-book or an electronic log or record system.
    ·Volatile Organic Compounds (VOC), Regulation VI/15 - Crude Oil Carrier shall carry a VOC Management Plan which shall be approved by the Administration.

    The NOX Technical Code has been amended in line with the revised requirements of MARPOL Annex VI and was adopted as the NOx Technical Code 2008, with entry into force 1 July 2010, and includes provisions for direct measurement and monitoring methods, a set of certification procedures for existing engines, and test cycles to be applied to Tier II and Tier III engines.


    Reduction in Nitrogen Oxides (Regulation Vi/13) - The provisions of this regulation apply to all diesel engines of a power equal to or above 130kW, with the exception of engines used for emergency purposes. Each engine falling under the scope of this regulation is issued with an Engine International Air Pollution Prevention Certificate (EIAPP).


    The reduction in NOx is managed through three tiers of requirements:

    ·Tier 1 (1 January 2000 - 31 December 2010) This is the level of emissions which is currently in force and applies to engines installed on board ships constructed on/after 1 January 2000. It will apply to engines installed on board ships constructed until 31 December 2010. No changes have been made to the requirements in force.
    ·Tier 2 (1 January 2011) will apply to engines installed on board ships constructed on/after 1 January 2011 or to engines subjected to a major modification on/after 1 January 2011. Tier 2 is aiming to reduce by 2.5 g/kWh (about 80% reduction) of the level of emissions of Tier 1.
    ·Tier 3 (1 January 2016) will apply to engines installed on board ships constructed on/after 1 January 2016 or to engines subjected to a major modification on/after 1 January 2016 when the ships will be sailing in controlled emission areas (NECAs).

    Review Provision - Paragraph 10 of the revised reg.VI/13 provides for a review which will be conducted from 2012 to 2013. The aim of the review will be to ensure that technologies are available to implement the Tier 3 standard. If not, the implementation could be delayed.


    Exemptions - Recreational crafts of a length less than 24 m and ships fitted with a total propulsive power of less than 750 kW (if it is demonstrated that their design or construction prohibit compliance with the standard) are exempted from complying with Tier 3.


    Regarding the requirement for ships having ozone depleting substances onboard please note the below extract from MARPOL Annex VI - Chapter III - Requirements for Control of Emissions from Ships - Regulation 12 - Ozone Depleting Substances:


    Each ship subject to regulation 6.1 of MARPOL Annex VI shall maintain a list of equipment containing ozone depleting substances.


    Each ship subject to regulation 6.1 which has rechargeable systems that contain ozone depleting substances shall maintain an Ozone Depleting Substances Record Book. This Record Book may form part of an existing log-book or electronic recording system as approved by the Administration.


    Entries in the Ozone Depleting Substances Record Book shall be recorded in terms of mass (kg) of substance and shall be completed without delay on each occasion, in respect of the following:
    .1 Recharge, full or partial, of equipment containing ozone depleting substances
    .2 Repair or maintenance of equipment containing ozone depleting substances
    .3 Discharge of ozone depleting substances to the atmosphere:
    .3.1 Deliberate; and
    .3.2 Non-deliberate;
    .4 Discharge of ozone depleting substances to land-based reception facilities; and
    .5 Supply of ozone depleting substances to the ship.


    Please note that ozone depleting substances that may be found onboard ships include, but are not limited to:
    Halon 1211 Bromochlorodifluoromethane
    Halon 1301 Bromotrifluoromethane
    Halon 2402 1, 2-Dibromo -1, 1, 2, 2-tetraflouroethane (also known as Halon 114B2)
    CFC-11 Trichlorofluoromethane
    CFC-12 Dichlorodifluoromethane
    CFC-113 1, 1, 2 . Trichloro . 1, 2, 2 . trifluoroethane
    CFC-114 1, 2 . Dichloro .1, 1, 2, 2 . tetrafluoroethane
    CFC-115 Chloropentafluoroethane


    Source: BIMCO

  5. #15
    Εγγραφή
    Nov 2007
    Περιοχή
    Athens, Syros-Tinos
    Μηνύματα
    9.162

    Προεπιλογή

    Source: IMO

    Attached IMO MEPC.1/Circ. 736
    Guidance for the recording of operations in the Oil Record Book
    Part 1. Machinery space operations (All Ships)

    MEPC_1_Circ_736.pdf

  6. #16
    Εγγραφή
    Feb 2008
    Περιοχή
    Glyfada - GRC
    Μηνύματα
    325

    Προεπιλογή

    Πραγματι πολυ χρησιμα Captain!
    Με την ευκαρια,δεν διορθωνει καποιος το ονομα του thread?
    [I][SIZE=4]05.09.2009..................................[/SIZE][/I]




    [SIGPIC][/SIGPIC]

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