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Last Friday 23.12.2016, the U.S. Coast Guard Marine Safety Center issued the second U.S. Coast Guard Ballast Water Management System Type Approval Certificate to Swedish manufacturer Alfa Laval Tumba AB, and third Certificate to Norwegian manufacturer OceanSaver AS after a detailed review of each manufacturers type approval application determined the system met the requirements of 46 CFR 162.060.

The Alfa Laval PureBallast 3 system incorporates four ultraviolet reactor sizes: 170, 300, 600, 1000. The reactors can be arranged either individually or in parallel to achieve treatment capacities ranging from 85m3/h to 3000m3/h. This initial approval only covers those systems which use the tested UV reactor sizes of 300 and 1000. Future approval of the 170 and 600 reactors is dependent on Coast Guard approval of the UV reactor scaling studies, which are currently under review by the Marine Safety Center.

 

The OceanSaver BWTS MKII system incorporates an electro-chlorination, or electrodialysis, process to achieve treatment capacities ranging from 200m3/h to 7200m3/h.uscg-bwm

A copy of the type approval certificates may be obtained by contacting the respective manufacturer.

Concurrent with the first BWMS type-approval certificate, the Coast Guard released Marine Safety Information Bulletin 14-16 which provides answers to frequently asked questions concerning the extension program, vessel compliance dates, and use of Alternate Management Systems (AMS).

The Coast Guard’s ballast water portal provides information on BWM compliance date extensions. The site also provides access to regulations, policy letters, informational bulletins, and extension application status to help the maritime industry comply with the BWM requirements.

 

 

Source: USCG, Maritime Cyprus

Published in News

 

 

The IMO’s Ballast Water Management Convention was probably one of the most tensely awaited pieces of marine environmental legislation in over a decade and its ratification in September was greeted with mixed emotions.

Many were overjoyed that a legislative framework for tackling the unintended transportation of invasive species around the world’s oceans, which they considered to be desperately overdue, was finally on its way to the statute books. Vessels owners and bodies representing the international shipping community, however, gave a more equivocal response.

While generally welcoming the decision for setting a definite timetable for the new rules, liberating them from a regulatory limbo that was delaying investment decisions, it means they must now face up to the practical challenges of implementation. And despite a prolonged wait for ratification, the indications are a good number are woefully unprepared.

 

Join the discussion

As part of fulfilling its wider objective of ensuring safe and sustainable use of our oceans, the Institute of Marine Engineering, Science & Technology (IMarEST) is gearing up to hold a special two-day event on 12-13 January 2017 at IMO headquarters in London. The event is focused on answering the unanswered questions related to the impending regulation and hopefully providing some sound solutions to some of the challenges facing the community.

“As well as the technical measures ship owners and operators need to take, such as the selection of the appropriate treatment system and its application and fitting, there are a number of remaining scientific and technical questions that need to urgently be addressed,” explained IMarEST Technical Director, Dr Bev MacKenzie, who was instrumental in planning the event.

 

A different approach

The IMarEST’s 6th Ballast Water Technology will have a distinctly different flavour this year – and not only because the Convention has finally been ratified.

“We wanted to modify the format that has become so prevalent at industry conferences and instead take a more question-based and participatory approach that really draws delegates into the conversation and helps them really contribute to solving some of these problems,” explains MacKenzie.

To that end, the event, taking place at IMO’s London headquarters in January, blends a call-for-papers technical and scientific conference with panel sessions and discussion periods, as well as providing ample networking opportunities.

 

A taster of the programme

Among the confirmed keynote speakers, Dr Marcel Veldhius from MEA-NL will explore how Port State Control might check onboard documentation and, when necessary, sample discharge water. Effective policing is crucial to the Convention’s success, he will argue.

Marcie Merksamer, EnviroManagement Inc, will consider the evolving and interminably complex world of treatment system testing and approval. She will analyse the interplay between the IMO framework and those of the US Coast Guard, classification societies and flag states themselves.

Dr David Wright from Environmental Research Services will argue that direct sampling of discharge water from every vessel in SOLAS fleet is impractical and that a risk-based approach is a better way forward, drawing on lessons in combatting other pollution types.

Other talks will look at selection and installation of treatment systems, preparation of Port State Control, contingency measures among more.

Informing policy and legislation

After the event closes, IMarEST will work with the delegates to produce a series “how-to” documents based on the submitted papers taking into account points raised during the discussions. To further ensure the outcomes are put to good use, where appropriate, these will be submitted by IMarEST to the relevant committee or sub-committee of the IMO.

“In this sense, delegates have a real opportunity to help shape how this legislation can be practicably implemented. No other ballast water conference offers such a unique opportunity to feed directly into the technical, scientific and practical discussion on the Convention’s implementation,” remarked MacKenzie.

 

Source: Marine Insight

Published in News
Friday, 16 December 2016 16:21

Singapore: Mass flow metering for bunkering

Published 16 December 2016

As a top bunkering port, Singapore will, from 1 January 2017, implement the mandatory use of the Mass Flow Metering (MFM) system which involve devices installed on all bunker vessels licensed by the Maritime and Port Authority of Singapore (MPA) to deliver Marine Fuel Oil (MFO) to vessels bunkering within the Singapore port waters. The automated MFM system is meant to dispense with conventional sounding of the MFO in bunker tanks as the quantity of oil transferred from the bunker vessel to the receiving vessel will be automatically measured by the MFM device as the oil passes through the device. At the completion of bunkering the device will issue a printed Bunker Metering Ticket (BMT) showing the delivered quantity as witnessed by the bunker vessel's cargo officer, vessel's chief engineer and the bunker surveyor (licensed by the MPA), if one has been appointed. The Bunker Delivery Note (BDN) prepared by the cargo officer will be based on quantities stated in the BMT and it will be presented to the chief engineer to sign at the same time as when the BMT will be signed by both the cargo officer and chief engineer and both documents attached together and copies thereof distributed.

The MFM system is mainly meant to minimise, if not eliminate, human inaccuracies and errors in measuring the quantity of bunkers by the traditional manual sounding of tanks. Hence in line with this aim, parties to the bunker delivery operations have to, prior to the commencement of bunkering, perform various checks of the MFM system, for example, like inspecting the seals on the device which should be fully intact and untampered/unbroken and the sampling equipment provided by the bunker vessel should also be checked to ensure that they are in good working order. Sampling will be by a device attached to the end flange of the delivery hose for the connection to the bunker manifold flange of the vessel.

As the mandatory MFM system for bunkering in Singapore is a completely new practice, there is no official historical record of issues, problems, disputes and steps taken, whether technically or legally to resolve disputes. A few bunker suppliers have apparently practised the use of the MFM system in more recent times and there have been (unofficial) reports of satisfactory results for a vessel's bunker final receipt quantity (as measured by the vessel) but there are also reports (unofficial) of shortage in deliveries and ensuing disputes. As the MFM procedures will be totally new to most ship operators and their shipboard personnel, it would be advisable that owners or charterers who are having vessels bunkered in Singapore port on/after 1 January 2017 to always arrange through their local shipping agents a licensed bunker surveyor to attend.

For more information, the following links are suggested for reading:

Link 1: MPA's Port Marine Circular No. 08 of 2014: Mandatory Adoption of Mass Flow Metering System for Marine Fuel Oil Delivery in the Port of Singapore

Link 2: MPA Frequently asked Questions (MFM)

Link 3: MPA's Mass Flow Metering Best Practices

Link 4: MPA's Mass Flow Meter Dispute Management

There is a Technical Reference book on the MFM system: TR48: 2015 which spells out the technical details including MFM procedures. All licensed bunker surveyors are obliged to be fully conversant with all technical and procedural matters. TR48:2015 booklet may be purchased from Toppen Leefung Pte Ltd, website: www.singaporestandardseshop.sg at SGD81.32 (including GST).

The Association is grateful to Mr. Richard Kong of Seaborne Agencies Pte Ltd, Singapore, for contributing to this article.

 

Source: Skuld

Published in News

portacontenedoresymunity_2-300x169

The Panama Canal marked the milestone 500th transit through the new locks on Wednesday with the transit of the Yan Ming containership YM Unity. In a statement the Panama Canal Authority said the new neopanamax locks are already exceeding expectations.

“We are very optimistic, because our customers continue to rely on our route, what drives us every day to provide quality service,” said Canal Administrator Jorge Luis Quijano.

The YM Unity began its transit of the canal on the Pacific side after sailing from China, headed for the U.S. East Coast and Singapore. The vessel was actually the first of five ships scheduled to transit the expanded locks on Wednesday.

The 2006-built YM Unity ship measures 335.7 meters long and 42.8 meters wide. It can carry 8,500 TEU.

Source: www.cgaptain.com

Published in News
Regulation 12 of MARPOL Annex I was revised in 2011 prohibiting sludge discharge connections to the oily bilge water tanks, tank top or oily water separators for new vessels delivered after 1 January 2014. The same regulation has again been amended, now making it a retroactive requirement for all vessels irrespective of delivery date, effective form 1 January 2017.

Application
By the new amendments to Annex I of MARPOL, all vessels are required to comply with this requirement not later than the first renewal survey carried out on or after 1 January 2017. It is however anticipated that most vessels constructed after 31 December 1991 already comply as there has been a MARPOL Unified Interpretation ever since, prohibiting interconnections between sludge and bilge systems.

Requirement
These amendments imply that sludge tanks cannot have any discharge possibilities to the bilge system or tank top, besides the following exemptions:
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  1. Sludge tank(s) may be fitted with drains, with manually operated self-closing valves and arrangements for subsequent visual monitoring of the settled water, that lead to an oily bilge water holding tank or bilge well, or an alternative arrangement, provided such arrangement does not connect directly to the bilge discharge piping system.
  2. The sludge tank discharge piping and bilge-water piping may be connected to a common piping leading to the standard discharge connection referred to in regulation 13; the connection of both systems to the possible common piping leading to the standard discharge connection referred to in regulation 13 shall not allow for the transfer of sludge to the bilge system.

Visual monitoring should preferably be by a hopper, or alternatively a sight glass; see Figure 1.

A screw down non-return valve in lines connecting to the standard discharge connection, provides an acceptable means for not allowing for the transfer of sludge to the bilge system, see Figure 2.

dnvgl-fig1-and-fig2

Recommendations
Ship operators and managers should before the first IOPP renewal survey, ensure that such systems are compliant, and if in doubt contact DNV GL. In the event that modifications are required, system drawings will be subject to approval.

References
RESOLUTION MEPC.266(68)

 

Source: DNVGL

dnvgllogo_large

Maritime Cyprus

 

Published in News

The California Air Resources Board (ARB) issued its 2017 Advisory explaining how the agency will proceed with enforcement of the Airborne Toxic Control Measure for Auxiliary Diesel Engines Operated on Ocean – Going Vessels at Berth in a California Port beginning 1 January 2017.

 
ARB’s At-Berth Regulation is intended to reduce emissions of diesel particulate matter (PM) and oxides of nitrogen (NOx) from auxiliary engines on ocean-going vessels while at-berth at California ports. Fleets affected by the Regulation include those composed of container vessels, passenger vessels, or refrigerated cargo vessels. Fleets can comply through one of two paths: the Reduced Onboard Power Generation Option (that relies on use of shore-based electrical power), or the alternative Equivalent Emissions Reduction Option.
shore-power
 
The Regulation requires fleets complying under the Reduced Onboard Power Generation Option to satisfy the following two criteria beginning on January 1, 2017:
  • Visits: At least 70 percent of a fleet’s visits to a port must satisfy the following limit on engine operation: for each visit, the auxiliary engines on the vessel cannot operate for more than three hours during the entire time the vessel is at-berth (e.g., a shore power visit); and
  • Power Reductions: The fleet’s total onboard auxiliary engine power generation must be reduced by at least 70 percent from the fleet’s baseline power generation.
Fleets that comply under the Equivalent Emission Reduction Option pathway must reduce NOx and PM by 70 percent or more through use of an ARB-approved technology.
On January 1, 2020, the requirements under the existing regulation increase to 80 percent for the visit, power reduction, and equivalent emission reduction requirements.
 
Read more by clicking on below image.
california
 
For Additional Information Please visit: http://www.arb.ca.gov/ports/shorepower/shorepower.htm
or contact ARB staff at This email address is being protected from spambots. You need JavaScript enabled to view it.
 
 
 
 
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07 December 2016

Statutory Alert: Clarification of requirements regarding Global Maritime Distress and Safety System (GMDSS) high frequency narrow-band direct printing
Applicability: All owners and operators of vessels equipped with high frequency narrow-band direct printing equipment

This is further to Class News 12/2016, which advised on new channelling arrangements for high frequency (HF) narrow-band direct printing (NBDP) in accordance with MSC.1/Circ.1460.

At IMO meeting MSC 97, amendments to the ‘Guidance on the validity of radiocommunication equipment installed and used on ships’ (MSC.1/Circ.1460) were proposed, with the intention of avoiding any unnecessary updates to equipment that is already capable of operating NBDP, in accordance with the outcome of the World Radiocommunication Conference 2012. 

The IMO Committee has now agreed to amend the date in paragraph 6 of MSC.1/Circ.1460 from 1 January 2017 to 1 January 2024. The amended circular will be published as MSC.1/Circ.1460/Rev.1 ‘Revised guidance on the validity of radiocommunication equipment installed and used on ships’. The revised paragraph 6 will state:

"To ensure GMDSS communication capability, HF radiocommunication equipment capable of operating narrow-band direct printing (NBDP) should be updated so that following the first radio survey after 1 January 2024 it meets the channelling arrangements reflected in sections II and III of part B in appendix 17 of the RR."

The IMO approved the detailed review of the GMDSS, which suggests that, in the future, NBDP will be removed as a carriage requirement.

For further information


Speak to one of our experts at your local Lloyd’s Register Group office or contact:

This email address is being protected from spambots. You need JavaScript enabled to view it.

 

Source: Lloyd's Register

 

Published in News

One of the main stumbling blocks for the successful implementation of the IMO Ballast Water Management Convention is retreating now that the U.S. Coast Guard has issued its first type approval certificate for a ballast water treatment system.

The U.S. Coast Guard Marine Safety Center issued the certificate to Norway’s Optimarin on Friday for its UV-based treatment system. DNV GL tested the system to U.S. Coast Guard standards for fresh, brackish and marine water at the NIVA test facility in Norway.

Optimarin, which installed the world’s first commercial treatment system on the Princess Regal in 2000, has had its best year in business in 2016, taking orders from a wide range of shipowners, operators and yards. These include contracts with Atlantis Tankers, Vard Group, Saga Shipholding, Fincantieri Bay Shipbuilding, Fisherman’s Finest, Solvang ASA and Carisbrooke, amongst others. Of the company’s units installed to date, over 60 have been retrofitted in conjunction with global engineering partners Goltens and Zeppelin Power Systems.

Implementation Schedule

The Convention, which was adopted in 2004, aims to prevent the spread of harmful aquatic organisms by establishing standards for the management and discharge of ships’ ballast water and sediments.

The entry into force of the Convention is set for the September 8, 2017. However, IMO’s Marine Environment Protection Committee meeting in October (MEPC70) also considered postponing implementation dates for the Convention. The issue is set for further discussion at MEPC 71 to be held in May 2017. There are two suggestions: the original one setting retrofit dates to be between 2017 - 2022 and a new proposal, supported by the shipping industry, to postpone the window by effectively two years to 2019 - 2024. 

“Are two years worth the hassle and confusion that we now have?” asks ballast water management consultant, Jad Mouawad. “We believe not, but that is what the shipping industry asked for, and we will likely either end up with the original proposal 2017 - 2022 or somewhere in between 2018-2023.”

New G8 Guidelines

Revised, more stringent, IMO type approval G8 guidelines were adopted by MEPC 70 in an attempt to meet industry concerns and to better align the Convention’s type approval process with that of the U.S. Coast Guard. The new guidelines follow the same pattern as the U.S. Coast Guard and the old guidelines, but they now include more specifications that require more work by equipment manufacturers. “We don’t anticipate all ballast water treatment systems to have to repeat tests, only those that have not yet completed tests in fresh water,” says Mouawad.

All ships are expected to install equipment approved according to the new G8 guidelines as of October 28, 2020. This means in practice that ballast water treatment system manufacturers have between two and four years to make sure they have equipment complying with the new G8 Guidelines, and, if desired, the U.S. Coast Guard Type Approval regulations.

More U.S. Approvals Underway

The Marine Safety Center continues to review type approval applications from other treatment system manufacturers. Each type approval application includes thousands of pages of data and analysis to document compliance with the comprehensive land-based and shipboard testing requirements. 

“While this [first type approval] is a significant milestone, it is the first of multiple system approvals that are needed to mitigate the threat of harmful aquatic invasive species,” said Rear Adm. Paul Thomas, assistant commandant for prevention policy. “One size does not fit all, so we will continue to evaluate other systems submitted by multiple manufactures with the intent to provide options that meet shipping’s varying needs.”

There are still other ways that vessels can comply with U.S. ballast water management regulations. These include:

•    Temporary use of a foreign type-approved system that has been accepted by the Coast Guard as an alternate management system – for a limit of five years    
•    Use of ballast water obtained exclusively from a U.S. public water system
•    Discharge of ballast water to a reception facility
•    No discharge of unmanaged ballast water inside 12 nautical miles

The U.S. Coast Guard has also released Marine Safety Information Bulletin 14-16 which provides answers to frequently asked questions concerning the extension program, vessel compliance dates and the use of alternate management systems. 

Source: Maritime-executive.com

Published in News