Paris MoU Detention Report for General Cargo Ship MV Friendship

MV Friendship was a Maltese Flag General Cargo Ship which was carrying cargo from Cuba to Canada. The vessel was targeted for inspection as it was identified by THETIS as a Priority I for a more detailed inspection in Halifax, Nova Scotia. Canada. The ship was discharging a cargo of Nickel in bags. A team of 3 inspectors from Dartmouth office boarded the ship on July 23, 2011. The vessel was detained on July 25, 2011 for a total of 23 deficiencies of which 6 were serious enough to detain the vessel.

2013.12.25 - Paris MoU Detention Report for General Cargo Ship MV Friendship Figure 1

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Selecting and Using ECDIS

ECDIS is nothing more than a computer based navigation system that complies with IMO regulations and can be used as an alternative to paper navigation charts. Integrating a variety of real time information, ECDIS is an automated decision aid, capable of continuously determining a vessel’s position in relation to land, charted objects, navigation aids and unseen hazards.

2013.12.12 - Selecting and Using ECDIS Figure 1

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Paris MoU Detention Report for Chemical Tanker MT Gorgonilla

During a voyage of M/V Gorgonilla from Gibraltar via the Kiel Canal to Kalundborg, after passing the locks in Brunsbüttel there was a blackout and a shutdown of the main engine. The vessel went alongside in Brunsbüttel 08.02.2010. The ships crew announced the very poor technical condition of the ship and asked for help and support. On the same day an overriding PSC inspection has been carried out.

2013.12.11 - Paris MoU Detention Report for Chemical Tanker MT Gorgonilla Figure 1

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Best Practices in Recent Loss Prevention Incidents

The following presentation/article makes a brief review of best practices in loss prevention that have been collected from some of the recent UK P&I Club loss prevention bulletins, hence a UK P&I Club miscellany.

2013.12.05 - Best Practices in Recent Loss Prevention Incidents

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Reasons Illegal Discharges from Ships Occur

Whether an illegal discharge is due to negligence (such as poor maintenance of equipment) or is deliberate (even actively promoted by the company), it is usually the result of action/inaction both on the part of ship operators, and of ship master and crew. On some occasions, violations of pollution regulations may result from lack of awareness by operators and crew. Deliberate illegal discharges occur due to a conjunction of two factors: 1) there are economic advantages for ship operators; 2) there is a low risk of being caught and penalised. Motivations for the individual crew members are slightly different; these are less likely to include cost savings, but may be based on an intention to follow perceived instructions (often implied rather than explicit) and/or fear of losing a job. The following information are an extract from EMSA’s “Addressing Illegal Discharges in the Marine Environment” publication.

2013.12.03 - Reasons Illegal Discharges Occur

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Paris MoU Detention Report for Bulk Carrier MV Ioanna G

The M/V IOANNA G was a 9640 GT bulk carrier built in 1978, adapted for carrying timber cargo on deck, flying the flag of Panama. The vessel called at Las Palmas (Canary Islands, Spain) port on April 3rd 2009 being eligible for an expanded inspection. The ship had no previous inspection records in the Paris MoU region. The first visit on board took place on April 6th 2009.

2013.11.27 - Paris MoU Detention Report for Bulk Carrier MV Ioanna G Figure 1

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Paris MoU Detention Report for Bulk Carrier MV EEC Atlantic

M/V EEC Atlantic arrived at Hamburg on 27.11.2008 to discharge bulk cargo. On the same day a PSC-inspection has been carried out. The ship’s statutory certificates were expired since June 2011. The inspection revealed 43 deficiencies of which 9 were considered as ground for detention.

2013.11.13 - Paris MoU Detention Report for Bulk Carrier MV EEC Atlantic Figure 1

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Emissions Reduction for Ocean Container Transport

BSR’s Clean Cargo Working Group’s 2013 “Collaborative Progress” report-which provides data from more than 2,300 ships, representing more than 60 percent of global ocean container capacity-indicates that average carbon-dioxide emissions for global ocean container transport have declined year on year, and by more than 7 percent between 2011 and 2012.

2013.11.19 - Emission Reduction for Ocean Container Transport Figure 1

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Recent Anti and Counter Piracy Developments in the Indian Ocean and the Gulf of Guinea

There is difference between anti-piracy and counter-piracy. Anti-piracy is about elimination; medium to long-term perspective, strategic, national, regional and international character, in other words it is a ”pipe dream”, cannot be done. Counter- piracy is about containment; short term and medium term, tactical, operational, private, national, regional and international character. This presentation/article is about counter-piracy policies and initiatives. When it comes to East Africa, believe it or not, 99.5% of the funds spent on counter-piracy go to counter-piracy operations.

2013.11.14 - Recent Anti Piracy Developments Figure 1

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GHG Emissions from Ships and The MRV Proposal

Shipping is the only sector without an EU cap on emissions. In 2009, the EU committed to include shipping in its climate policy but instead the Commission proposed last year only to monitor CO2 emissions. While the Monitoring, Reporting and Verification (MRV) proposal is a step in the right direction, it lacks ambition and will have little impact if left unchanged. It can be strengthened to create a MRV system that may not only be used for CO2, but also for SOx and NOx – harmful air pollutants. To actually reduce emissions, unreliable monitoring methods should be removed, and data transparency should be ensured. Finally, there should be a path for transition of MRV requirements into real emissions-reduction measures.

2013.11.12 - GHG Emissions from Ships and The MRV Proposal Figure 1

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