DNV-GL

Lifeboats and rescue boats are not part of the Classification of the ship carrying these boats by Germanischer Lloyd (GL). These boats will be treated completely independent from the ship and therefore a separate application for the Certification or Classification of lifeboats or rescue boats has to be presented to GL, compare Section 2.

Scrubbers are a relevant compliance option for many ships to meet the IMO Global Sulphur Cap 2020. DNV GL has for many years worked with owners and operators on scrubber installation and operation.

This casualty information focuses on the importance of selecting the correct design and appropriate materials for the scrubber overboard spool piece, the need for good workmanship as well as the need for regular inspections in order to avoid similar incidents occurring.

Electronic signatures are becoming easier, more secure and more common in all industries, shipping included. To make fleet in service documents accessible from anywhere in the world, DNV GL will soon begin issuing documents with electronic signatures. In mid-November, survey reports and selected forms will be issued with an electronic signature, and class and statutory certificates will follow in the second quarter of 2017.

On 1 September 2016, the PSC Concentrated Inspection Campaigns (CIC) started and, in January 2017, the Polar Code and amendments to MLC will enter into force. At the same time, the gradual implementation of the Manila amendments to STCW will have been completed.

More owners in the container ship segment have selected DNV GL than any other provider of classiication services in the industry. That’s because we offer leading expertise in container ship design and operation, segment-speciic advisory services, a global network of highly experienced surveyors and approval engineers as well as long-term relationships with ship owners, shipyards, designers and suppliers.

Update on the European Union’s regulation on monitoring, reporting and verification of CO2 emissions from maritime transport (EU regulation 2015/757)

The BWM Convention was ratified by a sufficient number of states on 8 September 2016, bringing the total gross tonnage to over 35% from the signatory states. This means the convention will enter into force 12 months later, on 8 September 2017. This news describes consequences for the shipping industry and recommendations to ship owners.

The MRV (Monitoring, Reporting and Verification) regulation aims to quantify and reduce CO2 emissions from shipping and will create a new kind of benchmarking system in Europe. DNV GL has prepared an overview of how MRV will affect the maritime industry and what shipping companies need to do to achieve compliance. This Technical & Regulatory News is a revised version of No. 19, 2015.

Ballast water contains a variety of organisms, such as marine and coastal plants and animals from different regions of the world. While the majority of the organisms will no longer be alive in the ballast water tanks of the carriers when the ballast is discharged, some may survive and prosper in their new environment. These “non-native species” can have a serious ecological, economic and public health impact on the receiving environment.

As the industry adapts to an era of low oil prices, oversupply and increasing technical complexity, companies are faced with a new set of challenges. They are battling to contain cost in offshore projects and operations, while certification, assurance and regulatory requirements have become more complex.

The publication of this issue of FERRY AND RO-RO UPDATE coincides with the 41st Interferry Conference in Manila. One of the high-profile guest speakers is Ashok Mahapatra, Director, Maritime Safety Division, IMO. IMO is giving a high priority to initiatives aiming to reduce the frequency of domestic ferry accidents.

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.

As the Polar Code enters into force on 1 January 2017, this Technical and Regulatory News describes which ships and ship types are affected and the steps shipowners and managers should take in order to have their vessels in compliance within the different deadlines.