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Para el curso de cubierta de primer año

Britannia P&I Club issues Bulletin including Posters

Collision Regulation Posters
The International Regulations for Preventing Collisions at Sea (COLREGs) have been in existence for
41 years, and must be understood by all seafarers before they can pass an examination to become a bridge
watchkeeping officer.

Unfortunately, the analysis of a number of collision claims handled by the Britannia Club shows that, the
infringement of one or more of the COLREGs is the single most common cause of collisions. This is despite
the advances in electronic assistance for mariners on the bridge. These claims demonstrate an apparent lack
of understanding of the COLREGs by the officer of the watch (OOW) and certainly a failure to apply them
properly.

The Britannia P&I Club is producing a series of posters, over a period of twelve months, to remind bridge
watchkeeping officers of the requirements of COLREGs. Each poster will focus on common scenarios,
played out daily in the busy and congested seaways of the world, highlighting the appropriate COLREGs.

COLREGs rules: 1 (a & b), 2, 7, 8, 16 and 18 (Appendix 1)

The first poster depicts a scene where a power driven ship is making way and has a fishing boat on a steady
bearing. The master of the ship is reluctant to alter course despite a close quarters situation developing with
the fishing boat, as he is under pressure to maintain a tight schedule.

Safe navigation being paramount, the fact that the ship is late - say, due to an earlier break down or delay -
does not allow the master to deviate from these rules and he is obliged to keep clear as directed by the
COLREGs.
A substantial alteration of course to starboard that will be readily apparent to the fishing boat crew and made
in good time will allow the ship to pass clear and resolve the situation,with minimum disruption to the ship's
schedule.

COLREGs rules: 2, 13 and 17 (Appendix 1)

In the second poster, our ship appears to be getting into a complex situation by overtaking close down the
port side of another ship, and also running into a close quarters situation with a crossing ship on the port
bow. The OOW would like to relinquish his responsibility to the master by casually asking if he has the con.
Good bridge procedure should have made it clear who has the ship con. The appearance of the master on the
bridge does not necessarily mean that he has taken control of the ship's navigation - he is possibly just after a
cup of tea. The OOW of the overtaking ship should be confirming that they are in fact passing clear of the
ship being overtaken, and also observing - by radar plot and visual bearings -what type of ship is crossing
and whether it is in a close quarters situation. It is preferable, given adequate sea room, for the overtaking
ship to pass down the starboard side of the overtaken ship allowing sufficient scope for an alteration of
course to starboard for the crossing situation.

Para el curso de máquinas de segundo año

Sulphur 2020 – cutting sulphur oxide emissions

The main type of “bunker” oil for ships is heavy fuel oil, derived as a residue from crude oil distillation.
Crude oil contains sulphur which, following combustion in the engine, ends up in ship emissions. Sulphur
oxides (SOx) are known to be harmful to human health, causing respiratory symptoms and lung disease. In
the atmosphere, SOx can lead to acid rain, which can harm crops, forests and aquatic species, and contributes
to the acidification of the oceans.

Limiting SOx emissions from ships will improve air quality and protects the environment.

IMO regulations to reduce sulphur oxides (SOx) emissions from ships first came into force in 2005, under
Annex VI of the International Convention for the Prevention of Pollution from Ships (known as the
MARPOL Convention). Since then, the limits on sulphur oxides have been progressively tightened.

From 1 January 2020, the limit for sulphur in fuel oil used on board ships operating outside designated
emission control areas is reduced to 0.50% m/m (mass by mass). This will significantly reduce the amount
of sulphur oxides emanating from ships and should have major health and environmental benefits for the
world, particularly for populations living close to ports and coasts.

Below you will find answers to some of the frequently asked questions about the sulphur limit.
IMO 2020 - Some key changes
Do small ships have to comply with the sulphur limit from 2020?

Yes, the MARPOL regulations apply to all ships. Only larger ships of 400 gross tonnage and above engaged
in voyages to ports or offshore terminals under the jurisdiction of other Parties have to have an International
Air Pollution Prevention Certificate, issued by the ship’s flag State. But all sizes of ships will need to use
fuel oil that meets the 0.50% limit from 1 January 2020.

Some smaller ships may already be using fuel oil that meets the limit, such as a marine distillate suitable for
their engines. (Small ships operating in the already-designated emission control areas will be using fuel oil
that meets the 0.10% limit in those emission control areas.)
What must ships do to meet the new IMO regulations?

The IMO MARPOL regulations limit the sulphur content in fuel oil. So ships need to use fuel oil which is
inherently low enough in sulphur, in order to meet IMO requirements.

Refineries may blend fuel oil with a high (non-compliant) sulphur content with fuel oil with a sulphur
content lower than the required sulphur content to achieve a compliant fuel oil. Additives may be added to
enhance other properties, such as lubricity.
Some ships limit the air pollutants by installing exhaust gas cleaning systems, also known as “scrubbers”.
This is accepted by flag States as an alternative means to meet the sulphur limit requirement. These
scrubbers are designed to remove sulphur oxides from the ship’s engine and boiler exhaust gases. So a ship
fitted with a scrubber can use heavy fuel oil, since the sulphur oxides emissions will be reduced to a level
equivalent to the required fuel oil sulphur limit.

Ships can have engines which can use different fuels, which may contain low or zero sulphur. For example,
liquefied natural gas, or biofuels. 
Are low sulphur blend fuel oils safe? Can new low sulphur fuels cause problems for a ship’s engine?

All fuel oil for combustion purposes on a ship must meet required fuel oil quality standards, as set out in
IMO MARPOL Annex VI (regulation 18.3). For example, the fuel oil must not include any added substance
or chemical waste that jeopardizes the safety of ships or adversely affects the performance of the machinery.

IMO has discussed how to identify any potential safety issues related to new blends of fuel oil as it is
recognized that if these fuels are not managed appropriately, there could be compatibility and stability
issues. Guidance on best practice for fuel oil suppliers has also been issued. The Guidance is intended to
assist fuel oil purchasers and users in assuring the quality of fuel oil delivered to and used on board ships,
with respect to both compliance with the MARPOL requirements and the safe and efficient operation of the
ship. The guidance pertains to aspects of the fuel oil purchase up to the loading of the purchased fuel oil on
board.

An International Standardization Organization (ISO) standard (ISO 8217) specifies the requirements for
fuels for use in marine diesel engines and boilers. 

ISO has issued a further standard: ISO/PAS 23263:2019 Petroleum products - Fuels (class F) -

Considerations for fuel suppliers and users regarding marine fuel quality in view of the implementation of
maximum 0.50 % sulphur in 2020. It addresses quality considerations that apply to marine fuels in view of
the implementation of the sulphur 2020 limit and the range of marine fuels that will be placed on the market
in response. It defines general requirements that apply to all 0.50% sulphur fuels and confirms the
applicability of ISO 8217 for those fuels. It gives technical considerations which might apply to particular
fuels for the following characteristics: kinematic viscosity; cold flow properties; stability; ignition
characteristics; and catalyst fines. Additionally, it provides considerations on the compatibility between fuels
and gives additional information on ISO 8217.

Para el curso de máquinas de primer año

International Convention for the Prevention of Pollution from Ships

(MARPOL)
The International Convention for the Prevention of Pollution from Ships (MARPOL) is the main
international convention covering prevention of pollution of the marine environment by ships from
operational or accidental causes.
The MARPOL Convention was adopted on 2 November 1973 at IMO. The Protocol of 1978 was adopted in
response to a spate of tanker accidents in 1976-1977. As the 1973 MARPOL Convention had not yet entered
into force, the 1978 MARPOL Protocol absorbed the parent Convention. The combined instrument entered
into force on 2 October 1983. In 1997, a Protocol was adopted to amend the Convention and a new Annex
VI was added which entered into force on 19 May 2005. MARPOL has been updated by amendments
through the years.

The Convention includes regulations aimed at preventing and minimizing pollution from ships - both
accidental pollution and that from routine operations - and currently includes six technical Annexes. Special
Areas with strict controls on operational discharges are included in most Annexes

MARPOL 73/78 – the regulatory instrument

The International Convention for the Prevention of Pollution from Ships 1973/1978(hereafter referred to
as “MARPOL”) was adopted in response to a spate of tanker accidents in the 1970s and has been
expanded subsequently to provide are regulatory regime akin to a maritime environmental law code.

Different annexes of MARPOL apply to different types of marine pollution. Annex I applies to oil,
1Annex II applies to noxious liquid substances, Annex III applies to harmful substances, Annex IV applies
.to sewage, Annex V applies to garbage and Annex VI applies to air pollution by sulphur oxide and
2nitrous oxide emissions.

General outline of MARPOL73/78 Annex VI

Regulation 1 of Annex VI provides that it applies to all ships (which includes fixed and floating drilling rigs
and other platforms) of 400+ GT. Despite the fact that many countries have enacted supplementary laws (see
paragraph 3 below) Annex VI has a widespread coverage itself as it applies (i) to ships flying the flag of a
state which has ratified the MARPOL convention; and (ii) to ships which are engaged in voyages involving
jurisdictions that have ratified MARPOL Annex VI.

In general, MARPOL Annex VI establishes limits on (i) sulphur oxides (hereafter referred to as “SOx”); (ii)
particulate matter (hereafter referred to as “PM”); and (iii) nitrogen oxides (hereafter referred to as “NOx”)
which may be contained within the ship’s emissions. The limits vary depending on the geographical area in
which the ship is sailing at any given moment. In more sensitive ecosystems than others or in close
proximity to a coastline in an Emission Control Area (hereafter referred to as“ECA”) more stringent
requirements may apply. The allowed SOx, PM and NOx emissions may therefore vary depending on the
geographical location of the ship.

In ECAs ships will need to burn oils which will enable compliance with ECA requirements. The ship will
need to change over from its usual fuel to a fuel which satisfies the more stringent ECA requirements. As to
timing of the change-over, according to paragraph 6 of Regulation 14 of MARPOL Annex VI, the ship is
required to have fully changed over to the ECA-compliant fuel oil before entering the ECA. Similarly when
leaving an ECA, the change-over is not to commence until after leaving the ECA.

In order to prove compliance(where necessary) Members are advised to instruct their crews to use either the
engine log book or indeed a separate oil record book in order to keep records of the following details: (i)
quantities of the ECA compliant fuel oils on board at each change-over; and (ii) the time and position when
completing or commencing a change-over.

ME FALTA UN ARTICULO PARA EL CURSO DE CUBIERTA DE 2DO AÑO.