IMO legislation and its implementation: Accident risk, vessel deficiencies and national administrative practices

Knudsen, Olav F.; Haßler, Björn

doi:10.1016/j.marpol.2010.09.006

Cited by 80 publications

(50 citation statements)

References 26 publications

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“…Naval marine fuel, which has a flash point of below 60 °C, is not allowed to be stowed below deck according to the IMO Safety of Life at Sea (SOLAS) Convention [19]. As shown in Table 1, the minimum flash point specified in ISO 8217 RMA and DMA is 60 °C.…”

Section: Flash Pointmentioning

confidence: 99%

“…Figure 1 also indicates that the blending of 20 vol% biodiesel in the marine fuel could increase its flash point considerably by 20%. The flash point of marine fuel DMA or RMA blended with at least 5 vol% biodiesel could reach 63 °C or above, which can not only conform to the IMO SOLAS Convention [19] but also reduce the extent of problems such as fire hazards, which can be caused by the lower flash point of fuel. …”

Section: Flash Pointmentioning

confidence: 99%

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Effects of Biodiesel Blend on Marine Fuel Characteristics for Marine Vessels

Lin

2013

Energies

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Biodiesel produced from vegetable oils, animal fats and algae oil is a renewable, environmentally friendly and clean alternative fuel that reduces pollutants and greenhouse gas emissions in marine applications. This study investigates the influence of biodiesel blend on the characteristics of residual and distillate marine fuels. Adequate correlation equations are applied to calculate the fuel properties of the blended marine fuels with biodiesel. Residual marine fuel RMA has inferior fuel characteristics compared with distillate marine fuel DMA and biodiesel. The flash point of marine fuel RMA could be increased by 20% if blended with 20 vol% biodiesel. The sulfur content of residual marine fuel could meet the requirement of the 2008 MARPOL Annex VI Amendment by blending it with 23.0 vol% biodiesel. In addition, the kinematic viscosity of residual marine fuel could be reduced by 12.9% and the carbon residue by 23.6% if 20 vol% and 25 vol% biodiesel are used, respectively. Residual marine fuel blended with 20 vol% biodiesel decreases its lower heating value by 1.9%. Moreover, the fuel properties of residual marine fuel are found to improve more significantly with biodiesel blending than those of distillate marine fuel.

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Section: Flash Pointmentioning

confidence: 99%

Section: Flash Pointmentioning

confidence: 99%

Effects of Biodiesel Blend on Marine Fuel Characteristics for Marine Vessels

Lin

2013

Energies

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“…To It is worth noting that an incomplete harmonisation of procedures for the performance of PSC, incomplete training and experience of PSCOs have also been observed in the states that are full members of the Paris MoU [61][62][63][64]. What has also been observed is a difference between full members in terms of availability of funds, as well as the lack of staff in specific member states.…”

Section: Impediments and Successmentioning

confidence: 99%

Montenegro on the Path to Paris MoU Accession: Towards Achieving a Sustainable Shipping Industry

Grdinić

2018

Sustainability

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Abstract:In order to ensure the sustainability of the shipping industry and marine ecosystem of Montenegro, it is necessary that Montenegro becomes a full member of the Paris Memorandum of Understanding (Paris MoU) on Port State Control. The reasons for doing so are numerous: the full adoption of standards stipulated by the Memorandum in relation to ship control; continuously keeping pace with, and development of, new standards in compliance with turbulent changes in the maritime industry and operation (including the increasing scope of maritime transport); the decrease in the number of detained ships which meet the requirements stipulated in international Conventions and the elimination of substandard ships in perspective; and the prevention of environmental pollution, and sea and port incidents. This justified endeavour is supported by the fact that Montenegro is one of two countries in Europe that are not full members of the Paris MoU. Additionally, in this context it is necessary to emphasise the fact that the marine ecosystem of Montenegro is an integral part of the world ocean. Accordingly, the improvement of the quality of national legislation which is compliant with international requirements is an imperative which has positive implications on regional and global sustainability.

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“…This is further seen in reports which show serious injuries and drowning amongst personnel in the seafaring operations ranging from 11.5 to 278 times more than the average fatality rates amongst the general workforce ashore (Havold, 2010). Knudsen and Hassler (2011) states that there are three unarguable facts that relates to safety and environment protection in world shipping,  Vast reduction in the amount of marine accidents worldwide for several decades now,  Adoption of new conventions by the IMO to regulate marine traffic as well as making sure that these new conventions are well implemented,  Deficiency in the implementation of IMO regulations due to unreliable data which has led to differences in the findings (i.e. data for shipping accidents) Bejan (2010) believes that even with a well-developed framework with regards to international standards of safety at sea and maritime environmental protection, several owners and countries still indulge in breaking the rules even though this framework exists within the IMO and International Labour Organization (ILO).…”

Section: Safety Practises In the Maritime Arm Of The Oil And Gas Sectormentioning

confidence: 99%