Please see attached notice issued by USCG. Fleet Week CGAN 2016-007
Wednesday, May 25, 2016
– 8:00 a.m. Stapleton Anchorage 23B, and Gravesend Anchorage are closed to
– 5:00 a.m. Last inbound tug/barge, or deep draft vessel, permitted to pass through
the Alpha buoy and enter Ambrose channel.
– 7:00 a.m. Last outbound tug/barge, or deep draft vessel, permitted to pass through
The Narrows (Verrazano Bridge) & out Ambrose Channel.
– 11:00 a.m. Inbound traffic permitted in Ambrose Channel.
– 11:00 a.m. Upper Bay open for transits of tug/barge and deep draft vessels.
(Coordinate exact timing of transits with VTS New York.)
Stapleton Anchorage 23B (immediately adjacent to Homeport
Pier) will remain closed until June 1, 2016.
3. Please note that all times listed above are approximate. The potential exists for unanticipated
delays due to ship movement and/or implementation of additional vessel controls with little or no
warning within the Port of NY/NJ from Wednesday, May 25 through Tuesday, May 31, 2016.
For the most up to date information on current restrictions please contact VTS New York at
Panama Canal taking reservations for neopanamax ships
The Panama Canal Authority began taking reservations for larger ships that will be able to transit through the Panama Canal once the new, larger locks open for regular business June 27.
AMERICAN SHIPPING MAGAZINE
WEDNESDAY, APRIL 20, 2016
The Panama Canal Authority (ACP) has started taking reservations for the larger ships that will be able to transit through the Panama Canal once the new, larger locks open for regular business June 27.
The authority began offering four reservations slots per day for “neopanamax” cargo ships that can transit the canal only by using the larger locks.
On Monday, ACP authorized companies to book neopanamax ships for transit between June 27 and September 30. A total of 25 neopanamax ships made reservations the first day, with the first reservation granted to a liquefied petroleum gas (LPG) tanker Linden Pride of NYK Line, represented by shipping agent Norton Lilly International (Panama), ACP said. Gas tankers carrying both liquefied natural gas (LNG) and LPG are expected to be growing users of the canal.
“Of the neopanamax vessels that have been booked thus far, as of April 19, all are container vessels with the exception of Linden Pride,” Norton Lilly Vice President, Panama office Joe Walden said. “Norton Lilly have represented NYK at the Panama Canal for more than 65 years, and we are very proud that one of their vessels has secured the first booking slot for transit through the new neopanamax locks. This is truly a historic event.”
The ACP said ships are neopanamax if they have a length of more than 966 feet or a beam of more than 107 feet.
On June 26, the ACP is planning a ceremony that will coincide with the first commercial transit of the canal by a ship using the new locks. In order to choose which ship will be the first to go through the new locks, the authority has asked 15 of its largest customers to nominate a ship, and is expected to conduct a drawing on April 29 to choose the first ship.
Starting Friday, ACP will allow ships to book transits for the period between Oct. 1 and Dec. 31, 2016, while starting next Monday, the authority will allow companies to book ships up to one year in advance for passage through the new locks. In addition, the ACP will offer one reservation slot per day for neopanamax passenger ships starting in June of 2017.
Walden noted that the four slots are only for a portion of the total number of ships that are expected to use the locks on a daily basis.
He said the ACP has told it that while it’s very difficult to accurately determine the maximum capacity of the new locks as the exact lockage times for neopanamax vessels is not known, that it estimates approximately 12 vessels per day will use the locks, but that “this number will depend of course on a number of variables such as ship size, type, cargo, restriction, draft, and the learning curve of the pilots. Once the expanded canal is in operation, we will be able to provide a better estimate.”
Walden said it was his opinion that the neopanamax booking procedures – with only four booking slots available – may simply be the initial version, and that over time will be amended.
He noted the slots are being offered are for in the first booking period, up to 365 days prior to the transit date.
A Panama Canal document, Notice to Shipping: Panama Canal Transit Reservation System explains reservations are doled out in three reservation periods, with the first between 22 days and 365 days in advance, the second between four days and 21 days in advance and the third between two days and three days in advance.
“While the passenger ship and containership segments may be interested in securing these four slots so far in advance of the transit date, it will be near impossible for the tramp segments (dry bulk, tanker, LPG, LNG, for example) to book that far in advance,” said Walden. “I believe in time, the Canal Authority will need to satisfy these other shipping segments by making slots available in the 2nd and 3rd periods. Once the new locks have opened and are in use, the Canal Authority will need to reevaluate the situation once they have had an opportunity to see how the market responds in utilizing the new locks.”
He noted “The trend at the canal has been larger and larger vessels (now over 70 percent daylight restricted ships). We may very well, over time, see some of the panamax volume being replaced by neopanamax vessels. In which case, the Canal Authority could then start reallocating Panamax booking slots to the neopanamax vessels. In other words, taking some of the 17 slots currently available to Panamax vessels and allocating them to the neopanamax segment.”
Walden said his understanding that in addition to ships that are too wide or too long to pass through the old locks of the Panama Canal, the ACP may allow panamax ships loaded to a draft that exceeds the restrictions of the current panamax locks (deeper than 12.04 meters, tropical fresh water) to transit through the new neopanamax locks.
He said these ships, referred to by the ACP as “Panamax Plus,” would be permitted to transit using the new locks, “but would pay higher tolls overall in accordance with the new tariff. Also they would need to pay the cost of tugs and line handlers for use of the new locks, however these new costs are not yet known as the canal authority have not yet announced the new tariff for tugs and line handlers.”
“Also I understand that perhaps the canal authority could – “At Canal Convenience” – elect to pass a smaller vessel (i.e. smaller than neopanamax) through the new locks simply as a means to maximize efficiency and overall transit capacity. I have no idea if this would be a regular occurrence, I doubt it, but there is the potential. I was told that if the Canal Authority made the decision to pass a smaller vessel through the neopanamax at their convenience, then that vessel would only pay tolls associated with the current panamax size locks.”
In March the ACP said there were 1,037 oceangoing transits of the canal 801 booking slots were offered, including auction slots and 687 were used. It said the number of oceangoing transit ranged from 26 to 38 each day in March. There are also some cruise ships that do “turnaround” cruises where they pass through the locks and then turnaround in Lake Gatun and exit the canal from the same side they entered.
Walden said the ACP has given a proforma daily capacity estimate after the canal opens of 20 panamax ships, 12 neopanamax ships, plus eight to 10 smaller, non-restricted vessels or about 40-42 ships.
Please note, high risk period for Canada/West Coast is RESUMING on 01st March, 2016.
First, there are no policy changes for 2016, and the current certification requirements and penalties continue to apply. These requirements are applicable to marine vessels that have visited a port in a regulated area during the specified risk period either in the current year, or in the year immediately preceding the current year.
BASIC idea is that if vessel called HIGH RISK port during 2015 and 2016 AND is calling Canadian port (West Coast) between 01 Mar and 15th Sep 2016, vessel is considering HIGH RISK and shall have the certificate demonstrating that vessel was inspected. Date of the inspection shall be ANY date BEFORE arrival into Canadian Waters but, on or after the day vessels last visit to high risk area. (Example: vessel called Korean port in summer 2015 and was inspected by recognized organization during winter months in Japan – vessel is COMPLIANT. Same vessel is then heading to Japan in early summer 2016 and proceeding to Canada – NEW certificate is required as visit to high risk port nullified the certificate issued during winter months. Certificate is issued, say, 15th July 2016 and vessel actually departs 16th July – vessel IS compliant!)
Further details and AGM Program Requirements:
.Vessels must be inspected and obtain certification from a recognized entity before they leave high-risk ports. In order to avoid re-infestation, we recommend that this certification be obtained as close to the vessel’s departure time as possible.
.Please note that if the vessel has previously transited a U.S. port and received a CBP inspection report, the report shall be presented along with the certification documents (CFIA will then NOT board the vessel for inspection while ship is in Canadian Waters!) .If the vessel has NO certification but has been inspected in the U.S., the CBP inspection report does NOT replace certification (so vessel is NON COMPLIANT!!!) .Vessels must arrive in North American ports free from AGM; we recommend that self-inspections be performed during transit, by crew.
.Agents must send notification and / or certification to CFIA 96 hours in advance, including two-year port of call data (regulated areas and specific risk periods are included in Table 2).
.Once all documents have been submitted, CFIA will send the agent an electronic confirmation that the vessel may enter Canadian waters. All vessels can be subjected to an inspection.
.Vessels arriving without advance notification and / or certification will be considered non-compliant and subject to enforcement.
If AGM is Found On-Board the Vessel:
.The vessel will be ordered out of Canadian waters to perform a clean-up either in international waters or at least 10 nm away from North American shores.
.Once the clean-up has been completed, the vessel will be re-inspected.
.If the inspector is satisfied with the results, the ship will be allowed to enter a Canadian port.
.If not, the vessel will not be permitted entry into Canadian waters until the high risk period is over.
.Of note: Vessels calling Canadian ports without valid certification for a second time after transit into high-risk areas may be refused entry into Canada.
Certificate issued by following organizations are recognized by the Canadian Government agency (CFIA): .All Nippon Checkers Corporation (ANCC) .The Japan Cargo Tally Corporation (JCTC) .Japan Export Vehicle Inspection Center Co., Ltd. (JEVIC) .Japan Grain Inspection Association (JGIA) .Hokkaido Bouekikunjyo Co. Ltd. (HBKC) .Hokuriku Port Service Co., Ltd. (HPS) .Intertek Testing Services (Australia) Pty Limited – Japan Branch (INTERTEK) .Kanto Fumigation Co. Ltd. (KFCO) .Kobe Plant Quarantine Association (KOBEPQA) .Keiyochiku Plant Quarantine Association (KPQA) .Kyoritsu Sanitary Co. Ltd. (KRS) .Muroran & Tomakomai Plant Quarantine Association (MTPQA) .Navrex & Corporation (NRX) .Nikkun Co. Ltd. (NCL) .Nippon Kaiji Kentei Kyokai (NKKK) .Okayama-Ken Plant Quarantine Association (OKYPQA) .Osaka Plant Quarantine Association (OPQA) .Osaka Timber Quarantine Association (OSKTQA) .Shin Nihon Kentei Kyokai (SNKK) .Techno Kasei Co. Ltd. (TKL) .Tokai Plant Quarantine Association (TOKAIPQA) .Tokyo Plant Quarantine Association (TPQA) .Yokohama Plant Protection Association (YPPA).
US authorities (USDOA/USCBP and others) are NOT considered as ‘AGM Free Certificate’ issuing authority!
– vessels may have traded in high risk ports, during high risk period and then, for several months, traded OUTSIDE of high risk ports (example, coal trade between Japan/China and Australia during summer months 2015, THEN, Europe/Asia trade during winter 2015/16. THEN, vessel is deployed to Canada, arriving during spring/summer 2016. Vessel is considered HIGH RISK and – without the certificate! – considered as NON COMPLIANT, thus, subject to fine/penalty!)
– AGM free certificate issued by the above organizations would ‘erase’ history of port calls PRIOR issuance of the certificate. HOWEVER, if vessel is RETURNING to high risk port, during overseas high risk period NEW certificate shall be obtained!
Detailed information is available at Government’s web site:
http://www.inspection.gc.ca/plants/plant-protection/directives/forestry/d-95-03/eng/1321945111492/1321945247982#e2 (scroll to Sect. 5, Appendix 2!)
Norton Lilly International, Inc. has earned the WorldatWork Work-Life 2016 Seal of Distinction, for demonstrating leadership in workplace strategies that help employees with personal work-life balance.
The 2016 Seal of Distinction is awarded every year to companies across North America that support employees at work and at home. The overall strength of a company’s work-life portfolio is evaluated along with work-life programs, policies and practices reflected in:
• Caring for dependents
• Health and wellness
• Financial support and education
• Paid and unpaid time off
• Community involvement
• Workforce experience and engagement.
“Norton Lilly International, Inc. recognizes that a positive work experience is essential to employee engagement and organizational success,” said Anne Ruddy, CCP, WorldatWork president and CEO. “This year’s Work-Life Seal of Distinction honorees are an impressive group of employers that clearly understand the business value of investing in the people who do the work.”
This year Norton Lilly International, Inc. was among 116 companies including Texas Instruments, Caterpillar, Humana, U.S. Department of Agriculture and Yale University recognized for creating a workplace culture that supports work-life balance and for being an employer of choice.
The U.S. Coast Guard has issued Marine Safety Alert 13-15 to update Marine Safety Alert 2-15 after receiving reports that main engines may not attain the expected speed when using ultra low sulfur fuel oil.
The new safety alert adds two additional recommendations, highlighted below, regarding the use of ultra low sulfur fuel.
The U.S. Coast Guard strongly recommends that vessel owners and operators ensure the following measures are completed as part of their fuel oil switching procedures:
* Ensure fuel oil switching is accomplished outside of busy traffic lanes and the ECA. Generally the ECA is 200 nm from the North American Coast and 50 miles from the U.S. Caribbean coast (e.g., the Commonwealth of Puerto Rico and the U.S. Virgin Islands);
* Utilize their technical resources to develop safe operations and maintain full compliance with emission requirements;
* Consult with engine and boiler manufacturers for fuel oil changeover guidance and to determine if system modifications or additional safeguards are necessary;
* Consult fuel suppliers for proper fuel selection;
* Ensure all sensors, controls and alarms (e.g., pressure, temperature, viscosity, differential pressure, and flow indicators) are operational and function as designed;
* Ensure system piping, seals, gaskets, flanges, fittings, brackets, etc., are maintained;
* Ensure detailed system schematics are available;
* Review and update fuel oil changeover procedures as needed;
* Establish a fuel oil system inspection and maintenance schedule;
* Remember that the energy content of a given volume of ULS fuel oil may differ from residual fuel, such that existing throttle settings may not give the desired propeller shaft RPM or generator loads; performance and speed trials on ULS fuel oil may need to be conducted;
* [New] Determine if using ULS fuel necessitates amendments to the pilot card (see IMO RES A.601(15) and NVIC 7-89);
* Review and update fuel changeover procedures based on lessons learned;
* Provide initial and periodic crew training for accomplishing safe, effective and leak-free fuel switching; and
* Anticipate that there may be many technical challenges for operators when beginning to use ULS fuel oil as a matter of routine and compliance. These range from excessive leakages of fuel system components, increased wear and tear on these components, lack of lubricity of the fuels, and the need for possible changes in maintenance schedules, operational methods, etc.
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