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
commercial vessels.
– 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
(718) 354-4088.

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!

PLEASE NOTE:
– 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!)

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;
*