U.S. Coast Guard
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U.S. Coast Guard

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U.S. Coast Guard




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Presentation on theme: "U.S. Coast Guard"— Presentation transcript:

Slide1

U.S. Coast Guard INTERTANKO North American Panel Presentation

Mr. Jeff Lantz

Director of Commercial Regulations and Standards

April 27, 2010

Slide2

Outline

Coast Guard leadership changes Port State Control Update Piracy and Executive Order TWIC Seafarer Access Regulatory Development Air Emissions Ballast Water Management Vessel General Permit Climate Change Salvage

Slide3

Coast Guard Leadership Changes

Commandant

ADM Robert Papp

Vice - Commandant

VADM Sally Brice-Ohara

Deputy Cmdt Operations

RADM Brian Salerno

CG-5

RADM Paul Zukunft

CG-53

RDML Cari ThomasPollution response, law enforcement, SAR

CG-52

Mr. Jeff Lantz

Technical standards, IMO, Regulations

CG-53

RDML Kevin CookVessel inspection, PSC, maritime security

Slide4

Port State Control UpdateTank Vessel Stats

Safety DetentionsSecurity Major Control Actions2008200920082009All Vessels1761622718Tank Vessels222031

Operational Controls by Vessel Type

All vesselsTank vesselsCategory2008200920082009Fire Fighting Appliances62571113Propulsion and Auxiliary Machinery6547124Marine Pollution88431910Crew514155Life Saving Appliances503453

Top 5 Detainable Deficiencies

Slide5

Port State Control Targeted Flags - 2010

PSC Targeted Flags – 2010 (preliminary)7 Points2 PointsBolivia *Antigua and Barbuda Chile Belize*Cook IslandsGibraltar *Croatia ItalyHondurasMaltaMexicoNetherlands Russian FederationPanamaSt. Kitts and Nevis *TurkeySt. Vincent and the GrenadinesRepublic of Korea *Venezuela *

* Administrations not targeted in 2009

Slide6

Port State Control – QUALSHIP 21 Eligible Flags for 2010

BarbadosGreeceSingapore *Canada *Isle of Man *SwedenChinaJapanSwitzerlandDenmarkMalaysiaThailand *FranceMarshall IslandsGermanyNorway

* New this year

Slide7

Port State Update Chronically Detained Vessel Policy

Would deny a vessel entry if the vessel has been subject to three detentions in a 12 month period, if the Coast Guard determines that those detentions are related to their Safety Management System (SMS) and adequate measures were not put in place to prevent reoccurrences.

The vessel would be temporarily denied entry; giving the vessel, company, and flag State time to perform a proper assessment of the vessel’s SMS and to ensure proactive measures are taken to improve the ineffective SMS and prevent continued non-compliance.

Slide8

Port Security – Conditions of Entry

The Coast Guard imposes Conditions of Entry on vessels arriving from ports with inadequate security requiring those

vessels to take additional security precautions. See Port Security Advisory 3-10 dated 14 April 2010 This year, CG has imposed additional security measures for LNG vessels arriving from high risk countries.Venezuela – frequent flyer policy

Cambodia

Guinea-Bissau

Mauritania

Cameroon

Indonesia

San Tome & Principe

Republic of Congo

Iran

Syria

Cuba

Liberia

Timor-Leste

Equatorial Guinea

Madagascar

Venezuela

Slide9

USCG Piracy-Related Policy & Guidance Maritime Security (MARSEC) Directive 104-6 (Rev 2) Guidance/direction for U.S. flagged vessels operating in High Risk Waters Provides enhanced security measures Supported by supplementary guidance in Port Security Advisories (PSAs)PSA (2-09) – Non-SSI version of directive; for public release.PSA (3-09) – Guidance on Self-defensive and defense of othersPSA (4-09) – Guidance on International Traffic in Arms Regs (ITAR)PSA (5-09) – Guidelines for contracted security servicesPSA (6-09) – Establishes a screening process for security personnelPSA (8-09) – Provides info regarding the carriage and transport of self-defensive weapons into foreign ports/statesPSA (9-09) – Guidance on expected course of action following a pirate attackPSA (11-09) – Supplementary guidance on defensive measures MARSEC Directive 104-6 (series) is being revised and will incorporate lessons-learned and best management practices that were successful in thwarting pirate attacks.

Piracy

Slide10

Executive Order concerning Somalia Provides authority and tools to go after the “bad guys”, i.e. those persons and entities that are destabilizing SomaliaApplies to only the 11 persons and one entity listed in the Annex Prohibits all transactions, including remittances and other payments (ransoms), by U.S. persons or others doing business in the U.S. to the persons and entity identified in the EO Need a US nexus – foreign flag ship, foreign company Prosecutorial discretion based on the facts of the case No pre-decision on legality or ransom paymentQuestions: Dept of Treasury (OFAC) 202-540-6322

Piracy

Slide11

Transportation Worker Identification Credential

Since the national compliance date of April 15, 2009, all personnel requiring unescorted access to secure areas of MTSA regulated facilities and vessels, and all mariners holding Coast Guard issued credentials, are required to have a TWIC.Individuals applying for a B-1 visa who work in the maritime domain are to obtain an annotation allowing them to be eligible for a TWIC. TSA will be putting out information on the process soon.Risk-Based Approach to TWIC Reader Regulations (ANPRM published March 2009)Maximum consequenceCriticality to nationTWIC utilityThree Risk GroupsHighest: Biometric check at each entry Middle: Biometric check once/month Lowest: Visual identification NPRM will be informed by the Pilot Program, currently underway to test business processes, technology, & operational impacts of readers

Slide12

Seafarer Access

Reports to the Coast Guard: inconsistent interpretation of regulationsexorbitant fees for escorts limited hours of escort availabilityfacility denial of access without TWIC Coast Guard efforts include:Strong push for seafarer access using the tools currently available to the COTPClarification on interpretation of regulation and policy and flexibility with the COTPs to approve monitoring and escort plansALCOAST 529/08 and 575/09Reviewing Facility Security Plans to include seafarer access provisionsPort security grant money eligibility for projects associated with the facilitation of seafarer access

Slide13

Salvage and Marine Firefighting

Rulemaking TROIKA Salvage and Marine Firefighting Published December 31, 2008 Vessel and Facility Response Plans for Oil;2003 Removal Equipment Requirements &Alternative Technical Revisions Published August 31, 2009 Amended S&MFF compliance to February 22, 2011 Non-tank Vessel Response Plans NPRM published August 31, 2009 Working to resolve comments and publish final rule Goal is to publish Final Rule ASAP; recognize the importance of having it published by February 22, 2011

Slide14

BWDS Notice of Proposed Rulemaking published August 28 2009 Received over 3000 comments, currently evaluating Proposal - Phased ApproachIMO Standard initially1000 times more stringent than IMO after 2016 Practicability Review will determine if 1000x standard can be met. If Practicability Review determines 1000x cannot be met, then intermediary standards established.Type Approval Process

Ballast Water Management

Slide15

Ballast Water Management

Technical description

Large Organisms(> 50μm)Small Organisms(>10μ and ≤50 μm)Very Small Organisms(≤ 10μm)BacteriaToxigenic Vibrio cholerae (O1 & O139)Eschericia coliIntestinal enterococciPhase One< 10 per m3< 10 per mlN/A<1 cfu per 100 ml<250 cfu per 100 ml<100 cfu per 100 mlPhase Two< 1 per 100 m3< 1 per 100 ml< 1000 bacterial cells AND < 10,000 viruses per 100 ml<1 cfu per 100 ml<126 cfu per 100 ml<33 cfu per 100 ml

Slide16

Given anticipated timeframe for U.S. approval process, initial systems likely to be foreign approved Develop a process for foreign acceptance Dependent upon transparency of administration and testing facility process and dossier May require additional testing or refinement prior to U.S. type approval. State preemption still exists Both laws authorizing Coast Guard and EPA permit states to establish their own BWDS

Ballast Water Management

Slide17

Vessel General Permit

Prohibits discharge of any pollutant from any point source into navigable waters without a permit.

EPA instituted VGP in December 2008 w/ effective date of February 2009.

VGP identified 28 different discharge streams which must be controlled.

As of 19 September 2009, vessels must submit Notice of Intent to receive coverage.

CG & EPA working together to develop joint enforcement measures

USCG/EPA reached agreement on MOU for VGP compliance – 12 May

CG examines vessels for compliance during routine exams.

Discrepancies referred to EPA for action.

Initial enforcement generally limited to outreach and education, only egregious cases will warrant penalty action

Slide18

Amended MARPOL Annex VI entered into force on 1 Jan 2010

Tier II NOx standards for ships built after 2011 Tier III NOx standards for ships built after 2016 when operating in an ECA Increase SOx standards: 4.5% prior to 2012, 3.5% after 2012, 0.5% after 2020 SOx ECA requirements: 1.5% prior to July 2012, 1.0% after July 2010, 0.1% after 2015

Air Emissions

North America Emission Control Area (ECA) adopted by IMO (MEPC 60, March 2010) – enters into force 1 August 2011 – extends 200 mi from coast of US and Canada

1.0 % sulfur on 1 August 2012, 0.1% sulfur after 1 January 2015

Tier III

NOx

for ships after 1 January 2016

EPA regulations apply ECA standards to the internal waters of the US

Equivalency, i.e. exhaust after treatment permitted

Slide19

US position regarding GHG emissions in the maritime sector

IMO is the appropriate regulatory body Fully support development of and application of EEDI to both new and existing ships Heartened by the progress on the EEDI made at MEPC 60 US proposal on Market Based Measure (MBM) Based on CO2 efficiency, Applies efficiency standard to both new and existing ships Neither a cap or bunker levy Ships have options to demonstrate compliance – technical, operational or efficiency credit trading Incentivizes development of efficient ships

Climate Change

Slide20

US GHG Proposal

Effective date

Time

Efficiency

Baselines

New ship

(EEDI)

Existing ship

Efficiency Goal

Slide21

US GHG Proposal

Effective date

Time

Efficiency

A

Ship

Y

1

Baselines

New ship

(EEDI)

Existing ship

Efficiency Goal

B

Slide22

US GHG Proposal

Effective date

Time

Efficiency

A

B

C

Ship

Y

1

Y

2

Baselines

New ship

(EEDI)

Existing ship

Efficiency Goal

Slide23

US GHG Proposal

Effective date

Time

Efficiency

A

B

C

Ship

Y

1

Y

2

Baselines

New ship

(EEDI)

Existing ship

Efficiency Goal

Slide24

US GHG Proposal

Advantages of US proposal

Efficiency improvements provide significant cost savings through reduced fuel costs

Incentivizes building and operating of efficient ships

All revenues from this scheme fund projects within the international maritime sector

Efficiency credit trading makes the most cost-effective efficiency gains available to all in the sector

Does not cap absolute emissions

Provides certainty to the industry

Slide25

Thank you