Not sure if such thread will spark attention but at least I will give it a try.
DNV_Energy_Transition_Outlook_Executive_summary_2022_compressed.pdf (maritimecyprus.com)
Full report is here:DNV_ETO_main_report_2022_1112022.pdf - Google Drive
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DNV has launched new guidelines for Onboard Carbon capture Systems on board ships:
DNV`s guidelines were published in September and can be accessed here.
Source: DNV has launched new guidelines for Onboard Carbon capture Systems on board ships
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More “paperwork” required on arrival in Europe:
May not affect ship’s Master and crew, though.
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Question for you Spowiednick - on the large container ships you sailed on with beams closer to 48 meters, did you have to carry any ballast during normal service?
Thanks buddy … so really not much difference from the 1st gen post panamax vessels (40 m beam). Fortunately in my experience we had sufficient cargo both ways and minimal to zero ballast.
Far cry from the narrow bodies … always carrying 3-4k ballast in the DBs. Slow death of the tanks.
PS: Lower aft peak tank was locked in treated fresh water.
PPS: No SW ballast on the moored FPSOs.
The 16 OSPAR contracting parties have agreed to phase out discharge from EGCSs in coastal waters of the European north-east Atlantic. Restrictions on open loop discharge are to take effect from 1 July 2027, and closed loop discharge from 1 July 2029. Read more about the ban in this news and on what to consider if EGCSs are an essential part of your SOx emissions compliance strategy.
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Recently changed from DNV to BV.
What a ball ache.
Every cupboard, locker , storage space is no longer any of those.
All of the stuff ended up piled on the deck.
25 years of no problems and then BV turn up.
Explain to me why DNV treat Class 9 DG differentrly to what BV do?
I can’t explain that, but here is DSV’s take on DG Class 9:
For 25 years, under DNV, Class 9 could (mostly) go on the maindeck.
Now, under BV, they must go top deck only, regardless.
Makes no sense.
We are still putting the pieces of this puzzle together.
Progress isn’t linear. It’s built on innovation, lessons
learned, collaboration, and relentless improvement.
We each have a role to play and engagement and
collaboration across all fronts are critical.
Let’s keep working together and
continue to move forward.
Knut Ørbeck-Nilssen
CEO Maritime
DNV
Maritime Compliance: Reporting Of Containers Lost At Sea mandatory from 2026
Under recently adopted amendments to the International Convention for the Safety of Life at Sea (SOLAS) 1974, the masters involved in the loss of containers must immediately report specific details to nearby ships, the nearest coastal state, and the flag State, starting from 1 January 2026.
Lloyd’s Register (LR) informs on new mandatory requirements introduced by the IMO for anchor handling winches under SOLAS Regulation II-1/3-13, as amended by IMO Resolution MSC.532(107), which came into force on 1 January 2026.
These amendments follow previous updates covering lifting appliances, and are supported by the IMO Guidelines for Anchor Handling Winches (MSC.1/Circ.1662). The new requirements apply specifically to anchor handling winches, defined as “winches used for the purpose of deploying, recovering and repositioning anchors and mooring lines in subsea operations.”
https://safety4sea.com/lr-solas-requirements-for-anchor-handling-winches-starting-january-2026/