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September 2014

Ebola - Charter Party Clause

The European Union’s Emissions Trading System (EU ETS) was extended to cover emissions from shipping as of 1st January 2024.

The EU ETS is limited by a 'cap' on the number of emission allowances. Within the cap, companies receive or buy emission allowances, which they can trade as needed. The cap decreases every year, ensuring that total emissions fall.

Each allowance gives the holder the right to emit:

  • One tonne of carbon dioxide (CO2), or;
  • The equivalent amount of other powerful greenhouse gases, nitrous oxide (N2O) and perfluorocarbons (PFCs).
  • The price of one ton of CO2 allowance under the EU ETS has fluctuated between EUR 60 and almost EUR 100 in the past two years. The total cost of emissions will vary based on the cost of the allowance at the time of purchase, the vessel’s emissions profile and the total volume of voyages performed within the EU ETS area. The below is for illustration purposes:
  • ~A 30.000 GT passenger ship has total emissions of 20.000 tonnes in a reporting year, of which 9.000 are within the EU, 7.000 at berth within the EU and 4.000 are between the EU and an outside port. The average price of the allowance is EUR 75 per tonne. The total cost would be as follows:
  • ~~9.000 * EUR 75 = EUR 675.000
  • ~~7.000 * EUR 75 = EUR 525.000
  • ~~4.000 * EUR 75 * 50% = EUR 150.000
  • ~~Total = EUR 1.350.000 (of which 40% is payable in 2024)
  • For 2024, a 60% rebate is admitted to the vessels involved. However, this is reduced to 30% in 2025, before payment is due for 100% with effect from 2026.
  • Emissions reporting is done for each individual ship, where the ship submits their data to a verifier (such as a class society) which in turns allows the shipowner to issue a verified company emissions report. This report is then submitted to the administering authority, and it is this data that informs what emission allowances need to be surrendered to the authority.
  • The sanctions for non- compliance are severe, and in the case of a ship that has failed to comply with the monitoring and reporting obligations for two or more consecutive reporting periods, and where other enforcement measures have failed to ensure compliance, the competent authority of an EEA port of entry may issue an expulsion order. Where such a ship flies the flag of an EEA country and enters or is found in one of its ports, the country concerned will, after giving the opportunity to the company concerned to submit its observations, detain the ship until the company fulfils its monitoring and reporting obligations.
  • Per the EU’s Implementing Regulation, it is the Shipowner who remains ultimately responsible for complying with the EU ETS system.

There are a number of great resources on the regulatory and practical aspects of the system – none better than the EU’s own:

‍https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02003L0087-20230605

‍https://climate.ec.europa.eu/eu-action/transport/reducing-emissions-shipping-sector_en

‍https://climate.ec.europa.eu/eu-action/eu-emissions-trading-system-eu-ets/what-eu-ets_en‍

Sayin Ilgili,

Ebola virüsü özellikle Bati Afrika’dan veya Bati Afrika’ya yapilacak ticarette ciddi bir problem olmaya baslamis, hatta son günlerde Birlesmis Milletler’in ticaretin yaninda dünya için de ciddi tehlike yarattigi ve gereken tedbirlerin alinmasi hususunda degerlendirmesi bulunmaktadir.

Öncelikle daha evvelki sirkülerlerimizde belirtildigi gibi  Ebola Virüsünün ne oldugu, nasil bulastigi, kaçinmak için ve hastalik belirtileri tespit edildiginde nelere dikkat edilmesi gerektigi hususlarinda havuz klüplerinin Agustos 2014’de yayinlanan sirkülerleri mevcuttur. Örnek teskil etmesi açisindan ekte UK P&I klübün buna iliskin sirkülerini bulabilirsiniz.  Ayrica bu sirkülere asagidaki URL baglantisindan da ulasabilirsiniz;

http://www.ukpandi.com/fileadmin/uploads/uk-pi/LP%20Documents/UK_P_I_Club_Briefing_-_Ebola_Outbreak.pdf  

Bunun yaninda Dünya Saglik Örgütünün (WHO)  ve ITF’in asagidaki baglantilarindan ve ekteki sirkülerlerinden ulasabileceginiz baglantilarinda tavsiyeleri ve dikkat edilmesi gereken hususlar belirtilmektedir.

http://www.itfglobal.org/press-area/index.cfm/pressdetail/10741

http://www.who.int/mediacentre/factsheets/fs103/en/

Konuyla ilgili hergün gelismeler yasandigindan, yukaridaki bahsettigimiz baglantilardan ve ayrica sefer yapacaginiz limanlardaki acentelerden de güncel durum hakkinda bilgi almaniz ve takip etmeniz önemle tavsiye olunur.

Konunun saglik boyutunun yaninda ekte Brezilya’ya ugrak yapacak gemilerin, Brezilya limanlarina varistan en az 12 saat öncesinden,  geminin son 30 günde yaptigi ugrak limanlarinin detaylarinin, bu süre zarfinda gemide meydana gelen saglik olaylarinin detaylari vs bildirmesi talep edilmektedir. Buna iliskin Brezilya makamlarinin sirküleri de ektedir.  Ilave olarak; Amerika Birlesik Devletleri’nde ve Çin’de de Ebola virüsü alarmlari verilmistir. Ebola virüsüne maruz kalan limanlara ugrayan gemilerin,bu limanlardan kalkis sonrasi  asgari 30 gün geçmeden, bu iki ülke limanlarina giris izni vermeyeceklerini belirtmislerdir. Ancak mütemadiyen gelismeler oldugundan, ugrak yapacaginiz  limanlardaki acentelerden de güncel durum hakkinda bilgi almaniz ve takip etmeniz önemle tavsiye olunur.

Son olarak ekte UK P&I klübün ,asagidaki linkte West of England P&I klübün sirkülerlerinde göreceginiz üzere armatörün kira sözlesmelerindeki yükümlülüklerinden ve dikkat edilmesi gereken hususlardan bahsedilmektedir. Bu bültenlerde;

1.       Armatörün Ebola virüsü etkisine maruz kalan limanlara “unsafe port” öngörüsüyle gitmeyi reddedip reddetemeyecegi hususlari,

2.       Sefer talimatina göre gidecegi limanin Ebola virüsü sebebiyle kapatilmis olmasi halinde ne olabilecegi,

3.       Gemi mürettebatinin Ebola virüsü kapmasi sebebiyle hastalanmasi halinde ne olabilecegi,

4.       Geminin Ebola virüsü etkisinde olan limanda olmasi veya ugramasi sebebiyle karantinaya maruz kalmasi halinde neler olabilecegi,

gibi konular yer almaktadir.

Tüm yukaridaki hususlari da dikkate alarak, geminin  maruz kalacagi bekleme, sapma, ilaçlama, dezenfekte, hasta personelin tedavi masraflari ve maruz kalinabilecek cezalari da göz önünde bulundurarak yapilacak müteakip kira sözlesmelerinde kullanilmak üzere hazirladiklari “Ebola clause” dikkatlerinize sunulmaktadir. Bu metnin yaninda BIMCO’nun bir çok metni bulunmaktadir. Ilgi kira sözlesmeleri hazirlanirken mevcut “Ebola Claus” metinlerinin güncel durumlara göre tashih edilmeleri gerekmektedir. Ayrica risk tasiyan limanlara ugrak öncesi, mürettebatin emniyetine yönelik tedbirlerin hiç bir ihmale mahal birakmadan alinmasi gerekmektedir.   Ayrica lüzumu halinde P&I klübünüze basvurulabilirsiniz.

News

The following news has just been published on the West of England website:

04/09/2014
Ebola – Charter Party Clause

Updates and advice on the practical and legal ramifications of the Ebola outbreak in West Africa continue to be posted on the Club’s dedicated Ebola webpage. This now includes a suggested Ebola clause for use in charter parties. Members are however advised to contact the Managers to discuss the most appropriate use of such a clause.


Read more

‍

The West of England Ship Owners Mutual Insurance Association (Luxembourg)
R.C.S. Luxembourg B 8963

Managers: West of England Insurance Services (Luxembourg) S.A.
Registered Office: 33 Boulevard Prince Henri, L-1724 Luxembourg, G.D. Luxembourg
T +(352) 4700671  F +(352) 225253

UK Branch: Tower Bridge Court, 226 Tower Bridge Road, London SE1 2UP
T +(44) (0)20 7716 6000  F +(44) (0)20 7716 6100
E mail@westpandi.com  W www.westpandi.com

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