New Compliance Assistance Program (CAP) for LISCR
29 Ιανουαρίου, 2017 | Posted by in Χωρίς κατηγορία - (0 Comments)• Send information to the Designated Persons Ashore (DPA) on the probability of a PortState Control Officer boarding their vessel;
The aim of the CAP is to assist owners and operators to reduce deficiencies and avoid undue delay of vessels due to a detention. Most detentions can be avoided, if deficiencies are corrected or reported before a vessels arrival in port. By increasing the efficiency and effectiveness of the ANOA program vessel operators and their DPA(s) will have additional information to confirm compliance and/or reporting before arrival.
Republic of the Marshall Islands changes the handling of SSAS transmissions
26 Ιανουαρίου, 2017 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Republic of the Marshall Islands changes the handling of SSAS transmissions)
Based on RMI’s latest RMI-SSAdvisory-handling-of-SSAS-transmissions-2017_01 which revokes SSA #11-16 ,
effective 01 April 2017, the Republic of the Marshall Islands (RMI) Maritime Administrator (the “Administrator”) will no longer receive SSAS alerts directly from any vessel. The Administrator’s new policy will instead provide for the Company or a Company-designated qualified third party, to serve as the Competent Authority to receive and verify SSAS transmissions.
This policy change will allow the Company or the Company-designated, qualified third party to acknowledge and respond to all test messages directly, ensuring the proper functioning of SSAS equipment and verifying the accuracy of the transmitted data without the need for acknowledgement of receipt by the Administrator.
This reserves Administrator involvement to only those SSAS transmissions that are real, which are to be immediately forwarded by the Company to the RMI Duty Officer. Third party Competent Authorities must not contact the Administrator directly.
See Flowchart in Appendix I of SHIP SECURITY ADVISORY No. #01-17.
Reprogramming of the SSAS Unit
Companies must ensure that the SSAS unit is reprogrammed so that alerts are only transmitted to the Company-designated Competent Authority. This means that the Administrator’s email address (“Y6Z…@register-iri.com”) must be removed from the unit’s program settings and replaced with that of the Company-designated Competent Authority (internal appointee and/or external third party service).
It is recommended that a radio service technician is contacted so that reprogramming of the SSAS unit can be scheduled at a convenient time, possibly along with other routine service, rather than waiting until 01 April 2017, the date for this policy change.
Revisions to the Ship Security Plan and ISPS Code Verification
Companies must ensure that only real alerts are immediately forwarded to the RMI Duty Officer by the CSO so the Administrator may fulfill its duties required by SOLAS Regulation XI-2/6.
Revisions to the Ship’s Security Plan (SSP) should be made as may be required. Any changes to the SSP resulting from this change in policy will not require special approval by the Recognized Security Organization (RSO). Initial testing of the new SSAS settings is to be conducted successfully with the Company-designated Competent Authority and documented for the RSO’s review during the next scheduled ISPS Code verification audit.
If a vessel has completed reprogramming of the SSAS (as per §2.0) prior to 01 April 2017, live SSAS test alert acknowledgement by the Administrator is not required. If SSAS reprogramming has already taken place, only the Company-designated Competent Authority is required to acknowledge receipt of an SSAS test alert during an ISPS Code verification audit. If SSAS reprogramming has not yet been completed, the Administrator will continue to acknowledge receipt of test alerts only through 31 March 2017.
Master dies during enclosed space rescue (source: Nautical Institute)
22 Ιανουαρίου, 2017 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Master dies during enclosed space rescue (source: Nautical Institute))Accidents relating to entry into enclosed spaces on board ships continue to blight the shipping industry, with an unacceptably large number of incidents resulting in the death or injury of both ship and shore personnel reported over the first few months of this year alone.
The incident:
While discharging an oil cargo from a tanker, an oil sampler (similar to that shown in the photograph) was lost to the bottom of tank 3P. It was decided that once the discharge was finished and crude oil washing completed, the sampler would be retrieved before loading the next cargo into 3P to avoid any potential damage to the ship’s equipment from the sample bucket or tape.
Once empty, the tank was ventilated. Over several days the tank atmosphere of tank 3P was measured using an explosimeter and sample hose. Although oxygen was near normal levels, HC was at 57% of LEL on day one of ventilation and 38% of LEL on day two. After discussion, it was agreed that entry into 3P tank would start the next morning (day three) if the gas levels were ‘less’.
The next morning, the tank atmosphere of 3P tank was found to be 20.6% oxygen, with HC at 26% of LEL. Tank entry equipment was prepared and placed near the tank access hatch; breathing apparatus (BA) sets, emergency escape breathing devices (EEBDs), stretcher and heaving lines. The Master was shown the risk assessment and work permit for enclosed space entry and although the HC LEL was indicated at 26% he stated that the oxygen content was good. It was decided that two crew should go in, each wearing an EEBD.
Two crew members entered the cargo oil tank via the tank access hatch each with an EEBD worn over the shoulder, a torch and a personal gas meter. Several other crew members and the Master were in attendance at the tank access hatch. The lead crew member proceeded down to the first platform and checked the atmosphere across the platform with his gas meter. The second crew member then proceeded down the stairs to meet him. This was repeated for the remaining platforms until they reached the tank bottom almost 20 metres below the main deck. The lead crew member then reported feeling dizzy and heard his personal gas meter alarming. The second crew member reached the tank bottom and instantly felt the effects of the gas inhalation; he also heard his personal gas meter alarming. The lead crew member shouted and gestured to the second to wear his EEBD and leave the tank. The lead crew member felt dizzy and immediately proceeded to exit the tank. The second attempted to don his EEBD and activate it but collapsed soon afterward. Meanwhile, on deck, the Master entered the tank with an EEBD worn over his shoulder.
Although another crew member warned the Master not to enter the tank the Master nonetheless proceeded into the tank. Two crew members on deck donned the BA sets already available at the entrance.
Risk Focus:
Drills and training should be properly planned and be used as an opportunity to assess the challenges of rescue from the variously identified enclosed spaces on board, e.g., can they be accessed by persons wearing breathing apparatus? Training should also emphasise to the crew the importance of raising the alarm when persons are found to be in difficulty within an enclosed space, and that any rescue is properly coordinated in accordance with practiced procedures. The natural instinct to rush in to help a ship mate is understandable but extremely dangerous. It has been reported that more than half of enclosed space casualties are people who have attempted an ill prepared rescue.
Comprehensive record keeping and interactive post drill debriefs will assist in identifying any weaknesses in procedures and promote crew ownership of the training program.
Last but not least, a zero tolerance culture to unplanned and unprepared entry into any enclosed space requires to be rigorously enforced and ingrained into all personnel, on board and ashore.
Check points and guidance for fire-fighting drill in UK
22 Ιανουαρίου, 2017 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Check points and guidance for fire-fighting drill in UK)Below you can read some useful check points and guidelines for fire-fighting drill in UK as published by KRS
■ Progress for fire-fighting drill
o Don’t run(panic) when fire‐signal for drill coming
o Close all doors in accom. on way to muster station
o Just carry and don’t wear life jacket(it should be used for abandon ship drill)
o All crews should be gather at muster station including person on duty
o confirmation for injured and missing crew
o All crews carry their equipment (fireman’s outfit, fire hose etc.)
o Crew should be informed where equipment store in advance
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Don’t enter into the accom. area after run out of there because the area is filled with fire and smoke
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Fire hose has proper length to reach to the E/R floor
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Fire line for cooling for area around fire should be supplied until end of drill
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A jet of fire line for cooling should be held by 2 persons as 1 team
o The second officer controls crews on scene
o The length of hose should be consisted with 2 or 1 hose according to ship’s condition
o Duty should be granted in advance.
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Em’cy fire pump should be used for fire in E/R and main fire pump should be used for fire in area of em’cy fire pump.
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Don’t reach to em’cy fire via E/R filled with fire and smoke.
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Fire hose should be carried by at least 2 persons as 1 team who wear BA and fireman’s outfit.
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The fire team should start to wear fireman’s outfit at muster station
o (Fire team is consist of at least 5 persons and the first officer is leader. 2 persons wear fireman’s outfit and other 2 persons assist to wear.)
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Pressure check for BA and tight test for mast.
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Fire team enters into fire zone according to the instruction of first officer.
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Feel the surface heat with his hand.
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The second person of fire team helps not to disturb another person with fire hose entering.
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Other people without fireman’s outfit must not enter into the fire zone.
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Mission of the first fire team is to rescue the injury.
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After rescue of the injury, another fire team of at least 2 persons with fireman’s outfit enters into the fire zone.
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The first officer reports entering and coming out time, name of fire team and pressure of air bottle to the bridge and records on the bulletin board.
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At bridge the progress of distress call, report to shore etc. should be carried out.
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At bridge condition from on scene report should be recorded on the copied fire control plan. (the fire zone, entrance, situation of fire team etc.).
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The third officer records all report on log book.
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Rescue team is consist of 2 persons.
o The second officer controls.
o Stay not far from the fire zone without strong wind.
o (Preparation: stretcher, first aid kit, blanket, basket with water in a half, oxygen respirator, cooking vinyl foil for burn damage etc.).
o Move the injury to the safe place and give treatment.
o Rescue team should know how to use oxygen respirator and wash the burn damage and wrap with cooking foil.
■ Instruction for fire-fighting drill
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Before fire fighting drill, PSCO instructs to crews below and start drill.
o According to SOLAS Chapter III Reg.19.3.1, drill should carried out just like actual situation at sea.
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All lights can be off to make up the situation but em’cy lights can be on for the unforeseeable circumstance.
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PSCO gives some information such as assumption of fire in E/R which is filled with fire and smoke.
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When the fire zone are designated, report the fire to captain at bridge(personally not with phone) ‐ In many cases, fire report can be omitted.
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Don’t enter into E/R with big fire and smoke just with a portable fire extinguisher. In that case PSCO considers person without wearing fireman’s outfit and coming into the fire zone as a dead person and isolates person from drill.
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All persons carrying fire hose and entering into fire zone should wear fireman’s outfit.
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Arrange for the hose for cooling around fire zone.
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At bridge all report from the scene should be submitted and properly recorded on log book.
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In many cases the rescue team is not familiar with oxygen respirator and treatment of burning damage.
■ Attention for consulting company for fire/abandon ship drill
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Prepare all equipment not to waste unnecessary time for checking equipment for drill. Wasting time is led to increasing cost.
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Make the arrangement for consulting company to be on board right after the vessel is berthing.
o Repetitive drill that crews can be accustomed to should be carried out before PSCO comes on board.
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Massive cost will be charged for rectification when the vessel is detained with deficiencies of drills.
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Incentive and options for training without additional cost will be a good manner to reduce the expense when ship is not detained for the drills.
Compliance with 2010 Manila Amendments
20 Ιανουαρίου, 2017 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Compliance with 2010 Manila Amendments)Shipowners should be aware that the Standards of Training Certification and Watchkeeping (STCW) Convention 1978 was amended by the 2010 Manila Amendments, which contained new training requirements for seafarers. Between 1 July 2013 and 1 January 2017 (as appropriate), all seafarers were required to undertake additional training in compliance with the Manila Amendments and hold the requisite certification.
However, many seafarers were at sea at the close of the compliance window (1 January 2017) and their certificates may not yet be endorsed correctly. Further there may also be administrative delays to current applications. In the circumstances, a recent IMO Circular (MSC.1/Circ.1560) has requested that Port State Control Officers (PSCOs) take a pragmatic approach to the requirement for seafarers to hold updated certification on board the vessel as per the 2010 Manila Amendments up until the 1st July 2017 (click here for the IMO Circular). Some Flag States are also issuing similar letters expressly endorsing the IMO Circular (for example Liberia – click here – and Panama – click here).
Seafarers without the required updated Certification are advised to keep a copy of the IMO Circular with them on board the vessel to assist in trying to avoid action being taken by PSCOs. However, it cannot be guaranteed that PSCOs will not take action.
Source: Lomdon P&I Club
Lifeboat Drills – Practise, Practise, Practise! (MAIB Safety Digest 1/16)
4 Απριλίου, 2016 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Lifeboat Drills – Practise, Practise, Practise! (MAIB Safety Digest 1/16))A Port State Control inspection on a refrigerated cargo vessel in a UK port found deficiencies in the crew’s safety knowledge and training, leading to the vessel being detained. During the inspection, crew were required to conduct an abandon ship drill.
The port lifeboat was used for the drill, with six crew on board. It was lowered into the water and was manoeuvred away from the vessel before being returned for retrieval. With some difficulty the boat’s crew managed to reset the lifeboat’s hook release gear and attached the davit wire suspension links to the hooks.
Fall preventer devices (FPD)1 (Figure 1) were connected to the fore and aft hook assemblies and the boat was recovered to deck level, where the crew disembarked before it was hoisted into its davit.
The crew then began to secure the lifeboat in its davit. Two crewmen entered the boat and a third, the bosun, was on deck below the boat to position and secure the gripe wires. The bosun had instructed the men in the boat not to release the FPDs until the gripes were both connected.
1 The FPD comprised a synthetic sling with a shackle at each end, which was connected between the suspension link and the hook maintenance shackle of the forward and aft hook assemblies.
The aft gripe wire had been secured and the forward gripe wire was still being connected when a senior officer, who had not previously been involved in the task, instructed the crew in the boat to release both fall preventer devices.
The crew obeyed the senior officer and released the FPD shackles. When the forward FPD was disconnected, the forward hook opened and the davit suspension ring released. The forward end of the boat then fell onto handrails on the deck below, striking and injuring the bosun and damaging the lifeboat’s hull (Figure 2).
Emergency services were summoned to attend the injured crewman, who was taken to hospital for observation. Fortunately, he was found to have suffered only minor injuries and was able to return to the vessel the following day. The lifeboat was removed for repairs and additional liferafts provided. The vessel was released from detention after the crew had undertaken training in emergency response situations.
Following the accident, it was established that statutory emergency drills, although recorded, were found not to have been carried out. This led to the crew’s poor knowledge of how to operate the lifeboat release gear and other essential safety equipment on board the vessel.
The Lessons
1. Emergency drills are a statutory requirement but, more importantly, realistic drills provide seafarers with the training to instinctively respond to emergencies in an effective way.
2. Always ensure that the crew are trained to understand the operation of essential lifesaving equipment and are encouraged to challenge orders or ask for clarification if they don’t understand or agree with instructions.
3. Ensure that lifeboat release and retrieval gear is checked regularly and maintained in an operational condition.
Source: https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/512603/MAIBSafetyDigest1_16.pdf
Figure 2: Lifeboat hull damage
Figure 1: Fall preventer device
On-Load Release Mechanisms for Rescue Boats (LSA Code, as amended, §4.4.7.6)
4 Απριλίου, 2016 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο On-Load Release Mechanisms for Rescue Boats (LSA Code, as amended, §4.4.7.6))The LSA Code, as amended, requires every lifeboat, including lifeboats which are also rescue boats, to be fitted with hooks that have on-load release capability. Exempted are free-fall lifeboats.
Paragraphs 4.4.7.6.7.2 and 4.4.7.6.17 contain these specific requirements (see IMO Resolution 320(89) for details).
SOLAS and the LSA Code do not require boats used solely for rescue purposes to be fitted with on-load release mechanisms. However, many dedicated rescue boats are fitted with these devices and the Republic of the Marshall Islands (RMI) Maritime Administrator (the “Administrator”) believes that all on-load release mechanisms should meet the same standards regardless of whether installed on a life boat or rescue boat.
Accordingly, the Administrator requires that all on-load release mechanisms shall be in accordance with LSA Code 4.4.7.6 and shall be evaluated in accordance with IMO MSC.1/Circ.1392.
Although the SOLAS timeframe for such replacement for lifeboats is the first scheduled dry-docking after 01 July 2014, but not later than 01 July 2019, as 01 July 2014 has passed and some vessels have already completed dry-docking and are now required to evaluate their rescue boat on-load release mechanisms, the Administrator will allow a grace period on a case-by-case basis for vessels to complete the replacement on rescue boats, as necessary
Source: http://www.register-iri.com/forms/upload/TechCirc-20-Rev-1.pdf
Understanding the Filipino seaman – His values, attitudes and behaviour
4 Απριλίου, 2016 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Understanding the Filipino seaman – His values, attitudes and behaviour)We hereby would like to share with you a very interesting article written by author Tomas D. Andres which is a summary of a study of Filipino values, etiquette, mores, customs and manners which show differences as well as similarities in behavioral expectations that arise when Masters and officers come to live and work with Filipinos.
This article has two intended uses. It is a tool for intercultural relations training aboard ship that, hopefully, will provide a wealth of data for Masters and officers who wish to relate effectively with Filipinos.
It is hoped that this article will also be used informally by individuals going to work with Filipinos who will be unable to attend intercultural relations training.Coming to terms with people of other cultures can be difficult.
Time-consuming, too, and very expensive if one fails to build up the necessary confidence.
Familiarize yourself thoroughly with Filipinos! It’s a wise investment that soon pays off. Click here to read and download the article.
USCG / PSA 2-15 – Conditions of entry for vessels arriving at U.S. ports
18 Μαΐου, 2015 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο USCG / PSA 2-15 – Conditions of entry for vessels arriving at U.S. ports)The US Coast Guard (USCG) issued a Port Security Advisory (PSA) announcing that, effective 24 April 2015, it is imposing conditions of entry on vessels arriving in the United States after having called at any port in Libya during their last five port calls.
The USCG has determined that Libya is not maintaining effective anti-terrorism measures in all of its ports. Actions required as listed in paragraphs C and D of this Port Security Advisory take effect for all vessels that arrive in the United States on or after April 24, 2015, after visiting ports in Libya as one of the their last five ports of call.
Furthermore, vessels are advised to proceed with extreme caution when approaching all Libyan oil terminals, particularly in eastern Libya, due to potential violent and criminal activity based upon recent attempts by armed, non-state actors to engage in illicit export of oil. UN Security Council Resolution 2146 authorizes the UN Sanctions Committee to impose certain measures on vessels attempting to illicitly export crude oil from Libya. This resolution imposes several restrictions regarding loading, transporting, or discharging crude oil from Libya which may include the possible denial of port entry.
Vessels that visited the countries listed in paragraph B (with exceptions noted) on or after the effective date in paragraph A, during their last five port calls will be boarded or examined by the Coast Guard to ensure the vessel took the required actions. Failure to properly implement the actions listed in paragraph C.1 through C.5 may result in delay or denial of entry into the United States.
Find latest PSA 2-15 LIBYA FINAL for your reference.
Missing Certificate OF Proficiency For Security Awareness-Paris MOU
22 Ιουνίου, 2014 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Missing Certificate OF Proficiency For Security Awareness-Paris MOU)The International Chamber of Shipping (ICS) informed that – although given recommendations by the IMOcirculars to the Port Authorities – the Paris MOU continues to regard as a lack (deficiency ) , which will be recorded , for missing Security Certificates (Security-Related training) of seafarers.
The Paris MOU DOES not accept the recommendations for extension of compliance with the STCW until 01/07/2015 .Despite the pleas and arguments of the ICS, the attitude of the Paris MOU will be maintained until at least May 2014 when the Commission will convene the Paris MOU and will consider the matter further .
The ICS recommends the following actions if problems arise regarding an inspection by inspectors of Member ports :
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Ensure that the copies of the two circulars of the IMO are available on board to inform inspectors.
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Action in the national audit authority given port if a related deficiency was imposed by a PARIS MOU inspector with insufficient justification for the training of seafarers in security matters.
Click here for more details.
Enclosed Spaces
25 Φεβρουαρίου, 2014 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Enclosed Spaces)
It is always sad to hear of incidents on board ship or in the marine environment when someone dies entering a confined space.
Oxygen is not the only thing missing on these occasions. Lack of oxygen is often accompanied by lack of training, lack of safety case procedures or a lack of equipment and it is a sad fact that we still have to look into reasons for these omissions in this day and age.
This is more than a generation after several major incidents were documented and reported upon, with ensuing notices and guidelines issued.
The largest problem is with spaces which are not perceived as dangerous – anchor lockers and deck stores which may suffer from oxygen depletion, for example. Deaths still happen despite having safety regimes, operational procedures manuals and assurance surveys in place and it is often during casual daily work schedules that these incidents occur.
If this is to change, there are four major areas which need to be tackled:
• Culture
Safety culture needs to be implemented at all levels, starting from the top. Adopting a shipboard enclosed space management plan based on onboard audits is a good new initiative. Procedures for Permits to Work need to be addressed.
• Design
Shipboard design and operation should minimise the need to go into enclosed spaces in the first place; escape possibilities should be designed in.
• Equipment
In many cases, crews are expected to use equipment that is not fit for purpose, or that is complex to use. In particular, firefighting equipment is not suitable for evacuating casualties from enclosed spaces.
• Training and drills
Good, frequent training is needed. This is a human element issue; only by working with the human element can it be solved.
Further advice on enclosed space entry may be found in IMO
Resolution A.1050(27) “Revised Recommendations for Entering Enclosed Spaces Aboard Ships” and West of England – Loss Prevention Bulletin – Enclosed Space Entry .
Poor mooring practice can be fatal
25 Φεβρουαρίου, 2014 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Poor mooring practice can be fatal)It’s not easy to moor safely when conditions at the berth are not as good as they should be. But the operation proved fatal in one case where coordination between the terminal, pilot and vessel was poorly managed and preparation was inadequate.
Read the MARS report for a sobering reminder of the importance of crew training and understanding, teamwork, attention to the necessary equipment and proper risk assessment.
Read also SA015 – Loss Prevention Safety Alert – Snap-Back Zones issued by West of England P&i Club.
Paris MOU – CIC preliminary results 2013
25 Φεβρουαρίου, 2014 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Paris MOU – CIC preliminary results 2013)The Paris MOU issued a press release stating that the preliminary results from the Concentrated Inspection Campaign (CIC) on Propulsion and Auxiliary Machinery, carried out between 1 September 2013 and 30 November 2013 in the Paris MoU region show that:
68 ships (41% of all detentions) were detained over the 3 month period as a direct result of the CIC for deficiencies related to propulsion and auxiliary machinery. Problem areas included the propulsion of the main engine, cleanliness of the engine room and emergency source of power/emergency generator.
SOLAS, MARPOL amendments entered into force on 1 January 2014
24 Φεβρουαρίου, 2014 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο SOLAS, MARPOL amendments entered into force on 1 January 2014)A number of amendments to the International Convention for the Safety of Life at Sea (SOLAS), the International Convention for the Prevention of Pollution from Ships (MARPOL) and the 1988 Load Lines Protocol entered into force or took effect from 1 January 2014.
The amendments cover passenger ship safety (in relation to safe return to port after a flooding casualty); the testing of free-fall lifeboats; minimum safe manning levels; prohibition of blending onboard; the revised MARPOL Annex III; the United States Caribbean Sea Emission Control Area; and the Winter Seasonal Zone off the southern tip of Africa.
2012 May SOLAS amendments
The SOLAS amendments which entered into force on 1 January 2014 include the following:
– amendment to SOLAS regulation II-1/8-1, to introduce a mandatory requirement for new passenger ships for either onboard stability computers or shore-based support, for the purpose of providing operational information to the Master for safe return to port after a flooding casualty;
– amendment to SOLAS regulation III/20.11.2 regarding the testing of free-fall lifeboats, to require that the operational testing of free-fall lifeboat release systems shall be performed either by free-fall launch with only the operating crew on board or by a simulated launching;
– amendment to SOLAS chapter V to add a new regulation V/14 on ships’ manning, to require Administrations, for every ship, to establish appropriate minimum safe manning levels following a transparent procedure, taking into account the guidance adopted by IMO (Assembly resolution A.1047(27 on Principles of minimum safe manning); and issue an appropriate minimum safe manning document or equivalent as evidence of the minimum safe manning considered necessary;
– amendment to SOLAS chapter VI to add a new regulation VI/5-2, to prohibit the blending of bulk liquid cargoes during the sea voyage and to prohibit production processes on board ships;
– amendment to SOLAS chapter VII to replace regulation 4 on documents, covering transport information relating to the carriage of dangerous goods in packaged form and the container/vehicle packing certificate; and
– amendment to SOLAS regulation XI-1/2 on enhanced surveys, to make mandatory the International Code on the Enhanced Programme of Inspections during Surveys of Bulk Carriers and Oil Tankers, 2011 (2011 ESP Code, resolution A.1049(27)).
2010 October MARPOL amendments
The amendments which entered into force on 1 January 2014 include a revised MARPOL Annex III Regulations for the prevention of pollution by harmful substances carried by sea in packaged form, to include changes to the Annex to coincide with the next update of the mandatory International Maritime Dangerous Goods (IMDG) Code, specifying that goods should be shipped in accordance with relevant provisions.
United States Caribbean ECA now effective
The United States Caribbean Sea Emission Control Area (SOx, NOx and PM) came into effect, under MARPOL Annex VI, on 1 January 2014, bringing in stricter controls on emissions of sulphur oxide (SOx), nitrogen oxide (NOx) and particulate matter for ships trading in certain waters adjacent to the coasts of Puerto Rico and the United States Virgin Islands.
The ECA was designated under MARPOL amendments adopted in July 2011. There are now four three designated ECAs in effect globally: the United States Caribbean Sea ECA and the North American ECA; and the sulphur oxide ECAs in the Baltic Sea area and the North Sea area.
(See: MARPOL Annex VI regulation 14)
Coordinates for the Caribbean Sea ECA can be found in Resolution MEPC.202(62).
Winter Seasonal Zone moved south under amendments to LL Protocol
Amendments to regulation 47 of the 1988 Protocol to the International Convention on Load Lines (LL), 1966 to shift the Winter Seasonal Zone off the southern tip of Africa further southward by 50 miles, came into effect on 1 January 2014.
The top 10 deficiencies under the MLC 2006
8 Νοεμβρίου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο The top 10 deficiencies under the MLC 2006)-
Name and address of “Shipowner” included in MLC certificate and Declaration of Maritime Labour Compliance (DMLC) Part II are not according to the correct definition of “Shipowner” established by article II 1.(j) of MLC.
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Medical certificates issued by medical personnel not recognized by the Panama Maritime Authority (Standard A1.2.4)
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SRPS without license or certificate to operate (Standard A1.4.2; A1.4.3)
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SEA not signed between seafarer and shipowner (Standard A2.1(a))
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Manning agreement between shipowner and representative of shipowner (where SEA is signed by representative of shipowner) not available on board (Standard A2.1.1(a))
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SEA not available in English language (Standard A2.1.2)
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Records of daily hours of rest for use on board the ship not properly completed (Standard A2.3.12)
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Documented evidence of shipowners’ financial security to assure compensation in case of seafarer’s death or long-term disability due to an occupational injury, illness or hazard not found on-board (Standard A4.2.1(b))
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Documented evidence of shipowners’ financial security for repatriation of seafarers not found on-board (Regulation 2.5.2)
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Complaint procdures not found on board and personnel not familiarised with these procedures (Standard A5.1.5.2 and Guideline B5.1.5.1)
ISO9001 and UKAS (1)
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