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
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