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.
Man Overboard Fatality
25 Φεβρουαρίου, 2016 | Posted by in IMO | ISM | SOLAS - (Δεν επιτρέπεται σχολιασμός στο Man Overboard Fatality)The Australian Transport Safety Bureau (ATSB) issued the attached report of its investigation of the man overboard fatality from the bulk carrier Hyundai Dangjin in Port Walcott on 10 July 2015.
The second mate descended a rope ladder to read the outboard midships draft mark while the vessel was loading cargo. He was wearing a work vest and an AB was standing by on deck. When the second mate fell into the water, the AB threw him a lifebuoy, but the second mate was unable to reach it before drowning.
Investigation revealed that the rope ladder had been rigged upside down and that the work vest had insufficient buoyancy for the second mate’s heavy build. With their wrong side up, the ladder steps (folded aluminium) did not provide a flat surface to stand on comfortably. Further, the steps were not good handholds.
A review of its shipboard safety management system (SMS) resulted in a ‘Safe Draft Check Instruction’ being included in the procedures related to cargo operations for bulk carriers. The instruction details the procedures (including permits to work) when checking the ship’s draught from a rope ladder.
Port terminal managers, reviewed the draught survey methods at its terminals. As a result of the review, the reading draught marks from rope ladders was prohibited. An alternate method, using a manometer, was put in place.
This report highlights the broad safety concerns. In many cases, little attention is paid to planning apparently straightforward tasks, such as using a rope ladder. This can lead to important factors and relevant considerations not being taken into account, including the experience and physical ability of persons undertaking the task.
Source: https://www.atsb.gov.au/publications/investigation_reports/2015/mair/321-mo-2015-004/
Means of recharging breathing apparatus cylinders (Amendments to SOLAS II-2/15)
25 Φεβρουαρίου, 2016 | Posted by in MOU | PARIS MOU | PSC | SOLAS | TOKYO MOU - (Δεν επιτρέπεται σχολιασμός στο Means of recharging breathing apparatus cylinders (Amendments to SOLAS II-2/15))
This is a reminder of new SOLAS II-2/15 amendment which applies also to existing ships (constructed before 1 July 2014) by 1 July 2014.
In particular under the current SOLAS regulation, two spare cylinders of self-contained breathing apparatus of fire-fighter’s outfit (one spare cylinder suffices in case ship has a recharging system) shall be onboard ships.
Amendments to SOLAS II-1/15 were adopted, to require an onboard means of recharging breathing apparatus used during drills or a suitable number of spare cylinders shall be carried on board to replace those used.
Application:
– New ships constructed (keel-laid) on or after 1 July 2014
– Existing ships (ships constructed before 1 July 2014) shall comply with the requirements by 1 July 2014.
Regulation 15 – Instructions, onboard training and drills
After the existing paragraph 2.2.5, the following new paragraph is added: «2.2.6 An onboard means of recharging breathing apparatus cylinders used during drills shall be provided or a suitable number of spare cylinders shall be carried onboard to replace those used».
Cylinders intended for drills should be prominently marked to indicate their intended use.
The Safety Management System shall take account that at least two fully charged spare cylinder for drills must be on board.
SOLAS requirements for portable atmosphere testing equipment for enclosed space entry
25 Φεβρουαρίου, 2016 | Posted by in SOLAS - (Δεν επιτρέπεται σχολιασμός στο SOLAS requirements for portable atmosphere testing equipment for enclosed space entry)Applicability: All SOLAS-certified vessels
SOLAS Regulation XI-1/7 will take effect on 1st July 2016, and will require the carriage of an appropriate atmosphere testing instrument or instruments for enclosed space entry.
These portable testing instruments will not be used as part of personal protective safety equipment, but as part of the ship’s equipment. They will be used to test enclosed spaces from the outside to make sure that they are safe to enter and will cover, as a minimum, the following gases: oxygen, flammable gases or vapours, carbon monoxide and hydrogen sulphide. Suitable means should be provided to calibrate them.
The IMO has issued guidelines to help owners and operators select appropriate testing instruments, contained in circular MSC./Circ.1477
Shipowners, ships’ operators and managers should ensure they have instruments in place at the date SOLAS Regulation XI-1/7 takes effect.
After this date, they will become items surveyed under the vessel’s Cargo Ship Safety Construction or Passenger Ship Safety survey.
Good maintenance on board ships – Edition January 2015 by Class NK
18 Μαΐου, 2015 | Posted by in IMO | ISM | ISPS | Marpol | MOU | PARIS MOU | PSC | SOLAS | STCW | TOKYO MOU - (Δεν επιτρέπεται σχολιασμός στο Good maintenance on board ships – Edition January 2015 by Class NK)Click here for the new version of the well know “good maintenance on board ships” recently published by Class NKK in January 2015 including ISM/ISPS/MLC related check points.
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.
Means of recharging breathing apparatus (Amendments to SOLAS II-2/15) by 1/7/2014
18 Μαΐου, 2015 | Posted by in SOLAS - (Δεν επιτρέπεται σχολιασμός στο Means of recharging breathing apparatus (Amendments to SOLAS II-2/15) by 1/7/2014)This is a reminder of new SOLAS II-2/15 amendment which applies also to existing ships (constructed before 1 July 2014) by 1 July 2014.
In particular under the current SOLAS regulation, two spare cylinders of self-contained breathing apparatus of fire-fighter’s outfit (one spare cylinder suffices in case ship has a recharging system) shall be onboard ships.
Amendments to SOLAS II-1/15 were adopted, to require an onboard means of recharging breathing apparatus used during drills or a suitable number of spare cylinders shall be carried
on board to replace those used.
Application:
– New ships constructed (keel-laid) on or after 1 July 2014
– Existing ships (ships constructed before 1 July 2014) shall comply with the requirements by 1 July 2014.
Regulation 15 – Instructions, onboard training and drills
After the existing paragraph 2.2.5, the following new paragraph is added:“2.2.6 An onboard means of recharging breathing apparatus cylinders used during drills shall be provided or a suitable number of spare cylinders shall be carried onboard to replace those used.”
Water Mist Systems – PSC detentions
18 Μαΐου, 2015 | Posted by in MOU | PARIS MOU | PSC | SOLAS | USCG - (Δεν επιτρέπεται σχολιασμός στο Water Mist Systems – PSC detentions)The Republic of the Marshall Islands has issued a marine safety advisory regarding some recent PSC Detentions due to issues with water mist systems.
We would like to emphasise the importance of having all water mist systems fully operational, all the time.
The majority of the detentions regarding the water mist systems on foreign flagged vessels entering US ports were related to the system being in “manual” mode instead of “automatic” mode. In several cases, the water supply valve was found closed, rendering the water mist system “not readily available for immediate use”.
The recommendations include paying close attention to valve alignment as well as ensuring that there is adequate labelling reminding the crew on board that critical fixed firefighting equipment must be made available for immediate use. The water mist control panels must be kept in “automatic” mode (and power supply turned “on”).
Special attention should be given to verify these settings prior to entering a U.S. port.
The full text of the Marine Safety Advisory can be found herein.
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