On load release hooks
14 Σεπτεμβρίου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο On load release hooks)Useful references/links
Interim solusion for the discharge of cargo-hold wash water in holds
14 Σεπτεμβρίου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Interim solusion for the discharge of cargo-hold wash water in holds)The revised MARPOL Annex V, which entered into force on 1 January 2013, creates a new definition of cargo residues and includes provisions regulating the discharge of cargo residues into the sea, including a prohibition against discharging cargo residues classified as harmful to the marine environment (HME).
In the past, it has been noted that shipowners and operators have experienced problems in obtaining HME declarations and, when the cargo was classified as HME, in finding adequate port reception facilities at the receiving terminals.
MEPC agreed that, as an interim solution until 31 December 2015, cargo hold washwater from holds previously containing solid bulk cargoes classified as HME may be discharged outside special areas providing:
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Based upon the information received from the relevant port authorities, the master determines that there are no adequate reception facilities either at the receiving terminal or at the next port of call;
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The ship is en route and as far as practicable from the nearest land, but not less than 12 nautical miles;
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Before washing, solid bulk cargo residue is removed (and bagged for discharge ashore) as far as practicable and holds are swept;
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Filters are used in the bilge wells to collect any remaining solid particles and minimise solid residue discharge;
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The discharge is recorded in the Garbage Record Book and the flag state is notified utilising the Revised Consolidated Format for Reporting Alleged Inadequacies of Port Reception Facilities (MEPC.1/Circ.469/Rev.2).
The issue of disposal of solid bulk cargo residues and washwater will be kept under review, so further developments are expected at future MEPC meetings.
Reference is made to MEPC.1/Circ.810.
Paris MOU – new list of deficiency codes
13 Σεπτεμβρίου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Paris MOU – new list of deficiency codes)The new Paris MoU deficiency code list, which has be come effective per 20 August 2013, is now available.
Check the new Paris MoU deficiency code list.
ILO-MLC Database
13 Σεπτεμβρίου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο ILO-MLC Database)The International Labour Organization (ILO) launched a Database on the Maritime Labour Convention 2006 (MLC). The site includesnational determinations, social security issues and a list of recognized organizations among others.
The information contained in this database has not been reviewed by the ILO supervisory bodies and does not imply any approval of compliance with the Maritime Labour Convention, 2006 by the International Labour Organization.
Notice of Arrival/Departure Changes – USA
24 Αυγούστου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Notice of Arrival/Departure Changes – USA)The United States Coast Guard (USCG) will no longer be accepting old versions of the electronic Notice of Arrival Departure (NOAD).
As of the 13th August 2013, the USCG will no longer accept Notice of Arrival/Departure (NOAD) Workbook (Ver. 6.0) as well as all other prior USCG NOAD workbooks, and all non-USCG NOAD workbooks.
From the 22nd October 2013, they will also not accept Notice of Arrival/Departure (NOAD) InfoPath Template 6.0 or 6.1, Workbook 7.0, and OCS Notice of Arrival (NOA) Workbook 1.0.
Shipping companies are advised to ensure that they are using NOAD InfoPath Template 6.2.1, NOAD Workbook 7.1 or OCS Notice of Arrival (NOA) Workbook 1.1 as soon as possible.
Current workbooks may be downloaded from the Downloads section of the NVMC website.
The USCG requests that the Workbooks are completed electronically and then sent via email or imported into the eNOAD web application. Alteration of the official workbook could result in significant delays in processing.
Performance list of Flags/ROs ( 2010-2012 )
6 Αυγούστου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Performance list of Flags/ROs ( 2010-2012 ))UK – MAIB annual report
2 Αυγούστου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο UK – MAIB annual report)The UK Marine Accident Investigation Branch (MAIB) posted its Annual Report 2012. The 78-page report expresses particular concern regarding accidents caused by a lack of professionalism by merchant mariners and by excessive consumption of alcohol by some watchkeepers.
USCG – implementing MLC 2006
2 Αυγούστου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο USCG – implementing MLC 2006)The US Coast Guard issued a Navigation and Vessel Inspection Circular (NVIC) providing guidance for Coast Guard marine inspectors, recognized classification societies (RCSs), and US vessel owners/operators on the US laws and regulations or other measures conforming to the provisions of the Maritime Labour Convention 2006 (MLC 2006) and providing a voluntary inspection program for those who wish to document compliance with the standards of MLC 2006. NVIC 02-2013 (7/30/13).
Concentrated Inspection Campaign (CIC) 2013 on propulsion and auxiliary machinery
31 Ιουλίου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Concentrated Inspection Campaign (CIC) 2013 on propulsion and auxiliary machinery)The Maritime Authorities of the Paris and the Tokyo Memoranda of Understanding (MoU) on Port State Control will launch a joint Concentrated Inspection Campaign (CIC) with the purpose to ensure compliance with SOLAS Chapter II-1 commencing from 1 September 2013 and ending on 30 November 2013.
The scope of the CIC is the safety of propulsion and auxiliary machinery, especially the working order and maintenance of the main engines, auxiliary engines, auxiliary equipment and their related alarm systems. Special attention will be given to familiarity of the crew with safety and emergency procedures with regard to these systems.The propulsion and machinery installations will be verified in more detail for compliance with the mentioned scope of the CIC during a regular Port State Control inspection conducted under the regional ship selection criteria within the Paris and Tokyo MoU regions.
Port State Control Officers (PSCOs) will use a list of 12 selected items to verify critical areas for the propulsion and auxiliary machinery installations, some of which are related to documentation, main and auxiliary equipment, crew familiarization and operational controls. For this purpose, PSCOs will apply a questionnaire listing a number of items to be covered during the concentrated inspection campaign. You can click here to download the questionnaire .
When deficiencies are found, actions by the port State may vary from recording a deficiency and instructing the master to rectify it within a certain period to detaining the ship until serious deficiencies have been rectified. In the case of detention, publication in the monthly detention lists of the Paris and Tokyo MoU web sites will take place. It is expected that the Paris and Tokyo MoUs will carry out approximately 10,000 inspections during the CIC.
Read the complete Press Release
Port State Control of ILO MLC – Get Ready for 20 August!
16 Ιουλίου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Port State Control of ILO MLC – Get Ready for 20 August!)The ILO Maritime Labour Convention (MLC) enters into force on 20 August, and some countries may begin to enforce the ILO new standards via Port State Control inspections.
On 20 August 2013, the ILO Maritime Labour Convention (MLC) will enter into force and ship operators will need to be ready.
At the 2006 Diplomatic Conference which adopted the MLC, ILO also adopted a Resolution which recommends that Port State Control (PSC) should not commence until 12 months after entry into force, i.e. August 2014. However, some port states, if they have ratified the MLC, may still decide to subject ships to PSC inspections to check compliance with the MLC from 20 August 2013.
The International Chamber of Shipping/International Shipping Federation – which negotiated the MLC text on behalf of employers – have therefore produced some free advice for ship operators about MLC PSC .
WHEN CAN PORT STATES EXERCISE PSC?
1. NATIONS ENTITLED TO EXERCISE PSC FROM 20 AUGUST 2013 (notwithstanding ILO Recommendation)
Antigua and Barbuda, Australia, Bahamas, Benin, Bosnia and Herzegovina, Bulgaria, Canada, Croatia, Cyprus, Denmark, Gabon, Kiribati, Latvia, Liberia, Luxembourg, Marshall Islands, Netherlands, Norway, Palau, Panama, Philippines, Poland, Russian Federation, Saint Kitts and Nevis, Saint Vincent & the Grenadines, Singapore, Spain, Sweden, Switzerland, Togo, Tuvalu.
2. NATIONS ENTITLED TO BEGIN EXERCISING PSC BETWEEN 20 AUGUST 2013 AND 20 AUGUST 2014
Barbados, Fiji, Finland, France,Greece, Lebanon, Malta,Morocco, Nigeria, Serbia,South Africa, Viet Nam.Exact dates of ratification(with PSC being permitted 12 months later) can be found at http://bit.ly/QHRuQa
3. NATIONS THAT HAVE NOT YET RATIFIED THE ILO MLC*
These states are not permitted to enforce PSC until 12 months after the date of ratification – See Article VIII, Paragraph 4 of the Convention.
The following advice is intended to help ship operators avoid potential PSC problems.
See www.ics-shipping.org/ilopscguidance.pdf
Recommendations to the Requirements Governing Seafarers’ Hours of Work & Rest
3 Ιουλίου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Recommendations to the Requirements Governing Seafarers’ Hours of Work & Rest)Recommendations Relating to the Application of Requirements Governing Seafarers’ Hours of Work and Rest
This information paper highlights areas of concern with regard to potential ambiguities and differing interpretations of the requirements of applicable Conventions (2010 Manila amendments to the STCW Convention and the 2006 Maritime Labour Convention). The paper considers minimum expectations to ensure compliance with related provisions, recommendations are provided for the information of OCIMF members and the managers and crews of applicable vessels.
Alert!Improving awareness of the human element in the maritime industry
3 Ιουλίου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Alert!Improving awareness of the human element in the maritime industry)A unique resource of professional maritime articles and bulletins, FREE to all.Some of the many themes of each issue include Fatigue, Ergonomics and Training, Health, and more.
This is a Nautical Institute project, sponsored by The Lloyd’s Register Educational Trust, to improve the awareness of the human element in the maritime industry.
The project seeks to represent the views of all sectors of the maritime industry. Suitable for:
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Mariners
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Engineers
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Naval architects
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Port operators
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Regulators
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Insurers
The purpose of Alert! is to establish a common database for, and to promote debate on, all maritime related human element research, focusing attention on areas of weakness that may lead to new research projects, while offering a vehicle for distributing and applying the results.
Also check out our Alert! vodcasts on the site!
Alert! Vodcasts are short (approx 4min) films that can be viewed online or downloaded to your computer or smartphone, aimed at anyone with an interest in the Maritime Human Element.
Each Vodcast corresponds to an edition of the award winning Alert! Bulletins. Why not use them as a free study aid, embed them into your Powerpoint presentations or share with friends and colleagues on your social networking page?
Visit the Alert! site
Australia – updated ship reporting system
28 Ιουνίου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Australia – updated ship reporting system)The Australian Maritime Safety Authority (AMSA) issued a notice reminding masters that, effective 1 July, the Australian Ship Reporting System (AUSREP) is being replaced by the Modernized Australian Ship Tracking and Reporting System (MASTREP). The updated system applies to regulated Australian vessels and to foreign vessels from arrival at the first port in Australia until departure from the final port in Australia. Covered vessels are required to properly operate their AIS transmitters and to transmit the information required by the SOLAS Convention. Other vessels are encouraged to participate.
AUSREP to MASTREP
AUSREP commenced in 1973 in line with Australia’s obligations under the International Convention for the Safety of Life at Sea (SOLAS) as a ship reporting system and is operated by the Australian Maritime Safety Authority (AMSA) through the Australian Rescue Coordination Centre (RCC Australia) in Canberra.
For 40 years AUSREP has served the needs of both Australia and mariners, but over that time requirements have changed and on 1 July 2012 AUSREP commenced the transition to MASTREP. In the first phase of the transition, Australia introduced requirements allowing for the use of Automatic Identification System (AIS) technology, which automates ships’ positional reporting, increasing the timeliness and accuracy of data allowing coverage of a greater number of ships operating within the Australian search and rescue region.
In phase two, to commence 1 July 2013, MASTREP will replace AUSREP as Australia’s internationally recognised ship reporting system. Ships will be required to report via AIS but will no longer be required to submit Sailing Plans and Final Reports as AIS data transmissions include both static and dynamic data which provide timely, detailed information while eliminating manual reporting obligations.
MASTREP Application and Obligation to Report
Application
The AUSREP area and the MASTREP area are the same and the requirement to report applies to each of the following vessels while in the MASTREP area:
(a) a regulated Australian vessel;
(b) a foreign vessel from its arrival at its first port in Australia until its departure from its final port in Australia.
Domestic commercial vessels fitted with GMDSS and AIS are also encouraged to participate in the system as MASTREP assists AMSA in carrying out its search and rescue activities.
Obligation
Position Reports are to be transmitted by AIS. The master of a ship, to which Regulation 19.2.4 of Chapter V of SOLAS applies, must ensure the ship is fitted with a system to automatically transmit the following information:
i. identity;
ii. type;
iii. position;
iv. course;
v. speed;
vi. navigational status;
vii. safety related information.
As per regulation 19.2.4.7 of Chapter V of SOLAS, AIS must be operated taking into account the Guidelines for the onboard operational use of shipborne AIS adopted by IMO Resolution A.917(22)as amended by IMO Resolution A.956(23).
The master of a ship must report any malfunction of the ship’s AIS equipment to RCC Australia in accordance with Section 186 of the Navigation Act 2012.
Further information and guidance on the ship reporting requirements is outlined in the MASTREP Quick Reference Guide.
Copies of the MASTREP Guide can be accessed at the following website:
www.amsa.gov.au/search-and-rescue/sar-in-australia/arrangements-in-australia/mastrep/index.asp
Correction of Oil Record Books for Greek vessels
28 Ιουνίου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Correction of Oil Record Books for Greek vessels)The Ministry of shipping,Maritime affair and the Aegean has issued a circular which refers to the current version of Oil Record Book (Part I) required to keep Greek flag vessels, namely in page 22 thereof. As noted, after paragraph C.11.4 “4. Amount of residue collected by manual operation ……. m3 “, has been omitted by mistake in translation in the English language as follows:” 4. Quantity of residue collected by manual operation ……. m3 “.
To avoid problems for ships by PSC inspectors Ministry of shipping issued in english version explanatory note ( click here to download it) which should be printed and placed at the fron page of ORB / Part 1.
Important factors in order to avoid accidents on board vessels
25 Ιουνίου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Important factors in order to avoid accidents on board vessels)1. Formal risk assessments are not a paperwork exercise to appease management but an effective tool to be used on the job to ensure that all risks are considered and that appropriate risk controls are in place before hazardous work is carried out.
2.Communication between management companies and masters of vessels must be effective so that shore support can be rendered to the vessel in an emergency.
3. Routine maintenance, inspections and testing of fire fighting and life-saving appliances, including drills and exercises for enhancing crew training in their use, should be carried out effectively.
4.Standard and routine tasks are prone to being underestimated in terms of the associated risk of injury. It is important that appropriate measures are implemented to break down the routine on board and that it is regularly pointed out work that is in essence potentially hazardous.
5. The importance of wearing a flotation device when using pilot ladders.
6. Climbing or descending a pilot ladder involves some risk for which crew members should have appropriate training or instruction.
7. The importance of medical fitness for service at sea given that crew members may be exposed to stressful situations demanding high levels of exertion.
8.The importance of suitable tenders for crew transfer operations and recovery.
9.It is important to follow the permit to work system for entering into enclosed spaces on board and that if there is a danger of falling from height, the precautions for working aloft must also be considered.
10.Handrails should be installed along the entire length of the stairs.
11.Crew should wear personal safety equipment including personnel floating device, etc., whilst working on deck.
12.The dangers of climbing or descending ladders while carrying items in one hand.
13.The importance of maintaining communications or visual contact with crew members working alone or in isolated areas.
14. If crew members fall overboard or end up in the water due to an accident their chances of survival will depend on the speed of the crew response, and how well the response has been planned.
15.Survival craft and equipment must be in a state of readiness and in good working order if they are going to be effective in saving lives.
16. Where the ship has a mixed national crew, emphasis must be given to effective communication taking into account both the culture and language factors. This is particularly important in an emergency situation.
17.Navigational watch routines have to be planned to accommodate all duties allocated to watchkeepers so that they are not impaired by fatigue.
18.Navigational watchkeeping arrangements and principles have to be observed and accomplished in accordance with STCW regulations.
19.Regular monitoring of the ship’s heading and regular position fixing combined with thorough navigation by eye and the utilization of all available technical aids is a standard professional requirement. Do not switch off alarms.
20.The COLREGs and STCW are clear and beyond any doubt. A complete navigational watch team is essential if there is any likelihood of the officer on watch developing stress based fatigue.
21. A certificate from a Classification Society is no guarantee of safety of a vessel. The owners must ensure that a vessel is maintained and seaworthy at all times.
22.A vessel’s watertight integrity should be maintained at all times.
ISO9001 and UKAS (1)
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