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Leasons to be learned on various reported accidents by IMO

28 Μαΐου, 2013 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Leasons to be learned on various reported accidents by IMO)

Various accidents, which were reported by the IMO working group on the analysis of accidents at sea can be found in below link.

http://www.imo.org/OurWork/Safety/Implementation/Casualties/Pages/Lessons-learned.aspx

Draft Text of lessons learned (FSI 21/ANNEX 3) for presentation to seafarers can be downloaded here.

The subjects of the abovementioned accidents in latest FSI 20 are listed hereunder:

  1. Fire in crew accommodation and death of an oiler

  2. fire in crew accommodation and death of crew members following the evacuation of the ship

  3. crew member fatality during deck maintenance

  4. man overboard/falling overboard while rigging pilot ladder

  5. man overboard/fall while transferring from pilot ladder to tender

  6. falling from height during inspection of water ballast tank

  7. falling from height after cargo hold cleaning

  8. falling down the stairs on the main deck

  9.  fatal accident during hatch cover operation

  10. fatal accident during cargo operation
  11. lifting appliance failed leading to loss of life
  12. explosion while cutting off the top of a steel drum leading to loss of life
  13. falling overboard during preparation for fishing
  14. falling overboard while returning to home port
  15. man overboard/falling overboard while stowing nets
  16. crew members injured while working on forecastle
  17. crush injuries sustained by two crew members in cargo hold
  18. serious injury while stowing the hook and block of a shipboard crane
  19.  grounding and subsequent constructive total loss
  20. Grounding
  21. collision between a fishing vessel and a passenger ship
  22. collision between a fishing vessel and a general cargo ship, and subsequent sinking of the fishing vessel
  23. collision between an oil tanker and a small aggregates carrier, and subsequent sinking of the small vessel
  24. collision between a Ro-Ro ferry and a sailing yacht
  25. collision between a general cargo vessel and a chemical tanker in a traffic lane
  26. heavy contact with the linkspan of a ferry terminal
  27. flooding and sinking of a cargo vessel with the loss of 6 lives
  28.  tug sank while moored alongside bunker barge
  29. fire on board a fishing vessel, leading to sinking
  30. engine-room fire
  31. fire in the auxiliary engine-room
  32. Electrical fire inside cargo hold
  33. explosion within a ballast tank during hot work

The IMO committee issued an overview for the lessons to be learned, which is also included.

We recommend presenting and analyzing to seafarers the above lessons and conclusions during the next safety meeting(s) held on board  as well as including them in the next safety committee meeting reports.

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Lloyd’s Register guidance to assist with the safer management of asbestos in ships

18 Απριλίου, 2013 | Posted by admin in asbestos - (Δεν επιτρέπεται σχολιασμός στο Lloyd’s Register guidance to assist with the safer management of asbestos in ships)

Lloyd’s Register has published a new guide, Asbestos on ships – how to manage it safely, to help shipowners, operators and all stakeholders understand how to deal with asbestos on ships and to support compliance with maritime asbestos regulations which, since 2002, have widely prohibited the continued use of asbestos.

Asbestos remains a problem in shipping. Despite better management and reduced production of asbestos, there remains considerable room for improvement, primarily to reduce the number of deaths. It is still estimated that more than 107,000 people die each year from mesothelioma, lung cancer and asbestosis – the three major asbestos-related diseases – as a result of occupational exposure.

The report’s author, Robin Townsend, Lloyd’s Register’s Regulatory Affairs Lead Specialist, says: “Far from being a problem of the past, asbestos is still produced in many countries and is still widely used, and it is present in many existing buildings and structures, including ships. Most countries still do not have effective prohibitions and global production is still over 40% of peak values. It is imperative that we see further and substantial improvements in regulatory enforcement and a reduction in asbestos related mortality.”

The guide takes a wider look at asbestos, exploring its history, composition and health effects to underline the vital importance of correct management. It also details asbestos-related regulation and suggests tools that can be used to achieve best practice in asbestos management.

Ships often have an increased risk of asbestos exposure. The use of asbestos in shipbuilding has been unusually high over the years and some of the most dangerous asbestos application methods have been particularly prevalent in ship construction.

You can download the report here.

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Maritime Labour Convention 2006

27 Φεβρουαρίου, 2013 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Maritime Labour Convention 2006)

Maritime Labour Convention 2006

Maritime Labour Convention 2006 (MLC 2006) will enter into force on 20 August 2013when, together with SOLAS, MARPOL and STCW, it will become the “fourth pillar” of the international maritime industry’s regulatory framework.

Background

MLC 2006 is intended to provide all seafarers with decent working and living conditions regardless of nationality or flag. It is also designed to address any concerns that may arise if such conditions fail to meet flag Administration requirements regarding compliance with the Convention. In broad terms MLC 2006 covers the payment of wages, safe and secure working and living conditions, fair contractual employment terms and a right to medical care.

Ratification

In August 2012 the Philippines became the thirtieth country to ratify MLC 2006, thereby achieving the required number of ratifications by member states representing at least 33% of the world’s gross tonnage. Consequently the Convention will enter into force on 20 August 2013. An estimated 40,000 ships will need to obtain MLC 2006 certification by this date.

Applicability

The requirements apply to:

  1. ships of 500 gross tonnes or over, engaged in international voyages; and

  2. ships of 500 gross tonnes or over, flying the flag of a member state and operating from a port, or between ports, in another country

The requirements do not apply to vessels navigating entirely within internal waters, sheltered waters or areas where port regulations apply or other waters closely adjacent to these areas. Similarly fishing vessels, naval vessels and their auxiliaries and traditional craft such as dhows and junks are not required to comply with the provisions.

MLC 2006 also expands the definition of a seafarer. This term now applies to anyone employed to work on board a vessel covered by the Convention. Consequently personnel without operational or navigational responsibilities who may not have been classified as seafarers in the past, for example hotel staff on passenger ships, now fall within the ambit of this definition. However, flag Administrations in conjunction with the social partners (i.e. representative organisations of seafarers and shipowners) may agree exceptions.

Convention Requirements

The full text of MLC 2006 may be downloaded from the ILO website. Copies are available in English, French, Spanish, Arabic, German, Portuguese, Russian and Chinese.

The Convention is split into three sections; articles, regulations and the code. The articles and regulations set out the core rights, principles and basic obligations of the ratifying flag Administrations. The code itself, which is incorporated into the regulations, deals with the implementation of the Convention and consists of two parts; Part A which is mandatory and Part B which provides guidelines on the implementation of Part A. The regulations and Parts A and B of the code are arranged under five main headings as follows:

Minimum Requirements for Seafarers to Work on a Ship

  1. Minimum age

  2. Medical certificate

  3. Training and qualifications

  4. Recruitment and placement

Conditions of Employment

  1. Seafarers’ employment agreements

  2. Wages

  3. Hours of work and hours of rest

  4. Entitlement to leave

  5. Repatriation

  6. Seafarer compensation for the ship’s loss or foundering

  7. Manning levels

  8. Career and skill development and opportunities for seafarers’ employment

Accommodation, Recreational Facilities, Food and Catering

  1. Accommodation and recreational facilities

  2. Food and catering

Health protection, Medical Care, Welfare and Social Security Protection

  1. Medical care on board ship and ashore

  2. Shipowners’ liability

  3. Health and safety protection and accident prevention

  4. Access to shore-based welfare facilities

  5. Social security

Compliance and Enforcement

  1. Flag State responsibilities

  2. Port State responsibilities

  3. Labour-supplying responsibilities

Inspection and Certification

The operators of vessels falling within the scope of the Convention are required to develop plans to ensure that they comply with MLC 2006 in accordance with flag Administration requirements. Once completed, the flag Administration or a Recognised Organisation (RO) approved or appointed by the flag Administration, will review, survey and approve the plans to ensure that they are satisfactory.

For certification to be issued, the flag Administration or RO will inspect the vessel to verify that the working and living conditions on board comply with flag Administration requirements, focussing on fourteen key areas:

  1. Minimum age

  2. Medical certification

  3. Qualifications of seafarers

  4. Seafarers’ employment agreements

  5. Use of any licensed, certified or regulated private recruitment and placement service

  6. Hours of work or rest

  7. Manning levels for the ship

  8. Accommodation

  9. On-board recreational facilities

  10. Food and catering

  11. Health and safety, and accident prevention

  12. On-board medical care

  13. On-board complaint procedures

  14. Payment of wages

If compliance with the above is confirmed, the vessel will be issued with a Maritime Labour Certificate. The vessel will also be provided with a Declaration of Maritime Labour Compliance (DMLC) summarising the implementation requirements of the flag Administration together with details of how compliance has been achieved.

A Maritime Labour Certificate is valid for a maximum period of five years and is subject to a renewal inspection by the flag Administration or RO within three months of the date of expiry. In addition, an intermediate inspection will held between the second and third anniversary dates. Renewal inspections and intermediate inspections are no different in terms of their scope and depth.

If substantial alterations are made to the accommodation after certification has been issued, an additional inspection will be necessary.

An interim Maritime Labour Certificate, valid for a maximum period of six months, may be issued to a new ship upon delivery, to a ship which changes flag or if another company assumes responsibility for the operation of the vessel. Although a separate DMLC is not required, an interim certificate will only be issued once the following conditions have been satisfied:

  1. The fourteen key areas listed above have been inspected and, as far as reasonable and practicable, have been found to be acceptable

  2. The company has demonstrated that the vessel has adequate procedures to comply with the Convention requirements of the flag Administration

  3. The Master is familiar with flag Administration requirements regarding MLC 2006 and the responsibilities for its implementation, and

  4. The relevant information for producing a DMLC has been submitted to the flag Administration or RO

Only one interim certificate may be issued, and a detailed inspection must be completed prior to the date of expiry in order to obtain a full term Maritime Labour Certificate.

The DMLC is split into two sections and is to be attached to the Maritime Labour Certificate. Part I, issued on behalf of the flag Administration, lists the fourteen key areas and confirms that they reflect national requirements. Part II, signed by the flag Administration or RO, summarises the measures taken by vessel’s operator to ensure compliance between inspections.

The vessel is also required to maintain a record of all subsequent inspections or verifications carried out, along with details of any significant deficiencies found and the dates when they were rectified. Such details are to be added to the DMLC or appended to it, and are to be made available to seafarers, flag Administration inspectors, port state control (PSC) officers, shipowners and seafarers’ representatives as may be required.

Copies of the Maritime Labour Certificate and the DMLC are to be posted in a conspicuous place on board, accessible by all seafarers.

Although vessels of less than 500 GT, or not engaged in international voyages, or not operating from or between foreign ports do not need to obtain MLC 2006 certification, the flag Administration is still required to visit such vessels at intervals not exceeding three years to inspect the fourteen key areas.

If a vessel is not required to obtain MLC 2006 certification due to its size or trading pattern, the operator may ask the flag Administration or RO to certify the vessel on a voluntary basis if they wish to demonstrate compliance to interested parties such as PSC inspectors or seafarers’ organisations.

Port State Control

Recognising that flag Administrations may not have time to inspect or certificate all of their registered vessels before 20 August 2013, ILO Resolution XVII requests flag Administrations and port states to give due consideration to allowing ships to continue to operate without MLC 2006 certification for one year after the Convention enters into force provided that their inspectors have no evidence that such ships are not complying with the requirements. However, it should be borne in mind that the first thirty countries to ratify the Convention are not legally bound by ILO Resolution XVII.

It is important to note that MLC 2006 includes a “no more favourable treatment clause” to ensure that vessels do not benefit from being registered with a non-ratifying flag Administration. Indeed, vessels flying the flag of non-ratifying countries may face increased scrutiny by PSC officers if they do not possess MLC 2006 certificates or have not been assessed against the general provisions of the Convention by a reputable organisation.

A vessel’s Maritime Labour Certificate and DMLC may be checked during routine PSC inspections. However, a detailed inspection of one or more of the fourteen key areas may be carried out if the PSC officer has “clear grounds” for believing that the vessel may not complying with flag Administration requirements regarding MLC 2006. The term “clear grounds” includes:

  1. Concerns regarding the validity of the vessel’s MLC 2006 certification or documentation

  2. Indications that the vessel may have changed flag to avoid compliance with MLC 2006

  3. Working or living conditions which do not appear to meet the requirements

  4. A complaint alleging that the living or working conditions on board do not fulfil the requirements

In the event of a complaint about working or living conditions, the inspection will generally be limited to issues falling within the scope of the complaint. However, any concerns arising from the findings may provide the PSC officer with clear grounds for carrying out a detailed inspection thereafter.

If a detailed inspection determines that the working or living conditions on board fail to meet MLC 2006 requirements, the deficiencies will be brought to the master’s attention together with deadlines for their rectification. Deficiencies which are considered to be significant or relate to a complaint will be reported to the seafarers’ and shipowners’ organisations in the country where the inspection took place, and the vessel’s flag Administration and the relevant authorities at the vessel’s next port of call may be informed, possibly resulting in another PSC inspection. A copy of the report may also be sent to ILO’s Director-General together any comments received from the vessel’s flag Administration.

If the findings of a PSC inspection conclude that the conditions on board are clearly hazardous to the safety, health or security of the crew, or that there has been a serious or repeated breach of Convention requirements or that seafarers’ rights have been violated, the ship may be detained until such issues have been rectified or an action plan has been agreed with the PSC officer.

Examples of circumstances that may lead to a ship being detained include:

  1. The presence of any seafarer on board under the age of 16

  2. The employment of any seafarer under the age of 18 in work likely to jeopardise their health or safety, or in night work

  3. Insufficient manning, including situations caused by the removal under-age seafarers

  4. Deficiencies constituting a violation of fundamental rights, or a breach of employment or social rights

  5. Repeated cases of seafarers lacking valid medical fitness certificates

  6. Repeated cases of seafarers not in possession of valid seafarer’s employment agreements (SEAs), or with SEAs containing clauses constituting a denial of seafarers’ rights

  7. Seafarers repeatedly working beyond the maximum hours of work, or having less than the minimum hours of rest

  8. Heating, air-conditioning or ventilation systems that are not working adequately

  9. Food and drinking water where the quantity and quality is not suitable for the intended voyage

  10. Accommodation, including catering and sanitary facilities, that is unhygienic or with missing or malfunctioning equipment

  11. Repeated cases of non-payment of wages, or the non-payment of wages over a significant period, or the falsification of wage records or the existence of more than one set of wage accounts

  12. Deficiencies regarding the vessel’s medical guide, medicines or medical equipment

Preparing for Compliance

Since MLC 2006 incorporates a number of older Conventions, operators may find that their vessels are currently complying with many of the requirements specified by their flag Administrations. Similarly, the overlap between MLC 2006 and existing IMO Conventions such as STCW may mean that some requirements are already addressed in the Safety Management System.

However, with less than seven months to go before MLC 2006 becomes mandatory, Members who have not yet started to prepare for compliance are urged to do so without delay.

Reference Material

The International Shipping Federation recently launched a second edition of its “Guidelines on the Application of the ILO Maritime Labour Convention” which includes a CD containing essential reference material and a checklist to aid compliance. Members may obtain a complimentary copy of this useful publication from the Loss Prevention department on request.

For further information on MLC 2006, please see:

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Port State Control – Crew Familiarisation and Training: a weak area

27 Φεβρουαρίου, 2013 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Port State Control – Crew Familiarisation and Training: a weak area)

In accordance with the ISM Code 6.3 and 6.5, the company managing the vessel must ensure that the ship’s personnel are familiar with their duties and should establish procedures for identifying training needs.

Unfortunately, shipboard audits and port state control results show this to be a weak area. In many cases, the crew is unfamiliar with the ship-specific LSA, FFS and pollution-prevention equipment.

An example that requires ship operators’ attention is the crew’s lack of familiarity with the 15ppm Oil Content Meter (OCM), else known as 15ppm Bilge Alarm and their inability to retrieve the built-in history log when so requested by the authorities.

BACKGROUND
IMO resolution MEPC.107(49) of 18 July 2003 adopted the Revised Guidelines and Specifications for Pollution Prevention Equipment for Machinery Space Bilges of Ships.

Oil-filtering equipment and 15ppm OCM approved by latest standards are fitted to newbuildings with a keel laid on or after 01/01/2005 or to existing ships when the equipment is replaced after 01/01/2005.

One of the new features of this latest technology is that the 15ppm OCM is fitted with a built-in electronic history log. The system automatically keeps records of the equipment’s operations. These records must remain available on board for 18 months for third-party inspections (reference MEPC.107 (49) paragraph 4.2).

The ship’s personnel need to be trained to operate the equipment and should be able to retrieve the history log when requested (reference MEPC.07(49) paragraph 1.1.5 and ISM Code).

DEFICIENCIES
During a port state control inspection, the engine-room personnel (usually the Chief Engineer) might be requested to retrieve the electronic log from the OCM. The records are then compared with the entries in the Oil Record Book.

Inspections reveal that very often the crew does not know how to retrieve the log from the unit. Even worse, the crew sometimes completely ignores the fact that the unit keeps a built-in log of its operations and alarms. On several occasions when the records have been compared to the Oil Record Book, serious inconsistencies have been revealed leading to in-depth MARPOL inspections.

RECOMMENDATION TO SHIP MANAGERS

The company should check what types of equipment it has on board its ship and amend its training procedures accordingly. The crew should be trained on the ship-specific type of OCM and should know how to retrieve the history log from the unit.

The company is further strongly recommended to use this facility of the OCM to check the accuracy of the Oil Record Book entries during its internal on board inspections.

Source: DNV

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US Pollution California – Changes in Certificates of Financial Responsibility (COFR) Requirements

27 Φεβρουαρίου, 2013 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο US Pollution California – Changes in Certificates of Financial Responsibility (COFR) Requirements)

Relevant provisions in the CA Code of Regulations (CCR) on evidence of financial security and renewal procedures for CA certificates of financial responsibility (COFRs) published by the Californian (CA) Office of Spill Prevention and Response (OSPR) and currently effective.

Before operating in CA marine waters, tank and non-tank vessels are required to submit their certificate of entry (CoE) at least ten (10) calendar days prior to operating or entering these waters, in order to apply for a CA COFR. This requirement supersedes the requirement to submit the CoE at least three (3) working days prior to entering CA waters.

The thirty (30) and ninety (90) day timeframe required for self-certifying renewal with the P&I Club and the timeframe for providing the renewal documentation – i.e. the CoE – are replaced with a single timeframe of forty-five (45) calendar days following expiration of the P&I Club coverage to submit all necessary documentation including the CoE.

Source: West of England

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Failure of lifeboat wire fall – five fatalities on a passenger vessel

27 Φεβρουαρίου, 2013 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Failure of lifeboat wire fall – five fatalities on a passenger vessel)

Failure of lifeboat wire fall due to corrosion that resulted in five fatalities on the Maltese registered passenger vessel Thomson Majesty.

The MSIU would be very grateful if the attached document is kindly brought to the attention of all safety managers of vessels. The scope behind this Safety Alert is to highlight the potential hazards related to failure of lifeboat wire falls.

Click here to read safety alert.

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A Guide to Identifying Genuine Admiralty Products

27 Φεβρουαρίου, 2013 | Posted by admin in charts | ISM - (Δεν επιτρέπεται σχολιασμός στο A Guide to Identifying Genuine Admiralty Products)

The UK Hydrographic Office (UKHO) has issued a warning regarding counterfeit charts and other UKHO publications it has seen in circulation.

The counterfeit documents do not satisfy SOLAS carriage requirements and having counterfeit documents on board may lead to further legal complications where the carriage of counterfeit items is against the law in many countries.

In addition, counterfeit charts and publications have not been subjected to the thorough checks and cannot be trusted to be used for navigational purposes and could potentially lead to navigation errors causing an incident.

“Official Admiralty charts bear the Admiralty ‘Flying A’ watermark within the paper and will carry a ‘thumb label’ strip on the reverse with the Admiralty logo, chart number, geographical area, barcode and date.  Suspect charts and publications can also be identified by comparing them against official Admiralty versions, where variations may be spotted in the look, feel and weight of the product and the colour tone and strength of the ink.  The folds on charts and the height and binding quality of publications can also provide a good indicator of whether a product is official or counterfeit.” – UKHO

The UKHO has produced a short guide to help distinguish between counterfeit publications and official UKHO products. The free guide can be found here.

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GUIDELINES ON THE APPLICATION OF THE ILO MARITIME LABOUR CONVENTION

3 Ιανουαρίου, 2013 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο GUIDELINES ON THE APPLICATION OF THE ILO MARITIME LABOUR CONVENTION)

The ILO Maritime Labour Convention (MLC) will enter into force in August 2013 and employers will need to be ready .

To help shipping companies and crews ensure compliance, ISF has updated and expanded its comprehensive guide, originally published shortly after the MLC was adopted.
The new ISF Guidelines address in detail the obligations of ship operators including inter alia:

 

 

  1. Seafarers’ employment contracts

  2. Oversight of manning agents

  3. Working hours

  4. Health and safety

  5. Crew accommodation

  6. Catering standards

  7. Seafarers’ welfare

The ISF Guide also contains:

  1. Guidance on MLC certification (including the

  2. Declaration of Maritime Labour Compliance)

  3. Port state control

  4. On board complaint procedures

  5. Compliance checklist

Plus – accompanying CD containing full text of the Guide (with a ‘search’ function), the full text of the MLC itself, plus other useful documentation

Copies can be ordered now from Marisec Publications.


  
                
                       
                        

       
              
                
				
	
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Interim Guidelines for protection against  piracy in the Gulf of Guinea region

                20 Δεκεμβρίου, 2012 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Interim Guidelines for protection against  piracy in the Gulf of Guinea region)                 
                
				

            
Piracy and armed robbery (hereafter referred to as piracy) in the Gulf of Guinea region is an established criminal activity and is of increasing concern to the maritime sector.And with recent attacks becoming more widespread and violent, industry has now identified an urgent need to issue these Guidelines.


Although piracy in the Gulf of Guinea region in many ways differs from that of Somalia based piracy, large sections of the Best Management Practices already developed by industry to help protect against Somalia based piracy are also valid in the Gulf of Guinea region. Consequently, these interim Guidelines aim to bridge the gap between the advice currently found in BMP4 and the prevailing situation in the Gulf of Guinea region. 


Consequently, these guidelines should be read in conjunction with BMP4 and will make reference to BMP4 where relevant.


These interim Guidelines have been developed by BIMCO, ICS, INTERCARGO and INTERTANKO, and are supported by NATO Shipping Centre.


A soft copy of BMP4 can be found in the websites of these same organisations.


Click here to download these interim guidelines.






  
                
                       
                        

       
              
                
				
	
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USCG – Top ten Cargo Vessel deficiencies

                14 Δεκεμβρίου, 2012 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο USCG – Top ten Cargo Vessel deficiencies)                 
                
				

            
 Office of Investigations & Analysis Commandant (CG-545) conducted an analysis of all deficiencies recorded by CG Marine Inspectors while inspecting certificated commercial vessels (other than Offshore Supply Vessels) under Subchapter I. The purpose of this analysis was to identify the ten most common deficiencies to share with the owners/operators so they can take corrective actions onboard their vessels, ensure continual compliance with safety and environmental requirements, and so that problems can be rectified prior to scheduling the next Coast Guard examination.


Click here to read the  top ten deficiencies, including a brief explanation of the deficiency, applicable regulation, and potential correction methods.

  
                
                       
                        

       
              
                
				
	
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PARIS MOU To Focus Attention On Passenger Ship Safety in 2013

                11 Δεκεμβρίου, 2012 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο PARIS MOU To Focus Attention On Passenger Ship Safety in 2013)                 
                
				

            
The port State control authorities in the 27 member Paris MoU will focus their attention on passenger ship safety in 2013. Following the loss of the cruise ship Costa Concordia, in May the Paris MoU Port State Control Committee agreed to organize a Harmonized Verification Program (HAVEP) on operational controls on passenger ships. The HAVEP will last for twelve months, commencing on 1 January 1 2013 and ending on 31 December 2013.


PSCOs will use a questionnaire listing a number of items to be covered during the HAVEP. All items will be verified in more detail for compliance with related items in SOLAS Chapters II, III and V.


The main purpose of the HAVEP is to verify that:


• In the event of a shipboard emergency the crew can organise themselves

into an effective team to tackle the emergency;


• The officers and crew can communicate effectively with each other and with shore based support and rescue services;


• The Master is in control and information is flowing to/from the command centre; and


• In the event of the situation getting out of hand the crew and passengers

can safely abandon the ship.






Read the complete Press Release


Source: Paris Mou


 

  
                
                       
                        

       
              
                
				
	
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USCG – Issuance of IEE Certificates

                11 Δεκεμβρίου, 2012 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο USCG – Issuance of IEE Certificates)                 
                
				

            
The Coast Guard is amending its Vessel Inspection Alternatives regulations to add the International Energy Efficiency (IEE) Certificate to the list of certificates that a recognized classification society may issue on behalf of the Coast Guard.


Tthey are making this change because Annex VI of the International Convention for the Prevention of Pollution by Ships, 1973, as modified by the Protocol of 1978, has been amended to address energy efficiency for ships, and these amendments call for the issuance of IEE Certificates starting January 1, 2013.This rule will enable recognized classification societies to apply to the Coast Guard to issue IEE Certificates to vessel owners and help to ensure that the demand for IEE Certificates is met.


This final rule is effective as from January 9, 2013.


 

  
                
                       
                        

       
              
                
				
	
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Panama Canal – New Panamax vessel requirements

                11 Δεκεμβρίου, 2012 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Panama Canal – New Panamax vessel requirements)                 
                
				

            
The Panama Canal Authority (ACP) reminds all customers that vessels arriving at Canal waters, whether for docking or transiting the Panama Canal, must comply with vessel requirements, as stated in the Maritime Regulations for the Operation of the Panama Canal and OP’s Notice to Shipping No.N-1-2012, “Vessel Requirements.”


The newest advisory  A-28-2012  of the Panama Canal (Panama Canal Authority) provides new definitions and requirements for transit through new new locks and the maximum allowed dimensions of ships which will pass through them.


The same Directive recalled that the elements under No. N-1-2012, “Vessel Requirements” advert must be followed by transiting ships and those calling for docking.


Attention should be made on the corrected calculation of “Blind Distance” included on pages V and VI.



  
                
                       
                        

       
              
                
				
	
              
				

			
			
								
			

            	
                

				
Revised Marpol Annex V to be effected on 1/1/2013

                8 Δεκεμβρίου, 2012 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Revised Marpol Annex V to be effected on 1/1/2013)                 
                
				

            


Following previous related post,the main changes in the revised MARPOL Annex V are as follows:


Practically all discharges of waste into the sea are prohibited, including cooking oil and all plastics, even in the form of incinerator ash.


The only discharges allowed are:


 Outside special areas:


    

  1. 

    >3nm from the nearest land for comminuted/ground food waste (able to pass through a screen with openings no greater than 25mm)
    

    2. 

  2. 

    >12nm from the nearest land for food waste and cargo residues that are not harmful to the marine environment
    

    3. 

  3. 

    Cleaning agents which are not harmful to the marine environment (contained in cargo hold, deck and external surfaces wash water)
    

    4. 

  4. 

    Animal carcasses (as far as possible from the nearest land and in accordance with IMO guidelines).
    

    5. 



Inside special areas:


    

  1. 

    >12nm from the nearest land for comminuted/ground food waste (able to pass through a screen with openings no greater than 25mm)
    

    2. 

  2. 

    >12nm for cargo residues that are not harmful to the marine environment (only if the ship is not transiting outside the special area between ports and no adequate reception facilities are available at those ports)
    

    3. 

  3. 

    Cleaning agents which are not harmful to the marine environment (contained in deck and external surfaces wash water).
    

    4. 

  4. 

    An “en route” clause has been introduced, meaning that most allowable discharges are only permitted while the ship is en route.
    

    5. 

  5. 

    A Revised Garbage Record Book (new categories and different recording requirements).
    

    6. 

  6. 

    Every vessel of 100 GT and above or carrying 15 persons or more shall carry a Garbage Management Plan.
    

    7. 

  7. 

    Ships 12 metres in length or more and fixed or floating platforms are to display placards notifying crew and passengers of the MARPOL Annex V requirements.
    

    8. 

  8. 

    Discharges of any garbage from fixed or floating platforms and from any ship alongside or within 500m of a fixed or floating platform are prohibited.
    

    9. 



Further extensive guidance on the revised MARPOL Annex V can be found in the 2012 Guidelines for the Implementation of Annex V (MEPC.219(63) adopted on 2 March 2012).


Shipowners are reminded that the revised Annex V entails that:


    

  1. 

    Crews should be instructed on the forthcoming requirements.
    

    2. 

  2. 

    A revised Garbage Management Plan must be produced and implemented on board.
    

    3. 

  3. 

    Placards on board must be renewed so as to display the revised garbage disposal requirements.
    

    4. 

  4. 

    The Garbage Record Book must be updated in accordance with the new recording requirements.
    

    5. 


  
                
                       
                        

       
              
                
				
	
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MSC agrees new measures for passenger ship safety&protection of personnel from noise onboard ships

                7 Δεκεμβρίου, 2012 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο MSC agrees new measures for passenger ship safety&protection of personnel from noise onboard ships)                 
                
				

            
IMO’s Maritime Safety Committee (MSC), which met at the Organization’s London Headquarters for its 91st session from 26 to 30 November 2012, agreed that rules to require passenger safety drills to take place prior to, or immediately upon, departure should be made mandatory, in the wake of the Costa Concordia incident.


The MSC also adopted a number of amendments to the International Convention for the Safety of Life at Sea (SOLAS), including a new mandatory requirement for new ships to be constructed to reduce on-board noise and to protect personnel from noise; and considered a range of other issues, including piracy and armed robbery against ships and other items submitted by the IMO sub-committees.


Draft amendment on muster drills approved 

The MSC approved a draft amendment to SOLAS regulation III/19 to require musters of newly embarked passengers prior to or immediately upon departure, instead of “within 24 hours”, as stated in the current regulations. The draft amendment will now be circulated with a view to adoption, at the next session, MSC 92, in June 2013.


The Committee also agreed a revised circular on recommended operational measures to be implemented on a voluntary basis, and updated its long-term action plan on passenger ship safety. (See Briefing 54/2012).


New mandatory requirements to reduce noise on board ships

The MSC adopted a new SOLAS regulation II-1/3-12 to require new ships to be constructed to reduce on-board noise and to protect personnel from noise, in accordance with the revised Code on noise levels on board ships, also adopted, which sets out mandatory maximum noise level limits for machinery spaces, control rooms, workshops, accommodation and other spaces on board ships. The Code supersedes the previous non-mandatory Code, adopted in 1981 by resolution A.468(XII).


The Code on noise levels on board ships will come into effect when the new regulation enters into force, on 1 July 2014.


Other SOLAS amendments adopted

The MSC also adopted the following SOLAS amendments, which are expected to enter into force on 1 July 2014:


• amendments to SOLAS regulation III/17-1 to require ships to have plans and procedures to recover persons from the water, as well as related Guidelines for development of plans and procedures for recovery of persons from the water. Also, a related MSC resolution on Implementation of SOLAS regulation III/17-1 to ships to which SOLAS chapter III does not apply;


• amendments to SOLAS regulation II-2/10 on fire fighting to require a minimum of duplicate two-way portable radiotelephone apparatus for each fire party for fire fighters’ communication to be carried; amendments to regulation II-2/15 on instructions, on-board training and drills, to require an on-board means of recharging breathing apparatus cylinders used during drills, or a suitable number of spare cylinders; and amendments to regulation II-2/20 on protection of vehicle, special category and ro-ro spaces related to fixed fire-extinguishing systems; and


• amendments to the appendix to the annex to the SOLAS Convention replacing all forms of certificates and records of equipment, including its 1988 Protocol, and amendments to the forms of the Cargo Ship Safety Construction Certificate and Cargo Ship Safety Equipment Certificate of its 1978 Protocol.


SOLAS amendments to mandate enclosed-space entry and rescue drills approved


The MSC approved, for adoption at MSC 92, draft amendments to SOLAS regulation III/19, on emergency training and drills, to mandate enclosed-space entry and rescue drills, which would require crew members with enclosed-space entry or rescue responsibilities to participate in an enclosed-space entry and rescue drill at least once every two months.


The draft amendments are aimed at ensuring seafarers are familiar with the precautions they need to take prior to entering enclosed spaces and also with the most appropriate action they should take in the event of an accident.


Piracy and armed robbery against ships statistics reviewed

The MSC reviewed the latest statistics on piracy and armed robbery against ships and noted the encouraging downward trend in piracy attacks in the western Indian Ocean. However, there were still many innocent seafarers held hostage in Somalia, some for more than two years. The increase in the number of incidents of piracy and armed robbery against ships in the Gulf of Guinea and the increasing level of violence of those attacks was also a major concern.


The MSC welcomed the news from the International Organization for Standardization (ISO) that it had developed ISO PAS 28007 for Private Maritime Security Companies.


Goal-based standards implementation work continued 

The MSC continued its work on goal-based standards, further developing draft guidelines for the approval of equivalents and alternatives as provided for in various IMO instruments. Work on the guidelines will continue in a correspondence group.


The development of interim guidelines for the safety level approach was also discussed, and a working group agreed a draft set of elements to be considered. The “Safety level” is defined as a measure of exposure to risk and the “Safety-level approach” is defined as the structured application of risk-based methodologies for the IMO rule-making process.   Member States and interested organizations were invited to submit comments on the safety level approach elements to the next session.


IMO audit scheme Code and amendments approved

The MSC approved the draft IMO Instruments Implementation Code (III Code), which sets the standard for the IMO audit scheme, and approved draft amendments to the following treaties to make the III Code and auditing mandatory: International Convention for the Safety of Life at Sea, (SOLAS), 1974, as amended, and the Protocol of 1988 relating to the International Convention on Load Lines, 1966 (1988 Load Lines Protocol), as amended, for adoption by MSC 93.  The MSC also adopted amendments to the Convention on the International Regulations for Preventing Collisions at Sea, 1972, as amended (COLREG 1972), the International Convention on Load Lines, 1966 (LL 1966) and the International Convention on Tonnage Measurement of Ships, 1969 (TONNAGE 1969), for subsequent adoption by the Assembly at its twenty-eighth session (following the procedures for adoption of amendments for the COLREG 1972, LL 1966 and Tonnage 1969 conventions).


Similar draft amendments to the International Convention on Standards of Training, Certification and Watchkeeping (STCW), 1978, as amended and the Seafarers’ Training, Certification and Watchkeeping (STCW) Code were referred to the Sub-Committee on Standards of Training and Watchkeeping for further review with a view to their approval at the next session of the MSC..


The aim is to adopt the treaty amendments in 2014, once the III Code has been formally adopted by the IMO Assembly, in 2013.


Code for Recognized Organizations (ROs) approved

The MSC approved the draft Code for Recognized Organizations (ROs) and related draft amendments to SOLAS, 1974, and the Load Lines 1988 Protocol, to make it mandatory, for adoption, at a future session. The Code will provide a consolidated text containing criteria against which ROs (which may be authorized by flag States to carry out surveys and issue certificates on their behalf) are assessed and authorized/recognized, and give guidance for subsequent monitoring of ROs by Administrations.


Restructuring of sub-committees to be discussed at next session


The MSC discussed proposals to restructure the nine sub-committees reporting to MSC and to the Marine Environment Protection Committee (MEPC), which had been endorsed in principle by the IMO Council in June (See Briefing 49/2012).   The Committee had a detailed discussion on the Secretary-General’s initiative, and agreed to request the Secretariat to prepare a detailed proposal for consideration by MEPC 65 and by MSC 92. The Committee also agreed to establish a dedicated working group at  the next session to discuss the proposals in much greater detail.


Other issues

In connection with other issues arising from the reports of IMO sub-committees and other bodies, the MSC:


• adopted  amendments to update the Performance standard for protective coatings for dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers (resolution MSC.215(82)) and the Performance standard for protective coatings for cargo oil tanks of crude oil tankers (resolution MSC.288(87)), which are mandatory under SOLAS 74, as amended;


• adopted amendments to annex B to the 1988 Load Lines Protocol, as amended, related to Regulation 27(11) Initial condition of loading and Regulation 27(13) Condition of equilibrium;


• adopted amendments to update the International Code for Fire Safety Systems (FSS Code), as amended, including revised specifications for breathing apparatus and revised chapter 14 on fixed deck foam systems;


• adopted amendments to chapters 17, 18 and 19 of the International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC Code), which have been concurrently adopted by the Marine Environment Protection Committee (MEPC);


• approved a COMSAR circular on guidance on smartphone and other computer devices, which points out the potential safety concerns in relation to the use of applications for smartphones  and other computer devices that relate to Search and Rescue (SAR);


• adopted a number of new and amended ships’ routeing measures;


• adopted  a new mandatory ship reporting system “In the Barents Area (Barents SRS)”;


• approved the Secretary-General’s report on three countries whose independent evaluations have been completed since the previous MSC meeting and confirmed those Parties continued to give full and complete effect to the provisions of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, as amended;


• approved revised Guidelines on the Medical Examination of Seafarers (STCW.7/Circ.19);


• approved a STCW.7 circular providing Guidance on Electronic Chart Display and Information System (ECDIS) Training;


• approved guidance to STCW parties, including revised circulars on Procedures regarding the consideration of information communicated in accordance with article IV and regulation I/7 of the STCW Convention (MSC.1/Circ.796/Rev.2;  Guidance on the preparation, reporting and review of independent evaluations and steps taken to implement mandatory amendments required by regulations I/7 and I/8 of the STCW Convention (MSC.1/Circ.997/Rev.1); and Guidance on arrangements between parties to allow for recognition of certificates under regulation I/10 of the STCW Convention (MSC.1/Circ.950/Rev.1);


• approved amendments to the International Management Code for the Safe Operation of Ships and for Pollution Prevention (International Safety Management (ISM) Code), intended to improve its efficiency and user friendliness;


• approved a draft Assembly resolution on Revised Guidelines on implementation of the ISM Code by Administrations;


• approved a draft Assembly resolution on Revised Guidelines for the structure of an integrated system of Contingency planning for shipboard emergencies;


• approved draft amendments to the International Convention for Safe Containers (CSC), 1972, for subsequent adoption. The draft amendments incorporate amendments to the CSC Convention adopted in 1993 by resolution A.737(18), which have not yet entered into force;


• approved the MSC-MEPC circular on the Revised Guidelines for Formal Safety Assessment (FSA) for use in the IMO rule-making process (Revised FSA Guidelines), and the MSC-MEPC circular on Guidelines for the application of Human Element Analysing Process (HEAP) to the IMO rule making process (HEAP Guidelines);


• approved the revised MSC circular on Guide for cold water survival; and


• approved a  revised MSC.1/Circ.1350 on Unified Interpretations of SOLAS regulation V/22.1.6 relating to navigation bridge visibility, to include a new paragraph covering the use of a remote camera system as means for achieving the view of the ship’s side from the bridge wing.


Source: IMO

  
                
                       
                        

       
              
                
				
	
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