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Procedures for Port State Control , 2011

2 Μαΐου, 2012 | Posted by admin in PSC - (Δεν επιτρέπεται σχολιασμός)

The Assembly, recognizing that efforts by port States have greatly contributed to enhanced maritime safety and security,prevention of marine pollution and also the need to update the Procedures, as amended, to take account of the amendments to IMO instruments which have entered into force or have become effective since the adoption of resolutions A.787(19) and A.882(21),having considered the recommendations made by the Maritime Safety Committee, at its eighty-ninth session, and the Marine Environment Protection Committee, at its sixty-second session, adopts Resolution A.1052(27) ”Procedures for Port State Control,2011”.

This document is intended to provide basic guidance on the conduct of port State control inspections and afford consistency in the conduct of these inspections, the recognition of deficiencies of a ship, its equipment, or its crew, and the application of control procedures.

Resolutions A.787(19) and A.882(21) are revoked.

PSC

Mandatory Ship Energy Efficiency Management plan

2 Μαΐου, 2012 | Posted by admin in Marpol - (Δεν επιτρέπεται σχολιασμός)

The Marine Environment Protection Committee, at its fifty-ninth session (13 to 17 July 2009), recognizing the need to develop management tools to assist a shipping company in managing the environmental performance of its ships, agreed to circulate the Guidance for the development of a ship energy efficiency management plan, as set out in the MEPC.1_Circ.683

Amendments to MARPOL Annex VI making the “Energy Efficiency Design Index” (EEDI)1) and the “Ship Efficiency Management Plan” (SEEMP)2) mandatory were adopted at the 62nd session of the Marine Environment Protection Committee (MEPC 62) held in July 2011, and will become effective from 1 January 2013.

The amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships, add a new chapter 4 to Annex VI on Regulations on energy efficiency for ships to make mandatory the Energy Efficiency Design Index (EEDI), for new ships, and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. Other amendments to Annex VI add new definitions and the requirements for survey and certification, including the format for the International Energy Efficiency Certificate.

The regulations apply to all ships of 400 gross tonnage and above and are expected to enter into force on 1 January 2013.

However, under regulation 19, the Administration may waive the requirement for new ships of 400 gross tonnage and above from complying with the EEDI requirements. This waiver may not be applied to ships above 400 gross tonnage for which the building contract is placed four years after the entry into force date of chapter 4; the keel of which is laid or which is at a similar stage of construction four years and six months after the entry into force; the delivery of which is after six years and six months after the entry into force; or in cases of the major conversion of a new or existing ship, four years after the entry into force date.

The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in a specific ship design to the industry. As long as the required energy-efficiency level is attained, ship designers and builders would be free to use the most cost-efficient solutions for the ship to comply with the regulations.

The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships.

Summary of MEPC 62 outcomes

Amendments to MARPOL Annex VI were adopted that make the EEDI and SEEMP mandatory. A brief outline of the amendments is given below.

(a) The Attained EEDI of each new ship for which the building contract order is placed on or after 1 January 2013 (in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after 1 July 2013) or the delivery of which is on or after 1 July 2015, is to comply with the EEDI limit value specified based on the EEDI reference line† for each type of ship in cases where the deadweight exceeds a certain value. However, the Administration may waive this requirement up to four years. The EEDI limit values will become more stringent in a step by step manner from 1 January 2015 by introducing a specified reduction rate from the EEDI reference line. † The EEDI reference line is the average line of the EEDI determined for existing ships of the same type expressed by an exponential function of the deadweight calculated by the IMO by using data on ships built during the ten year period from 1999 to 2008.

(b) All ships (both new and existing ships) with a gross tonnage of 400 tons or above will be required to retain a SEEMP onboard on or after 1 January 2013.

EEDI, MARPOL, SEEMP

Pilot Transfer Arrangements – A1045 (27)

1 Μαΐου, 2012 | Posted by admin in SOLAS - (Δεν επιτρέπεται σχολιασμός)

As per MSC308(88) amendments to SOLAS V/23, relating to pilot ladder arrangements, effective as from first safety equipment survey after 1st July 2012. More specifically, pilot ladders on all ships (new and existing) must be clearly identified in order to carry out mandatory inspections which are to be part of the first SOLAS safety equipment survey carried out on or after July 1st, 2012. A record shall be kept onboard with the date the pilot ladder is placed into service and any repairs carried out. The scope of inspection during the periodic safety equipment survey is limited to a general examination without any load test.

Additionally, the new equipment and arrangements for pilot transfer which are installed on or after July 1st, 2012 must be certified by the manufactures or with an international standard acceptable to IMO (i.e. ISO 799:2004, Ships and marine technology – Pilot ladders).

Vessels in operation:

The following summarises the implications for vessels in operation:

Mechanical pilot hoists shall not be used.
Other existing installations – no changes (assumed to be in accordance with the old requirements).
Replacements on existing ships shall in so far as is reasonable/practicable comply with the new requirements.
Shipside doors used for pilot transfer shall not open outwards.(i.e. ship side doors refers to shell openings used for pilot transfer, not to bulwark or guardrail gateways).

Applicable to ships constructed before 1 January 1994 (first survey on or after 1 July 2012).

The IMO has adopted resolution Res 1045(27) with recommendations on the pilot transfer arrangements and this revokes resolution A.889(21).

Through MSC.1/Circ.1375 the IMO provided unified interpretation of SOLAS regulation V/23 regarding the meaning of word “installation” in order to clarify the applicability of the adopted revised regulation. Lastly, though MSC.1/Circ.1402, the IMO encourages Port State Control officers to include inspection of pilot transfer arrangements.

Annual Shipping Industry Flag State Performance Table by ICS

19 Ιανουαρίου, 2012 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός)

The International Chamber of Shipping (ICS) has published its latest annual Shipping Industry Flag State Performance Table.

The Table collates various data available in the public domain. Under the supervision of ICS’s member national shipowners’ associations, the presentation of the Table for 2011 has been modified slightly in order to address feedback from governments.

However the purpose is the same: to encourage shipowners to examine whether a flag state has substance before using it and to encourage them to pressure their flag administration to effect any improvement that might be necessary.

ICS believes that a balance has to be struck between the commercial advantages of shipowners selecting a particular flag and the need to discourage the use any flag that does not meet its international obligations. While it is shipping companies that have primary responsibility for the safe operation of their ships it is the flag state that must enforce the rules.

ICS Secretary General, Peter Hinchliffe (pictured) explained: “ICS makes no apology for continuing to subject flag states to scrutiny, in the same way that ships and company procedures are rightly subjected to inspection by governments. Our overriding interest in promoting high performing flags is that they are less likely to tolerate substandard operators who would otherwise enjoy an unfair commercial advantage over the vast majority of fully compliant shipping companies”.

The Shipping Industry Flag State Performance Table 2011 is available from national shipowners’ associations or via the ICS website.

Use of Privately Contracted Armed Security Personnel (PCASP) – MSC.1/Circ. 1408

22 Δεκεμβρίου, 2011 | Posted by admin in ISPS | PIRACY - (Δεν επιτρέπεται σχολιασμός)

MSC.1/Circ.1408 “Interim Recommendations for Port and Coastal States regarding the use of Privately contracted armed security Personnel on board ships in the High Risk Area”

The Maritime Safety Committee (the Committee), at its eighty-ninth session (11 to 20 May 2011), having approved:

(1) MSC.1/Circ.1405 on Interim guidance to shipowners, ship operators, and shipmasters on the use of privately contracted armed security personnel on board ships in the High Risk Area; and

(2) MSC.1/Circ.1406 on Interim recommendations for flag States regarding the use of privately contracted armed security personnel on board ships in the High Risk Area, greed that there was an urgent need to develop further recommendations to Governments and, in articular, for coastal and port States, on aspects related to the embarkation, disembarkation and carriage of privately contracted armed security personnel (PCASP) and of firearms and security-related equipment for use by PCASP.

2 In this respect the Committee recognized that the facilitation of the movement of PCASP and of the firearms and security-related equipment for use by PCASP was affected by the national legislation and policies of port and coastal States and in this connection there was also a need to address the concerns of port and coastal States with respect to the presence of PCASP and of firearms and security-related equipment for use by PCASP on ships entering, transiting or leaving their territorial sea(s).

3 Given the importance and urgent nature of the issue, and the need to develop and promulgate detailed guidance and recommendations as soon as possible, the Committee approved and the Council authorized the convening of an intersessional meeting of the Maritime Security and Piracy Working Group (13 to 15 September 2011) to update and expand upon the guidance previously issued.

4 The interim recommendations for port and coastal States regarding the use of privately contracted armed security personnel on board ships in the High Risk Area are set out in the annex.

5 The interim recommendations should be read in conjunction with the interim guidance and recommendations set out in 1405-rev-1and 1406-rev-1, the information provided in MSC-FAL.1_Circ.2 on Questionnaire on information on port and coastal State requirements related to PCASP on board ships, as well as the other recommendations and guidance developed by the Organization for preventing and suppressing piracy and armed robbery against ships.

Definitions

1. Private maritime security companies (PMSC): Private Security Companies contracted to provide security personnel, both armed and unarmed, on board for protection against piracy.

2. Privately contracted armed security personnel (PCASP): armed employees of PMSC.

3. High Risk Areas (HRA): areas of the ocean where acts of terrorism, piracy or armed robbery have taken place. An area defined as High Risk may change periodically or over time due to changes in weather, tactics and areas of operation of the perpetrators. Therefore, it is imperative that owners, operators and Masters assess areas of risk based on the latest available information from the Maritime Security Centre Horn of Africa (MSCHOA), the NATO Shipping Centre (NSC) and the International Maritime Bureau (IMB). Vessels also must be prepared to alter course at short notice to avoid pirate activity when information is provided by NAV Warnings and/or naval/military forces.

4. BMP High Risk Area

Somalia, the North West Indian Ocean and Gulf of Aden (GoA): The HRA contained in the BMP Guidelines is defined as an area bounded by Suez, the Strait of Hormuz to the North (26ºN), 10°S and 78°E.. (Note: the UK Maritime Trade Operations (UKMTO) voluntary Reporting Area is slightly larger as it includes the Arabian Gulf). Attacks have taken place at most extremities of the HRA, including at 78° E. The possibility remains that they could take place further out. Attacks to the South have extended into the Mozambique Channel and below 10°S. A high state of readiness and vigilance should be maintained even to the South of the Southerly limit of the HRA. Therefore the Administrator has extended the limits of the HRA to 15ºS and advises against using the Mozambique Channel altogethe.

ISPS, PIRACY

New Guidance for the recording of operations in the Oil Record Book-Part I (All Ships)

12 Νοεμβρίου, 2011 | Posted by admin in Marpol | PSC - (Δεν επιτρέπεται σχολιασμός)

The Marine Environment Protection Committee, at its sixty-second session, (11 to 15 July 2011), approved a revised text of the Guidance for recording of operations in the Oil Record Book Part I – Machinery space operations (all ships) (MEPC 62/24, paragraph 7.23), set out in the annex.

The Guidance is intended to facilitate compliance with MARPOL requirements on board ships by providing advice to crews on how to record the various operations in the Oil Record Book by using the correct codes and item numbers in order to ensure a more uniform port State control procedure. IMO MEPC.1 Circ.736 Rev.2 dated on 6th of October 2011.

Administrations of Parties to MARPOL are invited to encourage implementation of the annexed Guidance for use aboard ships flying their flags and to disseminate it among all stakeholders including ship operators, surveyors and port State control officers.

MEPC.1/Circ.736/Rev.1. is revoked.

Oil Record Book

New edition of ‘On Board Training Record Book’ by ISF -Mandatory compliance

12 Νοεμβρίου, 2011 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός)

A new edition of ISF training record book is published by the International Shipping Federation (ISF).ISF is launching an updated version of its widely used “On Board Training Record Book for Deck Ratings” which takes full account of STCW 2010, including the additional competence standards for Able Seafarer Deck. With this edition instructions are given to Companies in order to comply with recent amendments to STCW Convention (Manila amendments 2010) which enters into force 1.1.2012.

With the amendments become mandatory the use of an approved training record book as proof of the training being carried out on board ships for the evaluation. The guidelines aim to ensure the training of seafarers during sea service and to assist the supervising officers make an objective evaluation of whether trainees are competent. A similar book for Engine Ratings (including Able Seafarer Engine) will follow shortly.

The on board training of applicants for certificates as “deck/navigational” or “engineer” watch officers shall be closely supervised and monitored by a qualified and certified deck or engineer officer, as appropriate, aboard the ship on which the seagoing service is performed for at least six (6) months. Such training shall be recorded in the approved training record book. The latest training record books available from the International Shipping Federation (ISF) and the IMO are currently approved by the Administrator for this purpose.

STCW Convention & Code: “The Manila Amendments”

5 Νοεμβρίου, 2011 | Posted by admin in STCW - (Δεν επιτρέπεται σχολιασμός)

ΙΜΟ – Τροποποιήσεις της Μανίλας στην Σύμβαση και Κώδικα STCW και διευκρινίσεις νέων διατάξεων

Με τις εγκυκλίους του ΙΜΟ STCW.7/Circ.16 και STCW.7/Circ. 17 διευκρινίσθηκαν μεταβατικές διατάξεις των αναθεωρήσεων στη Διεθνή Σύμβαση για τα Πρότυπα Εκπαίδευσης, Έκδοσης Πιστοποιητικών και Τήρησης Φυλακών Ναυτικών (International Convention on Standards of Training, Certification and Watchkeeping for Seafarers – STCW Convention) που υιοθετήθηκαν από την Διπλωματική Διάσκεψη της Μανίλας των Φιλιππίνων (21-25/6/2010).

Σημαντικές αλλαγές στη Σύμβαση και τον Κώδικα STCW

Οι τροποποιήσεις που αποκαλούνται ‘Τροποποιήσεις της Μανίλας στην Σύμβαση και Κώδικα STCW’ υιοθετήθηκαν για να επικαιροποιηθούν τα δύο κείμενα σύμφωνα με τις εξελίξεις από την υιοθέτηση της Σύμβασης το 1978 και την αναθεώρησή της το 1975 για να αντιμετωπισθούν θέματα που αναμένεται να προκύψουν στο ορατό μέλλον.Με τις τροποποιήσεις που προβλέπεται να τεθούν σε ισχύ την 1 Ιανουαρίου 2012 έχουν γίνει σημαντικές αλλαγές στα κεφάλαια της Σύμβασης και στον Κώδικα και ειδικότερα καθιερώνονται:

-βελτιωμένα μέτρα για την πρόληψη πρακτικών πλαστών πιστοποιητικών ικανότητας και την ενίσχυση των διαδικασιών αξιολόγησης και παρακολούθησης συμμόρφωσης των με τις απαιτήσεις της σύμβασης,

BMW.2/Circ. 35/15-08-2011 IMO-Harmonized voluntary arrangements for ballast water management in the mediterranean region

4 Νοεμβρίου, 2011 | Posted by admin in PSC - (Δεν επιτρέπεται σχολιασμός)

Εγκύκλιος BWM.2/Circ 35/15-08-2011 IMO- Εφαρμογή προσωρινού μέτρου εθελοντικής ανταλλαγής έρματος των πλοίων στη Μεσόγειο Θάλασσα

Καθιερώνεται η BWM.2/Circ 35 /15-08-2011 σε εθελοντική βάση της ανταλλαγής έρματος των πλοίων στη Μεσόγειο Θάλασσα στα πρότυπα που ορίζει ο Κανονισμός D1 της Δ.Σ. BWM 2004, ως προσωρινού μέτρου (on interim basis).Το συγκεκριμένο μέτρο, αποτελεί μετεξέλιξη της πρότασης της Ιταλίας (έγγραφο REMPEC/WG.31/6), η οποία υιοθετήθηκε κατά την 2η Περιφερειακή Συνάντηση της Ομάδας άμεσης δράσης του Προγράμματος GloBallast για την Περιφερειακή Στρατηγική σχετικά με τη Διαχείριση έρματος των Πλοίων στη Μεσόγειο (Κων/πολη, 01-03/06/2010). Στη συνέχεια και με πρωτοβουλία του REMPEC, ενημερώθηκε σχετικά ο Διεθνής Ναυτιλιακός Οργανισμός (ΙΜΟ), ο οποίος εξέδωσε τη διαλαμβανόμενη στο θέμα εγκύκλιο, που ορίζει ότι η εφαρμογή του μέτρου, θα ξεκινήσει εθελοντικά την 01-01-2012.