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22 Ιουνίου, 2014 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Missing Certificate OF Proficiency For Security Awareness-Paris MOU)
The International Chamber of Shipping (ICS) informed that – although given recommendations by the IMOcirculars to the Port Authorities – the Paris MOU continues to regard as a lack (deficiency ) , which will be recorded , for missing Security Certificates (Security-Related training) of seafarers.
The Paris MOU DOES not accept the recommendations for extension of compliance with the STCW until 01/07/2015 .Despite the pleas and arguments of the ICS, the attitude of the Paris MOU will be maintained until at least May 2014 when the Commission will convene the Paris MOU and will consider the matter further .
The ICS recommends the following actions if problems arise regarding an inspection by inspectors of Member ports :
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Ensure that the copies of the two circulars of the IMO are available on board to inform inspectors.
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Action in the national audit authority given port if a related deficiency was imposed by a PARIS MOU inspector with insufficient justification for the training of seafarers in security matters.
Click here for more details.
deficiencies, PARIS MOU
25 Φεβρουαρίου, 2014 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Paris MOU – CIC preliminary results 2013)
The Paris MOU issued a press release stating that the preliminary results from the Concentrated Inspection Campaign (CIC) on Propulsion and Auxiliary Machinery, carried out between 1 September 2013 and 30 November 2013 in the Paris MoU region show that:
68 ships (41% of all detentions) were detained over the 3 month period as a direct result of the CIC for deficiencies related to propulsion and auxiliary machinery. Problem areas included the propulsion of the main engine, cleanliness of the engine room and emergency source of power/emergency generator.
cic, deficiencies, detention, PARIS MOU
8 Νοεμβρίου, 2013 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο The top 10 deficiencies under the MLC 2006)
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Name and address of “Shipowner” included in MLC certificate and Declaration of Maritime Labour Compliance (DMLC) Part II are not according to the correct definition of “Shipowner” established by article II 1.(j) of MLC.
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Medical certificates issued by medical personnel not recognized by the Panama Maritime Authority (Standard A1.2.4)
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SRPS without license or certificate to operate (Standard A1.4.2; A1.4.3)
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SEA not signed between seafarer and shipowner (Standard A2.1(a))
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Manning agreement between shipowner and representative of shipowner (where SEA is signed by representative of shipowner) not available on board (Standard A2.1.1(a))
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SEA not available in English language (Standard A2.1.2)
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Records of daily hours of rest for use on board the ship not properly completed (Standard A2.3.12)
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Documented evidence of shipowners’ financial security to assure compensation in case of seafarer’s death or long-term disability due to an occupational injury, illness or hazard not found on-board (Standard A4.2.1(b))
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Documented evidence of shipowners’ financial security for repatriation of seafarers not found on-board (Regulation 2.5.2)
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Complaint procdures not found on board and personnel not familiarised with these procedures (Standard A5.1.5.2 and Guideline B5.1.5.1)
deficiencies, ILO, MLC 2006
8 Νοεμβρίου, 2013 | Posted by admin in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Results first month MLC: 7 ships detained for MLC-related deficiencies)
Results first month Maritime Labour Convention: 7 ships detained for MLC-related deficiencies
14 October 2013
On 20 August 2013 the Maritime Labour Convention (MLC, 2006) entered into force and became a relevant instrument for the Paris MoU. Thus making the MLC requirements officially subject to port State control. During the first month 7 ships were detained for MLC-related deficiencies. This means that 10% of the total number of detentions (68) in the Paris MoU area in this period was MLC, 2006 related.
The detentions were imposed by 4 different port States: Canada (2 ships), Denmark, the Russian Federation and Spain (3 ships). The detained ships were flying the flag of Cyprus (2 ships), Liberia, the Netherlands, Panama (2 ships) and Tanzania.
Other interesting figures during the month of MLC:
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A total of 4,260 deficiencies have been recorded;
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494 deficiencies out of the 4,260 recorded (11.5%) were related to any of the ILO Conventions listed as relevant instrument;
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Of these 494, 30 (6,1%) were considered to be serious enough to be a ground for detention;
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23 of those 30 (76,7%) were related to breaches of the MLC and resulted in the detention of 7 individual ships;
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The total number of detentions was 68 during 1,532 inspections, which resulted in a detention rate of 4,4%.
The MLC, 2006 applies to all ships engaged in commercial activities. International certification is required for all ships of 500GT and over, making international voyages. The requirements of the MLC, 2006 have to be implemented on board at the entry into force date 20 August 2013.
Only the member States of the Paris MoU who have ratified the MLC,2006 on or before 20 August 2012 are entitled to conduct PSC inspections on MLC, 2006 requirements from 20 August 2013. As a result the following twelve member States have started enforcing the MLC, 2006: Bulgaria, Canada, Croatia, Cyprus, Denmark, Latvia, the Netherlands, Norway, Poland, the Russian Federation, Spain and Sweden.
deficiencies, ILO, MLC 2006
13 Σεπτεμβρίου, 2013 | Posted by admin 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.
deficiencies, PARIS MOU
31 Ιουλίου, 2013 | Posted by admin 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.
cic, deficiencies, PARIS MOU, SOLAS, TOKYO MOU
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
deficiencies, ISM, Oil Record Book, PSC
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.
deficiencies, USCG
