On-Load Release Mechanisms for Rescue Boats (LSA Code, as amended, §4.4.7.6)
4 Απριλίου, 2016 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο On-Load Release Mechanisms for Rescue Boats (LSA Code, as amended, §4.4.7.6))SOLAS requirements for portable atmosphere testing equipment for enclosed space entry
25 Φεβρουαρίου, 2016 | Posted by in SOLAS - (Δεν επιτρέπεται σχολιασμός στο SOLAS requirements for portable atmosphere testing equipment for enclosed space entry)Applicability: All SOLAS-certified vessels
SOLAS Regulation XI-1/7 will take effect on 1st July 2016, and will require the carriage of an appropriate atmosphere testing instrument or instruments for enclosed space entry.
These portable testing instruments will not be used as part of personal protective safety equipment, but as part of the ship’s equipment. They will be used to test enclosed spaces from the outside to make sure that they are safe to enter and will cover, as a minimum, the following gases: oxygen, flammable gases or vapours, carbon monoxide and hydrogen sulphide. Suitable means should be provided to calibrate them.
The IMO has issued guidelines to help owners and operators select appropriate testing instruments, contained in circular MSC./Circ.1477
Shipowners, ships’ operators and managers should ensure they have instruments in place at the date SOLAS Regulation XI-1/7 takes effect.
After this date, they will become items surveyed under the vessel’s Cargo Ship Safety Construction or Passenger Ship Safety survey.
Good maintenance on board ships – Edition January 2015 by Class NK
18 Μαΐου, 2015 | Posted by in IMO | ISM | ISPS | Marpol | MOU | PARIS MOU | PSC | SOLAS | STCW | TOKYO MOU - (Δεν επιτρέπεται σχολιασμός στο Good maintenance on board ships – Edition January 2015 by Class NK)Click here for the new version of the well know “good maintenance on board ships” recently published by Class NKK in January 2015 including ISM/ISPS/MLC related check points.
Means of recharging breathing apparatus (Amendments to SOLAS II-2/15) by 1/7/2014
18 Μαΐου, 2015 | Posted by in SOLAS - (Δεν επιτρέπεται σχολιασμός στο Means of recharging breathing apparatus (Amendments to SOLAS II-2/15) by 1/7/2014)This is a reminder of new SOLAS II-2/15 amendment which applies also to existing ships (constructed before 1 July 2014) by 1 July 2014.
In particular under the current SOLAS regulation, two spare cylinders of self-contained breathing apparatus of fire-fighter’s outfit (one spare cylinder suffices in case ship has a recharging system) shall be onboard ships.
Amendments to SOLAS II-1/15 were adopted, to require an onboard means of recharging breathing apparatus used during drills or a suitable number of spare cylinders shall be carried
on board to replace those used.
Application:
– New ships constructed (keel-laid) on or after 1 July 2014
– Existing ships (ships constructed before 1 July 2014) shall comply with the requirements by 1 July 2014.
Regulation 15 – Instructions, onboard training and drills
After the existing paragraph 2.2.5, the following new paragraph is added:“2.2.6 An onboard means of recharging breathing apparatus cylinders used during drills shall be provided or a suitable number of spare cylinders shall be carried onboard to replace those used.”
SOLAS, MARPOL amendments entered into force on 1 January 2014
24 Φεβρουαρίου, 2014 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο SOLAS, MARPOL amendments entered into force on 1 January 2014)A number of amendments to the International Convention for the Safety of Life at Sea (SOLAS), the International Convention for the Prevention of Pollution from Ships (MARPOL) and the 1988 Load Lines Protocol entered into force or took effect from 1 January 2014.
The amendments cover passenger ship safety (in relation to safe return to port after a flooding casualty); the testing of free-fall lifeboats; minimum safe manning levels; prohibition of blending onboard; the revised MARPOL Annex III; the United States Caribbean Sea Emission Control Area; and the Winter Seasonal Zone off the southern tip of Africa.
2012 May SOLAS amendments
The SOLAS amendments which entered into force on 1 January 2014 include the following:
– amendment to SOLAS regulation II-1/8-1, to introduce a mandatory requirement for new passenger ships for either onboard stability computers or shore-based support, for the purpose of providing operational information to the Master for safe return to port after a flooding casualty;
– amendment to SOLAS regulation III/20.11.2 regarding the testing of free-fall lifeboats, to require that the operational testing of free-fall lifeboat release systems shall be performed either by free-fall launch with only the operating crew on board or by a simulated launching;
– amendment to SOLAS chapter V to add a new regulation V/14 on ships’ manning, to require Administrations, for every ship, to establish appropriate minimum safe manning levels following a transparent procedure, taking into account the guidance adopted by IMO (Assembly resolution A.1047(27 on Principles of minimum safe manning); and issue an appropriate minimum safe manning document or equivalent as evidence of the minimum safe manning considered necessary;
– amendment to SOLAS chapter VI to add a new regulation VI/5-2, to prohibit the blending of bulk liquid cargoes during the sea voyage and to prohibit production processes on board ships;
– amendment to SOLAS chapter VII to replace regulation 4 on documents, covering transport information relating to the carriage of dangerous goods in packaged form and the container/vehicle packing certificate; and
– amendment to SOLAS regulation XI-1/2 on enhanced surveys, to make mandatory the International Code on the Enhanced Programme of Inspections during Surveys of Bulk Carriers and Oil Tankers, 2011 (2011 ESP Code, resolution A.1049(27)).
2010 October MARPOL amendments
The amendments which entered into force on 1 January 2014 include a revised MARPOL Annex III Regulations for the prevention of pollution by harmful substances carried by sea in packaged form, to include changes to the Annex to coincide with the next update of the mandatory International Maritime Dangerous Goods (IMDG) Code, specifying that goods should be shipped in accordance with relevant provisions.
United States Caribbean ECA now effective
The United States Caribbean Sea Emission Control Area (SOx, NOx and PM) came into effect, under MARPOL Annex VI, on 1 January 2014, bringing in stricter controls on emissions of sulphur oxide (SOx), nitrogen oxide (NOx) and particulate matter for ships trading in certain waters adjacent to the coasts of Puerto Rico and the United States Virgin Islands.
The ECA was designated under MARPOL amendments adopted in July 2011. There are now four three designated ECAs in effect globally: the United States Caribbean Sea ECA and the North American ECA; and the sulphur oxide ECAs in the Baltic Sea area and the North Sea area.
(See: MARPOL Annex VI regulation 14)
Coordinates for the Caribbean Sea ECA can be found in Resolution MEPC.202(62).
Winter Seasonal Zone moved south under amendments to LL Protocol
Amendments to regulation 47 of the 1988 Protocol to the International Convention on Load Lines (LL), 1966 to shift the Winter Seasonal Zone off the southern tip of Africa further southward by 50 miles, came into effect on 1 January 2014.
New SOLAS Reg. III/17-1 – Plans and precedures for recovery of persons from the water
5 Νοεμβρίου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο New SOLAS Reg. III/17-1 – Plans and precedures for recovery of persons from the water)The Maritime Safety Committee, at its ninety-first session (26 to 30 November 2012), approved the MSC.1/Circ.1447 – Guidelines for the development of plans and procedures for recovery of persons from the water (click here), aiming at providing additional guidance on the application of the requirements in SOLAS regulation III/17-1.
These Guidelines should be read & developed in conjunction with the Guide to recovery techniques (MSC.1/Circ.1182) and the Guide for cold water survival (MSC.-CIRC. 1185-REV.1).
All ships are to be provided with plans and procedures for recovery of persons from the water. The plans and procedures (which do not need to be approved by the Administration) are to identify the equipment intended to be used for recovery purposes and measures to be taken to minimize the risk to shipboard personnel involved in recovery operations.
The plans and procedures should be considered as a part of the emergency preparedness plan required by paragraph 8 of part A of the International Safety Management (ISM) Code.
Ships constructed on/after 1 July 2014 are to comply at delivery.
Ships constructed before 1 July 2014 shall comply by the first intermediate or first renewal survey of the ship to be carried out after 1 July 2014, whichever comes first.
Ro‐ro passenger ships which are fitted with an approved marine evacuation system comply with this regulation.
On load release hooks
14 Σεπτεμβρίου, 2013 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο On load release hooks)IMO has adopted new rules in order to enhance lifeboat safety, and new requirements for on-load release hooks entered into force on 1 January 2013.
For newbuildings, the requirements apply to ships keel laid after 1 January 2013. The new requirements are set out in the LSA Code, paragraphs 4.4.7.6.2 to 4.4.7.6.6. (Res. MSC.320(89), and the prototype test requirements are stated in Res. MSC.321(89)).
Vessels in operation shall comply with the retroactive requirement given in the amended SOLAS Reg. III/1.5 (Res. MSC.317(89)) by their first dry docking after 1 July 2014, and at the latest by 1 July 2019. This means that all existing on-load release hooks need to be evaluated for compliance with the LSA Code paragraphs 4.4.7.6.4 to 4.4.7.6.6. This is to be initiated by the hook manufacturer and compliant hooks are to be added to a “white list” kept by IMO. Applications for whitelisting must be submitted by 1 July 2013.
Whitelisted hooks on ships must have a one-time follow-up overhaul examination carried out by the hook manufacturer. The manufacturer shall then issue a factual statement that shall be kept on board.
If the hook is not on the white list, it needs to be replaced. The replacement of on-load release hooks requires the approval of DNV’s Fire Safety and Lifesaving Section at Høvik. Please be aware that, for hook replacements, full compliance with paragraphs 4.4.7.6.2 to 4.4.7.6.6 of the LSA Code is required, and whitelisted hooks are not acceptable. (The replacement hooks must have documentation of full compliance with IMO Res.MSC.320(89) and 321(89).)
Please be aware that a number of flags require fall preventer devices to be installed until compliance with SOLAS III/1.5 is verified.
In order to provide clear information to ship managers and surveyors through this process, a retroactive requirement (RR) will be displayed in the ship status for vessels where DNV is following up the safety equipment issues on behalf of the flag administration.
For further information, refer to MSC.1/Circ.1392 Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems.
The list of whitelisted hooks as per 2013-06-20 is given in appendix 1. Please note that this list may be subject to changes after 1 July 2013 too, due to delays in reporting, etc.
Useful references/links
IMO Res. MSC.317(89) – Amended SOLAS III/1.5
IMO Res.MSC 320(89) – LSA Code paragraphs 4.4.7.6.4 to 4.4.7.6.6
IMO Res.MSC 321(89) – Prototype test requirements MSC.1/Circ.1392 – Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems
Whitelisted hooks: http://gisis.imo.org/Public/HOOKS/Default.aspx. (Public access, but requires the establishment of an account)
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
Lloyd’s Register guidance to assist with the safer management of asbestos in ships
18 Απριλίου, 2013 | Posted by 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.
AMSA – Pilot transfer arrangements – MN No. 20-2012
7 Δεκεμβρίου, 2012 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο AMSA – Pilot transfer arrangements – MN No. 20-2012)
The Australian Maritime Safety Authority (AMSA) issued a Marine Notice No. 20-2012 reminding owners, operators, masters, and pilots that amendments to the IMO requirements relating to pilot transfer arrangements recently came into effect.
Ships should be examined to ensure that they are in compliance.Marine Notice No. 20-2012 dtd 28/11/2012 as well as MSC.1-Circ.1428 “PILOT TRANSFER ARRANGEMENTS-Required boarding arrangements for pilots” are herein included.
In the MSC.1/Circ. 1428 member governments are requested to bring the revised poster to the attention of their pilots, seafarers, shipowners, ship operators and others concerned with pilot boarding arrangements.
For more details click here to read our previous related post.
Updated list of approved SOLAS liferaft service stations
23 Σεπτεμβρίου, 2012 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Updated list of approved SOLAS liferaft service stations)
The Irish Administration has issued the Marine Notice No. 53-12, which concerns servicing of a vessel’s inflatable liferafts, inflatable lifejackets, Marine Evacuation Systems, Hydrostatic Release Units, inflated boats, rigid and inflated rescue boats.
It is reminded that SOLAS and MED inflatable liferafts, inflated and rigid inflated rescue boats, inflated boats, inflated life jackets (including immersion suits complying with the requirements for lifejackets), hydrostatic release units (HRU’s) and marine evacuation systems, which form part of their vessels’ life-saving appliances, are required to be serviced at intervals not exceeding 12 months. And this annual servicing must be carried out by a service station which has been formally appointed by the manufacturer of the approved equipment.
The names and contact details of the currently approved liferaft service stations in Ireland and which have been approved by the Minister for Transport, Tourism and Sport are listed in Annex I of this Marine Notice.
Guidelines for evaluation and replacement of LB release and retrieval systems
21 Σεπτεμβρίου, 2012 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Guidelines for evaluation and replacement of LB release and retrieval systems)The Maritime Safety Committee, at its eighty-ninth session (11 to 20 May 2011), approved the Guidelines for evaluation and replacement of lifeboatrelease and retrieval systems, set out in the annex, as per SOLAS regulation III/1.5.
New SOLAS regulation III/1.5, which will enter into force on 1 January 2013, requires that for all ships, on-load release mechanismsnot complying with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the LSA Code, as amended by resolution MSC.320(89), be replaced or modified not later than the next scheduled dry-docking after 1 July 2014, but not later than 1 July 2019.
A flowchart of the lifeboat release and retrieval system evaluation process, is set out in appendix 2 of MSC.1/Circ. 1392.
In the new IMO texts the wording “on-load release” is not used, the term now being “Release and Retrieval System”, comprising the hook assembly and the operating mechanism. All existing Release and Retrieval Systems have to be reviewed and tested against the new requirements not later than 1 July 2013. Systems which do not comply with the new requirements will have to be replaced or modified not later than the first scheduled dry docking after 1 July2014, but not later than 1 July 2019.Amendments to the 1974 SOLAS Convention by a new Regulation III/1.5 will enter into force on 1 January 2013, as will amendments to the LSA Code, by a revised Chapter IV.
Nickel Ore Cargoes
24 Αυγούστου, 2012 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Nickel Ore Cargoes)
Nickel Ore cargoes are exported from a number of countries in the Tropics including Indonesia, the Philippines, and New Caledonia. Four, very serious incidents recently resulted in the sinking of the bulk carriers Jian Fu Star, Nasco Diamond, Hong Wei and Vinalines Queen in very short succession, all of which were carrying nickel ore. These casualties have resulted in the loss of 66 seafarers’ lives in just over 12 months.
All three cargoes in 2010 had been loaded in Indonesia and were destined for China.The common perception is that the cargo was loaded in wet weather and excess moisture in the cargo led to liquefaction.
Nickel is a major component in the manufacture of stainless steel and other corrosion resistant alloys. The addition of nickel to alloys substantially increases their corrosion resistance and strength, and these alloys are widely used in the aerospace, chemical and vehicle industries. Nickel is also used in coins, batteries and armour plating.
Typically the ore comprises a mixture of fine clay-like particles and larger rock sized particles, and it is the former which is prone to liquefaction. The mined ore is usually stored in large open stockpiles before being transported to a ship, so that any drying of the ore depends largely on the prevalent conditions.
In response to the sinking of the bulk carriers in very short succession carrying Nickel Ore , Intercargo, has produced the ‘Intercargo Guide for the Safe Loading of Nickel Ore’.
The Guide primarily aims to explain through use of an easy-to-follow flow-chart how Nickel Ore can continue to be safely shipped, within limitations, whilst raising awareness of the serious issue of cargo liquefaction, and is targeted at the widest possible distribution within industry including shippers, shipowners and ship’s masters’.
Click here to download the “Intercargo guide for the safe loading of Nickel Ore.
You may also like to read: http://www.britanniapandi.com/en/news_and_publications/risk-watch/risk-watch-archive/risk-watch-2011/vol-18-no-1-mar-2011/index.cfm#a
Everything You Ever Wanted to Know About Life Jackets on Ships
14 Αυγούστου, 2012 | Posted by in Χωρίς κατηγορία - (Δεν επιτρέπεται σχολιασμός στο Everything You Ever Wanted to Know About Life Jackets on Ships)
Highest consideration factor is given to human life at sea while dealing with any type of emergency and life saving appliances plays an important role in saving lives in all types of emergency situation.
A ship is assigned with different types of life saving appliances for various emergency situations and their operating and maintenance procedures must be well known to the ship’s staff.One such life saving appliance which is used in almost all kinds of emergencies is the Life jacket or life vest. The details for construction and operating requirements are given in SOLAS chapter II under LSA code which was amended in July 2010.
What is life jacket?
Life jacket is a sleeveless jacket made up of buoyant or inflatable material used to keep human body afloat in water.
Two popular types of life jackets used onboard are:
–Inflatable life jacket: This jacket needs inflation for buoyancy and is automatically inflated when immersed in water. It normally consists of two different buoyancy compartments.
–Non inflatable life jacket: These jackets are fitted with buoyant materials and they don’t need to inflate.
How many life jackets should be there on a ship?
On Passenger Ships
–There must be a life jacket for every person onboard ship.
–Life jacket for each child or 10 % of the total number of passenger which ever is higher.
On Cargo ships
–There must be a life jacket for all the crew and their families, if onboard.
–Since officers carry their family with them, infant life jacket must be provided in cargo ships.
The number of life jackets must be carried in excess as in case of damage to any, it can be replaced with spare one.
What are the requirements (including 2010 amendments) as per SOLAS?
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Each life jacket shall be fitted with a whistle firmly secured by a lanyard.
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Life jacket lights and whistles shall be selected and secured to the lifejacket in such a way that their performance in combination is not degraded.
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Each life jacket shall be provided with a releasable buoyant line or other means to secure it to a lifejacket worn by another person in the water.
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Each life jacket shall be provided with a suitable means to allow a rescuer to lift the wearer from the water into a survival craft or rescue boat.
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Jacket must not sustain burning or melting when exposed to fire for a period of 2 seconds.
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It is clearly capable of being worn in only one way or, as far as is practicable, cannot be donned incorrectly.
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When jumped from a height of at least 4.5 m into the water no injury and dislodging or damaging the lifejacket.
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Should have buoyancy which is not reduced by more than 5% after 24 hour submersion in fresh water.
Life jacket is one of the most important personal protective equipment available on board ships. According to ship safety regulations, every seafarer on board ship is provided with a life jacket and he or she must know how to use it in case of emergencies.
Though the procedure of putting on a life jacket might seem an easy task, seafarers have often been found making mistakes in doing so, especially in case of emergency situations.
Not wearing the life jacket properly can hurt the seafarer while jumping in the water or it can even loosen and come off because of the forces of water.
It is therefore not only important that every seafarer knows how to wear a life jacket but also necessary that he or she understands how to put it on quickly and properly.
Watch the video below to understand and remember the procedure to wear a life jacket.
How to wear a life jacket?
How to wear a life jacket in water?
Also, sometimes it so happen that because of dearth of time during emergencies or due to unfavourable circumstances, seafarer might have to wear the life jacket after jumping in the water.
Note that wearing the life jacket while in water is not an easy task. Putting on the life jacket in the right manner, while in water, requires good practice and training.
Watch the video below to find out how to wear a life jacket while in water.
Source : marine insight
For additional info read the LSA code basic – by Capt. Brakocevic
Carriage of Dangerous Goods MSC.1/Cirl.1410
6 Ιουλίου, 2012 | Posted by in IMO - (Δεν επιτρέπεται σχολιασμός στο Carriage of Dangerous Goods MSC.1/Cirl.1410)
The IMO issues MSC.1 Circ.1410 regarding the Carriage of Dangerous Goods/Contact information for the designated national competent authority.
The carriage of dangerous goods by sea is governed by the regulations of chapter VII of the International Convention for the Safety of Life at Sea (SOLAS), 1974. Part A of SOLAS chapter VII regulates the carriage of dangerous goods in packaged form and SOLAS regulation VII/3 requires that carriage of dangerous goods in packaged form shall be in compliance with the relevant provisions of the IMDG Code.
Section 7.9.3 of the IMDG Code identifies the main offices of designated national competent authorities. The annex1 to this circular provides a more comprehensive listing of contact information for competent authorities and bodies including:
.1 the designated national competent authorities;
.2 competent authorities and bodies which have been designated for the testing and certification of packagings, intermediate bulk containers (IBCs) and large packagings; and
.3 competent authorities and bodies which have been designated as competent inspection agencies or authorities for testing, approval, acceptance and other duties connected with portable tanks, road tank vehicles, multiple-element gas containers (MEGCs) and bulk containers (BK2).
This circular revokes MSC.1/Circ.1336.
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