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IMO AMENDMENTS (STCW, IMO, AUSTRALIAN BWM)





Mandatory fire test procedures Code and improvements to life boat release hooks set to be adopted by IMO Maritime Safety meeting Nov 22, 2010.Amendments to the International Convention for the Safety of Life at Sea (SOLAS) to make mandatory the International Code for the Application of Fire Test Procedures (2010 FTP Code) and to improve lifeboat release hooks are set to be adopted when IMO's Maritime Safety Committee (MSC) meets at the Organization's London Headquarters for its 88th session from 24 November to 3 December 2010. IMSBC Code will become mandatory from 1st Jan 2011 International maritime solid bulk cargoes code replaces the Code of Safe Practice for Solid Bulk Cargoes (BC Code). The primary objective of this code is to prov ide the requirements for safe stowage and ship ment of solid bulk cargoes including procedures for loading and discharging, safety of personnel and carriage of cargoes which represent chemical hazards or which may liquefy. This code is more or less similar to the BC code 2004 ,which it replaces but some changes are introduced into this code like inclusion of schedules for new cargoes such as DRI (direct reduced iron), spent cathodes and granulated tyre rubber . New code also includes references to the most recent SOLAS amendments , updated inform- ation from the IMDG code and operational requirement for carriage of coal and brown coal which states that such cargoes should not be stowed adjacent to the fuel tanks heated above 55 deg C.Surveys and certification is not a mandatory requirement under this code but some ports or states may require certificate of complia nce .In such cases ship's classification society can issue a certificate of compliance with requirements of the code. . ISM code amendments effective from 1 July 2010. The main ISM amendments in brief are: 1.Major Non-Conformity (MNC) defined in new code as an identifiable deviation that poses a serious threat to the safety of personnel or the ship or a serious risk to the environment that requires immediate corrective action, or the lack of effective and systematic implementation of a requirement of this Code. 2.Master’s periodical review of SMS and reporting deficiencies to the shore-based management is now a mandatory requirement under this code. 3.The Company should establish procedures for the implementation of corrective action, including measures intended to prevent recurrence. 4. Annual internal company and vessels safety audits may exceed the 12 months period for up to 3 months in exceptional cases. 5.When the renewal verification is completed after the expiry date of the existing SMC, the new SMC shall be valid from the date of completion of the renewal verification to a date not exceeding 5 years from the date of expiry of the existing SMC. 6.If a renewal verification has been completed and a new SMC cannot be issued or placed on board the ship before the expiry date of the existing certificate, the Administration or RO by the Administration may endorse the existing certificate and such a certificate shall be accepted as valid for a further period which shall not exceed 5 months from the expiry date. 7.If a ship at the time when a SMC expires is not in a port in which it is to be verified, the Administration may extend the period of validity of the SMC but this extension shall be granted only for the purpose of allowing the ship to complete its voyage to the port in which it is to be verified. No SMC shall be extended for a period of longer than 3 months, and the ship to which an extension is granted shall not, on its arrival in the port in which it is to be verified, entitle to leave that port without having a new SMC. New regulation for ship-to-ship (STS) oil transfer operations Amendments to MARPOL Annex I for the prevention of marine pollution during some ship-to-ship (STS) oil transfer operations ,adopted in july 2009 will enter into force from 1st Jan 2011. This new requirement on Prevention of pollution during transfer of oil cargo between oil tankers at sea will apply to oil tankers of 150 gross tonnage and above but it will not apply to bunkering operations. This regulation will require any oil tanker involved in oil cargo STS operations to have, on board, a plan prescribing how to conduct STS operations (the STS Plan), approved by its Administration. Notification to the relevant coastal State will be required not less than 48 hours in advance of the scheduled STS operations. NOx regulations for new engines The IMO's three-tier structure for new engines to set progressively tighter NOx emission requirements for new engines ,are dependent upon the date of their installation onboard. Tier I applies to a diesel engines which are installed on a ships constructed on or after 1 January 2000 and before 1 January 2011 and represent to the NOx emission limit of 17 g/kW. Tier II, NOx emission levels for a diesel engine which is installed on a ship constructed on or after 1 January 2011 would be reduced to 14.4 g/kWh. Tier III, NOx emission levels for a diesel engine which is installed on a ship constructed on or after 1 January 2016 would be further reduced to 3.4 g/kWh, when the ship is operating in a designated Emission Control Area. Outside a designated Emission Control Area, Tier II limits will apply. Share with Friends now! Share EU Marine Fuel Sulphur Directive 1.Inland waterway vessels and ships at berth in EU Member States must not use marine fuels with a sulphur content exceeding 0.1% by mass. 2.It allows ships sufficient time to complete the necessary fuel changeover operations as soon as possible after berthing and as late as possible prior to departure from the berth. one hour may be considered sufficient time to complete fuel changeover operations, depending on the type of ship and systems involved. 3.The changeover to low sulphur fuel is not required if the ship will remain at the berth for less than two hours, or if all engines are to be closed down and shore power is to be used. 4.For all changeover operations the date and time of commencement and completion of the operation are required, together with the volume of fuel not exceeding 0.1% sulphur in each tank. New Emission Control Areas The IMO Marine Environment and Protection Committee (MEPC) has adopted to establish the north American Emission Eontrol Area .this decision was taken in response to the joint US-Canada and France proposal for such an ECA to reduce emissions from ocean going ships in the most waters of the USA ,Canada and French islands Saint Pierre and Miquelon out to 200 nautical miles offshore . Exempted areas from ECA are certain waters of Alaska and Canadian Aarctic . This is the third ECA incorporated with annex VI of the MARPOL convention other two areas being north sea and Baltic sea . For ocean going ships operating in an ECA ,the sulphur content of fuel oil should not exceed 1.0% m/m. whereas in other areas it should not exceed 4.5%.Similarly Nitrogen oxide (NOx) emissions from ocean-going ships are more restrictive in an ECA than elsewhere. Fuel Sulfur Requirements for Vessels within California Waters Fuel Requirements for Ocean-going Vessel Main (Propulsion) Diesel Engines, Auxiliary Diesel Engines, and Auxiliary Boilers a) Phase I Effective Date July 1, 2009 Fuel requirement Marine gas oil at or below 1.5% sulfur Marine diesel oil at or below 0.5% sulfur b)Phase II Effective Date January 1, 2012 Fuel requirement for Marine gas oil or Marine diesel oil at or below 0.1% sulfur. Accidents with lifeboats Amendments to SOLAS chapter III (Life-saving appliances and arrangements) which intended to help prevent accidents with lifeboats during drills. The amendments, which are entered into force on 1 July 2006, intended to address the unacceptably high number of accidents with lifeboats that have been occurred sofar. Crew have been injured, sometimes fatally, while participating in lifeboat drills and/or inspections. The amendments to Regulation 19 (Emergency training and drills) and Regulation 20 (Operational readiness, maintenance and inspections) concern the conditions in which lifeboat emergency training and drills should be conducted and introduce changes to the operational tests to be conducted during the weekly and monthly inspections, so as not to require the assigned crew to be on board in all cases. The Manila amendments to the STCW Convention and Code 2010 There are number of important changes adopted in manila conference in june 2010 The amendments, to be known as "The Manila amendments to the STCW Convention and Code" .these changes are set to enter into force on 1 January 2012 under the tacit acceptance procedure .Some of the major changes recommended in conference as published by IMO are listed below. 1.Improved measures to prevent fraudulent practices associated with certificates of competency and strengthen the evaluation process (monitoring of Parties' compliance with the Convention). 2.Revised requirements on hours of work and rest and new requirements for the prevention of drug and alcohol abuse, as well as updated standards relating to medical fitness standards for seafarers. 3.New certification requirements for able seafarers . 4.New requirements relating to training in modern technology such as electronic charts and information systems (ECDIS). 5.New requirements for marine environment awareness training and training in leadership and teamwork. 6.New training and certification requirements for electro-technical officers. 7.Updating of competence requirements for personnel serving on board all types of tankers, including new requirements for personnel serving on liquefied gas tankers. 8.New requirements for security training, as well as provisions to ensure that seafarers are properly trained to cope if their ship comes under attack by pirates. 9.Introduction of modern training methodology including distance learning and web-based learning. 10.New training guidance for personnel serving on board ships operating in polar waters. 11.New training guidance for personnel operating Dynamic Positioning Systems. Maritime Labour Convention 2006 The ILO's Maritime Labour Convention, 2006 provides comprehensive rights and protection at work for the world's more than 1.2 million seafarers. This is also considered as consolidated maritime labor convention of ILO , there are many ILO conventions on maritime labours and it was difficult for Flag states to ratify these conventions easily and rapidly. Therefore ILO introduced a consolidated maritime labour convention which includes existing conventions of ILO. This will enable the flag states to easily ratify the conventions under one convention i.e Maritime labour convention.It has become necessary for states to quickly ratify this maritime labour convention in the view of fastly growing shipping industry. The two key resolution of this convention are, 1. Guidelines for flag states for inspection under MLC 2006. 2. Guidelines for port states for inspection and control under MLC 2006. The convention is divided into two parts ,partA and part B , part A basically contains regulations and part B contains guidelines . The scope of the convention is divided into 5 titles Title 1. Minimum requirements for seafarers to work on the ship . Title 2. Condition of employment . Title 3. Accommodation, recreation facility,food and catering . Title 4.Health protection ,Medical Care, welfare and social security protection . Title 5. Complaince and enforcement. Under the title 5 all ships trading internationally ,more than 500 GRT will have to carry “international Maritime labour certificate" will be issued by flag state . The Convention does not apply to: • Ships which navigate exclusively in inland waters or waters within, or closely adjacent to, sheltered waters or areas where port regulations apply • Ships engaged in fishing • Ships of traditional build such as dhows and junks • Warships or naval auxiliaries. This Convention shall come into force 12 months after the date on which its ratification has been registered by at least 30 members with a total share in the gross tonnage of ships of 33%.This convention is expected to come into force in 2011 or early 2012.. Australian ballast water management requirements Internationally managed ballast water 1.AQIS( Australian Quarantine and Inspection Service ) is authorized agency for the management of ballast water taken up overseas with the intention of discharge within an Australian port. 2. The discharge of high-risk ballast water from ships is prohibited anywhere inside Australia’s territorial sea. High-risk ballast water - all salt water from ports and coastal waters outside Australia’s territorial sea. 3.Masters are required to send the Quarantine Pre-Arrival Report (QPAR) to AQIS between 12 and 96 hours prior to arrival in Australia. 4.AQIS Officers will conduct ballast water verification inspections on-board vessels. AQIS Officers will use the QPAR, AQIS ballast-water management summary and vessel’s ballast water management logs to verify that the information supplied to AQIS is correct. 5.No ballast water may be discharged from internationally trading vessels in Australian waters without the written permission from AQIS. 6.Low risk ballast water a)Fresh Water from any source - Relative Density 1.002 or less at 15oC and 1000 hPa atmospheric pressure. b)Ballast water exchanged at least 200 nautical miles from the nearest land and in water at least 200 metres in depth, in cases where the ship is unable to conduct ballast water exchange as above, this should be as far from the nearest land as possible, and in all cases at least 50 nautical miles from the nearest land and in water at least 200 metres in depth. c)Ballast Water of which at least 95% was taken up inside Australia’s territorial sea. Victoria state requirements Victoria, one of seven, maritime Australian states, has additional requirements for the management of Australian sourced domestic ballast water which are enforced by the Environment Protection Authority. Victoria’s requirements regulate the management of ballast water taken up within Australia’s territorial sea (12 nautical miles off the Australian coast) and within domestic ports. EPA Victoria requires all ships intending to visit a Victorian port to submit a ballast water report form and log detailing the origin of all ballast water on board. No domestic ballast water discharge is permitted in Victorian waters unless approval has been granted from EPA in writing. Ballast water exchange options 1. Non-discharge of ‘high-risk’ ballast water in Australian ports or waters 2. Tank-to-tank transfer 3. Full ballast water exchange at sea • Sequential exchange (empty/refill) method • Flow through method • Dilution method Flow-Through/dilution Methods At least 300% of a tank’s maximum capacity of clean water from the deep ocean must be pumped into each tank to achieve an acceptable 95% volumetric exchange. Ship Types: All crude oil tankers engaged in international trade Applicability: All tank ship owners and operators Effective Date: 1 July 2010 Amendments to MARPOL Annex VI, adopted at IMO MEPC 58 on 10 Oct2008, enter into force on 1 July 2010. Among the new mandatory requirements, Regulation 15.6 requires all crude oil tankers to carry on board and implement a ship-specific VOC (volatile organic compounds) management plan, approved by the Administration. The VOC management plan requirement applies to every tanker carrying crude oil regardless of whether it is a new or existing vessel. The purpose of the plan is to verify that the operations of a tanker, to which Regulation 15 applies, prevent or minimize the release of VOC as much as possible during cargo loading, sea voyage and discharge of cargo. The plan is to be prepared in accordance with the guideline provisions laid out in MEPC.1/Circ.680. It should be specific to each ship and at least: include written procedures and description of equipment/systems employed for minimizing VOC emissions during the loading, sea carriage and discharge of crude oil cargo; follow best management practices for preventing or minimizing VOC emissions; give consideration to VOC emission during crude oil washing (COW) operation; monitor the extent of VOC release by a system of record keeping; identify a person responsible for the VOC emissions control management; and identify a training program which facilitates the adoption of best management practices for the ship to control VOC emissions. Amendments to MARPOL Annex VI for Control of Emission of Ozone Depleting Substances (ODS)- The Revised MARPOL Annex VI enters into force on 1 July 2010. One of the requirements under Regulation 12 calls for all ships to maintain a list of equipment containing ozone depleting substances (ODS) and an ODS record book. ABS offers resources for operators, including templates for the List of equipment containing ODS and the ODS Log Sheet for general use


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