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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