PSC
Current and Upcoming PSC CIC of 2015
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Last quarter of year will again be similar as far as CIC by various PSC MOU is concerned. While most of the MOUs have announced the CIC and with the recent announcement by Riyadh MOU, 3 different CIC will be conducted across different port state control regime.
Here we provide a brief on all the 3 CICs for benefit of industry.
Crew Familiarization for Enclosed Space Entry
The Maritime Authorities of the Tokyo, Paris, Indian Ocean and Black Sea Memoranda of Understanding (MoU) on Port State Control is running the CIC on Crew Familiarization for Enclosed Space Entry. The aim of the CIC is to ensure effective procedures and measures are in place to safeguard seafarers on board ships when entering and working in enclosed spaces and to check compliance with the applicable requirements of the SOLAS Convention.
This inspection campaign commnced from 1 September 2015 will end 30 November 2015.
The ship’s procedures and measures that are in place with respect to enclosed spaces will be checked in detail for compliance with the requirements of SOLAS during a regular Port State Control inspection.
Port State Control Officers (PSCOs) will use a list of 10 selected questions to establish that crew members with enclosed space duties are familiar with relevant equipment and have received training to carry out their duties and identify and understand the hazards associated with entry into enclosed spaces. Additionally there are questions aimed at gathering information about the existence of measures in place to test the atmosphere of an enclosed space to confirm it is safe to enter and remains safe whilst persons are within the space.
Download Check list
Safety of Navigation & Hours of Work/Rest
The Caribbean Memorandum of Understanding (CMOU) on Port State Control is running its second Concentrated Inspection Campaign (CIC) with the purpose of ensuring compliance with Chapter V: Safety of Navigation, of the Annex to the International Convention for the Safety of Life at Sea (SOLAS) as well as the requirements regarding hours of rest as per STCW 78 as amended. This inspection campaign will be held for three months, commencing from September 1st, 2015 and ending on November 30th, 2015.
The CIC is designed to ensure that::
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There is compliance with the carriage requirement for all size and where required there is a valid statutory certification together with relevant record of equipment;
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The equipment has type approval as appropriate and is functioning effectively;
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The master and watch-keeping officers are familiar with the bridge equipment; and
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The deck and engine room watch-keepers’ hours of rest are recorded as under STCW 78 as amended by the Manila Conference.
Though the press release refers to a check list but no check list has been released by them. Later it was learnt that they will not be issuing any formal check list. The check list by Riyadh MOU on Safety of Navigation and by Paris/Tokyo MOU on Work/Rest hour may be useful.
Safety of Navigation, SOLAS Chapter V
Riyadh MoU is launching a Concentrated Inspection Campaign (CIC) based on Safety of Navigation, SOLAS Chapter V. The campaign period will commence from 1st October 2015 and it will be held for 3 months, ending on 31st December 2015.
CIC check list has been developed by the Riyadh MOU and can be downloaded from below link.
DOWNLOAD CHECK LIST
Indian Ocean MOU Announces CIC for Cargo Securing in 2016
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The Indian Ocean Memorandum of Understanding on port State control (IOMOU) held its eighteenth Committee meeting in Mauritius from the 25th – 28th of August, 2015. This meeting was hosted by the Ministry of Ocean Economy, Marine Resources, Fisheries, Shipping and Outer Islands.
IMOU announced that they will carry out CIC for Cargo securing in 2016. Though no further details are available at the moment, which shall be known in due course of time.
Similar CIC was conducted by different MOUs between March-May 2001. Lashing equipment was verified for compliance with SOLAS VI/5.6 and/or VII/6.6. Result from Paris MOU highlighted very important facts during that CIC.
The results highlighted the poor quality of the lashing material in use; lashings not carried out in accordance with the lashing plan, or the lashing plan not conforming to the Cargo Securing Manual. In addition to the usual PSC inspection, checks were carried out on specific items such as the Cargo Securing Manual (CSM), the lashing plan, the cargo deck area (deck fittings), cargo stowage and security, and the quality of the lashing materials in use. A total of 1072 inspections were made, with 16 detentions re cargo securing.
The results indicated the following:
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31% of vessels had moderate to poor quality lashing materials, particularly twistlocks.
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10% of vessels had lashing plans either not in accordance with the CSM and/or the cargo was not lashed as per lashing plan/CSM.
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2% of vessels were not carrying an approved CSM. Authorities (Classification Societies) approving the CSM not always control if all cargoes that can be carried are included in the CSM.
The upcoming CIC will also be important as the container mandatory weighing will come in force from 01st July 2016.
Source: IMOU
USCG Releases PSC Annual Report for 2014
The Coast Guard’s Office of Commercial Vessel Compliance Foreign and Offshore Compliance Division, Released the Coast Guard’s Port State Control Annual Report for 2014.
The report provides key statistics related to the enforcement of regulations under the International Convention for the Safety of Life at Sea, or SOLAS, the international Convention for the Prevention of Pollution from Ships, or MARPOL, and the International Ship and Port Facility Security Code, or ISPS.
Overall, PSC inspection activity has seen a slight decline over the last four years. In 2011 USCG conducted 10,129 safety exams and that number has slowly reduced with 2014 showing 9,232 exams. Three-year rolling average detention ratio was on a steady decline between 2011 and 2013 but has risen slightly for 2014. Detention went from all-time low in 2013 of 1.11% to 1.31% for this year. Detentions went up from 97 in 2011 to 143 in 2014.
It is important to note that despite a 5% decrease in ship visits from 2013, the percentage of detentions has risen by about 15% over that same time period. Coast Guard Districts 5, 7, 11, and 14 are the district where the number of detentions has increased significantly over the past year.
Source: USCG
Master Intoxication Leads to Vessel Detention
A container vessel was detained by USCG PSCO at Key Largo, Florida as Master was suspected in state of intoxication. The incident dates to 28th July 2015 during regular PSC inspection.
During the course of a Port state Control examination, Master was suspected of intoxication due to strong smell of alcohol. Reasonable cause testing was conducted by means of an alcohol breath-analyzer and the Master’s Blood Alcohol Content (BAC) was 0.104 and subsequent test was 0.108 BAC, far exceeding the 0.05 limit set by the Standards of Training, Certification and Watch keeping for Seafarers (STCW) Code.
It was determined by PSCO that the Master was unable to perform his duties in a competent manner as require under STCW 95 Reg I/4 and was relieved.
Hong Kong Flag Concern on PSC Detention and Checklist
Hong Kong flag administration has analysed the detention of its flag vessel for the period from 1 Jan 2015 to 31st July 2015. total 37 vessel were detained during this period, out of which 17 vessels were detained by AMSA and 5 were detained by USCG.
Upon analysis of all detentions, it is noticed that the most common detainable deficiencies registered by the PSCOs are relating. to fire damper, fire flaps, fixed fire extinguishing system, emergency fire pump, lifeboat, rescue boat, emergency generator. back up batteries. air pipe, garbage and in some cases all deficiencies were concluded by an ISM Code major nonconformity in respect of maintenance, key shipboard operations or emergency preparedness.
To avoid further detention of Hong Kong registered ships, a detailed check-list for the most common detainable deficiencies has been developed by Marine Department. Administration urges ship masters to carry out inspection as guided to avoid detention due to these common detainable deficiencies prior to arriving any ports, in particular to Australian and US ports.
Source: Mardep, Hong Kong
AMSA’s Concerns on Free Fall Lifeboat Safety
AMSA Published a Marine Notice alerting the maritime industry to findings of two recent accident investigations conducted by the Australian Transport Safety Bureau (ATSB) and the New Zealand Transport Accident Investigation Commission (TIAC). These investigations have highlighted ongoing safety issues related to free-fall lifeboats and identified maintenance issues that the maritime industry should be aware of.
Chapter III, Regulation 20 of the International Convention for the Safety of Life at Sea (SOLAS) requires operational readiness, maintenance, and inspection of lifeboats and rescue boats. Under applicable Australian law, owners and operators are responsible for implementing effective routines and procedures that meet SOLAS requirements. These incidents reinforce the need to ensure effective implementation of these processes.
AMSA continues to observe numerous defects and deficiencies related to ship’s lifeboats and liferafts. This is difficult to understand given the IMO and AMSA focus on risks associated with the incorrect operation and maintenance of survival craft.
Wire failure was the critical factor in both the Aquarosa and Da Dan Xia incidents. This highlights the importance of:
- Ships’ crews following established maintenance procedures and being vigilant and observant during all maintenance tasks.
- The examination of maintenance procedures to ensure they are effective.
- Effective crew familiarization and training, to minimise risk when crew are conducting test procedures and training drills.
Marine Notice 2/2014 highlighted the requirement for additional restraints to be installed on lifeboats during AMSA inspections. This requirement is a control mechanism that AMSA has implemented to reduce the AMSA inspector’s exposure to risk. It is recommended that these restraints be used anytime maintenance is being carried out on lifeboats. The continued cooperation of all owners, operators and masters is appreciated.
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