PSC
Check-list for PSC CIC on 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 will launch a joint Concentrated Inspection Campaign (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 will be held for three months, commencing from 1 September 2015 and ending 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.
If 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 of time to detaining the ship until serious deficiencies have been rectified. In the case of detention, publication in the monthly detention lists of the Tokyo and Paris MoU web sites will take place.
As per joint press release by Tokyo and Paris MoUs, they expect approximately 10,000 inspections during the CIC.
The results of the campaign will be analyzed and findings will be presented to the governing bodies of the MoUs for submission to the IMO. Marshall island has clarified in its advisory that while the press release states that the CIC applies to all ships, that to mean all ships to which SOLAS applies.
Click Here for the Check-list
Click Here for individual MOUs press releases.
Source: Paris MOU
REFER
USCG Marine Casualty Reporting Procedures Guide with Associated Standard Interpretations
The Coast Guard published Navigation and Vessel Circular, or NVIC 01-15, to provide guidance for the identification and reporting of marine casualties. Over the years, maritime industry stakeholders frequently noted that Coast Guard field commands had varying interpretations regarding what types of marine incidents should be reported and investigated under 46 CFR Part 4.
To address the concerns, NVIC 01-15 clarifies terminology and phrases within the regulatory context, draw attention to helpful regulatory citations and provide concise policy interpretations to assist involved parties in the casualty reporting process. It is impossible to outline every scenario that may apply to this subject within the highly dynamic and complex maritime environment; however, this circular is intended to serve as a common framework of understanding for both Coast Guard and maritime industry personnel.
Due to the complexity of the subject and inconsistent enforcement, the Coast Guard recognizes that additional guidance to clarify these requirements would benefit both Coast Guard field commanders and the marine industry. Such clarification furthers the Coast Guard’s goal of providing consistent national guidance regarding marine casualty reporting to all stakeholders.
This circular provides additional guidance to standardize the collection and reporting of marine casualty data by clarifying existing regulations, policies, and procedures. Specifically, enclosure (1) assists responsible parties with the evaluation of occurrences that would constitute a reportable marine casualty or hazardous condition and subsequently require action by both the Coast Guard and maritime industry stakeholders. The Coast Guard should be notified of a hazardous condition under 33 CFR 160.216 for certain types of incidents that do not reach the threshold of a reportable marine casualty.
NVIC 01-2015
Paris MOU Releases Final Report on STCW Hours of Rest CIC
Paris MOU has released the final report of Concentrated Inspection Campaign (CIC) on STCW Hours of Rest, carried out between 1 September 2014 and 30 November 2014, The decision to carry out a Concentrated Inspection Campaign (CIC) on compliance with STCW Hours of Rest was taken at the Paris MoU Port State Control Committee 45 in Riga, Latvia, May 2012.
The purpose of the CIC was to gain an overall impression of compliance with STCW Hours of Rest following concern over several incidents where fatigue was considered to be a factor. Also of concern was that a bridge lookout was being maintained.
A CIC Questionnaire and guidance was developed by the Paris MoU in conjunction with the Tokyo MoU. The Questionnaire comprised 14 questions to be answered by the Port State Control Officer (PSCO) during every Port State Control (PSC) inspection during the period of the CIC. Out of the 14 questions, 9 were directly related to the CIC and 4 were for information gathering purposes. A train the trainer session regarding guidance on completing the CIC questionnaire was held by the Paris MoU for PSCOs in June 2014 in Greece.
The CIC was carried out on all ships targeted for inspection within the Paris MoU Region from 1st September 2014 until 30th November 2014.
The Questionnaire was completed on a total of 4041 ships.
A total of 16 ships were detained as a direct result of the CIC Questionnaire. Whilst the detention rate appears low (0.4%) it has to be borne in mind that detention was not always the most appropriate action, as the breach of hours of rest may have happened in the past.
In 11.2% of cases (449) the hours of rest were not being recorded correctly and in 5.1% of cases (203) the watchkeeping personnel did not have sufficient rest.
In 2.5% of cases (101) a bridge lookout was not being maintained.
A total of 27 ships were not manned in accordance with the Minimum Safe Manning Document of which 5 were detained for non-compliance.
A total of 912 CIC-topic related deficiencies were recorded.
It is concerning that during the CIC, which was publicised in advance, 912 deficiencies were recorded (22.57% of inspections) related specifically to STCW hours of rest and that 16 ships were detained as a result of the CIC.
It is recommended that PSCOs continue to monitor STCW hours of rest during PSC inspections.
READ FULL REPORT
Paris MOU’s Publishes Detailed MLC Figures as Addendum to Annual Report
Paris MOU has issued a addendum to its 2014 annual report giving a detailed figures on MLC related deficiencies. The data has been presented in tabular format and shows total of 5502 deficiencies in year 2014 related only to MLC.
The top 5 MLC deficiencies categories are identified as below
1. Records of seafarers’ daily hours of work or rest – 626
2. Electrical – 246
3. Shipboard working arrangements – 212
4. Ropes and wires – 202
5. Maximum hours of work or minimum hours of rest – 200
Below are the bullet data from the the report with respect to MLC areas and no of observations under each category:
1. MLC 2006 Ship’s certificates and documents: 137 (2.49%)
2. Area 1 Minimum age of seafarers: 3 (0.05%)
3. Area 2 Medical certification of seafarers Medical certificate: 160 (2.91%)
4. Area 3 Qualifications of seafarers: 17 (0.31%)
5. Area 4 Seafarers’ employment agreements Collective bargaining agreement: 238 (4.33 %)
6. Area 5 Use of any licensed or certified or regulated private recruitment and placement service for seafarers: 15 (0.27%)
7. Area 6 Hours of Works or rest Fitness for duty: 1152 (30.94%)
8. Area 7 Manning levels for the ship Manning specified by the minimum safe manning doc: 81 (1.47%)
9. Area 8 Accommodation: 436 (7.92%)
10. Area 9 On‐board recreational facilities: 6 (0.11%)
11. Area 10 Food and catering: 792 (14,39%)
12. Area 11 Health and safety and accident prevention: 2059 (37.42%)
13. Area 12 on‐board medical care Hospital accommodation: 191 (3.47%)
14. Area 13 On‐board complaint procedure: 94 (1.71%)
15. Area 14 Payment of wages: 121 (2,20%)
Black Sea MOU Press Release on Crew Familiarization for Enclosed Space Entry CIC
BS MOU has formally announced through a presss release on Joining the CIC on Crew Familiarization for Enclosed Space. Earlier it was mentioned in the annual Report.
The six member Authorities of the (Bulgaria, Georgia, Romania, Russian Federation, Turkey, Ukraine) of the Black Sea Memorandum of Understanding on Port State Control will start a concentrated inspection campaign on Crew Familiarization for Enclosed Space Entry. The three-month campaign will start on September 1, 2015 and end on November 30, 2015 under the co-ordination of the Maritime Transport Agency of Georgia. The campaign shall be conducted simultaneously with the Paris MOU, Tokyo MOU and other MOUs
During the campaign period, member Authorities of the BS MOU will inspect, within the resources available, as many ships as possible in conjunction with routine port State control inspections.
The CIC is aimed to verify that there is compliance with the procedures and measures are in place to safeguard the seafarers who are serving on board ships meeting applicable requirements of the SOLAS and STCW Conventions.
For the purpose of interregional harmonization of the action, the Black Sea MOU will use the model of relevant Questionnaire developed by the Paris & Tokyo MOUs with a check-list of 7 selected areas for crew familiarization for enclosed space entry, some of which are related to the master, officer and crew familiarization with relevant equipment and have received training to carry out their duties and identify and understand the hazards associated with entry into enclosed space. Furthermore there are additional questions aimed to gather information about the existence measures in place to test the atmosphere of an enclosed space to confirm it is safe to enter, and personnel training to use of the test equipment.
If deficiencies are found, actions by the Port State Control Officer 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. All inspections will be inserted in the Black Sea Information System and will be published on-line at the MOU web-site.
The results of the campaign shall be analysed and finding will be presented to the Black Sea MOU Committee for submission to the IMO.
Source: BS MOU
Sulphur Inspection Guidance by EMSA
European Maritime Safety Agency (EMSA) published document to to provide guidance for a harmonised approach to the inspection of ships, ascertaining their compliance, identifying non-compliances and applying control procedures for the enforcement of Council Directive 1999/32/EC, as regards the sulphur content of marine fuels.
The provisions of the Directive apply to all ships of all flags, including domestic shipping and those whose journey began outside the EU. It sets sulphur content limits in the marine fuels that can be used by ships in territorial seas, exclusive economic zones and pollution control zones of the EU Member States, including SOx Emission Control Areas (SECA).
Any sulphur inspection can only focus on the operation and behaviour of a ship while in areas and ports of the geographical jurisdiction of the Member State. However, additional enforcement actions may be required in accordance with international maritime law.
As per the guidance sulphur inspections must be based on the requirements of the Directive. However, where the Directive lacks further guidance on issues of importance to the sulphur inspection, regulations from the relevant IMO Conventions (i.e. SOLAS, MARPOL) may be used as bench marks. Where, for example due to the ship type or gross tonnage of the ship, neither the Directive nor an IMO Convention is applicable, on the actual enforcement is up to the competent authorities of the Member States.
In the case where the master of the ship claims that it has not been possible to purchase low sulphur fuel, evidence must be provided that all reasonable measures were taken to source this fuel.
In the case where the master claims that non-compliant fuels have been used due to damage sustained to the ship or its equipment, suitable evidence must be provided. The master must also prove that all reasonable measures were taken after the occurrence of the damage to prevent excessive emissions, the flag Administration and port State authorities were notified, and that measures have been taken as soon as possible to repair the damage.
In the case where the master claims that the fuel switch-over had to be delayed due to inclement weather or to maintain the safety of the ship, the master must be able to provide suitable evidence and should have informed the port before arrival.
If non-compliances are found during the Sulphur Inspection, any follow up or corrective actions should be taken in accordance with the national legislation transposing the Directive in each Member State.
Source: EMSA
AMSA 2014 Annual Report on PSC
2014 marked the introduction of a significant step-change in Australia’s response to ships and operators who perform poorly on a consistent basis. In November and December 2014 AMSA used the directions power provided in section 246 of the Navigation Act 2012 to ban 2 ships from entering or using Australian ports for a period of 3 months.
During the calendar year 2014, 26,936 ship arrivals by 5674 foreign-flagged ships of which 3742 vessel inspected and resulted in 269 ship detentions. Bulk carriers accounted for 49 per cent of ship arrivals and 57 per cent of PSC inspections. PSC inspections were carried out in 54 Australian ports.
There was a total of 269 vessels detained in 2014.The average detention rate for all vessels was 7.2%. During 2014, AMSA surveyors recorded a total of 10,892 deficiencies giving a deficiency rate of 2.9 per inspection compared to 2.4 per inspection in 2013.
By drawing comparisons based on 10 years of Australian PSC data the outcome may be considered, at first view, to be disappointing with the apparent stabilisation of annual PSC deficiency and detention rates over the last 5 years. While there have been modest improvements experienced across a number of areas, the overall picture indicates that the international community’s PSC/ FSC efforts are not delivering lasting results. The principal causes of detention remain consistently related to International Safety Management (ISM), fire safety, lifesaving appliances and pollution prevention. It seems difficult to reconcile how well established requirements for fire safety, lifesaving appliances and pollution prevention continue to be such significant issues.
Source: AMSA
IOMOU to Join Paris & Tokyo MOU for CIC on Crew Familiarization for Enclosed Space Entry
The member Authorities of the Indian Ocean Memorandum of Understanding (IOMOU) will embark on a concentrated inspection campaign (CIC) on Crew Familiarization for Enclosed Space Entry. The three month campaign will start on September 1, 2015 and end on November 30, 2015. The campaign shall be conducted simultaneously with the Paris MoU, Tokyo MoU and other MoUs.
The purpose of this CIC is to get a detailed insight of the compliance with the relevant Conventions/ Regulations as applicable. During the campaign period, member Authorities of the IOMOU will inspect within the resources available, as many ships as possible in conjunction with routine port State control inspections.
Port State Control Officers (PSCOs) will apply a questionnaire listing nine selected areas to be covered during the concentrated inspection. The areas includes training of crew members responsible for testing the atmosphere in enclosed spaces and familiarization with the relevant equipments and identify and understand the hazards associated with the entry into enclosed space.
Deficiencies found during the inspection will be recorded by the PSCOs and actions 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. The results of the campaign will be analyzed and findings will be presented to the IOMOU Committee for submission to the International Maritime Organization.
Source: IMOU
Adjusting the Course: Paris MOU 2014 Annual Report
Paris MOU issued a press release on the 2014 Annual Report and is significant to read that refusal of access (banning) has been used 63 times since 2012. Most cases involved ships which have been banned for multiple detentions (46), while a significant number (13) were banned for failing to call at an indicated repair yard. The remaining 4 cases involved ships which “jumped the detention”, by sailing without authorization. Over a 3 year period the flags of the United Republic of Tanzania, the Republic of Moldova, Saint Vincent and the Grenadines and Togo have recorded the highest number of bannings. Four ships have been banned for a second time already. The m/v MANSOUR M (Moldova), m/v CAROLYN (Tanzania), m/v MAXAL GITA (Belize) and m/v RENI (Ukraine).
Considered to be the worldwide index for flag performance, the Paris MoU “White, Grey and Black Lists” indicate further improvements towards quality shipping.
Last year Kazakhstan, Saudi Arabia and Switzerland were congratulated for their efforts to move up to the “White List”. This year India moved from the “Grey List” to the “White List”. A very successful achievement and an example to other flags that, through determined actions and political courage, changes can be made. Spain, Lithuania, Poland and Thailand moved from the “White List” to the “Grey List”. Belize moved from the “Grey List” to the “Black List”. There are still 10 flags on the “Black List”, with the United Republic of Tanzania having the worst performance. There are now 43 flags on the “White List”, 3 less compared with last year. France is still leading the list, followed by Hong Kong and Bahamas. Several flags have
made a significant move upwards on the “White List” into the top 10: Bahamas, Isle of Man and the United States of America. Other flags have made a significant move downwards in the “White List” and are no longer in the top 10: Germany and Finland.
Recognized Organizations (ROs) are delegated by flag States to carry out statutory surveys on behalf of flags. For this very reason, it is important to monitor their performance. The best performing RO over the period 2012-2014 was DNV GL, followed by Det Norske Veritas (DNV) and American Bureau of Shipping (ABS). INCLAMAR is still at the bottom of the list in terms of poor performance, followed by International Register of Shipping and Bulgarian Register of Shipping. For several years a joint submission with the Tokyo MoU to IMO has addressed the correlation between flags and ROs working on their behalf. Since last year this information has been published in the Annual Report. The combinations of the Republic of Moldova with Dromon Bureau of Shipping and Venezuelan Register of Shipping, as well as Togo with International Naval Surveys Bureau and International Naval Surveys Bureau resulted each in a detention rate higher than 5% over a 3-year rolling period.
CLICK HERE for full 2014 Annual Report.
Source: Paris MOU
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