July and August 2007
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IFSMA attended the Marine Environment Protection Committee (MEPC), 56th session: 9-13 July 2007 and the Sub-Committee on Safety of Navigation (NAV), 53rd session: 23-27 July 2007 Captain Colin Evans representing IFSMA as well as Captain Fredrik J Van Wijnen representing CESMA attended the 2007 SIRC Symposium on the 4th and 5th of July. The Seafarers International Research Symposium was held at the University of Wales (Cardiff). He reports as follows, (also reported in the August IFSMA Newsletter): SIRC was established by the University in 1995 in order to conduct research into seafarers’ health and safety on a global scale. The Centre relies on core-funding from key stakeholders in the maritime sector and works in close co-operation with the Nippon Foundation who provide funding to support the development of an international network of social scientists focusing on “human-related” work in the maritime sector. The Centre hosts symposia every second year. The first day was chaired by Professor John King BSc MSc PhD FNI FRIN FRINA, being from a maritime background himself. Four papers were presented during the day. Welfare Services for Seafarers (Dr Erol Kahveci) The paper assessed the adequacy of welfare provision for seafarers, in port and onboard vessels by analyzing primary data obtained through extensive research undertaken with both seafarers and shipping company informants. The research utilized questionnaires and semi-structured in-depth interviews. The paper identified “best practice” and areas where improvements are needed in relation to welfare provision at sea. It recommended a number of wider policies and practices for the consideration of regulators, policy makers, ship owners and ship management company personnel. Increasing Shipping Skills in the UK: “Bursting” the Industry “Myth” of “Diminishing Interest” (Victor Gekara – SIRC-Nippon Foundation Fellow) In recent decades, the UK has experienced a significant decline in the numbers of qualified officers which poses a threat to the British shipping industry and the wider maritime world. Efforts by the state to change this situation, primarily through the introduction of a tonnage tax regime incorporating a training commitment, have brought little success as cadet intake levels remain low and drop-out rates increase. The paper examined the apparent failure of state intervention in relation to stated objectives to increase officer numbers. It considered the perspectives of employers/training sponsors, staff working at training colleges, and cadets themselves, in an effort to understand why the training commitment associated with the tonnage tax regime has failed to significantly increase the pool of UK officers. At question time IFSMA (Capt Evans) raised the issue of “Criminalisation of the Shipmaster” as a possible disincentive to young people considering a sea-going career. The point was well taken but was felt to be more applicable to the retention of young seafarers rather than the ability to recruit them in the first place. Your delegate felt that the effect this matter might have on a persuasive school leaving careers officer had been missed. The “Presence” of Absent Seafarers: Dilemmas of Chinese Seafarer-Partners (Liung Tang – SIRC-Nippon Foundation Fellow) The paper examined the difficulties experienced by a group of relatively young seafarer-partners. Drawing upon on-line observation and interview data, it suggested that these seafarer-partners suffer emotional loneliness, stigmatization and social isolation associated with the relatively long-term absences of their partners. Those experiences could have implications for seafarers morale at work and the retention of seafarers. Mr Tang’s paper offered a very clear understanding of why it is many younger seafarers may choose to leave the sea rather than sacrifice close emotional bonds with loved ones. Chemical Risk Management (Professor David Walters) While there was a tangible linkage between the first three papers, the fourth paper of the day dealt more directly with current concerns of the industry focusing on risk and the management of risk. Chemicals are transported both in large quantities by sea and are also to be found in everyday use onboard ships. Professor Walters’ paper began by exploring the extent of the risks involved in such transport, and usage, and its implications for health and safety management onboard vessels. It posed the question as to whether sufficient is known about the reality of chemical exposures and their control at sea, what the implications of this are, and whether further research is warranted to evaluate the effectiveness of risk management at sea. It presented some consideration of the broad strategies to manage and reduce chemical risks that have been the subject of previous work across a range of economic [land-based] sectors. Based on recent literature and interviews with key informants representing interests in the supply, transport and use of chemicals on board ships, the paper made a preliminary attempt to establish what might be some of the issues for managing chemical risks to seafarers, while at the same time considering the extent of common ground between them and those to be found in land-based situations. The second day was chaired by Professor Gareth Rees and we were entertained to a welcoming (to Wales) address by the Rt Hon Rhodri Morgan AM, First Minister to the Welsh Assembly. He gave an interesting potted-history of maritime activities along the Welsh coastline, where they stand now and where the future lies, making reference to the major LNG projects currently in the news. A further four papers were presented. Accident and Incident Data (Neil Ellis) Although it is often suggested that accidents at sea have diminished somewhat over the last decade, there is no doubt that they continue to occur, both to vessels and to those who work on them. One potential contribution to the reduction of such accidents is the collection of accurate data which can be used to suggest improvements to safety systems and to bring about changes in policy and practice. Although there are a number of sources from which such data may be obtained, on closer examination they are generally found to be localized, poor in coverage, and/or contain only basic data of limited value. With this in mind the paper outlined an attempt to collect and combine available sources of accident and incident data both for vessels and personnel, discussed the format, nature and limitations of such data, and considered whether there was any common core of available data in the public domain. Sources included maritime administrations, P&I clubs, and shipping companies. Finally recommendations were made to consider what information of value should be recorded, and how it could helpfully be classified so that the sources/data would be more comparable and compatible for research purposes. The IFSMA delegate noted that the ship type (eg tankers, bulk carriers, passenger vessels, container ships, fishing vessels etc) was not included as one of the parameters when evaluating accident/incident data, and suggested that perhaps it should be. This would enable a comparison with Paris MOU reports of ships detained under Port State Control to see if there was any correlation between the accident rate and sub-standard ship operation. Maritime Accidents: Ways of Seeing (Dr Nicholas Bailey) Following on from the previous paper by Mr Ellis, Dr Bailey described what SIRC had been able to make of the available accident/incident data to produce a comparison between the perceptions of risk held by seafarers and those involved in the shore-side management of ships and the kinds of risk which appear to predominate in the industry. Dr Bailey drew heavily upon the outcome of a major survey of risk perception undertaken by Lloyds Register Educational Trust Research Unit (LRETRU) and data which SIRC had been able to access from seven of the thirty largest maritime administrations in the world. The research was on-going and it was hoped to produce a full report of the findings in 2008. For the present Dr Bailey offered a clear understanding of seafarers and managers perceptions of risk and drew some conclusions about the nature of risk in the industry and the different ways of seeing risk found across the industry workforce. Thoughts on Safety: The Views of Chinese Seafarers (Prof Helen Sampson and Bin Wu Following the findings from the LRETRU/SIRC study on perceptions of risk, which identified nationality as a key influence on risk perception, research has been undertaken with Chinese seafarers to try to explore the factors which influence risk perception amongst a single national group. The paper reported on the preliminary findings of this study and discussed the main factors which were identified by Chinese seafarers as mitigating, or increasing, risk on board a vessel. They included: the practices and policies of employers, the impact of colleagues and their on board relationships, the effect of local labour market conditions, and the relevance of previous experience in determining risk perception. Seafarers’ Participation in Safety Management on board Ships (Capt S Bhattacharya – SIRC/Nippon Foundation Fellow) The paper discussed Capt Bhattacharya’s research into the implementation of the ISM Code. His paper focused on the importance of seafarer participation in relation to the effective management of safety onboard and considered the factors which block or impede such participation. It concluded that a number of issues confronted the industry in its quest to develop an effective safety management system – i.e. one that successfully achieved a reduction in accidents/incidents. Not least was a lack of awareness amongst many shore-side managers of the importance of seafarer participation in an effective shipboard safety management system. Other barriers could be put down to the hierarchical structure of shipboard relationships, the nature of the labour market (eg – the widespread application of temporary contracts), and the fear of accountability stemming from a lack of trust in any aspirations on the part of management to foster a “no blame” culture. This collection of papers represents just some of the current interests and research going on at the Seafarers International Research Centre. Its total remit extends well beyond what has been presented here and involves regulation; education and training; transnationality; the impact of globalization on seafarers living and working conditions; the under-reporting of personal accidents by seafarers; long term health consequences of working at sea; seafarers nutrition; mental health of seafarers; and a range of other issues which have a common, broad link with health and safety. Some of the salient points raised at International Maritime Organisation meetings included the following: MEPC: Adoption of amendments to MARPOL The MEPC adopted amendments to the MARPOL Convention, as follows:
Both amendments are expected to enter into force on 1 December 2008. Amendments to the IBC Code The Committee also adopted amendments to the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code), relating to chapter 11 (fire protection and fire extinction), and chapters 17 (Summary of minimum requirements), 18 (List of products to which the code does not apply) and 19 (Index of Products Carried in Bulk). The amendments were adopted by the Maritime Safety Committee (MSC) at its 82nd session in December 2006. Both the SOLAS and the MARPOL Conventions make the IBC Code mandatory, so amendments to the IBC Code have to be adopted by both Committees. The amendments are expected to enter into force on 1 January 2009. Amendments to the Intervention Protocol The MEPC also adopted amendments to the Protocol relating to Intervention on the High Seas in Cases of Pollution by Substances other than Oil, 1973, relating to the revised list of substances to which the Protocol applies, to take account of the revised MARPOL Annex II classification of noxious liquid substances. Ships' fuel sulphur content continues downward trend The Committee noted the results of the ships' fuel sulphur monitoring programme for 2006. It revealed the average sulphur content for the year was 2.59%, a reduction from the 2005 average of 2.70%. The three year (2004-2006) rolling average was 2.66%, a slight reduction from the previous year's rolling average of 2.70%. Recycling of ships The MEPC considered further the draft text of a new convention to provide globally applicable ship recycling regulations for international shipping and for recycling activities. The aim is to complete the draft convention in time for its final consideration and adoption by a diplomatic conference, possibly in April 2009. The Committee considered the report of the second session of the intersessional Working Group on Ship Recycling, which had met from 7 to 11 May 2007, following work done by a correspondence group. The former has further developed the draft convention, along with associated draft guidelines. The new convention will provide regulations for: ● the design, construction, operation and preparation of ships so as to facilitate safe and environmentally-sound recycling, without compromising the safety and operational efficiency of ships; ● the operation of ship-recycling facilities in a safe and environmentally-sound manner; ● and the establishment of an appropriate enforcement mechanism for ship recycling, incorporating certification and reporting requirements. Gulfs area Special Area from 1 August 2008 The Committee adopted a resolution setting a date of 1 August 2008 for the discharge requirements in "the Gulfs area" (a Special Area under MARPOL Annexes I and V) to take effect. The area was established as a Special Area in 1973, when the Convention was adopted, but the discharge requirements therein could not take effect until States in the area had ratified the Convention and provided adequate reception facilities. Following a 10-year regional project on the implementation of MARPOL, organized and administrated by ROPME/MEMAC, with support form IMO's technical co-operation programme, all the States in "the Gulfs area" have now ratified MARPOL and have provided adequate reception and treatment facilities for Annex I and Annex V ship-generated wastes in ports, terminals and ship repair ports in the area. Southern South African waters Special Area to take effect on 1 August 2008 The MEPC also adopted a resolution establishing 1 August 2008 as the date on which the discharge requirements shall take effect for the Southern South African waters Special Area under MARPOL Annex I. Harmful aquatic organisms in ballast water The Committee learnt that, since its previous session, four more States (Barbados, Egypt, Kiribati and Norway) had ratified the International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM Convention), adopted in February 2004, bringing the total number of contracting Governments to 10 (joining the Maldives, Nigeria, Saint Kitts and Nevis, Spain, Syrian Arab Republic and Tuvalu). Together, the ten represent 3.42 per cent of the world merchant fleet's gross shipping tonnage, against an entry-into-force requirement of ratification by 30 States representing 35 per cent of world tonnage. Bearing in mind the emphasis the international community places on the issue of invasive species in ships' ballast water, the Committee urged other States to ratify the Convention at the earliest opportunity. The MEPC adopted guidelines for additional measures regarding ballast water management, including emergency situations (G13) and for risk assessment under regulation A-4 of the BWM Convention (G7). Both are part of a series developed to assist in the implementation of BWM Convention. A set of guidelines for ballast water exchange in the Antarctic Treaty area was also adopted. This raises the number of Guidelines adopted in connection with the BWM Convention to 14. The MEPC agreed to give both basic and final approval to the PureBallast system (proposed by Sweden and Norway) and basic approval to the NK Ballast Water (Republic of Korea), after consideration of the report of the third meeting of the GESAMP Ballast Water Working Group, which met in February 2007. The Ballast Water Review Group reconvened during the session to evaluate the latest information on ballast water treatment technologies and to determine whether appropriate technologies are available to achieve the ballast water performance standard required under regulation D-2 of the BWM Convention. The MEPC invited further submissions on the issue to the next session and also agreed to establish a Ballast Water Working Group at BLG 12. Particularly Sensitive Sea Areas The Committee agreed to designate, in principle, the Papahãnaumokuãkea Marine National Monument (in the North-Western Hawaiian Islands or NWHI), an approximately 1,200 mile stretch of small islands, atolls, banks, seamounts, pinnacles, shoals, and other emergent features, as a Particularly Sensitive Sea Area (PSSA). Proposed associated protective measures (APMs) have been submitted to the Sub-Committee on Safety of Navigation (NAV) which meets from 23 to 27 July 2007. Once these APMs are adopted by the Maritime Safety Committee (MSC), in October 2007, the proposed PSSA, with its associated protective measures, can be finally designated by MEPC 57. The associated protective measures include proposed amendments to the six existing Areas To Be Avoided (ATBAs), which were adopted by IMO in 1981 to protect eight of the NWHI, and the adoption of additional ATBAs around Kure Atoll and Midway Atoll as well as three other areas between islands. In addition, a ship reporting system will be proposed to provide critical alerts and other information to assist safe navigation in this area and to provide information on vessel traffic in transit through the proposed PSSA, to facilitate the ability to respond to maritime emergencies. Human element The Joint MSC/MEPC Working Group on the Human Element met during the session. The Committee approved, subject to approval by MSC 83, an MSC-MEPC circular on Guidelines for operational implementation of the ISM Code by Companies, intended to assist companies in the effective and efficient operational implementation of the ISM Code. The MEPC also approved, subject to approval by MSC 83, an MSC-MEPC.7 circular on Guidelines on qualifications, training and experience necessary for undertaking the role of the designated person (DP) under the provisions of the International Safety Management (ISM) Code The Committee agreed with the joint group that there was a need to provide guidance to encourage companies and seafarers to document and record information on near misses and hazardous situations in order to understand the factors leading up to events that threaten safety and the marine environment. The format for reporting near misses will be considered by the next session of the group. Sub-Committee on Safety of Navigation (NAV) ECDIS carriage requirements After much debate, the 53rd session of the Sub-Committee on Safety of Navigation (NAV) did not reach a firm conclusion on the need for a mandatory carriage requirement for Electronic Chart Display and Information Systems (ECDIS). Despite substantial support, at least in principle, for the development of a carriage requirement, concerns and questions were nevertheless raised about the necessity, the feasibility and the cost effectiveness of such a carriage requirement, on the uncertainties of global ENC-coverage and related shortcomings in the content of ENCs, on the position of developing countries, small developing island states and least developed countries on the human element and training aspects and related issues. The Sub-Committee felt the discussion had provided it with a clearer picture of the pros and cons of a carriage requirement, which might offer a good basis for the submission of proposals on the issue for NAV 54. Member Governments were therefore invited to submit suitable proposals for further consideration at that meeting. Evaluation of the use of ECDIS and ENC development Figures provided by the International Hydrographic Organization showed that ENC coverage is increasing steadily and it was IHO's opinion that there would be adequate coverage of consistent ENCs by the time any further mandatory carriage requirements were likely to be adopted by IMO. The Sub-Committee requested IHO and Member Governments to continue their efforts in increasing the coverage of ENCs. Carriage requirements for a bridge navigational watch alarm system The Sub-Committee considered a proposal to amend SOLAS regulation V/19 to require all ships of 150 gross tonnage and upwards and passenger ships irrespective of size to be fitted with a Bridge Navigational Watch Alarm System (BNWAS), which should be in operation when the ship is at sea. There was substantial support for the proposal and the majority of delegations were of the view that installation of a BNWAS should not lead to a reduction in manning levels on the bridge of a ship and that text to this effect should be included in the preambular paragraphs of the adopting resolution. Further discussion was deferred to the next session, to which Member Governments were invited to submit suitable proposals and comments for consideration. Development of an e-navigation strategy The Sub-Committee finalized the following definition for e-navigation as a concept based on harmonization of marine navigation system and supporting shore services driven by users' needs: "E-Navigation is the harmonized collection, integration, exchange, presentation and analysis of maritime information onboard and ashore by electronic means to enhance berth to berth navigation and related services, for safety and security at sea and protection of the marine environment." It provisionally agreed that the core objectives of an e-navigation concept, using electronic data capture, communication, processing and presentation should be to:
The Sub-Committee agreed that the e-navigation strategy should be driven by user needs rather than by technology and was advised that the United Kingdom, IALA and IFSMA were working on developing a methodology to identify users and their needs and would be providing the appropriate input to the Correspondence Group on the subject. Accordingly, the Sub Committee agreed that the Correspondence Group should continue its work related, among other things, to this aspect. The Correspondence Group will submit a document to COMSAR 12, raising specific questions that should be addressed by COMSAR, and prepare a final comprehensive report for submission to NAV 54. Revision of the performance standards for Integrated Navigation Systems (INS) and Integrated Bridge Systems (IBS) Draft revised performance standards for INS were finalized for adoption by MSC 83. According to the performance standards, the purpose of an INS is to enhance the safety of navigation by providing integrated and augmented functions to avoid geographic, traffic and environmental hazards. An INS comprises navigational tasks such as route planning, route monitoring and collision avoidance, including the respective sources, data and displays which are integrated into one navigation system. An INS is defined as such in the performance standards if it covers at least two of the following navigational tasks/functions: route monitoring, collision avoidance and track control. Other navigational tasks may also be integrated into the INS. The scope of the INS may differ, depending on the number and kind of tasks and functions integrated into the INS. The performance standards allow for a differentiated application of the requirements depending on integrated tasks and functionality. The INS performance standards are structured in four major modules:
The Sub-Committee agreed that, for the successful implementation of INS and IBS it is essential that all sensors and equipment adopt a standard serial communication protocol to support compatibility and allow interconnection and integration. In addition, the Sub-Committee re-established the correspondence group to develop guidelines for Integrated Bridge Systems (IBS), including performance standards for Bridge Alert Management. It also agreed to amend the title of the agenda item to "Develop guidelines for IBS, including performance standards for Bridge Alert Management" and to seek an extension of the target completion date for another two sessions. SOLAS regulation V/15 requires that the design and arrangement of navigation systems and equipment on the bridge should facilitate the tasks to be performed by the bridge team and the pilot and promote safe and effective Bridge Resource Management (BRM). The Sub-Committee agreed guidelines on the application of SOLAS regulation V/15 to INS, IBS and bridge design for adoption by MSC 83. Rodger MacDonald |
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