IFSMA Monthly Logs

The Secretary General represented IFSMA and presented a paper at the Lloyds List Events Manning and Training Conference held in Riga on 10^th and 11^th May 2005.

IFSMA also attended the Joint User Group meeting of Trinity House held on the 18^th May in London.

IFSMA attended the 80^th session of Maritime Safety Committee at IMO held from the 11^th May to the 20^th May 2005.

Attending on behalf of IFSMA were Bjorn Haave, Eddie Agbakoba, Laszlo Kovats, and Rodger MacDonald

The revision of SOLAS chapter II-1

The revision of SOLAS chapter II-1 is intended to harmonize the provisions on subdivision and damage stability for passenger and cargo ships. The revised provisions in parts A, B and B-1 will be applicable to new ships built after the expected entry into force date of 1 January 2009.

The amendments, which have been intensively developed over the past decade, are based on the "probabilistic" method of determining damage stability, which is itself based on the detailed study of data collected by IMO relating to collisions. Because it is based on statistical evidence concerning what actually happens when ships collide, the probabilistic concept is believed to be far more realistic than the previously-used "deterministic" method.

Other amendments to SOLAS

The MSC adopted other amendments to SOLAS, with an expected entry into force date of 1 January 2007, including:

• New SOLAS regulation II-1/3-7 to require ship construction drawings to be maintained on board and ashore.
• New SOLAS regulation II-1/3-8 concerning towing and mooring equipment. The regulation will require all ships to be provided with arrangements, equipment and fittings of sufficient safe working load to enable the safe conduct of all towing and mooring operations associated with the normal operation of the ship.
• New SOLAS regulation II-1/23-3 concerning water level detectors in the cargo hold(s) on new single hold cargo ships other than bulk carriers. Amendment to SOLAS regulation II-1/31 Machinery control to restrict the application of propulsion control automation systems to new ships only.
• Amendment to SOLAS regulation II-1/31 Machinery control to restrict the application of propulsion control automation systems to new ships only.
• (With expected entry into force of 1 January 2009) New SOLAS regulations XI-1/3-1 and amendments to regulation XI-1/5 on the mandatory company and registered owner identification number.
• Also (expected entry into force of 1 January 2009) amendments to add the IMO unique company and registered identification number to relevant certificates and documents in the International Management Code for the Safe Operation of Ships and for Pollution Prevention (the ISM Code) and International ship and Port Facility Security (ISPS) Code.

Long-range identification and tracking of ships

The Working Group on Maritime Security held extensive discussions relating to proposed draft amendments to SOLAS to include a new regulation on long-range identification and tracking of ships (LRIT). The purpose of the proposed draft regulation is to establish a mechanism for the collection from ships of LRIT information for security, search and rescue and any other purpose as determined by the Organization and also a scheme for the provision of LRIT information to Contracting Governments. The ships which are required to comply with SOLAS chapter XI-2 and the ISPS Code would be required to transmit LRIT information.

The Committee noted that there were still a number of outstanding technical issues to be resolved and agreed that an intersessional working group should meet ahead of the 10th session of the COMSAR Sub-Committee in early 2006 so that COMSAR 10 would be able to finalize the work. The COMSAR correspondence group on LRIT was also tasked with considering a number of technical issues, so as to enable COMSAR 10 to complete its own work on LRIT.

Passenger ship safety

The MSC agreed a revised work plan for the on-going work by the relevant Sub-Committees on passenger ship safety, the guiding philosophy for which is based on the premise that the regulatory framework should place more emphasis on the prevention of a casualty from occurring in the first place and that future passenger ships should be designed for improved survivability so that, in the event of a casualty, persons can stay safely on board as the ship proceeds to port.

The MSC approved the definition for the time for orderly evacuation and abandonment as "the time, beginning when the casualty threshold is exceeded until all persons have safely abandoned the ship, in which the ship remains viable for this purpose". The MSC agreed that, in the event that the casualty exceeds the threshold for return to port, an additional casualty scenario, for design purposes, should be developed. The MSC instructed the Fire Protection (FP) and Stability, Load Lines and Fishing Vessel Safety (SLF) Sub-Committees to develop these scenarios to support the concept that a passenger ship should remain viable for at least three hours, to allow for safe, orderly evacuation and abandonment.

It was agreed that the casualty threshold is the amount of damage a ship is able to withstand, according to the design basis, and still safely return to port.  The aim is to complete the work on passenger ship safety by 2006.

Training of crew in launching/recovering operations of fast rescue boats and means of rescue in adverse weather conditions

The MSC approved draft amendments to part A of the STCW Code regarding additional training requirements for the launching and recovery operations of fast rescue boats, with a view to their adoption at MSC 81. It agreed an MSC circular on Guidance on training for fast rescue boats launch and recovery teams and boat crews.

Measures to enhance maritime security

The MSC considered issues relating to the implementation of the special measures to enhance maritime security which were adopted in 2002 and entered into force on 1 July 2004.

Draft amendments to the STCW Convention on Requirements for the issue of certificates of proficiency for ship security officers; draft amendments to part A of the STCW Code on Training requirements for issue of certificates of proficiency for ship security officers; and related draft amendments to part B of the STCW Code on Guidance regarding training for ship security officers were approved by the committee. These drafts will be circulated with a view to adoption at MSC 81 in 2006

The proposed amendments to the STCW Convention and to parts A and B of the STCW Code require candidates for a certificate of proficiency as a ship security officer to demonstrate the knowledge to complete a range of tasks, duties and responsibilities, including: maintenance and supervision of the implementation of a ship security plan; assessment of security risk, threat, and vulnerability; undertaking regular inspections of the ship to ensure that appropriate security measures are implemented and maintained; ensuring that security equipment and systems, if any, are properly operated, tested and calibrated; and encouraging security awareness and vigilance.

Guidelines on the training and certification of Company Security Officers (CSOs); Guidance on the access of public authorities, emergency response services and pilots onboard ships to which SOLAS chapter XI-2 and the ISPS Code apply; Guidance on the priority and testing of ship security alert system; and Interim scheme for the compliance of certain cargo ships with the special measures to enhance maritime security.

The MSC also adopted amendments to resolution A.959(23) on Format and guidelines for the maintenance of the continuous synopsis record intended to update the CSR format to include the registered owner and the company identification numbers and to address a number of practical difficulties encountered during the transfer of ships between flags.

Joint MSC/MEPC Working Group on Formal Safety Assessment (FSA)

The MSC reviewed the report of the Joint MSC/MEPC Working Group on Formal Safety Assessment (FSA) which met during the session.

The MSC approved, subject to MEPC concurrence, draft amendments to the Guidelines for Formal Safety Assessment (FSA) for use in the IMO rule-making process (MSC/Circ.1023 -MEPC/Circ.392) and a draft revised MSC/MEPC circular.

 The amendments include revisions to section 3 Methodology, including the addition of a paragraph outlining the need for data on incident reports, near misses and operational failures to be reviewed objectively and their reliability, uncertainty and validity to be assessed and reported. The assumptions made and limitations of these data must also be reported.

The MSC agreed to establish a Correspondence Group to further consider unresolved issues in particular concerning inconsistent results of different FSAs on the same subject and clarifications of the technology used for particular FSAs.

The MSC also agreed on the establishment, when necessary, of an FSA Group of Experts for the purpose of reviewing an FSA study if the Committee plans to use the study for making a decision on a particular issue. A flow-chart for the FSA review process was agreed. The MSC agreed in principle that the proposed expert group would undertake to review FSA studies on specific subjects submitted to the Organization, as directed by the Committee(s) and prepare relevant reports for submission to the Committee(s). The structure of the group of experts was left open for future discussion, though the Committee agreed, in principle, that members participating in the expert group should have risk assessment experience; a maritime background; and knowledge/training in the application of the FSA Guidelines.

Wing-in-Ground (WIG) craft

The MSC approved general principles and recommendations for knowledge, skills and training for officers on Wing-in-Ground (WIG) craft operating in both displacement and ground effect modes. They will be forwarded to the International Civil Aviation Organization (ICAO) for consideration.

Deficiencies in hydrographic surveying and nautical charting worldwide

The MSC agreed an MSC circular to include a note by the International Hydrographic Organization (IHO) highlighting deficiencies in hydrographic surveying and nautical charting worldwide and their impact on safety of navigation and protection of the marine environment. The circular reminds States of their obligations to establish hydrographic services in order to fulfil their obligations for surveying, charting and updating as specified in SOLAS chapter V. the MSC urged States to take action to remedy the situation.

Investigation and Reporting of marine casualties and incidents

Revision of the Code for investigation of marine casualties and incidents
Noting that the Sub-Committee on Flag State Implementation (FSI) had expressed overwhelming support for the idea of making the Code for the investigation of marine casualties and incidents mandatory, in full or in part, the MSC instructed the FSI Sub-Committee to develop a draft revised Code; to determine whether the revised Code itself or parts thereof should be made mandatory; and to provide recommendations as to how such a revised code should be made mandatory, in full or in part.

Study on incidents of explosions on chemical and product carriers The MSC strongly urged the relevant flag States to provide IMO with reports on the investigations into a number of incidents of explosions on chemical and product carriers, for analysis by the Inter Industry Working Group (IIWG)1 which was established to study the reported incidents of explosions on chemical and product carriers.

The Committee approved, subject to MEPC's concurrent decision, a draft MSC/MEPC circular on Reports on marine casualties and incidents, superseding MSC/Circ.953 - MEPC/Circ.372.

Certificates and documentation

Extending the period of validity of a certificate

The Committee approved a draft amendment to the 1988 SOLAS Protocol, with a view to its adoption at MSC 81, relating to the extension of the five-year period of validity of the Cargo Ship Safety Construction Certificate or the Cargo Ship Safety Certificate, in certain cases. In all cases, the interval between any two inspections of the outside of the ship's bottom shall not exceed 36 months.

The MSC also approved, subject to MEPC's concurrent decision, a draft MSC/MEPC circular on Recommended conditions for extending the period of validity of a certificate and a draft MSC/MEPC circular on Interpretations of the date of completion of the survey and verification on which the certificates are based.

Another draft MSC/MEPC circular, on Retention of original records/documents on board ships, was approved. It addresses the fact that because ships often travel between multiple jurisdictions, the retention of the original records/documents on board the ship is the primary method of attesting to their compliance. Only in exceptional circumstances, should the original records/documents be removed and replaced by certified copies. It was agreed to bring the draft circular to the attention of the IMO/ILO Joint Working Group on the Fair treatment of Seafarers.

Goal-based new ship construction standards

The five-tier system on which the development of GBS is being based consists of goals (Tier I), functional requirements (Tier II), verification of compliance criteria (Tier III), technical procedures and guidelines, classification rules and industry standards (Tier IV) and codes of practice and safety and quality systems for shipbuilding, ship operation, maintenance, training, manning, etc. (Tier V).

The MSC agreed in principle with the basic principles of goal-based standards and with the Tier I goals developed by the Working Group on Goal-based New Ship Construction Standards.

The agreed basic principles state that IMO goal-based standards are:

• broad, over-arching safety, environmental and/or security standards that ships are required to meet during their lifecycle;
• the required level to be achieved by the requirements applied by class societies and other recognized organizations, Administrations and IMO;
• clear, demonstrable, verifiable, long standing, implementable and achievable, irrespective of ship design and technology; and
• specific enough in order not to be open to differing interpretations.

The Tier 1 goals are based on the premise that - for all new ships - "ships are to be designed and constructed for a specified design life and to be safe and environmentally-friendly, when properly operated and maintained under the specified operating and environmental conditions, in intact and specified damage conditions, throughout their life".

The Working Group also made progress on developing the Tier II functional requirements, agreeing that for new oil tankers and bulk carriers in unrestricted navigation (the ship is not subject to any geographical restrictions (i.e. any oceans, any seasons) except as limited by the ship's capability for operation in ice); the specified design life is not to be less than 25 years and they should be designed in accordance with North Atlantic environmental conditions and relevant long-term sea state scatter diagrams. Other functional requirements for these ship types were agreed by the Working Group, including those relating to structural strength, fatigue life, residual strength, protection against corrosion and so on.

In conclusion it was sadly Tom Allan’s last session as Chairman of MSC as he retires at the end of this year. He has been an excellent Chairman of this important committee and always given IFSMA a fair chance to express the opinions of the shipmasters. We wish him a long and happy retirement.

The Joint User Group meeting of Trinity House held on the 18^th May in London.

Three key topics of interest to IFSMA  were discussed at this meeting.

Loran C

The General Lighthouse Authorities  are trying out transmissions from the Rugby transmitter to act as a back-up and complementary system to GNSS, with particular interest in areas of dense ship traffic and navigational importance. It is felt that Loran C can provide added support by providing position information from a source totally independent of GNSS.

Wreck Buoys

Following the tricolour incident in 2004, the concept of having more discernable temporary marks to warn of the dangers of a wreck has been discussed with IALA. The current idea from Trinity House is to have rapid deployment vessels place temporary wreck marking buoys with bright blue and yellow flashing lights.

Wind Farms

Trinity House is continuing to provide technical support in explaining to the UK government the folly of placing wind farms close to frequently used shipping lanes. Some success has been made with a better understanding of problems that seafarers will encounter, but the industry must not be complacent about the lobbying that is to come from other parties.

Captain Hein Mehrkens

Finally it is with deep regret that we have to report the death on the 15^th May of Captain Hein Mehrkens, President of IMPA. Hein was a good friend and strong supporter off IFSMA particularly during IMO proceedings and will be sorely missed.