September 2005
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IFSMA attended two meetings at IMO this month: The 48th Sub-Committee on Stability and Load Lines and on Fishing Vessel Safety (SLF) and the 10th Sub Committee on Dangerous Goods, Solid Cargoes and Containers (DSC). Overseas: On the 7th and 8th September IFSMA was represented by Captain Ramu Naidu Sanasi at the IMO meeting held in Jakarta, Indonesia on Enhancing Safety Security and Environmental Protection. (A report on this meeting is in the September 2005 Newsletter) Also on the 22nd and 23rd September IFSMA was represented by Captain Lazlo Kovats who presented a paper at the International Conference on Security of Ships Port and Coasts. This conference was organised by the Company of Master Mariners of Canada, (A report on this conference will be presented in our December Issue of the Newsletter.) Sub-Committee on Stability and Load Lines and on Fishing Vessel Safety (SLF) (48th session): 12th to 16th September 2005 Code on Intact Stability SLF discussed a number of key topics but the focus for IFSMA was the review of the Intact Stability Code, and the Sub-Committee continued its comprehensive review of the Code on Intact Stability for all Types of Ships covered by IMO Instruments. The immediate needs are to develop amendments to bring the Code up to date. However, the review will, in the long term, allow for the preparation of performance-based stability criteria to replace the existing prescriptive provisions. The Intact Stability Correspondence Group was reinstated to review the text of the draft revised Code and to report to SLF 49. The Correspondence Group is also tasked with preparing a draft revised text of MSC/Circ.707 on Guidance to the master for avoiding dangerous situations in following and quartering seas Passenger Ship Safety Initiated by the MSC in 2000 with a guiding philosophy that work on passenger ship safety 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. The concept is that, in the event of a casualty, persons can stay safely on board as the ship. Simply the ship would be its own lifeboat. To achieve this various tasks were assigned to the different Sub-Committees and the task of SLF is to review passenger ship subdivision and damage stability. In relation to the work on Casualty threshold for return to port and casualty scenario for the time for orderly evacuation and abandonment, the Sub Committee endorsed the group's recommendation to develop mandatory requirements for water ingress detection and continuous flooding level monitoring systems, taking into account best industry practice, with a view to providing the master with real time information on the progression of flooding. The Sub-Committee agreed modifications to the draft amendments to SOLAS chapter II-2 on the functional requirements for safe areas, to include flooding issues. It was also agreed that references to flooding detection systems, if installed, as well as bilge systems, should be included in the draft performance standards for essential systems and equipment on passenger ships for safe return to port after a casualty, which were developed by the Sub-Committee on Ship Design and Equipment (DE). A correspondence group was established to develop criteria for safe return to port, either under own power or under tow, and to prepare mandatory requirements for water ingress detection and flooding level monitoring systems, ahead of the next SLF Sub-Committee session. Provisions on subdivision and damage stability for passenger and cargo ships. The Sub-Committee progressed the development of explanatory notes on the application of the provisions in the revised SOLAS chapter II-1 The revision of SOLAS chapter II-1 harmonizes 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. These amendments 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. Safety aspects of ballast water management The Sub-Committee agreed to recommend to the MSC that no transitory deviation from safety standards should be permitted during ballast water exchange and invited the MEPC to note the Sub-Committee's recommendation. The recommendation followed a request by the MEPC to confirm the acceptability (or otherwise) of transitory non-compliance with safety regulations when conducting ballast water exchange Sub-Committee on Dangerous Goods, Solid Cargoes and Containers (DSC), 10th session: 26-30 September 2005 The BLU Code A revision on the Code of Practice for the safe unloading and loading of bulk carriers (resolution A.862(20) - the BLU Code) is now underway and this will include an extension in its provisions to ships carrying grains. Members may remember that that the inclusion of grain in BLU Code was an IFSMA initiative. A correspondence group was established to continue the work intersessionally, including developing consequential amendments to the Manual on loading and unloading of solid bulk cargoes for terminal representatives and SOLAS chapter VI.. Guidance for Preventing accidents during securing of containers Serving Box ship masters will be pleased to learn that a correspondence group was established to develop guidance on providing safe working conditions for securing of containers, to prevent accidents while undertaking lashing and securing tasks. The Group has been tasked with:
High rate of deficiencies found during Container inspections Concern was expressed about the high rate of deficiencies found during container inspections and lack of adherence to the provisions of the IMDG Code - especially in the areas of marking, and documentation. Administrations reported that container inspections showed that out of 7,301 cargo transport units inspected, 1,928 were found deficient with 2,975 deficiencies> This gives high ratio of 26.4% of cargo transport units inspected having deficiencies. Inspections of outbound cargo transport units contributed towards the safety of the ship, and endorsed the need for improved training of shore-based personnel involved in the handling of dangerous goods. A Mandatory Bulk Carrier Code Work continues on the preparation of a mandatory Code of Safe Practice for Solid Bulk Cargo (BC Code), as well as the development of draft amendments to SOLAS chapters VI and VII on making the Code mandatory. The proposed timetable would see the mandatory BC Code and SOLAS amendments adopted in 2008, with entry into force in 2011. Direct Reduced Iron Fines (DRI) The Sub-Committee approved a DSC circular on Accidents involving transport of direct reduced iron fines and wants to alert all parties concerned about the dangers involved in loading, unloading and transporting this product. Courses on the implementation of the IMDG Code IFSMA is pleased to note that the sub-committee reported that many people had benefited from training in implementation of the IMDG Code worldwide, under the IMOs programme on enhancement of maritime safety. Since April 2002, ten regional and seven national courses on the implementation of the IMDG Code have been delivered and one regional course, in the Caribbean, was scheduled for November 2005. Overall, some 632 participants from 122 countries will have benefited from these programmes. Rodger MacDonald
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