Hazardous occurrence, collision regulations, Lessons learned

Amendments to the ISM Code have become effective since July 2014 By the enclosed MSC Resolution 353(92) of June 2013 the Maritime Safety Committed adoptedamendments to the ISM Code that become effective as of 1 July 2014.In addition to various footnotes with reference to applicable IMO resolutions and circular, you shouldin particular note the amended version of paragraph 6.2 and the new paragraph 12.2 to the Code:- para 6.2 The Company should ensure that the ship is:.1 manned with qualified, certificated and medically fit seafarers in accordance with nationaland international requirements; and.2 appropriately manned in order to encompass all aspects of maintaining safe operations onboardand the newISM Code, in its current form, was adopted by IMO in 1993 and amended in 2000, 2004,2005, 2008 and 2013.Latest edition of the publication consolidates theamendments to the ISM Code from resolutionsMSC.104(73), MSC.179(79), MSC.195(80),MSC.273(85), which entered into force on 1July 2002, on 1 July 2006, on 1 January 2009,and on 1 July 2010, respectively, and resolutionMSC.353(92), which enters into force on 1 January2015.ISM Code 2014 edition also includes: SOLAS chapter IX, as amended; Revised Guidelines on the implementation of theInternational Safety Management (ISM) Code byAdministrations (resolution A.1071(28)), adoptedin December 2013; Revised Guidelines for the...

IMO MEPC.1/Circ 778 IMO issues Circular MEPC.1/Circ 778 regarding List of Areas Under MARPOL and Particularly Sensitive Sea Areas as follows:The MARPOL Convention defines certain sea areas as "Special Areas" in which, for technical reasons relating to their oceanographical and ecological condition and to their seatraffic, the adoption of special mandatory methods for the prevention of sea pollution is required.Under the Convention, these Special Areas are provided with a higher level of protection than other sea areas. They are designated by IMO's Marine Environment Protection Committee (MEPC) by amendments to the relevant MARPOL Annexes.There are such areas under MARPOL Annexes I, II, IV and V. Under MARPOL Annex VI, such areas are called Emission Control Areas.Annex 1 to this circular contains a list of Special Areas and Emission Control Areas under MARPOL. It also provides information on the adoption date of amendments to the MARPOL Annexes as appropriate and the date of entry into force for such amendments as well as the date when the more stringent measures took effect for the Special Areas.You may view the MEPC1/Circ 778 by clicking here.Source: IMO

Amendments to Annex V were adopted by resolution MEPC.201(62) Annex V of the MARPOL Convention aims to eliminate and reduce the amount of garbage being dumped into the sea from ships. Its terms include all kinds of food, domestic and operational waste that are likely to be disposed of during the normal operation of the ship.Amendments to Annex V were adopted by resolution MEPC.201(62), which entered into force on 1 January 2013. The revised Annex V prohibits the discharge of all garbage into the sea, except as provided otherwise. For example, Annex V totally prohibits of the disposal of plastics anywhere into the sea, and severely restricts discharges of other garbage from ships into coastal waters and "Special Areas".The special areas established under Annex V are:the Mediterranean Seathe Baltic Sea the Black Seathe Red Seathe Gulfs area the North Sea the Wider Caribbean Region andAntarctic AreaThese are areas which have particular problems because of heavy maritime traffic or low water exchange caused by the land-locked nature of the sea concerned.Ship's garbage from ships can be just as deadly to marine life as oil or chemicals. Although many items can be degraded by the sea the process can take more than...

Class NK TEC - 0885 The Bahamian Government has notified ClassNK of special requirements for emergency escape breathing device(EEBD) on board the Bahamas flagged vessels as follows.1. SOLAS Chapter II-2 specifies the carriage requirement for EEBD in accommodation spaces as follows:(1) Cargo ships : Not less than two;(2) Passenger ships : Not less than two in each main vertical zone(3) Passenger ships carrying more than 36 passengers : In addition to the number specified in (2) above, not less than 2 in each main vertical zone.2. The number and location of EEBD to be provided in the machinery spaces is available in IMO Circular MSC/Circ.1081.3. All ships shall carry spare EEBDs that shall be located in a control station.The number of spares carried on board shall be as follows:(1) Cargo ships : 1 ;(2) Passenger ships : 2.4. Offshore units certified under the MODU Code, or modified MODU Code, or other alternative IMO Code shall be provided with EEBDs as if they were SOLAS certificated.5. In order to satisfy the SOLAS requirements for on-board training in the use of EEBDs, the vessel shall have either:(1) at least one separate EEBD clearly marked as designated for training, or(2) the onboard facility...

34th Consultative Meeting of Contracting Parties Parties to the international treaties which regulate the dumping of wastes and other matter at sea have issued a statement of concern regarding the deliberate ocean fertilization activity that was recently reported to have been carried out in July of 2012 in waters off the west coast of Canada1. The Contracting Parties to the Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter, 1972 (London Convention) and to the 1996 Protocol thereto (London Protocol), meeting in London from 29 October to 2 November 2012, expressed "grave concern" regarding this activity, reportedly conducted by the Haida Salmon Restoration Corporation, and which involved the deliberate introduction into surface waters of 100 metric tonnes of iron sulfate.The statement refers to an agreement made in 2008 that ocean fertilization activities, other than legitimate scientific research, should not be allowed. It goes on to point out that legitimate scientific research is defined as those proposals that have been assessed and found acceptable under the 2010 "Assessment Framework for Scientific Research Involving Ocean Fertilization." This, it says, should be used to determine, with utmost caution, whether a proposed ocean fertilization activity constitutes legitimate scientific research...

Tank cleaning chemicals - new IMO regulations The IMO is changing regulations in order to cut down on the number of chemicals on their list of approved tank cleaning products. Wilhelmsen Ship Service has accumulated useful knowledge over many decades through being confronted daily with a variety of problems associated with tank cleaning. Access to this vast experience can be made available to you through dealing with our trained professionals in our global network.Tank cleaning is a vital factor governing the success of ships operations. Ship owners and traders recognize the importance of efficient tank cleaning products and procedures to improve ship management efficiency, reduce operational costs and promote safety at sea.Annex II of the International Maritime Organisation (IMO) MARPOL 73/78 regulations relates to the discharge of Noxious Liquid Substances and will present challenges to ship owners and traders, by placing restrictions on the types of cleaning additives allowed in tank washing operations. The International Maritime Organisation (IMO) MARPOL 73/78 ANNEX II regulates the discharge of Noxious Liquid Substances and the use of chemicals that are used for tank cleaning purposes.IMO has changed the approval criteria for tank-cleaning chemicals. For future products no perfume or colouring agents will be allowed...

ClassNK - TEC 0875 BWM.2/Circ.35 has been issued by IMO to inform that a communication has been submitted from the Regional Marine Pollution Emergency Response Centre for the Mediterranean Sea (REMPEC) regarding a ballast water management guideline in the sea area.The ships entering the Mediterranean Sea area are encouraged to apply the guidelines on a voluntary basis as from 1st January 2012. And the guideline includes ballast water exchange according to the standard set out in the D-1 Standard of the International Convention for the Control and Management of Ships' Ballast Water and Sediments.Each vessel calling at a port within the Mediterranean Sea area is required to have on board a Ballast Water Management Plan complying with requirements of the Guidelines for Ballast Water Management and Development of Ballast water Management Plans (G4) developed by the IMO and to keep a record of all ballast water operations carried out.Ballast Water Management Plans for vessels registered to ClassNK can be received approval service according to IMO Resolution MEPC.127(53). The necessary number of copies of the plan in addition to one copy for ClassNK should be sent to the below mentioned department for the service.For more information, click here.Source: ClassNK

Aims to reduce the dministrative burden on the short sea shipping sector The European Maritime Safety Agency (EMSA) has launched its 'blue belt' pilot project, designed to reduce the dministrative burden on the short sea shipping sector.The aim of the blue belt pilot project is to explore new ways to promote and to facilitate short sea shipping in the European Union by reducing the administrative burden for intra-community trade.The project uses information on maritime traffic provided by the EMSA-operated SafeSeaNet European vessel traffic monitoring system to monitor vessel movements, and sends an automatic notification to customs authorities before the vessel's arrival at port.The information authorities are provided with includes current and previous voyages, expected or actual arrival and departure times, previous and next ports of call, and other pertinent voyage information.Consequently the authorities can ensure that a vessel declaring intra-EU goods has only visited EU ports, i.e. that it has stayed within the 'blue belt'.Upon successful assessment of the pilot project, due at the beginning of 2012, existing procedures may be reviewed and adjusted in favour of a permanent blue belt reporting system."The blue belt pilot project, by sharing existing information on maritime traffic among different user communities, has a...

Panama Canal Authority Advisory to Shipping No. A-20-2013 The Panama Canal Authority (ACP) reminds that vessels arriving at Canal waters, whether for docking or transiting the Panama Canal, must comply with vessel requirements as follows:Faximum LengthThe maximum length overall including bulbous bow for commercial or non-commercial vessels acceptable for regular transit is 366 meters. Vessels transiting the Canal for the first time, whether newly-constructed or newly-modified, are subject to inspection and prior review and approval of vessel plans. Vessels not receiving advance approval and/or not in compliance with Canal requirements may experience delays or denial of transitThe maximum length for integrated tug-barge (ITB) combination acceptable for regular transit is 366 meters overall, including the tug. A tug-barge combination must transit together as one unit with the tug supplying propelling power.The maximum aggregate overall length for non-self-propelled vessels acceptable for transit is 305 meters, including accompanying tugs. Accompanying tugs must lock through with the non-self-propelled vessel. One time only transits that exceed these limitations may be permitted on a case-by-case basis with prior approval of the Executive Manager for Transit Operations, and subject to requirements listed in Section 2.k(9), of the OP's Notice to Shipping No. N-1-2013 (Rev 1),"Vessel Requirements."Maximum BeamThe...