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SHIPPING

Shipping is perhaps the most international of all the world's great industries - and one of the most dangerous.

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3a392c1fd18ca43626c1460d327b0796Most of our crew on handy max vessels and other vessels will use their expertise to help ship owners buy the best spares at the lowest rates.

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JP54This company have sole agency in hydraulic and pneumatic industry that covering European and American top brands in marine , oil , gas , offshore and basic industries .       Read more

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Safety regulations for different types of ships Safety regulations for different types of ships
A passenger ship is a ship which carries more than twelve passengers. (SOLAS I/2) ...

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Radiocommunications and Search and Rescue Radiocommunications and Search and Rescue
Under the direct instruction of the Maritime Safety Committee (MSC) and as may be requested by the M...

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IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code) IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code)
The IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code), jointly develope...

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Fire Protection, fire detection and fire extinction Fire Protection, fire detection and fire extinction
Fire can be devastating on a ship - particularly on a passenger ship, where large numbers of people ...

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Ship Design and Construction (SDC), 2nd session, 16-20 February 2015 Ship Design and Construction (SDC), 2nd session, 16-20 February 2015
roposed amendments to SOLAS chapter II-1 on subdivision and damage stability were agreed by the...

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(Maritime Knowledge Centre (MKC (Maritime Knowledge Centre (MKC
​The Maritime Knowledge Centre (MKC) provides collections, information resources and services to sup...

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UK-IMO-Modernization-of-Distress-and-Safety-Communication-at-SeaUnder the direct instruction of the Maritime Safety Committee (MSC) and as may be requested by the Marine Environment Protection Committee (MEPC), the Sub-Committee on Radiocommunications and Search and Rescue (COMSAR) considers matters related to the following subjects: performance standards, maintenance requirements and relevant procedures for radiocommunication equipment and operational communications related to safety or maritime security, including the Global Maritime Distress and Safety System (GMDSS); co-operation with the International Telecommunication Union (ITU) regarding maritime mobile radiocommunication matters; the GMDSS Master Plan; technical and operational measures and recommendations on the worldwide implementation of maritime search and rescue, including the maintanace of the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual; co-operation with the International Civil Aviation Organization (ICAO) regarding joint aeronautical and maritime search and rescue issues; and the Global SAR Plan.

Fotolia 15628201 Subscription L-2The IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code), jointly developed by the International Maritime Organization (IMO), the International Labour Organization (ILO) and the United Nations Economic Commission for Europe (UNECE), addresses these concerns through a non-mandatory global code of practice for the handling and packing of cargo transport units for transportation by sea and land. The CTU Code is an update of the 1997 IMO/ILO/UNECE Guidelines for Packing of Cargo Transport Units and was endorsed by the Inland Transport Committee of the UNECE, at its seventy-sixth session (25 to 27 February 2014), the IMO Maritime Safety Committee, at its ninety-third session (14 to 23 May 2014) and the Governing Body of ILO, at its 322nd session (30 October to 13 November 2014). The revision process took place from 2011-2013 under the auspices of a group of experts. Within the CTU Code, comprehensive information and references on all aspects of loading and securing of cargo in containers and other intermodal transport are provided, taking account of the requirements of all sea and land transport modes. The CTU Code applies to transport operations throughout the entire intermodal transport chain and provides guidance not only to those responsible for packing and securing cargo, but also to those who receive and unpack such units. The Code of Practice also addresses issues such as training and the packing of dangerous goods. The CTU Code is intended to assist the industry, employers’ and workers’ organizations as well as Governments in ensuring the safe stowage of cargo in containers. The CTU Code could also be used as a reference base for national regulations and could become a model for internationally harmonized legislation in this field, should such requirements arise. The CTU Code was recently issued as an MSC circular (MSC.1/Circ.1497) and it can also be downloaded from the dedicated website listed in the related links. In conjunction with the CTU Code, the Informative Material related to the CTU Code (MSC.1/Circ.1498) provides practical guidance and background information on the packing of cargo transport units. The informative material was finalized by the IMO Sub-Committee on Carriage of Cargoes and Containers (CCC) at its first session and although it is referenced in the CTU Code it does not form part of the CTU Code. The informative material has not been endorsed by the governing bodies of UNECE and ILO.

fireFire can be devastating on a ship - particularly on a passenger ship, where large numbers of people may need to be evacuated, or on a ship carrying inflammable cargo, with serious risks to crewmembers or to ports and harbours.On 1 July 2002, a comprehensive new set of requirements for fire protection, fire detection and fire extinction on board ships entered into force as a new revised Chapter II-2 of the International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended, incorporating technological advances in fire detection and extinction as well as lessons learned from fire incidents over the years. The regulations are designed to ensure that fires are first of all prevented from occurring - for example by making sure that materials such as carpets and wall coverings are strictly controlled to reduce the fire risk; secondly, that any fires are rapidly detected; and thirdly; that any fire is contained and extinguished. Designing ships to ensure easy evacuation routes for crew and passengers are a key element of the chapter. Publications The following publications are available from IMO: SOLAS Amendments 2000 - includes the revised chapter II-2 , making the International Code for Fire Safety Systems (FSS Code), adopted by the MSC by resolution MSC.98(73), mandatory under SOLAS Fire Safety Systems (FSS) Code, 2001 Fire Test Procedures (FTP Code) (1998 Edition) Model Course: 1.20 - Fire Prevention. & Fire Fighting Model Course: 2.03 - Advanced Fire Fighting Model Course: 3.05 - Survey of Fire Appliances

downloadroposed amendments to SOLAS chapter II-1 on subdivision and damage stability were agreed by the Sub-Committee on Ship Design and Construction (SDC), which was meeting for its second session, for submission to the Maritime Safety Committee (MSC), with a view of approval by MSC 95 in June 2015 and subsequent adoption.
 
The focus of the current revision is to revise and update subdivision and damage stability regulations*, in view of experience gained with the harmonized probabilistic concept for cargo and passenger ships which entered into force in 2009.  
 
The harmonized SOLAS regulations on subdivision and damage stability, as contained in SOLAS chapter II-1, are based on a probabilistic concept, which uses the probability of survival after collision as a measure of ships’ safety in a damaged condition. The current revision of the regulations has taken into account a number of recent studies, such as the EU-funded GOAL based Damage Stability project (GOALDS), FLOODSTAND​ and EMSA 2. 
 
Work on the revision of the required subdivision index "R" for new passenger ships, taking into account the number of people on board a ship, will continue at SDC 3, in January 2016, in view of the need for further input from the validation of the results of the EU-funded EMSA 3 project. The required subdivision index "R" is a formula used to determine the probability of survival of a ship.  
 
Watertight doors on passenger ships – SOLAS amendment agreed
The Sub-Committee agreed draft amendments to SOLAS regulation II 1/22, to clarify when watertight doors may be opened during a voyage, for submission to MSC 95 for approval and subsequent adoption.
 
The proposed amendments would delete the current SOLAS Regulation II-1/22.4, which allows for certain watertight doors to be permitted to remain open during navigation only if considered absolutely necessary, including if "being open is determined essential to the safe and effective operation of the ship's machinery"; or "to permit passengers normally unrestricted access throughout the passenger area". 
 
The amended regulation would still permit a watertight door to be opened during navigation to permit the passage of passengers or crew, or when work in the immediate vicinity of the door necessitates it being opened. The door must be immediately closed when transit through the door is complete or when the task which necessitated it being open is finished.
 
The Sub-Committee also agreed to the draft MSC circular on revised Guidance for watertight doors on passenger ships which may be opened during navigation, for submission to MSC 95 for approval. The guidance includes appendices, containing: Procedure for the determination of the impact of open watertight doors on passenger ship survivability (floatability assessment); Technical standards for watertight doors on passenger ships; Flowchart on Guidance for permitting watertight doors on passenger ships to remain open during navigation;  and Illustration of application of the floatability assessment under hazardous conditions in the Guidance. 
 
Expansion of mandatory passenger evacuation analysis to all passenger ships agreed
Taking into account the recommendations from the investigation into the Costa Concordia incident, the Sub-Committee agreed draft amendments to SOLAS regulation II-2/13 – Means of escape to extend the requirements for evacuation analysis to all passenger ships, not just ro-ro passenger ships. 
 
The amendments would require escape routes to be evaluated by an evacuation analysis early in the design process, applicable to ro-ro passenger ships other passenger ships carrying more than 36 passengers.
 
The analysis would be used to identify and eliminate, as far as practicable, congestion which may develop during an abandonment, due to normal movement of passengers and crew along escape routes, including the possibility that crew may need to move along these routes in a direction opposite to the movement of passengers. In addition, the analysis would be used to demonstrate that escape arrangements are sufficiently flexible to provide for the possibility that certain escape routes, assembly stations, embarkation stations or survival craft may not be available as a result of a casualty.
 
The draft amendments to SOLAS regulation II-2/13 will be submitted to MSC 95 for approval and subsequent adoption. 
 
In order to further develop guidelines relating to evacuation analysis, the Sub-Committee established an evacuation analysis correspondence group to prepare draft amendments to the current Guidelines for evacuation analysis for new and existing passenger ships (MSC.1/Circ.1238), in order to address mandatory application of evacuation analysis to passenger ships including a review of the defined scenarios; to consider including in the Guidelines the need for operational procedures that support evacuation, as well as considering the results of the evacuation analysis to identify operational requirements during an evacuation; to discuss and if deemed necessary prepare specific requirements for evacuation of open deck areas;  and to identify and consider additional evacuation scenarios together with the necessary requirements to be included in the draft amendments.  
 
Draft circular on definition of industrial personnel developed
The Sub-Committee agreed a definition of “industrial personnel”, for inclusion in a draft MSC circular, to be submitted to MSC 95 for approval. The aim in developing the definition is to assist Member Governments such that they may develop and implement regulations for the safe carriage of industrial personnel on board offshore industry vessels engaged on international voyages. This provides a short-term solution in recognition of the urgent need for its use by the evolving offshore energy sector.
 
It was agreed that “Industrial personnel means all persons who are not passengers or members of the crew or children of under one year of age, and: are transported or accommodated on board for the purpose of offshore industrial activities;  are able-bodied and meet appropriate medical standards; have received basic safety training, according to relevant industry standards; have a fair knowledge of the layout of the ship and the handling of the ship's safety equipment before departure from port (e.g. through a safety briefing); and are equipped with appropriate personal safety equipment suitable for the risks to safety such personnel are likely to experience on the forthcoming voyage (e.g. immersion suits).”
 
Meanwhile, the Sub-Committee re-established a correspondence group to finalize draft Guidelines for offshore service craft (OSC) used in windfarm service; further develop with a view towards finalizing the draft Guidelines for offshore construction vessels (OCV) used in windfarm service; further consider the application of the OSC and OCV guidelines to non Convention ships, and other vessels for the offshore energy industry; and report to SDC 3 in 2016.  
 
Interim Guidelines for use of Fibre Reinforced Plastic (FRP) agreed
The Sub-Committee agreed draft Interim Guidelines for use of Fibre Reinforced Plastic (FRP) for elements within ship structures, intended to facilitate the safe use of FRP composites in shipbuilding, taking into account the material particularities. 
 
FRP composite is a lightweight material composition with a high strength to weight ratio and corrosion resistance compared to steel. The fact that FRP composite is combustible makes fire safety a key issue when considering ship structures in this material.
 
The comprehensive interim guidelines are aimed at Member Governments, who are invited to apply them when approving alternative designs and arrangements for FRP elements in ship structures in accordance with SOLAS regulation II-2/17 (Alternative design and arrangements). 
 
The interim guidelines are intended to ensure that a consistent approach is taken with regard to standards of fire safety of ships making use of FRP elements in their structures and that the level of fire safety afforded by the provisions of SOLAS chapter II-2 is maintained. 
 
Amendments to plastic pipe guidelines agreed
The Sub-committee agreed draft amendments to the Guidelines for the application of plastic pipes in ships (resolution A.753(18)), as amended by resolution MSC.313(88), for submission to MSC 95 for adoption.  The draft amendments update provisions relating to fire protection and containment, in order to take into account technological developments and maintain the highest practical level of safety. 
 
Progress on IS Code draft amendments
The Sub-Committee agreed draft amendments to part B of the International Code on Intact Stability, 2008 (2008 IS Code) regarding vessels engaged in anchor handling operations for submission to MSC 95 for approval.  The Sub-Committee also agreed, in principle, to draft amendments to update the 2008 IS Code, including those related to vulnerability criteria and the standards (levels 1 and 2) related to parametric roll, pure loss of stability and surf-riding / broaching; and to ice accretion in timber deck cargo. 
 
A correspondence group was established to finalize the draft text of the remaining amendments to the 2008 IS Code, regarding vulnerability criteria and standards (levels 1 and 2) related to dead-ship condition and excessive accelerations and to prepare a draft text of the Explanatory Notes for vulnerability criteria as well as the "direct stability assessment and operational guideline".  The correspondence group was also tasked with further proposed amendments to part B of the 2008 IS Code concerning towing and lifting operations and to report to the next session (SDC 3).  
 
Unified interpretations agreed
The Sub-Committee agreed draft unified interpretations, for submission to MSC 95 for approval, relating to: 
 
•Regulation 36(6) of the Protocol of 1988 relating to the International Convention on Load Lines, 1966 (related to the definition of continuous hatchways); 
  
•the Code on Noise Levels on board Ships (resolution MSC.337(91)); 
 
•Guidelines for Safe Access to Tanker Bows (resolution MSC.62(67)), related to arrangements using FRP gratings for safe access to tanker bows; and 
 
•SOLAS regulations II-2/9 Containment of fire and II-2/13 Means of escape. 
 
The Sub-Committee also agreed amendments to update unified interpretations of the provisions of SOLAS chapters II-1 and XII, and the Technical provisions for means of access for inspections (resolution MSC.158(78)) to provide specific guidance on the application of SOLAS regulation II-1/3-6.3.1, as amended, and the revised Technical Provisions for means of access for inspections (resolution MSC.158(78)). 

Liability squareThe Maritime Knowledge Centre (MKC) provides collections, information resources and services to support the IMO Secretariat, Member States, representatives and delegates. Its specialized collections comprise the archives of official documents and IMO Publications. The MKC also collects resources covering maritime affairs, shipping and other subjects relevant to the work of the Organization. The Maritime Knowledge Centre belongs to the global network of United Nations System Libraries sharing expertise, best practices, resources and reciprocal services. The MKC collaborates with local, international, academic and research libraries to ensure access to authoritative maritime information.

SJ 5​​The safety and security of life at sea, protection of the marine environment and over 90% of the world's trade depends on the professionalism and competence of seafarers. The IMO's International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978 was the first internationally-agreed Convention to address the issue of minimum standards of competence for seafarers. In 1995 the STCW Convention was completely revised and updated to clarify the standards of competence required and provide effective mechanisms for enforcement of its provisions. A comprehensive review of the STCW Convention and the STCW Code commenced in January 2006, and culminated in a Conference of Parties to the STCW Convention which was held in Manila, Philippines from 21 to 25 June 2010, that adopted a significant number of amendments to the STCW Convention and STCW Code. These amendments, now referred to as the Manila amendments, which provide enhanced standards of training for seafarers, entered into force on 1 January 2012. In 1997, IMO adopted a resolution setting out its vision, principles and goals for the human element. The human element is a complex multi-dimensional issue that affects maritime safety, security and marine environmental protection involving the entire spectrum of human activities performed by ships' crews, shore based management, regulatory bodies and others. All need to co-operate to address human element issues effectively. Since the 1980s IMO has increasingly addressed the people involved in shipping in its work. In 1989, IMO adopted Guidelines on management for the safe operation of ships and for pollution prevention - the forerunner of what became the International Safety Management (ISM) Code which was made mandatory through the International Convention for the Safety of Life at Sea, 1974 (SOLAS). The ISM Code is intended to improve the safety of international shipping and to reduce pollution from ships by impacting on the way ships are managed and operated. The ISM Code establishes an international standard for the safe management and operation of ships and for the implementation of a safety management system (SMS). Effective implementation of the ISM Code should lead to a move away from a culture of "unthinking" compliance with external rules towards a culture of "thinking" self-regulation of safety - the development of a 'safety culture'. The safety culture involves moving to a culture of self regulation, with every individual - from the top to the bottom - feeling responsible for actions taken to improve safety and performance. Application of the ISM Code should support and encourage the development of a safety culture in shipping. In 1995, the IMO Assembly, adopted the Guidelines on implementation of the International Safety Management (ISM) Code by Administrations by resolution A.788(19). These Guidelines were revised and adopted as resolution A.913(22) in 2001. The Guidelines were further revised and adopted as resolution A.1022(26) in 2009 and entered into force on 1 July 2010. The safety and security of life at sea for fishing vessel personnel are also a matter of concern of IMO which recognises the need for a response to the safety crisis of the fishing industry and has a number of instruments addressing the issue. One of those instruments are the International Convention for Fishing Vessel Personnel (STCW-F), which was adopted by IMO in 1995, and is expected to bring considerable benefits and advantages to the fishing industry and enhancing the standard of safety in the fishing vessel fleets. The Convention apply to crews of sea going vessels, generally of 24 meters in length and above. It was originally intended that requirements for crews on fisihing vessels should be developed as a protocol to the main STCW Convention, but after careful consideration, it was agreed that it would be better to adopt a completely separate Convention. The Convention is the first attempt to make standards of safety for crews of fishing vessels mandatory internationally entered into force on 29 September 2012 .

                                    
downloadMARPOL Annex VI guidelines relating to marine diesel engines agreed
Two sets of draft guidelines, concerning the implementation of regulation 13 “Nitrogen oxides” of MARPOL Annex VI, were agreed by the Sub-Committee on Pollution Prevention and Response (PPR), when it met for its 1st session. The regulation requires marine diesel engines installed on ships constructed before 2000 to meet the emission limits and for an Approved Method for that engine to be certified by an Administration of a Party. 
 
The Sub-Committee agreed, for   adoption by MEPC 66, draft 2014 Guidelines in respect of the information to be submitted by an Administration to the Organization covering the certification of an Approved Method as required under regulation 13.7.1 of MARPOL Annex VI (relating to “Marine Diesel Engines Installed on a Ship Constructed Prior to 1 January 2000”); and draft 2014 Guidelines on the Approved Method process.
 
Definition for emissions of black carbon from international shipping discussed
The Sub-Committee discussed the report of a correspondence group relating to the impact on the Arctic of emissions of black carbon from international shipping. Following discussion in a working group, the Sub-Committee noted that two possible technical definitions had been discussed, namely,   equivalent Black Carbon (eBC)   - which could be defined as “equivalent Black Carbon (eBC) derived from optical absorption methods, that utilizes a suitable mass-specific absorption coefficient” and  Light-Absorbing Carbon (LAC) – which could be defined as “light absorbing carbonaceous compounds (LAC), resulting from the incomplete combustion of fuel oil". The Sub-Committee also noted a number of appropriate measurement methods that could support the above-mentioned proposed definitions.
 
Future control measures and how they would be implemented would depend on the agreed definition and measurement methods. The whole issue was referred to the Marine Environment Protection Committee (MEPC) for further discussion and guidance.   
 
Reclassification of high-viscosity PIB agreed
Following the decision in the Evaluation of Safety and Pollution Hazards (ESPH) Working Group to recommend the reclassification of   high-viscosity PIB (Polyisobutylene) the Sub-Committee agreed to a new entry in chapter 17 of the IBC Code for poly(4+)isobutylene, as a pollution category X, for carriage by ship, thereby prohibiting the discharge of cargo residues into the sea, and approved the addition of "Highly Reactive Polyisobutylene" as a synonym in chapter 19 of the IBC Code.  Previously, PIB was classified as category Y material but there was no differentiation between high or low viscosity grades. Low-viscosity PIB will remain as a category Y product.
 
The ESPH working group, during the PPR session, also discussed issues related to the discharge of high-viscosity and persistent floating products and noted that further evaluation was needed, with respect to issues such as definitions of these substances, effectiveness of stripping operations and availability/adequacy of reception facilities.  
 
Meanwhile, the Sub-Committee approved the report of the Evaluation of Safety and Pollution Hazards (ESPH) Working Group, including the evaluation of 8 new products and 25 cleaning additives.
 
Development of a new offshore support vessels chemicals code
The Sub-Committee continued its work on developing a draft Code for the Transport and Handling of Limited Amounts of Hazardous and Noxious Liquid Substances in Bulk in Offshore Support Vessels (OSV Chemical Code) and agreed to refer relevant sections dealing with stability, cargo transfer and fire fighting to the Sub-Committees on Ship Design and Construction (SDC) and Ship Systems and Equipment (SSE) for their input.
 
The aim is to develop a consistent regulatory framework for the transport and handling of limited amounts of hazardous and noxious liquid substances in bulk on offshore support vessels with a single certification scheme, taking into account the complex and continued evolution of the offshore industry as well as the unique design features and service characteristics of these vessels.
 
Further Ballast Water Management (BWM) Convention guidance developed 
The Sub-Committee agreed, in principle, to the draft Guidance on stripping operations using eductors, for further consideration by MEPC 66, with a view to approval. 
 
The Sub-Committee also noted, with appreciation, the financial support provided by Canada and Denmark for the development of manual on "Ballast Water Management – How to do it" and the offers of support from other delegations. It is intended that a first draft of the manual will be submitted to the next session (PPR 2) for consideration. 
 
Pollution preparedness and response guidance reviewed 
The Sub-Committee reviewed the work of the OPRC-HNS Technical Group, which develops guidance and discusses matters related to relate to pollution preparedness and response to oil and hazardous and noxious substances and will in future conduct its work in the framework of the PPR Sub-Committee. It agreed to establish a correspondence group to complete the draft part III of the IMO Dispersant Guidelines and develop a draft part IV of these Guidelines; and draft Guidelines on International Offers of Assistance.
 
Future work will include the development of a Guide on Oil Spill Response in Ice and Snow Conditions; revising  section II of the Manual on Oil Pollution Contingency planning; and finalization of the IMO Dispersant Guidelines.
 
Draft circular on products requiring oxygen-dependent inhibitors agreed
The Sub-Committee agreed a draft MSC-MEPC circular on products requiring oxygen-dependent inhibitors, for submission to MEPC 66 and MSC 93 for approval. The draft circular relates to proposed amendments to SOLAS and the IBC Code with respect to the application of inert gas when carrying low flashpoint cargoes and would require the Certificate of Protection to state "whether the additive is oxygen-dependent and if so, the minimum level of oxygen required in the vapour space of the tank for the inhibitor to be effective”.

designSub-Committee on Ship Design and Equipment

 

Under the direct instructions of the Maritime Safety Committee and as may be requested by the Marine Environment Protection Committee, the Sub-Committee on Ship Design and Equipment (DE) will consider matters related to the following subjects, including the development of any necessary amendments to relevant conventions and other mandatory and non-mandatory instruments, as well as the preparation of new mandatory and non-mandatory instruments, guidelines and recommendations, for consideration by the Committees, as appropriate:

 

.1  design, construction, structure, equipment, machinery   installations and electrical installations of all types of ships, vessels and craft covered by IMO instruments;

 

 
.2   life-saving equipment, appliances and arrangements; and
 
.3   survey and certification.
 

 

The conventions and other mandatory instruments referred to above include, as a minimum:

 

 

 

.1  1974 SOLAS Convention (chapters I, II-1, III, X, XI-1 and XII and other relevant chapters, as appropriate) and the 1988 Protocol relating thereto;
 
.2  MARPOL 73/78 (Annexes I and IV and other relevant annexes, as appropriate);
 
.3  International Life-Saving Appliance (LSA) Code;
 
.4  International Code of Safety for High-Speed Craft (HSC Code), 1994 and 2000;
 
.5  Guidelines on the enhanced programme of inspections during surveys of bulk carriers and oil tankers (resolution A.744(18)); and
 
.6  Condition Assessment Scheme (CAS).
 
The non-mandatory instruments, which the Sub-Committee may be called upon to review, include, as a minimum:
 

 

.1  Code of Safety for Dynamically Supported Craft (DSC Code);
 
.2  Code for the Construction and Equipment of Mobile Offshore Drilling Units (MODU Code);
 
.3  Code of Safe Practice for the Carriage of Cargoes and Persons by  Offshore Supply Vessels (OSV Code);
 
.4  Code of Safety for Diving Systems;
 
.5  Code of Safety for Special Purpose Ships (SPS Code);
 
.6  Code on Alarms and Indicators;
 
.7  Code on Noise Level on Board Ships;
 
.8  Interim Guidelines for Wing-In-Ground (WIG) Craft;
 
.9  Standards for Ship Manoeuvrability;
 
.10  Guidelines for the Design, Construction and Operation of Passenger Submersible Craft; and
 
.11  Guidelines for Ships Operating in Arctic Ice-Covered Waters.

 

shipnav

Since 1959 a whole series of measures have been introduced, in the form of conventions, recommendations and other instruments. The best known and most important of these measures are conventions, three of which are particularly relevant to navigation. These are the International Convention for the Safety of Life at Sea, 1974 (SOLAS); the Convention on the International Regulations for Preventing Collisions at Sea, 1972 (COLREG); and the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978 (STCW).

SOLAS covers various aspects of ship safety, including construction, fire protection, life-saving appliances, radiocommunications, safety of navigation, the carriage of cargoes and safety measures for high speed craft. Measures dealing with the safety of navigation appear in Chapter V. In December 2000, IMO adopted a revised version of chapter V, updating it and incorporating new requirements which entered into force in 2002.

Besides Conventions, IMO has also issued a series of resolutions and codes, including guidelines on navigation issues and performance standards for shipborne navigational and radiocommunications equipment. Some are simply recommendations - though such is their wide acceptance that they effectively mark international policy - while others are referred to by relevant Regulations of specific Conventions, thereby giving them the same weight as the Convention Regulations themselves.

Port-State-Control
Guidelines for port State control under the BWM Convention agreed
Draft Guidelines for port State control under the International Convention for the
Control and Management of Ship's Ballast Water and Sediments, 2004 (BWM Convention) were agreed by the Sub-Committee on Implementation of IMO Instruments (III), when it met for its 1st session.
 
The draft guidelines will be submitted to the Marine Environment Protection committee (MEPC 67), in October 2014, for adoption. The MEPC was invited to decide on how to address matters related to sampling and whether indicative analysis could be used for verifying compliance or non-compliance with the convention standards.
 
PSCO guidelines on ISM code, rest hours and manning agreed
The Sub-Committee agreed draft Guidelines for port State control officers related to the ISM Code, for consideration by the Maritime Safety Committee (MSC) and the MEPC, and as they deem necessary, the Sub-Committee on Human Element, Training and Watchkeeping (HTW), prior to  approval. 
 
Also agreed were draft Guidelines for port State control officers on certification of seafarers' rest hours based on the relevant provisions to the 1978 STCW Convention, as amended, and manning requirements from the flag State, for referral to the HTW Sub-Committee for review and the MSC for approval. 
 
Casualty analysis – Costa Concordia recommendations considered
The Sub-Committee reviewed the analysis of the marine safety investigation report into the grounding and loss of the passenger ship Costa Concordia, carried out by the correspondence group on casualty analysis and reviewed by a working group during the session, and agreed that there was a need for comprehensive risk assessment, passage planning and position monitoring; effective bridge resource management; and the removal of distractions from the bridge.  
 
The analysis also showed there was also a need to consider protection of propulsion and electrical production compartments; the functional integrity of essential systems; improvement and redundancy of emergency power generation; detection and monitoring system interfacing with onboard stability computer; inclusion of inclinometer measurements within the voyage data recorder (VDR) data; more detailed assessment criteria for recognizing manning agencies; and to assign appropriately trained crew to emergency duties.
 
The findings will be brought to the attention of MSC 94, for input into the Committee’s long-term action plan on passenger ship safety.  
 
Casualty analysis “lessons learned” approved
The Sub-Committee approved the Lessons Learned for Presentation to Seafarers​, prepared by the correspondence group on casualty analysis. 
 
Meanwhile, the correspondence group on casualty analysis was re-established to continue its regular work, including reviewing casualty reports referred to the group, as well as to prepare a draft in-the-field job aid for investigators, taking into account relevant IMO instruments and the Marine Accident Investigators' International Forum (MAIIF) investigation manual.
 
Third IMO/FAO IUU meeting to be held in 2015 
The third Joint IMO/Food and Agriculture Organization (FAO) Ad Hoc Working Group on Illegal, Unreported and Unregulated (IUU) Fishing and Related Matters will be held at IMO Headquarters in 2015 (subject to agreement by the MSC and the MEPC).  
 
The Working Group would be expected to discuss all matters relating to IUU fishing, including port State control and implementation of IMO standards for fishing vessel safety. The last such meeting was held in 2007.  
 
Meanwhile, the Sub-Committee urged Member States to deposit an instrument in respect of the Cape Town Agreement of 2012 on the Implementation of the Provisions of the 1993 Protocol relating to the Torremolinos International Convention for the Safety of Fishing Vessels, 1977, at their earliest convenience.
 
Analysis of consolidated audit summary reports completed
The Sub-Committee reviewed the analysis of consolidated audit summary reports (CASRs), based on the outcome of 59 audits under the IMO voluntary Member State Audit Scheme. The Audit Scheme will become mandatory from 1 January 2016, following the adoption of amendments to the relevant IMO treaties. 
 
The audits to date resulted in 550 findings (201 non-conformities and 349 observations) with references to conventions' requirements, where applicable, and 356 root causes reported by the audited Member States. The information presented covers audits of 52 Member States, (about 31% of the membership of the Organization), two Associate Members and five dependent territories, which represent 92.8% of the gross tonnage of the world fleet. 
 
The analysis of 33 audits containing root causes revealed that the main underlying causes, as reported by the audited Member States, were related to absence/lack of procedure/process/mechanism, absence/lack of national provisions, insufficient resources, lack of coordination among various entities, and absence/lack of training programmes.
 
The outcome from this review will be brought to the attention of the Committees 
 
Guidelines on unmanned non-self-propelled barges certification agreed
The Sub-Committee agreed draft Guidelines for exemption of the survey and certification requirements under MARPOL Convention for unmanned non-self-propelled barges for submission to the MEPC. 
 
Interpretation on keel laying date for FRP craft agreed
The Sub-Committee agreed a draft MSC-MEPC.5 circular on Unified interpretation on keel laying date for unified interpretation on keel laying date for fibre-reinforced plastic (FRP) craft, for submission to MEPC 67 and MSC 94 for approval, to clarify that the term "the keels of which are laid or which are at a similar stage of construction" should be interpreted as the date that the first structural reinforcement of the complete thickness of the approved hull laminate schedule is laid either in or on the mould.
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