The document discusses dangerous cargoes carried on offshore supply vessels (OSVs). It questions whether OSV crews have sufficient knowledge to handle these cargoes safely. OSVs carry dangerous and polluting goods packaged in containers and tanks, as well as bulk liquids and dry cargoes. They also transport hazardous waste from offshore installations. However, crews often do not receive enough information about waste contents like whether it is dangerous, flammable, or contains hydrogen sulfide. International and national regulations govern cargo transport, but misunderstandings can occur due to differing rules from organizations like the maritime directorate, petroleum safety authority, labor inspection authority, and climate and pollution agency. The document advocates training to help crews safely
This document outlines maritime rules for ship design, construction, and equipment as required by the International Convention for the Safety of Life at Sea (SOLAS). It requires that certain passenger and non-passenger ships comply with SOLAS requirements and provides definitions for terms related to ship classification, construction materials, and vessel types. The rules apply to foreign ships operating in New Zealand waters and New Zealand ships undertaking international voyages.
Port State Control (PSC) allows countries to inspect foreign-flagged vessels entering their ports to ensure safety and environmental compliance. PSC officers check certificates and inspect vessel conditions. Major deficiencies include crew certification and safety issues. Detention occurs when deficiencies make a vessel unsafe to sail. Neither the port state nor owner want long detentions, so time is normally insufficient to void contracts under frustration doctrine. Pre-arrival reporting and inspections involve testing essential equipment and documentation.
The document discusses the IMO Member State Audit Scheme (IMSAS), which makes auditing of IMO member states mandatory. It provides background on why audits are needed, describes the evolution of the audit scheme from voluntary to mandatory, outlines the audit standards and amendments to instruments, and notes the expected benefits of mandatory audits beginning in 2016. Key points include transitioning from the voluntary to mandatory scheme, the III Code serving as the audit standard, and obligations of states being audited as flag, coastal, and port states.
The document discusses key aspects of the 1974 International Convention for the Safety of Life at Sea (SOLAS), as amended. It outlines the history and amendment procedures of SOLAS. The main objective of SOLAS is to specify minimum standards for ship construction and safety equipment. The document then summarizes each of the 12 chapters of SOLAS, including requirements for ship construction, fire protection, life-saving appliances, navigation safety, dangerous cargo carriage, and security measures. It concludes by discussing the various safety certificates issued in accordance with SOLAS and the role of classification societies.
The document summarizes the International Maritime Solid Bulk Cargo Code (IMSBC Code) which provides regulations for the safe carriage of solid bulk cargoes by sea. It outlines the various risks associated with carrying solid bulk cargoes including cargo liquefaction, fires, explosions, and damage to ship structures. The code contains 12 sections that specify provisions for loading/unloading procedures, personnel and ship safety, cargo assessment, trimming procedures, determining cargo properties like angle of repose, testing liquifiable cargoes, hazardous materials, and more. It includes cargo schedules in appendices that describe individual cargo properties and handling requirements.
The document provides an overview of the structure and requirements of the International Maritime Dangerous Goods (IMDG) Code. It describes the IMDG Code's objective to enhance safe transport of dangerous goods by sea. Key aspects summarized include the Code's principles of classifying dangerous goods based on hazards and requiring proper packaging, labels, documentation and segregation for transport. The document also outlines the Code's layout, amendment process, and classification system for identifying dangerous goods.
The document discusses the International Safety Management (ISM) Code. It provides that the ISM Code was adopted by the IMO to provide an international standard for the safe management and operation of ships. The objectives of the ISM Code are to ensure safety at sea, prevent human injury and environmental damage. The ISM Code establishes requirements for shipping companies to develop and implement a safety management system to ensure safe ship operations and environmental protection. It discusses requirements for the company's safety policy, designated person(s), master's responsibilities, resources and personnel, emergency preparedness procedures, and certification.
This document provides an overview of MARPOL 73/78 annexes I-VIII, which cover regulations for preventing pollution from ships. It discusses regulations around oil pollution, noxious liquid substances, harmful substances in packaged form, sewage, garbage, air pollution, ballast water management, and anti-fouling systems. Special emphasis is placed on discharge standards and requirements within designated "special areas" to protect vulnerable marine ecosystems like the Antarctic or Baltic Sea. The document also notes new regulations under Annex VI around fuel oil quality standards and emission control areas to reduce air pollution from ships.
This document outlines maritime rules for ship design, construction, and equipment as required by the International Convention for the Safety of Life at Sea (SOLAS). It requires that certain passenger and non-passenger ships comply with SOLAS requirements and provides definitions for terms related to ship classification, construction materials, and vessel types. The rules apply to foreign ships operating in New Zealand waters and New Zealand ships undertaking international voyages.
Port State Control (PSC) allows countries to inspect foreign-flagged vessels entering their ports to ensure safety and environmental compliance. PSC officers check certificates and inspect vessel conditions. Major deficiencies include crew certification and safety issues. Detention occurs when deficiencies make a vessel unsafe to sail. Neither the port state nor owner want long detentions, so time is normally insufficient to void contracts under frustration doctrine. Pre-arrival reporting and inspections involve testing essential equipment and documentation.
The document discusses the IMO Member State Audit Scheme (IMSAS), which makes auditing of IMO member states mandatory. It provides background on why audits are needed, describes the evolution of the audit scheme from voluntary to mandatory, outlines the audit standards and amendments to instruments, and notes the expected benefits of mandatory audits beginning in 2016. Key points include transitioning from the voluntary to mandatory scheme, the III Code serving as the audit standard, and obligations of states being audited as flag, coastal, and port states.
The document discusses key aspects of the 1974 International Convention for the Safety of Life at Sea (SOLAS), as amended. It outlines the history and amendment procedures of SOLAS. The main objective of SOLAS is to specify minimum standards for ship construction and safety equipment. The document then summarizes each of the 12 chapters of SOLAS, including requirements for ship construction, fire protection, life-saving appliances, navigation safety, dangerous cargo carriage, and security measures. It concludes by discussing the various safety certificates issued in accordance with SOLAS and the role of classification societies.
The document summarizes the International Maritime Solid Bulk Cargo Code (IMSBC Code) which provides regulations for the safe carriage of solid bulk cargoes by sea. It outlines the various risks associated with carrying solid bulk cargoes including cargo liquefaction, fires, explosions, and damage to ship structures. The code contains 12 sections that specify provisions for loading/unloading procedures, personnel and ship safety, cargo assessment, trimming procedures, determining cargo properties like angle of repose, testing liquifiable cargoes, hazardous materials, and more. It includes cargo schedules in appendices that describe individual cargo properties and handling requirements.
The document provides an overview of the structure and requirements of the International Maritime Dangerous Goods (IMDG) Code. It describes the IMDG Code's objective to enhance safe transport of dangerous goods by sea. Key aspects summarized include the Code's principles of classifying dangerous goods based on hazards and requiring proper packaging, labels, documentation and segregation for transport. The document also outlines the Code's layout, amendment process, and classification system for identifying dangerous goods.
The document discusses the International Safety Management (ISM) Code. It provides that the ISM Code was adopted by the IMO to provide an international standard for the safe management and operation of ships. The objectives of the ISM Code are to ensure safety at sea, prevent human injury and environmental damage. The ISM Code establishes requirements for shipping companies to develop and implement a safety management system to ensure safe ship operations and environmental protection. It discusses requirements for the company's safety policy, designated person(s), master's responsibilities, resources and personnel, emergency preparedness procedures, and certification.
This document provides an overview of MARPOL 73/78 annexes I-VIII, which cover regulations for preventing pollution from ships. It discusses regulations around oil pollution, noxious liquid substances, harmful substances in packaged form, sewage, garbage, air pollution, ballast water management, and anti-fouling systems. Special emphasis is placed on discharge standards and requirements within designated "special areas" to protect vulnerable marine ecosystems like the Antarctic or Baltic Sea. The document also notes new regulations under Annex VI around fuel oil quality standards and emission control areas to reduce air pollution from ships.
The document outlines a code of safe practice for carrying timber deck cargoes. It provides guidance to shipowners, operators, and others involved in transporting timber by deck. The purpose is to ensure timber cargoes are loaded, stowed, and secured to prevent damage to the ship and loss of cargo. The code covers practices for safe transportation, stowage, securing, and procedures to be included in cargo securing manuals. It applies to all ships over 24 meters carrying timber deck cargoes.
The document outlines the duties and responsibilities of safety officers and safety representatives on board ships. It discusses investigating accidents, conducting inspections, enforcing safety policies and codes, maintaining safety records, and ensuring crew safety. Key responsibilities include investigating accidents, hazards, and complaints; conducting regular inspections; enforcing legislative safety requirements; and stopping unsafe work. Safety committees must also be established consisting of the master, safety officer, and safety representatives to oversee safety procedures and representation.
The ISPS Code is a comprehensive set of measures developed by the IMO to enhance maritime security. It was developed in response to terrorist attacks like 9/11 and the attack on the Limburg tanker. The ISPS Code has two parts - Part A which contains mandatory requirements for ships and port facilities, and Part B which contains guidance. Key elements of the ISPS Code include conducting vessel and facility security assessments to identify vulnerabilities, developing security plans, appointing security officers, controlling access to restricted areas, conducting drills and exercises, and setting security levels. Contracting governments are responsible for oversight of the ISPS Code and can authorize Recognized Security Organizations to assist with certain activities.
This document provides a summary of a presentation on the OCIMF-SIRE VIQ7/VIQ6 gap analysis. The presentation covers:
1. An introduction to the new VIQ7, which was released in September 2018 and replaces VIQ6. VIQ7 underwent revisions and reduced the total number of questions.
2. What's new in VIQ7, including a shift to evaluating crew competency through questions about officer awareness and familiarity. Many new questions directly ask officers to demonstrate knowledge.
3. The objectives of the presentation, which are to make attendees aware of the history and purpose of SIRE inspections, understand changes in VIQ7, learn inspection preparations and how
The SOLAS 74 convention is the key international maritime treaty that sets baseline safety standards for the construction, equipment and operation of ships. It has been updated numerous times since first adopted in 1974. The convention includes 12 chapters that address topics like ship construction, lifesaving appliances, radiocommunications, safety of navigation, dangerous cargo carriage, and management for safe ship operation. It requires ships to be surveyed and certificated to verify compliance with SOLAS standards. Major codes made mandatory under SOLAS include the ISM code for ship management and specialty codes for chemical tankers and gas carriers.
This document provides a history of international conventions and regulations regarding maritime safety from 1914 to 2012. It summarizes key developments like the establishment of the International Convention for the Safety of Life at Sea after the Titanic disaster in 1914, the introduction of radar in the 1960s, and the requirement for Electronic Chart Display systems in 2012. The document also describes various life saving signals, distress communication methods, and emergency equipment used at sea like flares, dye markers, and radio protocols.
This document discusses the requirements and best practices for safely shipping dangerous goods. It outlines international rules and regulations, roles of authorities, oil companies, charterers, terminals, insurers, and classification societies in ensuring safety. It emphasizes that developing a strong safety culture is important, with four key components: design of ships and equipment, safety procedures, risk assessment, and behavior. A strong safety culture considers the entire organization, not just ships, and is an ongoing process that improves over time.
SOLAS is the key international maritime treaty that sets minimum safety standards for construction, equipment and operation of merchant ships. It was first adopted in 1914 in response to the Titanic disaster and has undergone several revisions, with the latest in 1974. The convention includes regulations across 12 chapters addressing issues like ship construction, lifesaving appliances, radio equipment, safety of navigation and carriage of cargoes. Port state control inspections help enforce SOLAS standards by inspecting foreign ships in national ports to verify their compliance with international regulations.
This document provides an overview and practical guide to revisions made to MARPOL Annex II, which will take effect on January 1, 2007. It discusses the changes, including requiring vegetable oils to be transported in double hull chemical tankers. It also provides background information on INTERTANKO, the organization publishing the guide, including their chemical tanker committees and goals to lead safety and environmental standards in the tanker industry. In addition, it gives market analysis data on the volumes of vegetable oils traded globally.
This document provides a checklist for ship crews to use to prepare for port state control inspections and reduce the risk of detention. It lists the most common deficiencies found during past inspections of ships classed by Lloyd's Register. The checklist covers items in the master's office, on the bridge, life-saving appliances, accommodation, the deck area, working spaces, and the engine room. It also provides guidance on factors that increase a ship's likelihood of being targeted for inspection. Using this checklist can help ensure documentation and equipment are in order before arriving at port.
The document summarizes the key aspects of the 1974 SOLAS Convention, including its history and amendments. The main points are:
1. SOLAS 1974 consolidated earlier conventions and introduced a new amendment procedure to allow for timely updates. It aims to specify minimum safety standards for ship construction and equipment.
2. Amendments are adopted through the IMO's Maritime Safety Committee or by a conference if requested by enough countries.
3. The convention contains 12 chapters covering matters like ship construction, lifesaving appliances, dangerous cargo carriage, and safety management.
4. Ships must undergo periodic surveys to obtain certificates of compliance which are valid for periods ranging from 12-60 months depending on type.
The four pillars of international maritime lawVistingFaculty
The document summarizes the four key international conventions that govern maritime law and set standards for ship safety and pollution prevention: SOLAS, MARPOL, STCW, and MLC. It provides a brief history and overview of each convention, describing their goals of improving safety, protecting the marine environment, and establishing standards for seafarer training and working conditions. The conventions are enforced through a system of port state controls to monitor compliance.
This document provides guidance for ship crews on safely carrying solid bulk cargoes in accordance with the International Maritime Solid Bulk Cargoes Code (IMSBC Code). It outlines general requirements for accepting cargoes and procedures for safe loading and carriage. Cargoes are categorized into three groups - Group A cargoes may liquefy, Group B cargoes pose chemical hazards, and Group C cargoes pose neither liquefaction nor chemical hazards. The document provides examples of cargoes in each group and advises crews to always consult the IMSBC Code for specific cargo requirements. It includes a checklist and flowchart summarizing the steps crews must follow to accept and load solid bulk cargoes in compliance with safety
The document discusses various aspects of maritime services including flag of convenience registration, classification societies, conventions, and radio accounting authorities. It also introduces offshore business company formation and the benefits it provides such as tax minimization, simplicity, flexible reporting, and asset protection. The International Maritime Organization's role in developing international treaties for maritime safety and pollution prevention is also outlined.
This one-day MARPOL Excellence training course aims to help ship officers, managers, inspectors, and auditors achieve 100% MARPOL compliance. The course covers MARPOL requirements, including changes to the Oil Record Book, and helps identify common mistakes. Attendees will learn about the Oil Record Book, Oily Water Separator, Garbage Record Book, and bunker records. The course uses workshops and models to provide hands-on learning about proper documentation and operation of equipment.
The document provides an introduction to the International Convention for the Safety of Life at Sea (SOLAS). It discusses the history and development of SOLAS since 1914 in response to maritime disasters. SOLAS currently consists of 12 chapters that establish minimum standards for ship construction, equipment, operation, and management. It also includes mandatory codes covering areas like fire safety, life-saving appliances, dangerous cargo carriage, and ship security. The chapters outline requirements for vessel surveys, safe navigation, emergency communications, accident prevention, and special provisions for ship types like bulk carriers and high-speed craft.
South Africa intends to accede to Annexes IV and VI of the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78). Annex IV regulates the discharge of sewage from ships and Annex VI regulates air pollution from ships. South Africa's key obligations under these annexes would be to ensure that its vessels comply with technical standards and undergo periodic inspections and surveys. Various stakeholders support accession and there are no significant financial, security, or communication implications. The acting director-general recommends that the transport committee note South Africa's intention to accede and approve submitting the annexes to Parliament.
South Africa intends to accede to Annexes IV and VI of the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78). Annex IV regulates the discharge of sewage from ships and Annex VI regulates air pollution from ships. South Africa's key obligations under these annexes would be to ensure that its vessels comply with technical standards and undergo periodic inspections and surveys. Various stakeholders support accession and do not foresee significant financial or security implications. The presentation recommends that the transport committee note South Africa's intention to accede and approve submitting the annexes to Parliament.
This one-day MARPOL Excellence training course aims to ensure compliance with MARPOL requirements for senior ship officers, managers, auditors, and inspectors. The course covers the Oil Record Book, Oily Water Separator, Garbage Record Book, bunker records, and recent changes to MARPOL regulations. Emphasis is placed on achieving 100% compliance through training, inspection, and auditing.
North of England P&I Association
Loss prevention Guides
Cargo stowage and securing: a guide to good practice 2nd Edition, Charles BLIAULT and NE P&I Association
3. IMO regulatory by Mr. Kang(Korea).pdfMaanMrabet1
1. The document discusses recent IMO regulatory developments and their impact on the shipbuilding industry.
2. Major developments include the goal-based standards approach, the IACS harmonized common structural rules, codes for polar ships, gas fuelled ships, and measures to reduce greenhouse gas emissions from ships.
3. The regulations aim to enhance safety and environmental protection, and require changes to ship design and construction standards. This forces innovation in the shipbuilding industry and affects newbuilding demand.
NIHA Merchant Marine Services provides one-stop merchant marine services including flag registration, classification society approval, and radio accounting authorization. The document discusses key factors for shipowners to consider when selecting these services, including:
1. Popular flags of convenience due to low costs and flexible regulations.
2. Ensuring the selected flag has signed important IMO conventions to avoid issues during inspections.
3. Choosing a classification society, preferably from the IACS group for higher standards, that is recognized by the selected flag state.
4. Selecting a radio accounting authority approved by the flag state to authorize radio equipment usage.
The document outlines a code of safe practice for carrying timber deck cargoes. It provides guidance to shipowners, operators, and others involved in transporting timber by deck. The purpose is to ensure timber cargoes are loaded, stowed, and secured to prevent damage to the ship and loss of cargo. The code covers practices for safe transportation, stowage, securing, and procedures to be included in cargo securing manuals. It applies to all ships over 24 meters carrying timber deck cargoes.
The document outlines the duties and responsibilities of safety officers and safety representatives on board ships. It discusses investigating accidents, conducting inspections, enforcing safety policies and codes, maintaining safety records, and ensuring crew safety. Key responsibilities include investigating accidents, hazards, and complaints; conducting regular inspections; enforcing legislative safety requirements; and stopping unsafe work. Safety committees must also be established consisting of the master, safety officer, and safety representatives to oversee safety procedures and representation.
The ISPS Code is a comprehensive set of measures developed by the IMO to enhance maritime security. It was developed in response to terrorist attacks like 9/11 and the attack on the Limburg tanker. The ISPS Code has two parts - Part A which contains mandatory requirements for ships and port facilities, and Part B which contains guidance. Key elements of the ISPS Code include conducting vessel and facility security assessments to identify vulnerabilities, developing security plans, appointing security officers, controlling access to restricted areas, conducting drills and exercises, and setting security levels. Contracting governments are responsible for oversight of the ISPS Code and can authorize Recognized Security Organizations to assist with certain activities.
This document provides a summary of a presentation on the OCIMF-SIRE VIQ7/VIQ6 gap analysis. The presentation covers:
1. An introduction to the new VIQ7, which was released in September 2018 and replaces VIQ6. VIQ7 underwent revisions and reduced the total number of questions.
2. What's new in VIQ7, including a shift to evaluating crew competency through questions about officer awareness and familiarity. Many new questions directly ask officers to demonstrate knowledge.
3. The objectives of the presentation, which are to make attendees aware of the history and purpose of SIRE inspections, understand changes in VIQ7, learn inspection preparations and how
The SOLAS 74 convention is the key international maritime treaty that sets baseline safety standards for the construction, equipment and operation of ships. It has been updated numerous times since first adopted in 1974. The convention includes 12 chapters that address topics like ship construction, lifesaving appliances, radiocommunications, safety of navigation, dangerous cargo carriage, and management for safe ship operation. It requires ships to be surveyed and certificated to verify compliance with SOLAS standards. Major codes made mandatory under SOLAS include the ISM code for ship management and specialty codes for chemical tankers and gas carriers.
This document provides a history of international conventions and regulations regarding maritime safety from 1914 to 2012. It summarizes key developments like the establishment of the International Convention for the Safety of Life at Sea after the Titanic disaster in 1914, the introduction of radar in the 1960s, and the requirement for Electronic Chart Display systems in 2012. The document also describes various life saving signals, distress communication methods, and emergency equipment used at sea like flares, dye markers, and radio protocols.
This document discusses the requirements and best practices for safely shipping dangerous goods. It outlines international rules and regulations, roles of authorities, oil companies, charterers, terminals, insurers, and classification societies in ensuring safety. It emphasizes that developing a strong safety culture is important, with four key components: design of ships and equipment, safety procedures, risk assessment, and behavior. A strong safety culture considers the entire organization, not just ships, and is an ongoing process that improves over time.
SOLAS is the key international maritime treaty that sets minimum safety standards for construction, equipment and operation of merchant ships. It was first adopted in 1914 in response to the Titanic disaster and has undergone several revisions, with the latest in 1974. The convention includes regulations across 12 chapters addressing issues like ship construction, lifesaving appliances, radio equipment, safety of navigation and carriage of cargoes. Port state control inspections help enforce SOLAS standards by inspecting foreign ships in national ports to verify their compliance with international regulations.
This document provides an overview and practical guide to revisions made to MARPOL Annex II, which will take effect on January 1, 2007. It discusses the changes, including requiring vegetable oils to be transported in double hull chemical tankers. It also provides background information on INTERTANKO, the organization publishing the guide, including their chemical tanker committees and goals to lead safety and environmental standards in the tanker industry. In addition, it gives market analysis data on the volumes of vegetable oils traded globally.
This document provides a checklist for ship crews to use to prepare for port state control inspections and reduce the risk of detention. It lists the most common deficiencies found during past inspections of ships classed by Lloyd's Register. The checklist covers items in the master's office, on the bridge, life-saving appliances, accommodation, the deck area, working spaces, and the engine room. It also provides guidance on factors that increase a ship's likelihood of being targeted for inspection. Using this checklist can help ensure documentation and equipment are in order before arriving at port.
The document summarizes the key aspects of the 1974 SOLAS Convention, including its history and amendments. The main points are:
1. SOLAS 1974 consolidated earlier conventions and introduced a new amendment procedure to allow for timely updates. It aims to specify minimum safety standards for ship construction and equipment.
2. Amendments are adopted through the IMO's Maritime Safety Committee or by a conference if requested by enough countries.
3. The convention contains 12 chapters covering matters like ship construction, lifesaving appliances, dangerous cargo carriage, and safety management.
4. Ships must undergo periodic surveys to obtain certificates of compliance which are valid for periods ranging from 12-60 months depending on type.
The four pillars of international maritime lawVistingFaculty
The document summarizes the four key international conventions that govern maritime law and set standards for ship safety and pollution prevention: SOLAS, MARPOL, STCW, and MLC. It provides a brief history and overview of each convention, describing their goals of improving safety, protecting the marine environment, and establishing standards for seafarer training and working conditions. The conventions are enforced through a system of port state controls to monitor compliance.
This document provides guidance for ship crews on safely carrying solid bulk cargoes in accordance with the International Maritime Solid Bulk Cargoes Code (IMSBC Code). It outlines general requirements for accepting cargoes and procedures for safe loading and carriage. Cargoes are categorized into three groups - Group A cargoes may liquefy, Group B cargoes pose chemical hazards, and Group C cargoes pose neither liquefaction nor chemical hazards. The document provides examples of cargoes in each group and advises crews to always consult the IMSBC Code for specific cargo requirements. It includes a checklist and flowchart summarizing the steps crews must follow to accept and load solid bulk cargoes in compliance with safety
The document discusses various aspects of maritime services including flag of convenience registration, classification societies, conventions, and radio accounting authorities. It also introduces offshore business company formation and the benefits it provides such as tax minimization, simplicity, flexible reporting, and asset protection. The International Maritime Organization's role in developing international treaties for maritime safety and pollution prevention is also outlined.
This one-day MARPOL Excellence training course aims to help ship officers, managers, inspectors, and auditors achieve 100% MARPOL compliance. The course covers MARPOL requirements, including changes to the Oil Record Book, and helps identify common mistakes. Attendees will learn about the Oil Record Book, Oily Water Separator, Garbage Record Book, and bunker records. The course uses workshops and models to provide hands-on learning about proper documentation and operation of equipment.
The document provides an introduction to the International Convention for the Safety of Life at Sea (SOLAS). It discusses the history and development of SOLAS since 1914 in response to maritime disasters. SOLAS currently consists of 12 chapters that establish minimum standards for ship construction, equipment, operation, and management. It also includes mandatory codes covering areas like fire safety, life-saving appliances, dangerous cargo carriage, and ship security. The chapters outline requirements for vessel surveys, safe navigation, emergency communications, accident prevention, and special provisions for ship types like bulk carriers and high-speed craft.
South Africa intends to accede to Annexes IV and VI of the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78). Annex IV regulates the discharge of sewage from ships and Annex VI regulates air pollution from ships. South Africa's key obligations under these annexes would be to ensure that its vessels comply with technical standards and undergo periodic inspections and surveys. Various stakeholders support accession and there are no significant financial, security, or communication implications. The acting director-general recommends that the transport committee note South Africa's intention to accede and approve submitting the annexes to Parliament.
South Africa intends to accede to Annexes IV and VI of the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78). Annex IV regulates the discharge of sewage from ships and Annex VI regulates air pollution from ships. South Africa's key obligations under these annexes would be to ensure that its vessels comply with technical standards and undergo periodic inspections and surveys. Various stakeholders support accession and do not foresee significant financial or security implications. The presentation recommends that the transport committee note South Africa's intention to accede and approve submitting the annexes to Parliament.
This one-day MARPOL Excellence training course aims to ensure compliance with MARPOL requirements for senior ship officers, managers, auditors, and inspectors. The course covers the Oil Record Book, Oily Water Separator, Garbage Record Book, bunker records, and recent changes to MARPOL regulations. Emphasis is placed on achieving 100% compliance through training, inspection, and auditing.
North of England P&I Association
Loss prevention Guides
Cargo stowage and securing: a guide to good practice 2nd Edition, Charles BLIAULT and NE P&I Association
3. IMO regulatory by Mr. Kang(Korea).pdfMaanMrabet1
1. The document discusses recent IMO regulatory developments and their impact on the shipbuilding industry.
2. Major developments include the goal-based standards approach, the IACS harmonized common structural rules, codes for polar ships, gas fuelled ships, and measures to reduce greenhouse gas emissions from ships.
3. The regulations aim to enhance safety and environmental protection, and require changes to ship design and construction standards. This forces innovation in the shipbuilding industry and affects newbuilding demand.
NIHA Merchant Marine Services provides one-stop merchant marine services including flag registration, classification society approval, and radio accounting authorization. The document discusses key factors for shipowners to consider when selecting these services, including:
1. Popular flags of convenience due to low costs and flexible regulations.
2. Ensuring the selected flag has signed important IMO conventions to avoid issues during inspections.
3. Choosing a classification society, preferably from the IACS group for higher standards, that is recognized by the selected flag state.
4. Selecting a radio accounting authority approved by the flag state to authorize radio equipment usage.
The IMDG Code provides detailed technical specifications for safely transporting dangerous goods by sea. It classifies dangerous goods into 9 classes based on their hazards and requires unique identification of each good using its UN number and proper shipping name. The code is updated every two years by the IMO to account for new goods, technology, and safety experience. Training in the IMDG Code is now mandatory for those involved in transporting dangerous goods by sea.
This document provides an overview of the International Convention for the Safety of Life at Sea (SOLAS). It discusses the history and purpose of SOLAS, including that it was first adopted in 1914 in response to the Titanic disaster. It outlines the key chapters and requirements of SOLAS, including those relating to construction, fire protection, life-saving appliances, safety of navigation, and carriage of dangerous goods. Specifically for liquid petroleum gas carriers like the presenter's uncle's ship, it notes the regulations that must be followed are in Chapter VII Part C and comply with the International Gas Carrier Code.
The document discusses the ILO Maritime Labour Convention of 2006 and its importance for the shipping industry. The key objectives of the MLC are to protect seafarers and create a level playing field for shipowners. A main challenge is establishing an enforcement and compliance system. The MLC defines the shipowner according to Norwegian law as the ISM code company, with responsibility shared between internal and external employers of workers on ships. Compliance requires inspection and certification of 14 standards covering issues like minimum age, employment agreements, working hours, and health/safety. It is important that the industry keeps requirements simple and prevents unnecessary procedures and administrative burdens.
This document outlines the process for conducting medical risk assessments for fitness for work. It discusses:
1) The different roles doctors may take on and perspectives they must consider, such as a general practitioner versus an occupational doctor.
2) The steps involved in a risk assessment, including identifying potential medical incidents based on a condition, assessing likelihood, potential job consequences, calculating risk, considering mitigation measures, and evaluating risk.
3) The need to justify decisions in writing by thoroughly explaining the medical condition, likelihood of incidents, job risks, risk evaluation and conclusions.
This document discusses tuberculosis (TB) regulations and control in Norway, including screening guidelines for individuals from high incidence countries. It notes that TB screening is required for those staying in Norway over 3 months from countries with TB incidence over 40 per 100,000 per year. Screening of seafarers primarily aims to exclude contagious pulmonary TB and involves a chest x-ray and clinical history review. Norwegian guidelines provide methods for TB screening, treatment, and infection control.
Moscow is an international hub city with many embassies and consulates. It has three international airports and was the first city in Russia to approve doctors for the NMD certificate in 1997. Since 2014, 187 Norwegian certificates have been issued to deck officers, engine officers, and scientists. There is a lack of Russian legislation for offshore work, so the NMD certificate is often used. Questions remain about accreditation, when and where NMD and offshore certificates can be used, and how to balance requirements with time spent with patients. Security and fake certificates from seafarers, crewing companies, and doctors are also concerns.
This document provides guidance on new regulations from the Department of Occupational Medicine. It aims to support doctors in their decision making and ensure harmonized, evidence-based risk assessments. The guidance covers topics like vision, hearing, physical capacity and common medical conditions. It is an online resource that will be updated regularly based on experience and feedback to aid doctors in evaluating seafarers' medical certificates.
The document discusses the responsibilities and procedures of Approved Doctors in conducting medical examinations of seafarers under new Norwegian regulations. It outlines that while the regulations introduce some changes, the doctors' main obligations remain the same - to follow administrative law, conduct thorough evidence-based medical assessments according to best practices, and justify their decisions. The document provides guidance on collecting relevant medical information, performing risk assessments based on the job and vessel, applying ethical standards, and explaining the rationale for certification decisions in writing.
This document discusses the role and responsibilities of seafarer's doctors under Norwegian law. It outlines that seafarer's doctors are authorized by the Norwegian Maritime Authority to conduct medical examinations and issue certificates to seafarers. However, they are only acting as a seafarer's doctor when performing duties described in the applicable regulations. As the medical examinations involve individual decisions about seafarers, seafarer's doctors must follow the Public Administration Act, ensuring impartiality and providing justified, written decisions that can be appealed. They must give guidance to help seafarers understand and safeguard their rights during the process.
This document discusses the requirements for quality management systems regarding medical examinations for seafarers in Norway. It outlines that both the Norwegian Maritime Authority and doctors conducting medical exams must have a certified quality management system in accordance with international standards. The key requirements for doctors include maintaining competence in maritime medicine, participating in training, having the proper equipment, and implementing a quality system. The document also provides an overview of the components of a quality management system, including establishing processes, monitoring effectiveness, ensuring resource availability, implementing improvements, and having a quality policy.
This document compares the requirements for pre-employment medical examinations (PEME) between the Norwegian Maritime Authority, Department of Health standards, and P&I Clubs. PEMEs are required to verify a seafarer's health and ability to safely perform duties at sea. The examinations assess medical history, physical and mental health, and ability to meet minimum performance standards. Certificates are valid for two years from DOH and P&I Club accredited clinics, but only one year for seafarers under 18. PEMEs ensure seafarers are fit to work without health risks to themselves or others on board ships.
1) Representatives from the UK, Netherlands, Germany, Denmark, and Norway met to discuss cooperation on maritime medical services.
2) They agreed on joint approval criteria for medical examinations and certificates, training for approved doctors, and that certificates would be valid across participating countries.
3) The group also agreed to link their websites to facilitate certificate issuance and finding doctors, publish standards and manuals, and include notes on certificates indicating equivalency across countries.
This document discusses restrictions and limitations that may be placed on seafarers' medical certificates due to health conditions. It outlines four categories of fitness: unfit for any duties, able to perform some but not all duties with restrictions, requiring increased surveillance, and able to perform all duties without restrictions. Restrictions aim to balance rehabilitation and safety by allowing seafarers to work within limitations of their conditions. Assessing fitness requires considering probabilities of impairment occurring and being able to mitigate its effects. Authorities must provide guidance and support to ensure consistent, evidence-based decisions are made regarding seafarers' medical restrictions.
This document outlines the regulations and procedures for medical examinations of employees on Norwegian ships and mobile offshore units. It discusses:
1) The legislation around medical certificates and examinations, including the Public Administration Act.
2) The process for appealing a doctor's decision to deny a medical certificate, including applying for an exemption and preparing the case for the appellate body.
3) The responsibilities of the seafarer's doctor and the appellate body in thoroughly investigating cases and making impartial administrative decisions in accordance with regulations.
Kjell Grøndahl presented on testing seafarers' hearing capacity while using hearing aids. International standards require a pure tone average of 30 dB or less in the better ear and 40 dB or less in the poorer ear, measured at specific frequencies. Speech audiometry tests speech recognition but has calibration issues across languages. Aided hearing can be tested using speech-in-noise tests, which measure the signal-to-noise ratio required to correctly recognize 50% of words in background noise, simulating real working conditions. Acceptable results on such tests should allow seafarers to safely and effectively perform their duties, compared to reference data from young, normal-hearing subjects.
The document discusses the development of a common training module for medical examiners of seafarers. It proposes establishing an international system for training, approving, and ensuring quality of medical examiners. This would help harmonize differing national standards. The initiative involves maritime authorities from several countries collaborating to develop a draft curriculum based on Norway's experience training "petroleum doctors". The goal is a common international approach and medical certificate accepted by all parties involved in seafarer medical examinations.
The document discusses the UK system for approving doctors to conduct seafarer medical examinations and potential international collaboration on mutual recognition. It notes there are 225 approved doctors in the UK and overseas, who conducted over 54,000 examinations in 2013. The UK provides support to doctors through medical standards, training, and oversight. International meetings have discussed aligning medical standards between countries like Norway, Germany, the Netherlands and the UK. While progress has been made in understanding each other's systems, further work is still needed before mutual recognition of approved doctors across countries can be achieved.
The document discusses international cooperation and organizations that are important for maritime medicine. It outlines conventions and regulations related to maritime health, including those addressing medical examinations of seafarers. Specifically, the STCW Convention and MLC 2006 provide guidance on medical exams, while the ILO/IMO Guidelines provide criteria for assessing medical fitness. There is discussion of developing common standards and mutual recognition of medical examiners between countries to harmonize application of medical requirements internationally.
The Philippine System of Medical Examinations for Seafarers has the following key points:
1) The Department of Health regulates medical clinics performing examinations on migrant workers and seafarers to ensure standards and reasonable fees.
2) Administrative Order No. 2013-0006 updated guidelines to strengthen clinic regulations and medical examinations in line with new laws.
3) Monitoring finds some clinics need improvements to fully comply with personnel, facility and equipment requirements.
1. Aviation medicine has been more successful than maritime medicine in establishing an international system of medical standards due to the competitive nature and price-driven pressures of the aviation industry which require a "level playing field" with common safety standards.
2. While aviation has seen tremendous growth, aviation medicine has developed standards to ensure safety such as requirements for pressurized cabins, oxygen, and crash protection which has led to commercial aviation seeing its accident rate reduced by a factor of 50 since the 1960s.
3. However, being a pilot is still a high risk occupation with pilots having a standardized mortality rate of 46 for fatal occupational accidents compared to the general population, though disease risk is low, suggesting aviation medicine could improve
The document discusses the consequences of low quality medical examinations for seafarers. It provides three case histories where seafarers were declared fit for work but later became ill at sea due to inadequate checks at their medical examinations. This led to costs and problems. The document also compares medical examination standards between countries and lists common illnesses and those requiring seafarers to return home. It considers political, economic, social, technological, legislative and environmental factors related to improving medical examinations. The goal is to stop "burying heads" and take action to prioritize seafarer health.
The document summarizes the history and current status of the ILO and IMO guidelines on medical examinations for seafarers. It discusses how the original guidelines from 1997 were revised to provide more specific guidance and reflect changes in international standards. The current guidelines provide practical guidance for competent authorities and medical practitioners on conducting examinations and ensuring quality standards. Implementation of the Maritime Labour Convention is being monitored, including questions about countries' requirements for medical certification of seafarers. Port state control data on deficiencies found regarding medical certificates is presented. Remaining questions are raised about adherence to the ILO/IMO guidelines.
This document discusses why maritime health is an international issue rather than just a national responsibility. While ships used to operate within single countries, globalization has made fleets multinational with crews from different countries. This poses challenges for applying health standards consistently when countries regulate maritime health differently. The document examines historical examples like health issues for seamen in 19th century Callao, Peru to show how health problems have long transcended national boundaries in the shipping industry. It argues that principles now exist for international cooperation on maritime health management, but vested interests of different groups pose barriers to realizing a unified approach.
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1. Dangerous cargos on
OSV vessels
Does the crew have enough
knowledge to handle these
cargoes in a safe manner?
”Norwegian Sea Health Conference” 18th and 19th of april 2012
Haldor Sæther
3. What kind of cargoes do the
OSV vessels carry?
Dangerous and
polluting goods
in packaged
form
Containers
Transportable
tank unites
Other forms of
package
5. Dangerous/hazardous
waste from the
offshore installation
Oily waste
Waste contaminated
with dangerous
chemicals
Radioactive waste
Drilling waste
Other types of waste
Waste which is in
bulk or in package
form
6. Slop and waste which
the crew on board in
many cases do not
get enough
SLOP/SLUDGE
information about ?????
Dangerous or not
dangerous????
Flammable or not
flammable????
Presence of
Hydrogen Sulphide
(H2S)????
7. Other kinds of
cargoes
Drilling equipment
Spare parts
Pipes and
construction parts
Provision and storage
Fresh water
Etc…….
8. The regulation
All transport of dangerous and
pollutant cargoes is regulated
trough international and
national legislation
The responsible persons on
board must therefore have
good knowledge about the
requirements set by this
provisions and be able to cope
with them
This is also stated in the ISM
code
9. But why does there often occures
misunderstandings around the legeslatin
on board on offshore support vessels
IMO regulations handled by
the flag state authority
Norwegian Maritime
Directorate
Petroleum Safety Authority
(Ptil) (on Norwegian sector)
Have their own legislations
which not always are in
accordance with the IMO
rules
10. The Norwegian Labour
Inspection Authority (Atil)
(Norwegian)
Conducts more to the land based
activities and are not always in
alignment with the IMO regulations
The Climate and Pollution
Agency (Klif) (Norwegian)
Have also their own regulations
which in some case can be a
challenge to cope with when it is
set up against the IMO rules
11. The challenge occurs in the logistic chain
where all this regulations comes in force
IMO/NMD rules Ptil rules
Klif rules Atil rules
12. What kind of special vessels are
transporting this cargoes?
13. Dangerous goods
in package form
Container vessels
RoRo vessels
Palett vessels
18. Other kinds of cargoes
Ordinary cargo- and pallet vessels
19. To day many kinds of this cargo types
are shipped on offshore support vessels
20. Qualification requirements
For personals serving on this
special vessels carrying
dangerous and polluting
cargoes the STCW code STCW code chapter V
Obligations and guidelines
requires special training and regarding training and
certification on special
competence vessels
The ISM code requires that
the crewmembers on board on
all SOLAS vessels shall be
fully competent to perform the ISM code # 6
Resources and Personnel
jobs they are set to do
21. Where special training and courses
is required, own certificates normally
are issued
Tankerman, oil
Tankerman, chemical
This requires together a 9 days
course, approximately a
duration of 100 hrs (0800 –
2000)
IMDG code competence
certificate
Normally a two days course
(included in the general STCW
requirements)
22. Special training on offshore support
vessels
To day there are no regulated
requirements on special
training or courses regarding
dangerous and polluting cargoes
for personnel on offshore
support vessels
In spite of that this vessels are
carrying a wide spectres of this
types of cargoes
23. IMO resoulution A.673 (16)
”Guidelines for the Transport and Handling of Limited Amounts of Hazardous
and Noxious Liquid Substances in Bulk on Offshore Support Vessels”
The guidelines got in force in 1989
Three minor changes in 2004/2006
IMO sub committee BLG, has
commenced the work to issued a
new code value for OSV vessels
A self standing OSV Chemical
Code based on BLG 16/INF.6 as
the part of the T.O.R for the work
Requirements for formal training for
handling of noxious liquid substances
in bulk is a part of the agenda
24. The new OSV chemical code must necessarily be
seen in connection with other IMO codes
OSV code (Code of Safe
Practice for the Carriage of
Cargoes and Persons by
Offshore Supply Vessels)
Guidelines for the design
and construction of OSV
IBC code (International Code
for the Construction and
Equipment of Ships Carrying
Dangerous Chemicals in Bulk)
25. The “jungle” of regulations and safety
precautions to follow!
I have a
problem!
26. The challenge is how to
deal with all this and to
know what is what!
27. The ship owners in the offshore industry has
realised the necessity of training their ship crew
so they in a better way can take care of the:
The safety on board
The environment
The ship and it’s equipment
The customers interests
And to make them more
able to cope with the rules
and the regulations
28. Background for the course
Aalesund Maritime University College started developing the course
in the winter of 2010 after being challenged by Bourbon Offshore
Norway
The background was that it did not exist any courses that were
considered as fully relevant for the treatment and carriage of
dangerous and polluting cargoes on board offshore supply vessels
29. The purpose of the course
Better knowledge in the
handling and carrying of
dangerous and polluting
cargoes in a safe way
Better knowledge about and
how to deal with and
understand the legislation and
guidelines regarding to
transport of dangerous cargoes
30. Better knowledge about
the risks connecting to
dangerous and
polluting cargoes
A tool to secure the
vessel’s, the company's
and the charterer’s
interests related to the
safe handling of the
cargoes
And to get ..…
31. .... better understanding of what is what
Dangerous goods Other guidelines and regulations Dangerous dry bulk
SOLAS VII Part A NWEA SOLAS VII Part A-1
Marpol Annex III IMSBC code
Classification societies
Document of Compliance
IMDG code From OLF/NR
Document of Compliance, From operators
Special requirements for Safety Management system General
ships carrying dangerous
goods + annex SOLAS
Marpol Annex I, IV, V and VI
Safety Data Sheets
STCW/ISM code
Noxious liquid substances in Oil record book part 1
bulk Bunker analysis
Ballast convention
SOLAS VII Part B Ballast record book
Marpol Annex II Garbage Record Book
A673/IBC code Safety Management
Certificate / DOC
Certificate of Fitness /
INLS certificate + annex Oil products in bulk
Hazardous waste
P&A Manual Marpol Annex I
Cargo Record Book IOPP certificate + annex National and international
legislation
SMPEP Oil record book part 2
Declaration sheet
SOPEP/SMPEP
32. The duration of the
course
20 hours over 3 days
Theoretically lectures, 16 hrs
Practical demonstration, 2 hrs
Summing up and evaluation, 1 hour
Written test, 1 hour
34. Legislations and guidelines
IMO’s international
conventions and
codes
SOLAS
MARPOL
STCW
IBC code
IMDG code
IMSBC code
ISM code
National legislations
35. IMO guidelines
The industries'
guidelines and
recommendations,
NWEA
The ship’s
certificate
requirements
related to
dangerous and
polluting cargoes
36. The offshore support vessel’s general
construction, equipment and systems for
cargo handling
Cargo deck and
arrangement
Cargo tank arrangement
and construction
Pump and piping
arrangements
Manifold connection
arrangements and hoses
Cargo measurment
arrangement
37. Cargo transport
and handling
Cargo types to be
carried
Planning of loading
and discharging
Loading and
discharging control
Cargo
measurement and
calculation
38. Procedures for
loading and
discharging
Relevant cargo
documents
Tank cleaning
Inerting and padding
Cargo and slop
contamination
39. Correct communication
against the onshore
and the offshore
installations
Agreed loading and
discharging plans
including correct
starting up and
stopping procedures
Emergency stop
Agreed loading and
discharging plan
40. Risks
Safety and pollution
prevention
Danger
to the human health
of reactivity
of fire and explosion
to the marine
environment
42. Control of the cargo tank’s and the
enclosed spaces’ atmosphere by use of
gas detection equipment
43. Contingency against oil and
chemical spills
Correct use of IMDG → EmS – Spill schedules
Understanding of SMPEP and SOPEP
44. Fire preventing
Fire fighting and fire extinguish equipment
Correct use of IMDG → EmS – Fire schedules
45. Personnel safety
and protection
equipment
The understanding
of contingency plans
46. First aid if anyone has been
exposed by noxious substances
Correct use of IMDG → MFAG
47. The course so far
Since the beginning it has been
kept 16 courses at the Aalesund
University Collage
Almost 200 persons both seamen
and relevant office personnel, has
until now taken the course:
Bourbon Offshore, Havila, Farstad,
Solstad, DOF, Simon Møksters,
Olympic and Østensjø
Dolphin Drilling
Statoil, ConocoPhillips and BP
Norwegian Maritime Directorate
48. Feedbacks from the participants so far
A relevant and useful course
Adapted to the offshore
support vessels reality
Better knowledge about
current regulations and
guidelines
A lot of ”new” information to
be absorbed in short time
Nice arena to share
experience and to discuss
problems and challenges
with colleges