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IMO extends guidance for ships and maritime Administrations focusing on the experience gained from ships hijacked off the coast of Somalia
08. juni 2009
The updating of the IMO guidance for ships and States, etc. in connection with piracy was finalised during the recent session of the Maritime Safety Committee (MSC). The work was carried out under the chairmanship of Denmark.
The result was highly characterised by the experience gained in recent years, not least in connection with attempts to hijack or actual hijacks of ships in the waters off the coast of Somalia. Consequently, greater focus was placed on how to handle hijackings, also in relation to individual seafarers. Among other things, a special guidance was developed on how to act if taken hostage. Calls were also made for offering seafarers professional assistance to handle possible traumas arising after hostage incidents.
In addition, specific guidance was drawn up for ships in the waters off the Somali coast. During the discussions, the leader of operation ATALANTA (the EU coalition forces in the area) stated that ships and shipowners that observe the now adopted “Best Management Practice” would have a lower risk of being attacked by pirates.
The issues of arming seafarers and of using armed guards to protect ships and seafarers were debated intensively. Following great pressure from both member States and representatives from the maritime industry, the IMO maintained its previous recommendation to strongly dissuade the arming of seafarers. As regards the use of armed guards or soldiers under military command embarking civilian ships, it was the general view that this issue should be decided by each individual flag State in accordance with its policy and legislation in the area.
Though the introductory discussions had supported a Danish proposal to establish a team of experts under the auspices of the IMO who could support countries capturing pirates to ensure that pirates are detained and prosecuted, a number of countries found that there was a need to clarify more questions about the panel, including who should make experts available and who should pay the costs incurred in this connection. The outcome was that the proposal was not yet considered sufficiently ripe for adoption and that Denmark should, consequently, continue working on this matter.
Draft revised guidances are available here.
The final guidances will be issued as a Circular by the IMO, which the Danish Maritime Authority will publish on this webpage and also submit to seafarers and shipowners’ associations.
Arctic navigation
The Maritime Safety Committee approved a revision of the existing guidance on navigation in Arctic ice-covered waters. The revised guidance should, subsequently, be approved by the Marine Environment Protection Committee (MEPC) in July 2009 and be approved by the Assembly later this year. On the basis of the revised guidance, several countries had submitted proposals for the drafting of mandatory regulations on navigation in both Arctic and Antarctic waters. Denmark, the USA and Norway were among those who had made such a proposal. A proposal to include the item on the agenda of the next session of the Sub-Committee on Design and Equipment enjoyed great support and, though some countries expressed reservations, the MSC succeeded in maintaining that the regulations should be drafted with the purpose of making them mandatory.
Navigation bridge watch alarm
After almost four years’ work, the Maritime Safety Committee adopted the requirement that ships must be equipped with a navigation bridge watch alarm. The background for this was a proposal submitted by Denmark and the Bahamas caused by KAREN DANIELSEN’s collision with the Great Belt Bridge in 2005. Especially in connection with navigation in Danish waters, this was considered an important measure to increase safety of navigation, where the use of a navigation bridge watch alarm could be prevented groundings at Bornholm, among other locations.
New ships must be equipped with a navigation bridge watch alarm from 1 July 2011. For other ships, there will be an implementation period so that all passenger ships as well as all ships with a gross tonnage of or above 150 will be equipped with a navigation bridge watch alarm from 1 July 2014.
Electronic charts
The Maritime Safety Committee adopted a requirement for ships to carry electronic chart and display information systems (ECDIS). It was decided that the new requirement should be introduced by means of an implementation period depending on the type and size of ship, starting as of 1 July 2012 (new passenger ships and tankers) until 1 July 2018. In Danish waters, the use of electronic charts will contribute to strengthening safety of navigation since it is considered an important means of ship navigation.
Long-Range Identification and Tracking of Ships (LRIT)
The Maritime Safety Committee finalised a number of technical specifications and guidances for use in the implementation of the LRIT system. At its last session, the Maritime Safety Committee decided to accept a transitory period until 1 July 2009 since a number of countries did not have their LRIT systems in place for the original date of 1 January 2009. Several countries still had difficulties finalising their systems for 1 July 2009.
However, the Maritime Safety Committee did not intend to extend the previously adopted transitory period, but drew up a guidance for member States which had difficulties making their systems work before the expiry of the time-limit on 30 June 2009.
Denmark is connected to the joint European LRIT Data Centre, which was approved by the IMO on 29 May 2009. All EU ships required to be equipped with LRIT will transmit position reports to this centre every six hours.
Gas valves on chemical tankers
Denmark had previously informed the IMO that so-called high-speed pressure/vacuum valves on certain chemical tankers had not been approved for the carriage of some of the products for which the ships had originally been approved.
This issue had been debated both by the Sub-Committee on Fire Protection (FP) and by the Sub-Committee on Bulk Liquids and Gases (BLG). During the BLG discussions, there was not agreement about the information submitted by Denmark. Consequently, the Maritime Safety Committee had required the BLG to reconsider its position since it was contrary to that of Den mark and the FP Sub-Committee.
At the BLG session held earlier this year, it was agreed to amend the existing Circular (MSC/Circ.677) so that, in the future, valves should be approved for the carriage of the category of products that the ships actually carry. Furthermore, it was agreed to clarify the categorisation of the properties of a number of products to ensure correct use of the valves. The Maritime Safety Committee approved this without any amendments.
Risk analyses of LNG tankers, etc. (Formal Safety Assessment)
Through its participation in the EU project called SAFEDOR, Denmark had submitted a number of risk analyses to the Maritime Safety Committee. The five analyses were related to LNG tankers, container ships, oil tankers, ro-ro ships and passenger ships.
The MSC decided to establish an expert group to assess whether the risk analyses submitted were in accordance with the Committee’s own standard (FSA Guideline) with a view to assessing the recommendations made by the risk analyses. These would be discussed by the MSC when the expert working group had finalised its work. The expert group would continue its work until the next session of the Committee when it would present its report on the group’s evaluation of the risk analyses.
New structural standards for ships (Goal Based Standards, GBS)
The working group on new structural standards for ships continued its work formulating the last draft additions to SOLAS, the intention of which is to put into force the coming mandatory structural standards.
Important issues in connection with the verification and auditing of the specific regulations intended to meet the GBS were outstanding from the last session.
The background for initiating the work on GBS was to give the IMO improved control of the safety level, firstly as regards the classification societies’ rules on the design and construction of tankers and bulk carriers.
The Maritime Safety Committee in principle approved the working group’s draft structural standards, which consisted of two levels; one aimed at the formulation of overall regulations under GBS; and another aimed at specific structural regulations for ships. The working group and the SOLAS additions had focused on the formulation of the regulations under GBS, whereas the specific rules of the classification societies intended to meet GBS are at level two.
Development of new life-saving appliances
In connection with the MSC session, Denmark hosted a presentation entitled “Safe Lifeboat Arrangements – Considerations of an Administration and a shipowner”. The effect of the Danish regulations on safe drills and not least the presentation of an entirely new lifeboat arrangement were met with considerable interest and many positive comments. Denmark was urged to consider involving three Sub-Committees in the experiences.
Other items
On the basis of the tragic accident on board the Faroese factory vessel, Denmark and the Faroe Islands had submitted a proposal that the IMO should accept the drafting of new regulations on the requirements for electrical equipment as well as equipment for refilling smoke divers’ air bottles. Both proposals were accepted, and the regulations are to be drafted by the relevant Sub-Committees.
On the occasion of a document submitted by IACS, the MSC discussed the interpretation of the application of new regulations to ships on the basis of their date of built. Especially as regards the Life-Saving Appliances (LSA) Code and new equipment, it was discussed to what ships the regulations should apply. A special issue was the requirement for lifejackets for infants on board passenger ships. The Committee decided that, due to the importance of this, this requirement should apply to all passenger ships as of 1 July 2010, at the latest. Denmark has introduced this requirement in the most recent amendments of its regulations already as of 1 August 2009.
10. June 2009
by
Jesper Loldrup
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