IMO's MSC 89 addressed many issues - including piracy
(May 30 2011)
Taken from a summary published by class society ABS, we have highlighted some
of the decisions taken at the IMO's MSC 89 meeting, which was held between 11th
and 20th May.
Starting with the retroactive upgrade of lifeboat on‐load release and
retrieval systems, the committee adopted a set of revisions to SOLAS Chapter
III and the LSA Code, which impact the certification and may require the
replacement, of lifeboat release and retrieval systems.
These amendments, together with guidelines developed for their implementation,
require the administration (or recognised class society) to carry out a design
review of the manufacturer's submitted assessment to check that the type of
existing lifeboat release and retrieval systems complies with certain revisions
of the LSA Code and to witness the specified performance test.
These two tasks should be completed no later than 1st July 2013. The
assessment's result (compliant, compliant with modification, or
non‐compliant) is to be reported to IMO's database for use in certifying
systems on board ships.
Systems not complying with the additional safety provisions of the LSA Code
need to be replaced with compliant equipment by the first scheduled
out‐of‐water drydocking carried out on/after 1st July 2014, but not
later than 1st July 2019.
Systems can only be replaced by an OEM, or OEM licensee, whereas modifications
may be carried out by others, such as service suppliers. Fall preventer devices
are recommended to be fitted on systems, which are not compliant until such
time as the system is modified/replaced for compliance.
Approved SOLAS revisions, scheduled to be adopted in May 2012 by MSC 90,
included those addressing free-fall lifeboat testing.
The revisions explicitly allow for free‐fall lifeboat release systems to
be operationally tested by a simulated launching device without the crew on
board as an alternative to an actual free‐fall launch. An MSC circular
allowing early implementation of the simulated launching test before the
revisions enter into force is to be issued.
Revisions for on board blending of bulk liquid cargoes at sea were approved,
which prohibit the physical blending of bulk liquid cargoes during sea voyages
- blending while in port is accepted. Physical blending utilises the ship's
cargo pumps and piping system to circulate on board two or more different
cargoes with the intent to achieve a cargo with a new product designation.
Prior to adoption, scheduled for May 2012, the proposal to also prohibit
production processing during sea voyages will be evaluated by MSC's technical
working group.
This processing refers to any deliberate chemical process whereby a chemical
reaction between the ship's cargoes, or cargo and any other substance results
in a cargo with a new product designation.
Regulatory interpretations and guidance were also addressed, including a new
MSC circular that identifies the application of SOLAS, MARPOL and Load Line
construction requirements to single hull tankers converting to double hull
tankers, or to bulk carriers.
The identified requirements include permanent means of access, tank coating,
towing and mooring equipment, free‐fall lifeboats, bridge visibility,
fuel oil tank protection and determination of freeboard. This circular is the
culmination of work by several sub‐committees based on an original IACS
proposal circular.
Guidelines were also approved for the maintenance and repair (short, medium and
long term) of coatings applied to crude oil cargo tanks in tankers. The
guidelines take into account that minor coating restoration work would be
regularly performed by a ship's crew using normal shipboard means and tools to
maintain GOOD or FAIR conditions whereas restoring a FAIR or POOR condition to
a GOOD condition for the long term (for which specialised preparation, manpower
and equipment are needed) is usually carried out in drydock.
As for the anti-piracy issues, notwithstanding that IMO does not endorse the
use of privately contracted armed security personnel on board, the committee
recognised the continued and increased threat to commercial shipping by
Somalia‐based pirates and that this has led to the use of armed guards
offering maritime security services for vessels transiting the high risk areas.
Considering the difficulties to identify reliable and professional services,
the absence of regulation, as well as the complex legal requirements governing
the legitimate transport, carriage and use of firearms, the committee issued
guidelines for shipowners on the use of armed security personnel.
In addition to considering if the flag state had imposed any laws and
regulations on the use of private security companies, the guidelines recommend
that the shipowner carry out a risk assessment. Proposals were requested to be
submitted to MSC 90 concerning guidelines on port state and coastal state
issues concerning embarkation and disembarkation of armed security personnel.
============ fm tanker operator ============
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