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A number of important amendments to IMO treaties entered into force on 1 January 2016, including new requirements for verification of compliance, making audits mandatory under the IMO Member State Audit Scheme.
Other amendments entering into force include SOLAS amendments to require inert gas systems on board new oil and chemical tankers of 8,000 dwt and above; the latest amendment to the International Maritime Dangerous Goods (IMDG) Code; requirements for stability instruments on tankers and new testing requirements for life-jackets.
Audits under the IMO Member State Audit Scheme become mandatory
Amendments to a number of treaties covering safety, training, prevention of pollution, load lines, tonnage measurement and collision prevention make the audits under the IMO Member State Audit Scheme mandatory for all IMO Member States from 1 January 2016.
Up to 25 Member State audits per year are expected under the audit scheme, which aims to provide a mechanism by which Member States can be assessed, in order to determine to what extent they are implementing and enforcing the applicable IMO instruments by identifying areas in need of improvement, as well as areas of good practices.
The idea behind the scheme is to support the enhanced implementation of IMO instruments, as the scheme will provide Member States with an overview of how well they are carrying out their duties as flag, coastal and port States, under the relevant IMO treaties. The process will also feed into IMO’s extensive technical cooperation programme, to provide targeted assistance and capacity-building to States, as well as to the Organization’s regulatory process.
Other SOLAS amendments
Other SOLAS amendments entering into force on 1 January 2016 include:
– amendments to SOLAS regulations II-2/1, II-2/3, II-2/4, II-2/9.7 and II-2/16.3.3, to introduce mandatory requirements for inert gas systems on board new oil and chemical tankers of 8,000 dwt and above, and for ventilation systems on board new ships; plus related amendments to chapter 15 of the International Code for Fire Safety Systems (FSS Code) on inert gas systems.
– amendments to SOLAS regulation II-1/29 on steering gear, to update the requirements relating to sea trials.
– amendments to SOLAS regulation II-2/10, concerning fire protection requirements for new ships designed to carry containers on or above the weather deck.
– amendments to SOLAS regulation II-2/13.4, mandating additional means of escape from machinery spaces.
– new SOLAS regulation II-2/20-1, which provides additional safety measures for vehicle carriers with vehicle and ro-ro spaces intended for carriage of motor vehicles with compressed hydrogen or compressed natural gas in their tanks for their own propulsion as cargo.
Amendment 37-14 to the International Maritime Dangerous Goods (IMDG) Code
The amendments to the IMDG Code become mandatory from 1 January 2016. They include updates to the provisions for radioactive material, reflecting the latest (2012) provisions from the International Atomic Energy Agency (IAEA), new marking requirements for “overpack” and “salvage” and updates to various individual packing requirements.
Carriage of stability instruments mandatory for tankers
Mandatory carriage requirements for a stability instrument for oil tankers and chemical tankers enter into force on 1 January 2016, under amendments to MARPOL Annex I, the Code for the Construction and Equipment of Ships carrying. Dangerous Chemicals in Bulk (BCH Code), the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code) and the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code).
LSA Code lifejacket testing
The amendments to the International Life-Saving Appliance (LSA) Code relate to the testing of lifejackets. The requirements for testing adult lifejackets are updated and new paragraphs are added relating to the testing of infant lifejackets, including the possibility to substitute manikins for human test subjects.
Revised IGC Code
The completely revised and updated International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) will enter into force on 1 January 2016, with an implementation/application date of 1 July 2016. The amendments were developed following a comprehensive five-year review and are intended to take into account the latest advances in science and technology.
source: Maritime Cyprus
Constructing a new ship is a major task involving hundreds of people and many claims are to manage. For example it takes nine months to construct a 200-metre general cargo carrier with 50,000 DWT (Deadweight Tonnage).
The construction process is similar to a jigsaw puzzle; the shipyard constructs gigantic blocks that are put together to create sections which are then assembled one by one. Of course, some of the pieces are missing at this stage; cargo cranes, the bridge and so on have their own sections. Additionally the vessel is not evenly sliced. Structure and interrelationship dictate the appearance of the segments.
However, before the first steel plate is cut the owner or ship manager sends out a team of professionals (yard team), often comprising employees and contracted consultants, who have great experience and might be sea-going staff or surveyors etc.
This team of five to 15 people has a site office, becoming an inherent part of the process. The site project manager leads the team and reports to the owners; other team members might specialize in tasks such as coating or hull inspection.
The team also monitors the construction progress to verify adherence to the schedule. Milestones are tracked and visualized, using for example a simple MS Excel bar chart or even sophisticated new building software.
Surveying the ship’s construction work
The surveyors examine the steel plates used to assemble the first blocks – it is a delicate process to bend and cut the steel in form. No block is complete until the supervisor has given final approval for both block and pipes. Approved blocks are joined together by welding lines that are also checked, resulting in 400 to 600 items to survey before all 200 blocks can be assembled.
Detail is vital – a fraction too long and the vessel might be for example prohibited from entering the Panama Canal, rendering it unfit for its intended purpose. Thus, compliance with construction laws from flag states and class societies is subject to thorough investigation. Class societies and other authorities send their own surveyors.
During the five-month pre-erection stage, the ship’s keel is prepared for laying in the dry dock. During this stage the outfitting for the engine room block, bow-thruster and deck machinery are installed and blocks are assembled to sections. At the end of the stage cranes move the blocks and sections into to the dry dock, laying the keel.
During the erection stage, all sections are assembled and the main engine is installed. At the same time the auxiliary engines, rudder and propeller are fitted plus cargo cranes for various decks, and the hull is also painted. Various markings such as freeboard marking are painted and confirmed after the vessel has been measured. It may take up to two months before the ship can be set afloat.
Launching the vessel is the busiest time. Superintendents have to check 380 additional items. Starting with the accommodation and bridge, every installed application is examined in operation, including lighting and cables. Teams of engineers, ship store suppliers and paint workers check through the vessel, working under high pressure to finish in time.
Claim against the ship yard
The yard team will file hundreds of claims in total and must inspect a couple of thousand items – the painting job alone has a thousand inspection items. After finding a fault the yard team opens a claim against the shipyard. Many of these claims can be resolved simply, for example by repainting a block or improving a welding line.
To manage all claims surveyors use software like CODieBOARD# supervision-center, which enables the yard team to avoid double registration, report to the headquarters and track the claims. The true purpose of claim management is to lower the price by negotiating with the shipyard before the ship is handed over. Accurate claim management can save thousands of dollars.
The stage before handing over the ship is the sea trial, a journey that lasts two to fourteen days and takes place approximately 20 days before the vessel will be delivered. The ship’s performance is measured; the navigation and communication equipment is audited.
Highly questionable: How to avoid speaking "Denglish"
British kids usually learn French, Spanish or German at school. I loved learning German. So much, so that I studied German to A-Level (entspricht etwa Abitur) and then at university. I was finally able to read Schiller, Goethe and Brecht in the authors’ own words. So imagine my disappointment when I found the language actually spoken in Germany was somewhat... familiar. Double Whopper mit leckerem Bacon und Cheddar Cheese, bitte!
And yet something was not quite right. I kind of knew what was meant with these "Denglish" words (Deutsch + English = Denglish), so beloved of middle management and Detlef D! Soost. Yet their German equivalents seemed easier to understand. But why? It turns out such words are almost always pseudo-anglicisms, or Scheinanglizismen. Put simply: they are bad translations. All Germans know Handy, which does not mean mobile phone in English (although fewer know that handy means praktisch). But did you know that if you ordered "country potatoes" to go with mentioned Double Whopper in the UK you would be met with a blank look? Because we call them potato wedges (Kartoffelecken). My jaw dropped (mir ist der Kiefer heruntergeklappt) when an English-speaking friend invited me to watch football at a "public viewing", because I assumed someone had died and he had no shame (public viewing = die Ausstellung eines aufgebahrten Leichnams).
It seems these ‘adopted’ words almost always have a different meaning in English. So let me help you out here. At the airshow do not, for example, declare your admiration for the aeroplane that just did a "looping" (it did a loop-the-loop). Neither should you ask the IT guy to set up the "beamer" for your PowerPoint presentation (ask for a projector), or invite someone to go on a "wellness" weekend (call it a spa weekend). English speakers may chuckle (kichern) at signs in Germany for the "drive-in" restaurant (our restaurants get driven through: drive-through restaurant) and people who claim to have worn a "smoking" to a glitzy event (smoking = das Rauchen; der Smoking = tux, tuxedo or dinner jacket).
Kate Moss, I assure you, has never taken part in a "shooting" or the police would probably have been involved (shooting = eine Schießerei); it is more likely she took part in a photo shoot. English speakers might well go to a gym but they would never go to a "fitness studio". And remember, if you ask a DJ at a wedding party to play some "evergreens", he will either think you are talking about Christmas trees (evergreen = immergrüne Pflanze) or a naff (schlecht br. umgs.) song by Westlife. Try asking for some golden oldies instead. On the subject of oldies: don’t ask to take the oldtimer for a spin (durch die Gegend fahren) because in English an old-timer means alter Hase. He would probably object. You might, however, suggest taking the classic, vintage or heritage car for a drive.
But do not suppose that only Germans make the faux-pas of borrowing words incorrectly. We Brits and our American cousins will try ordering a "Stein" of beer at the Oktoberfest (when we mean Maßkrug) or a glass of "Hock" if we would like a glass of wine from Hochheim am Main. You might even hear the air force talking about "strafing" the enemy (when they mean aus der Luft unter Beschuss nehmen). So it’s all swings and roundabouts.
read by chance on the internet
With the advent of technology, the use of Electronic Chart Display and Information Systems (ECDIS) is becoming increasingly popular.
While the use of an ECDIS does have its advantages, it can have a negative impact if not used correctly and this is known to be a causative factor in major claims such as collisions and groundings.
Due to the perceived cause of these incidents we would like to draw our Members’ attention to Regulation 19 of chapter V of the Safety Of Life At Sea (SOLAS) convention which permits an ECDIS to be carried as part of the on board navigational system, provided it meets the chart carriage requirements as detailed in regulation. The ECDIS must be type approved and in order to do so and it must meet the required performance standards (MSC.1/Circ.1503, ECDIS – Guidance for good practice).
It is important to remember that personnel operating the ECDIS must have undergone appropriate ECDIS training. It is understood that the ECDIS training and certification requirements, as per the 2010 Manila amendments to the STCW code will not be in force before 1st January 2017. It is therefore advised in the interim, that Members should ensure navigating officers on board their ships using ECDIS are trained to existing standards such as the IMO ECDIS model course (1.27).Notwithstanding the statutory training mentioned above, Members should ensure that navigating officers are familiar with the specific ECDIS model available on board through a familiarisation programme.
As far as practicable, it is advantageous that the same make and model of ECDIS is installed on all fleet vessels to assist this familiarisation process. This would help to reduce the incorrect use of the ECDIS such as not including the correct layers of the electronic chart and helping to ensure that all the data available on the corresponding paper chart is displayed on the ECDIS.
If one ECDIS is available onboard, then paper charts are the primary means of navigation on board the vessel, and it is imperative that all navigation, including, but not limited to, chart work, passage planning and position fixing is carried out using the paper charts. In parallel the ECDIS screen should be marked with a note on the corner “NOT TO BE USED FOR NAVIGATION. TO BE USED FOR TRAINING PURPOSES ONLY”.
If a non type approved ECDIS is discovered fitted on board a vessel, it is strongly recommended that the ECDIS be decommissioned to stop unauthorised usage. The prohibited use of these systems must further be emphasised by displaying prominent notices upon the equipment to show it is not to be used for navigation (see paragraph above). Such measures should also be included in the shipboard navigation procedures.
The primary source of navigation, whether paper charts or an ECDIS, should be kept updated at all times in accordance with SOLAS Chapter V/27.
Source: Maritime Cyprus
Auf dem nordeuropäischen Schleppermarkt Markt gibt es zum Jahresbeginn 2016 einen neuen Schleppergiganten für die Hafenassistenz in 11 Häfen, denn die beiden niederländischen Unternehmen, die börsennotierte Koninklijke Boskalis Westminster NV-Gruppe sowie das niederländische Familienunternehmen Kotug International BV, werden ihre Schlepper-Aktivitäten unter einem gemeinsamen Dach als Kotug Smit Towage zusammenfassen. Wie die beiden Unternehmen jetzt mitteilten hält dabei jeder Partner 50 Prozent des neuen Joint Ventures. Mit dieser Ankündigung setzt man nun die bereits im Dezember 2014 unterzeichnete Absichtserklärung um, nachdem in den zurückliegenden Monaten intensive Verhandlungen über das Projekt geführt wurden, wobei hier immer das Prinzip „Gründlichkeit vor Schnelligkeit“ im Vordergrund stand. In der Vergangenheit kämpften die beiden niederländischen Schleppunternehmen Kotug und Smit immer wieder um Marktanteile im Schleppgeschäft in Rotterdam, dem größten europäischen Hafen.
Bereits im ersten Quartal 2016 soll das neue Gemeinschaftsunternehmen an den Start gehen. Dabei wird Boskalis Westminster, Muttergesellschaft von Smit Towage, die das traditionsreiche Schleppunternehmen im Jahr 2010 erwarben, seine in Belgien, den Niederlanden sowie in Großbritannien gebündelten Aktivitäten einbringen, Kotug steuert seine seit über 15 Jahren schon bedienten Betriebsteile aus Deutschland (Hamburg und Bremerhaven), den Niederlanden und ebenfalls aus dem Vereinigtem Königreich dazu bei.
Nach Unternehmensangaben entsteht durch das neue Joint Venture eine Marktpräsenz in elf Häfen, verteilt auf vier Länder mit zusammen 65 Schleppern und einem Jahresumsatz von rund 150 Millionen Euro. Damit ist Kotug Smit Towage der größte Anbieter von Schleppdienstleistungen in Nord-Westeuropa. Wie Ard Jan Koren, CEO von Kotug mitteilte, könne man nun noch besser auf die Bedürfnisse der internationalen Kunden eingehen.
Der jetzige Schritt ist vermutlich auch eine Folge des immer größer werdenden dänischen Mitbewerbers Svitzer A/S, Tochterunternehmen der dänischen A.P.Møller Maersk Gruppe und nach eigenen Angaben mit 500 Schleppern in 100 Häfen weltweit das größte Schleppunternehmen. So bedient Svitzer zum Beispiel zusammen mit dem Unternehmen Iskes IJmuiden den kompletten Markt in Amsterdam und seit zwei Jahren ist Svitzer auch in Rotterdam sowie in Kooperation mit der Schleppreederei URAG auch in Bremerhaven aktiv.
C.Eckardt, VEUS e.V.