Feb 242016
 

After a joint concentrated inspection campaign, CIC, in September to November last year the Paris and Tokyo MoUs say that confined/enclosed space entry is generally taken seriously by the industry but there is still a way to go.

The Crew Familiarization for Enclosed Space Entry CIC did not lead to an increase in the rate of detentions however the actual compliance, shown in drills, could be better. 7.9% of drills were found to be unsatisfactory.

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Nov 162010
 

From January next year, the way that ships around the UK coast are inspected will change – ranking companies by risk, rather than the existing target of inspecting 25% of all vessels calling at UK ports. One of the ways in which companies will be assessed will be on which flag their vessels are registered – with the UK’s Red Ensign the first to meet the criteria for low-risk ships.

Shipping Minister Mike Penning says: “The UK has a long and proud maritime tradition and The Red Ensign reflects this. This move is another reminder of the quality of the British flag, confirming its status as one of the safest in the world. It is also yet another reason why companies should look no further than the UK when considering where to register their vessels”. Continue reading »

Jul 072010
 

imageAnnual reports are rarely sparkling entertainment but do occasional offer hidden treats like this fhireosebox found in the newly-released Paris MOU annual report for 2009.

Fun stuff over, here’s what the Paris MOU has to say about 2009:

“The New Inspection Regime is on the horizon and information is being recorded in view of entry into force on 1 January 2011. Ships will be divided into High, Standard and Low Risk. For the first time company performance will contribute to the risk profile. Banning measures will be extended to all ship types and apply to flags on the “Black List” and “Grey List”. This should have an effect on a large number of general cargo ships that manage to continue trading in the area after multiple detentions. Particularly since detentions in up to the past 36 months (from 17 June 2009) are counted. These ships will no longer be welcome in Paris MoU ports after 2011 and will be “banned” for a minimum period. While low-risk ships will be rewarded with a 24 to 36 month inspection interval, high-risk ships will be subject to a more rigorous inspection regime with an expanded inspection every 6 months.

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Jun 292010
 

image Recently criticised by the European Union, Ireland is stiffening its port state control regime. An announcement by its Department of Transport says:

“The port State control regime in Ireland is part of the Paris Memorandum of Understanding on Port State Control (Paris MOU), and its requirements are transposed into EU legislation through Directive 95/21/EC, which is further transposed into Irish law. There are two obligatory reporting requirements under this port State control regime for ships entering Irish ports as follows:

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Jan 262010
 

image Britain’s Maritime & Coastguard Agency, MCA, has announced that eight foreign flagged ships were under detention in UK ports during December 2009 after failing Port State Control, PSC, inspection. Of 132 PSC inspections only 45 ships had no deficiencies, the rest having a wide range, many of which presented fundamental hazards to seafarers. It is, as usual, a sorry set of examples of the lack of concern aboard and at management level for the safety of seafarers.

Out of the detained vessels, 5 were registered with flag states listed on the Paris MOU white list, 1 was registered with a flag state on the grey list and 2 were registered with flag states on the black list

Here’s the sorry list:

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Dec 272009
 

imageNine new detentions in November, and one carried over from October, show just how little certain shipowners, some flag states, and others who should know better, care about the lives of the seafarers on their vessels and even the vessels themselves. These detentions were not matters of minor paperwork not being in order, they were matters that should not have happened and which, if not rectified, put every seafarer on them at risk.

Firefighting equipment unusable and seafarers not adequately trained, equipment for confined space entry unusable and seafarers not adequately trained, the sorry, shameful list goes on.

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Dec 182008
 

Not that Osama. This one was a Syrian flagged bulker filled with 2,320 tonnes of potatoes that arribed in Trieste on 30th March 2007. Due to the appalling state of the ship the port state control inspection took two days. Dewtails from the ParisMOU’s Caught in the Net project.

Let’s start with the bookwork. The company name on the ship security certificate did not match the one on the ship’s security plan. You can bet the CIA has that on its terrorism database.

The Emergency Escape Breathing Apparatus was not type approved. A great comfort to the seafarers on board, no doubt.

NAVTEX? What Navtex? It hadn’t worked for around a week.

Chart? Who needs charts? The one’s for the previous and next voyage hadn’t been updated.

The N1 GMDSS VHF/DSC didn’t work. N2 two way portable VHF radios didn’t work. Ah, but the main GMDSS station worked, but not under emergency power.

Want to fight a fire? Don’t bother, bits were missing from the forecastle fireman’s uniform. where did they go? Obviously, nobody cared.

There's A Hole In My Rust Bucket...

Ballast tank No. 2 had a nice hole that connected with the No. 1 cargo hold and the bulkhead between cargo holds 1 and 2 had a convenient hole to water the potatoes.

At least the folk in the engine room didn’t have to worry about being smothered by the CO2 extinguisher system. It was disconnected.

Cargo hold ventilation shutdown, operated by the CO2 release didn’t work either.

The vessel’s fuel and diesel oil quick closing valves couldn’t quick close because they were too rusted up.

Did we mention that lights serving the lifeboats area, the navigation lights and so on didn’t work under emergency power?

On 6 April the vessel was released from detention after numerous permanent fixes.

SOS – Ships Of Shame

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Aug 282008
 

Introducing a new monthly feature: Ships Of Shame. The title is self-explanatory: vessels that put the maritime industry to shame. In moist cases the photographs were taken following the vessel’s detention following a Port State Control inspection.

This month’s example comes from the Paris MOU’s excellent, and worrying, “Caught In The Net” gallery, highlighting particulary notably bad examples. Caught In The Net can be found here

Sunlight Bey

MV Sunlight-Bey Ex-Warsan(IMO 7619525)

GT: 6,056

Type: Ro-Ro converted to livestock carrier

Flag: Lebanon

Class: International Naval Surveys Bureau (INSB)

Detained: Canary Islands, Spain

Total Deficiencies: 25

Detainable Deficiences: 6

Corrosion through the ship affecting deckplate and pipes

Firefighting equipment equipment missing or in poor state, leaks in fire main and hoses

Poor maintenance of LSA launch equipment, note the poor state of the winch. Given the state of this equipment it is unlikely that lifeboat drills were being conducted as required.,

Engine room dangerous due to very oily condition. Oil filter not working

Crew accomodation poor and unsanitary. Note blockage of what is the access to the port lifeboat muster station. If this is the state of the crew accomodation, imagine how the livestock must be treated.

On June 12th 2008, after 16 days of detention and having carried out temporary repairs, the ship was allowed to proceed to a repair shipyard in Constanta (Romania) for permanent repairs. It failed to call at the repair yard and is now banned from ports covered by the Paris MOU.

Possible scenario; Engine room fire started by spontaneous combustion of oily rags. Crew unable to fight fire effectively, fire spreads. Some crew trapped in accommodation block, fatalities due to smoke inhalation. Abandon ship ordered, crew attempt but fail to launch lifeboats and other LSAs fail necessitating direct entry into water. Loss of vessel and lives.