Shipping Presentation

7/25/2019 Shipping Presentation

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"ar)oni*ed syste) adopted in +---he international re!uirements introducing the harmonized system of survey andcertification for the %/&% and /oad /ines onventions were adopted by IM at anInternational onference held in 2388 ' which itself had its origins in the 2348onference on -an#er %afety and 7ollution 7revention which recognized the difficulties

caused by the survey and certification re!uirements of %/&%, the /oad /inesonvention and M&R7/ 4(948. -he 2348 onference called upon IM to develop aharmonized system, which would enable the surveys to be carried out at the same time.-he 2388 H%% onference adopted 7rotocols to the %/&% and /oad /inesonventions to introduce the harmonized system. ;oth 7rotocols re!uired explicitacceptance by a specified number of %tates ' 2= %tates with a combined merchantshipping fleet of not less than =+ percent of world merchant shipping tonnage ' for thesystem to enter into force.-he conditions for entry into force of the 2388 %/&% and /oad /ines 7rotocols weremet on * )ebruary 2333, when ;ahamas deposited instruments of accession to bothinstruments with IM. Malta also recently acceded to the 2388 7rotocols. -he 2388

/oad /ines 7rotocol has (6 %tates 7arties with =8.=8 percent of world merchantshipping tonnage. -he 2388 %/&% 7rotocol has (6 %tates 7arties with =8.2+ percentof world merchant shipping tonnage.In terms of M&R7/ 4(948, the onvention allowed for amendments to the certificationand survey re!uirements to be accepted by a procedure #nown as >tacit acceptance>,meaning amendments enter into force on a specified date unless sufficient obectionsare received. &s a result, M&R7/ 4(948 was amended on 26 March 233+ to introducethe harmonized system of survey and certification, with the provision that theamendments enter into force at the same time as the entry into force date of the 2388%/&% 7rotocol and the 2388 /oad /ines 7rotocol.

he har)oni*ed syste)In practice, many &dministrations and lassification societies already operate a form ofharmonized survey and certification. Moreover, a resolution adopted by the IM

&ssembly in 2332, and amended in 233( allowed for


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a system for the extension of certificates limited to three months to enablea ship to complete its voyage 0or one month for ships engaged on shortvoyages1

when an extension has been granted, the period of validity of the new

certificate is to start from the expiry date of the existing certificate beforeits extension.

-he main changes to the %/&% and /oad /ines onventions are that annualinspections have been made mandatory for cargo ships and unscheduled inspectionshave been discontinued. ther changes refer to survey intervals and re!uirements.In @ovember 2333, IMAs *2st&ssembly adopted resolutionA.--/ 01+2 3lobal anduni4or) i)ple)entation o4 the har)oni*ed syste) o4 sur5ey and certi4ication0"SSC2, which is aimed at encouraging all %tates to implement the harmonized systemof survey and certification 0H%%1, even if they are not parties to the relevant 7rotocols,which enter into force on / February 1666.

+ ypes o4 ship sur5eyInitial sur5ey 7& complete inspection of all the items relating to the particular certificatebefore the ship is put into service to ensure that they are in a satisfactory condition andfit for the service for which the ship is intended.8eriodical sur5ey 7 Inspection of the items relating to the particular certificate to ensurethat they are in a satisfactory condition and fit for the service for which the ship isintended.!ene9al sur5ey 7&s per periodical survey but leads to the issue of a new certificate.Inter)ediate sur5ey 7 Inspection of specified items, almost similar to a special survey.Annual sur5ey '


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International ertificate of )itness for the arriage of :angerous hemicals in;ul#

International ertificate of )itness for the arriage of /i!uefied


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'I 8re5ention o4 air pollution 4ro) ships' -he M"7 considered an IM'ommissioned study into greenhouse gas emissions from ships and the study is inprogress.

A$I7F#&:I$3 S(SEM

In @ovember 2333, IM adopted the issue, and developing instrument legally bindingthroughout the world, to address the harmful effects of anti'fouling systems used onship$s hull. -he resolution calls for global prohibition on the application of organotincompounds such as -;-, which act as biocides in anti'fouling systems used on shipsby 2stDanuary *++(. & complete prohibition on the presence of organotin compoundswhich act as biocides in anti'fouling systems by 2 stDanuary *++8. -he coatings industryhas spent more than a decade trying to find effective coatings, which have dominatedthe mar#et since mid'234+s. Many attempts have been made to find effective new waysto prevent the fouling of ships$ bottom' chemicalE physical, electrolyte and ultrasonicsystems have all been tested. -in'based antifouling coatings have proven an effectiveand economical means of protecting underwater hulls, but tin has been discovered to

have harmful effects on marine life in coastal areas. It not only #eeps algae andbarnacles from attaching to the bottom of ships, but also impacts on other marineorganisms. -in'free products have been on the mar#et for more than a decade, buthave not had the desired impact because they simply do not last long enough. %oshipping companies have largely continued to use tin'based products. %econd'generation tin'free coatings have a life of more than three years, but even this has notbeen sufficient to wean the international shipping world off tin. hird7generationanti4ouling coatings ha5e been introduced lately, a painting system that is certain tolast the re!uired five'year interval between drydoc#ings, and therefore compete with tin'based products.Dotun 7aints in conunction with Dapanese chemicals group @ippon il and )atsdeveloped Seaa4ter t9o years in a 4ull7scale test. %eaFuantum can cut fuel cost in this way becausethe bottom of the ship becomes increasingly smooth as coating wears, thereby reducingfriction as the ship glides through the water. -he active antifouling ingredient in thecoating is a copper compound. &dded benefits include lower emissions of greenhousegases and a decrease in the strain put on to vessel$s propulsion machinery.

"A!MF&: A


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of marine habitat. ;allast water is absolutely essential to the safe and efficient operationof modern shipping, providing balance and stability to un'laden ships. However,discharge of ballast water may pose a serious ecological, economical and health threat.-here are thousands of marine species that may be carried in shipsA ballast water,basically anything that is small enough to pass through a shipsA ballast water inta#e

ports and pumps. -his includes bacteria and other microbes, small invertebrates andthe eggs, cysts and larvae of various species. -he problem is compounded by the factthat virtually all marine species have life cycles that include a plan#ton stage or stages."ven species, in which the adults are unli#ely to be ta#en on in ballast water, forexample because they are too large or live attached to seabed, may be transferred inballast during their plan#ton phase. ver the past millennia, marine species havedispersed throughout the oceans by natural means, carried on currents and attached tofloating logs and debris. @atural barriers such as temperature and landmasses haveprevented many species from dispersing into certain areas. -his has resulted in thenatural patterns of bio'geography observed in the oceans today. In particular the pan'global tropical zone has separated the northern and southern temperate and cold water

zones. -his has allowed many species to evolve !uite independently in these latterzones, resulting in !uite different bio'diversity between the north and the south. Intropical area species have not faced the same barriers. -his is exemplified by therelatively homogenous marine bio'diversity spanning the huge area of the indo'pacific,from the "ast oast of &frica to the Best oast of %outh &merica.Humans have of'course aided this process for as long as they have sailed, mainly bydispersing marine species that have attached to the hulls of vessels. -hecommencement of the use water as ballast, and the development of larger, faster shipscompleting their voyages in ever shorter times, combined with rapidly increasing worldtrade, means that the natural barriersto the dispersal of species across the oceans arebeing reduced. In particular, ships provide a way for temperate marine species to piercethe tropical zones, and some of the most spectacular introductions have involvednorthern temperate species invading southern temperate waters, and vice versa.

It is estimated that at any one time, over (+++ different species are being carried inships$ ballast tan#s around the world. -he vast maority of marine species carried inballast water do not survive the ourney, as the ballasting and deballasting cycle and theenvironment inside ballast tan#s can be !uite hostile to organism survival. "ven forthose that do survive a voyage and are discharged, the chances of surviving in the newenvironmental conditions, including predation by and9or competition from nativespecies, are further reduced. However, when all factors are favourable, an introducedspecies bysurviving establish a reproductive population in the host environment. It mayeven become invasive, out'competing native species and multiplying into pestproportions.

&s a result, whole ecosystems are being changed. In the G%&, the "uropean ebraMussel Dreissena polymorphahas infested over 5+ of internal waterways and mayhave re!uired over G%J= billion in expenditure on control measures since 2383. Insouthern &ustralia, the &sian #elp Undaria pinnatifida is invading new areas rapidly,displacing the native seabed communities. In the ;lac# %ea, the filter'feeding @orth


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&merican ellyfish Mnemiopsis leidyi has on occasion reached densities of 2#g ofbiomass per m*. It has depleted native plan#ton stoc#s to such an extent that it hascontributed to the collapse of entire ;lac# %ea commercial fisheries. In severalcountries, filter'feeding shellfish, such as oysters has absorbed introduced microscopic,Kred'tide$ algae 0toxic dinoflagellates1. Bhen eaten by humans, these contaminated

shellfish can cause paralysis and even death. -he list goes on, hundreds of examples ofmaor ecological, economic and human health impacts across the globe. It is evenfeared that diseases such as cholera might be able to be transported in ballast water.-here are hundreds of other examples of catastrophic introductions around the world,causing severe human health, economic and9or ecological impacts in their hostenvironments.Invasive marine species are one of the four greatest threats to the world$s oceansLGnli#e other forms of marine pollution, such as oil spills, where ameliorative action canbe ta#en and from which the environment will eventually recover. -he impacts ofinvasive marine species are most often irreversible.

&n M"7 Bor#ing


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sediment management procedures to a given standard or range of standards. "xistingships would be re!uired to carry out ballast water management procedures after aphase'in period, but these procedures may differ from those to be applied to new ships.ier 1 includes special re!uirements which may apply in certain areas and wouldinclude procedures and criteria for the designation of such areas in which additional

controls may be applied to the discharge and9or upta#e of ballast water. -he text for -ier* remains to be developed.-he wor#ing group confirmed that ballast exchange on the high seas is the only widelyused techni!ue currently available to prevent the spread of unwanted a!uatic organismsin ballast water and its use should continue to be accepted. However, it was stressedthat this techni!ue has a number of limitations. ;ecause it is of variable efficiency inremoving organisms, the percentage removed depends on the type of organism. -hedischarged water !uality depends on the original !uality of the water ta#en up. It alsohas geographical limits. "xisting ships may be subected to operational constraints, butit was recognized that new ships may be designed to accommodate ballast exchange ina much wider range of circumstances.

Borldwide management has promulgated mandatory re!uirements and voluntaryguidelines are as follows?0+2 8er4or) open ocean ballast exchange 9hen sa4ety per)its,012 Keep records o4 ballasting operations,0/2 !educe in5asions 5ia hull and anchor 4ouling,0@2 Mini)i*e ballasting in ports and coastal *ones,0=2 A5oid ballast uptake at night,02 A5oid ballast uptake in "ot Spots. "ot spots are 9ater bodies that are

particularly in4ested 9ith non7nati5e species, that ha5e pathogens such astoxic algae bloo)s or red tides, that are conta)inated by se9age out4alls,or that carry 9aterborne disease such as cholera. Scientists and Managersare 9orking to identi4y global hot spots. Ballast 9ater uptake 4ro) hotspots has a greater potential o4 spreading har)4ul organis)s,

(7) A5oid ballast 9ater uptake 9here propellers )ay stir up the sedi)ent at thebotto).

-he wor#ing group concluded that development of alternative treatment technologiesmight produce techni!ues that were substantially more reliable and that ballast waterexchange is an interim solution.S8ECIA: A$D 8A!IC&:A!:( SE$SII'E SEA A!EAS-he M"7 reviewed new draft guidelines for the designation of %pecial &reas underM&R7/ 4(948 and new draft guidelines for the identification of 7articularly %ensitive%ea &reas 07%%&s1 and agreed additional material will be drafted soon. -his additionalmaterial would include a flow'chart to assist Member %tates in deciding the mostappropriate measures in providing protection to sensitive sea areas.In &nnexes I, II and V, M&R7/ 4(948 defines certain sea areas as >special areas> inwhich, for technical reasons relating to their oceanographical and ecological conditionand to their sea traffic, the adoption of special mandatory methods for the prevention ofsea pollution is re!uired. Gnder the onvention, these special areas are provided with ahigher level of protection than other areas of the sea. & 7%%& is an area that needs


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special protection through action by IM because of its significance for recognizedecological or socio'economic or scientific reasons and which may be vulnerable todamage by international maritime activities. -he criteria for the identification ofparticularly sensitive sea areas and the criteria for the designation of special areas arenot mutually exclusive. In many cases a 7articularly %ensitive %ea &rea may be

identified within a %pecial &rea and vice versa.

8!E'E$I#$ #F AI! 8#::&I#$ F!#M S"I8S& study was conducted by IM regarding greenhouse gas emissions from ships and adocument was due to be developed outlining IM policy on the issue. -his studyresulted in formation of annex VI of M&R/ on regulations for the prevention of airpollution from ships. -he impact of @xemissions from ships continues to be mainpolicy driver. -here are no accurate assessments of the contribution of shipping toglobal @x emissions. However studies show that shipping is a small contributor toworld * emissions, and accounting to almost 2.8 of worldwide emissions. -hestudy notes that there is potential for reduction of greenhouse gas emissions from ships

through technical and operational measures. &t the same time, shipping has beenconfirmed to be a significant contributor in the development of environmentallysustainable transport. %ustainability and sustainable development is an inter'generational concept, see#ing e!uity over time, and minimization of disparities betweengenerations. %ustainable development cautions that there are limits to such growthsdue to pollution of environment, which is one of the maor drawbac#s to cross over indeveloped countries. %ince use of low sulphur fuel is essential if sulphur oxide reductionis to surpass the annex VI standard, the entire !uestion of prime mover fuel is open todiscussion. ne suggested fuel is Methanol 0H(H1. In 2335 Mitsubishi in Dapanreported its trial on a research diesel engine adapted to burn pure Methanol with no lossin thermal efficiency. -he company foresaw future demand for this fuel as areplacement for more costly low sulphur oil, and has proposed an engine installation fora V/, which would ta#e aboard sufficient fuel for each round voyage at one of themany /@< plants in 7ersian


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and Managers. -he role of hu)an ele)enttherefore has been considered and ta#enup by IM in )ormal %afety &ssessment. In a draft ircular M% and M"7 ointlyformulated a practical tool H"&7 0Human "lement &nalyzing 7rocess1 designed toaddress human element for motivation.Bhen motivated and willing people in shipping use recent Regulations in practice, it is

expected to have substantial gain in shipping industry, failing which the new codes andsafety Regulations will remain in the files as few more certificates and paperstoc# thathave somehow been managed.

About the Author

&fter due completion of apprenticeship and !ualifying for pre'sea examination served inforeign going ships with m9s %hipping orporation of India /td. &fter passingexamination of "xtra )irst lass Marine "ngineer$s ertificate of competency served as"ngineer and %hip %urveyor with MM: Madras, thereafter served with IR% ;ombay as

"ngineer %urveyor. %erved as -echnical Manager with m9s India %teamship ompanyalcutta. ;y virtue of !ualification and experience attached to -he "ngineering ouncilG. as hartered "ngineer. 7resently engaged in teaching assignment as "ngineerofficer with M.".R.I ol#ata. &ttended most of the %eminars organized by I" 0India1including %cience ongress, contributed and presented technical papers.


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Eco Management In Ships

Debabrata Bandyopadhyay Extra First Class Marine Engineer

Corporate Member IE (India)

ABSTACTEnvironmental protection and Safety are the prime concerns in maritime nations globally.Various ship casualties have been studied at length to ascertain causes and to assessdamages caused to environment thereof. This resulted in extensive researches, whichbrought about either amendment to existing Regulations or adoption of other modifiedInstrument in shipping. part from modern ship constructional codes, E!S, "S etcballast water management, greenhouse gas emission from ships, ship recycling are

among a host of environmental issues that will stir maritime sector. It is expected thatships will carry !reen "assportin near future.

CAS#A$TIESVery recently in last two years, catastrophe that occurred to large oil tan#ers in high seashas caused a great concern in maritime regime. In the beginning of last year, fully laden$%,&'( )*T oil tan#er Castordeveloped a structural problem in the +editerranean Seaen route from "onstana to -agos in igeria. The ship suffered damage to underwaterhull resulting in a /0m crac# running from port to starboard halfway along her length.1ollowing this incident, the classification 2S withdrew the ship3s "lass. The ship wasdeemed to present a serious ris# of explosion and rupture of the hull and the authoritiesof +orocco and 4ibraltar prohibited her entry into waters or ports under their 5urisdiction.

"astor then sailed towards the vicinity of the southeastern coast of Spain, accompaniedby a sea tug icolay "hi#er, with which the tan#er3s owner had agreed to affecttransshipment of cargo under a commercial salvage contract. The Spanish +aritimeauthority re6uested the ship to #eep at a distance from Spanish coast. report, issuedfollowing the inspection of the ship by Spanish uthorities, described the situation asone of the extreme seriousness due to high ris# of explosion, and recommended that theship should not enter any port and should #eep a distance from the coast to minimie theconse6uences of possible catastrophe. 2ringing the ship close to Spanish coast forunloading, either by transshipment to another ship or by discharge to land installationswas re5ected as presenting a higher ris# for the local population, coastal properties andthe environment than that on the high seas. Spain stationed a helicopter, two salvagevessels, a maritime rescue rapid intervention craft as well as a Spanish avy patrol boat

in the area.fter units of the Spanish maritime rescue service had evacuated the /' crew membersShip owners, salvage operators and other interested parties were informed thatappropriate measures should be adopted to ensure that the ship withdrew from hercurrent position and remained at a distance of at least $& nautical miles from Spanishcoast, in the light of the unacceptable ris# posed to Spanish coastal interests.Eventually, after being similarly unable to find shelter off lgeria, the damaged ship wastowed to a relatively sheltered spot off the coast of Tunisia where her cargo was safelyunloaded.


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9d: !eavy fuel oils tend to be less toxic than crude oils and some other refinedproducts B but strong adhesive properties and persistence may have greaterimpact on mammals and seabirds.

9e: Spilled oil is heavy C tends to float low in the water B this can ma#e recoveryusing s#immers difficult 9whereas s#immers may be more effective for Dlighteroils:.

(f) It may be hard to assess where the oil is from the air because the oil is notfloating on the surface B when oil is visible on surface, it may not be possible toassess thic#ness of oil patches and therefore 6uantity of oil spilled. +ovement ofheavy fuel oil may be difficult to predict as wave action may carry it below thesurface. Sun#en heavy fuel oil may have significant impact on seabed resourcesand fishing.

9g: ?ersistent B heavy fuel oils do not disperse naturally in a significant manner andoil spill dispersants may prove ineffective.

9h: Spilled heavy fuel oil may drift long distances and impact on coasts 8 withassociated high compensation and clean8up costs. The precise properties of theparticular heavy fuel oil spilled, as well as prevailing weather conditions, mayhave a significant impact on choice of responseAclean8up operations as well as

on the ultimate success or otherwise of the clean8up operation.So, in case of high8density oil spill main three ob5ectives are )etection, "ontainment,Recovery, and I+; is on the move for further development and dissemination oftechni6ues to enable coastal states to respond rapidly and effectively to spills of high8density oils.DETECTI-+

9a: The development of laser and sonar technology for detecting high8density oilspills.

9b: Fse of sensors in practice 9during actual oil spills:.9c: The testing of prototype systems 9systems in development: on actual oil spills.9d: Validation of modeling systems 9such as computeried systems to predict the

drifting oil slic#s: during actual oil spills.

9e: "oastal States should encourage oil spill responders to co8operate withmodelers.

C-+TAI+ME+T . EC-/E,9a: )eveloping and testing operational high density oil collection and pumping

systems.9b: Evaluating recovery system performance to assist in proper selection and use in

oil spills.9c: Evaluating the ris#s and benefits of response options and conse6uences.9d: )eveloping deep water automotive systems and wrec# detection at depths

greater than /&&& metre9e: )eveloping survey by sonar sensors for locating presence of oil through

metalAtan#sG to ma#e use of advances in digital video imaging and to loo# at

ways of measuring 6uantities of oil remaining in wrec#s.9f: )eveloping alternative methods of steam heating to achieve a viable flow rate in

order to be able to pump oil from greater depths.

?revention is better than cure. Ta#ing that into consideration, the re6uirement at theonset is targeted for the carrier to be of double hull construction and the programme isunderway.


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ll merchant ships are fitted with Sewage treatment plants and the concerned Annex I/will now enter into force following brea#through of ratification. Regulations for theprevention of pollution by sewage from ships are set to enter into force from September/&&$ following ratification by orway. orway3s ratification means the entry8into8forcecriteria for the nnex set at %@ states whose combined merchant fleet constitute not lessthan @&H of world3s merchant fleet by tonnage, having now been met. The nnex sets

out in detail how sewage should be treated and held on board ship and thecircumstances in which discharge into sea may be allowed. It re6uires ?arties to the"onvention to provide ade6uate reception facilities for sewage and contains a modelInternational Sewage ?ollution ?revention "ertificate to be issued by national shippingadministrations to ships under their 5urisdiction. The nnex will apply to ships engaged ininternational voyages. ;n entry into force it will have immediate effect on all new ships of0&& gross tonnage and above and new ships of less than 0&& gross tonnage, which arecertified to carry more than %@ persons. It will apply to existing ships 0&& gross tonnageand above and less than 0&& gross tonnage, but certified to carry more than %@ persons,five years after the date of entry into force.

-T*E MA"-$ ISS#ES STATI+! F-M $ATEST

/IIIAnti0%oling Systems8 The +E?" approved in principle the draft "onvention on thecontrol of harmful anti8fouling systems. number of issues remain open for discussion,such as entry into force criteria, before the planned "onference to adopt the conventionin late /&&%./II *arm%l a1atic organisms in ballast &ater8The +E?" wor#ing group furtherdeveloped new regulation for ballast water management to prevent transfer of harmfula6uatic organisms in ballast water./I"reention o% air polltion %rom ships8 "ommissioned study into greenhouse gasemissions from ships and the study is in progress.

A+TI0F-#$I+! S,STEMIn ovember %===, I+; adopted the issue, and developing instrument legally binding

throughout the world, to address the harmful effects of anti8fouling systems used onship3s hull. The resolution calls for global prohibition on the application of organotincompounds such as T2T, which act as biocides in anti8fouling systems used on ships by%st7anuary /&&$. complete prohibition on the presence of organotin compounds whichact as biocides in anti8fouling systems by %st7anuary /&&(. The coatings industry hasspent more than a decade trying to find effective coatings, which have dominated themar#et since mid8%=>&s. +any attempts have been made to find effective new ways toprevent the fouling of ships3 bottom8 chemicalG physical, electrolyte and ultrasonicsystems have all been tested. Tin8based antifouling coatings have proven an effectiveand economical means of protecting underwater hulls, but tin has been discovered tohave harmful effects on marine life in coastal areas. It not only #eeps algae andbarnacles from attaching to the bottom of ships, but also impacts on other marine

organisms. Tin8free products have been on the mar#et for more than a decade, but havenot had the desired impact because they simply do not last long enough. So shippingcompanies have largely continued to use tin8based products. Second8generation tin8freecoatings have a life of more than three years, but even this has not been sufficient towean the international shipping world off tin. Third0generation anti%oling coatingshae been introdced lately, a painting system that is certain to last the re6uired five8year interval between dry doc#ings, and therefore compete with tin8based products.The !lobicrange of antifouling products developed by !empel ?aints complies withI+; re6uirements. 4lobic is highly efficient, T2T free, self8polishing antifouling with high


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volume solids. This features the use of mineral fibres. ;nce the paint dries up, thesefibres combine with the binders to form a three8dimensional structure that not onlyprovides extraordinary elasticity, but also allows the addition of greater amounts ofbinder. The combination of advanced technology of binders and micro fibres createsexcellent mechanical properties for 4lobic products and offer self8polishing at controlledrate when in service.

7otun ?aints in con5unction with 7apanese chemicals group ippon ;il and 1atsdeveloped Sea2antm3 a tin8free solution suitable for any application. The new tin8freeantifouling coating is more expensive than T2T systemsG prices depend on the type ofcoatings, but can be three to four times higher per liter. !owever prices are not to provea serious barrier to a switch over to tin8free products. ot only can the cost of a coatingnever be based on price per liter aloneG coatings can account for a relatively small shareof overall cost of a five8year dry8doc#ing. 1urthermore, the ?aint "ompany can offertests demonstrating that the system brings savings in fuel costs relative to other tin8freetechnology available today8 %el consmption &ere redced by 456 a%ter t&o yearsin a %ll0scale test7 Sea uantum can cut fuel cost in this way because the bottom ofthe ship becomes increasingly smooth as coating wears, thereby reducing friction as theship glides through the water. The active antifouling ingredient in the coating is a copper

compound. dded benefits include lower emissions of greenhouse gases and adecrease in the strain put on to vessel3s propulsion machinery.Environmental safety measures proposed by +E?" areJ 8

(1) Elimination of use of T2T antifouling paints on ships less than /@ metres length

(2) Elimination of the use of T2T antifouling paints with average release rate 0 microgmAcm/Aday

9$: Elimination of extra input of T2T into marine environment 9from washing,blasting or painting operation:

90: Encouraging development of alternatives to T2T antifouling paints9@: +onitoring and evolution of efficacy of control measures9': "onsideration of appropriate total prohibition of T2T in antifouling paints.

BA$$AST 8ATE MA+A!EME+T ISS#ESThe introduction of invasive marine species into new environments of shipsK ballast waterattached to hull and via other vectors has been identified as one of the four greatestthreats to world oceans. The other three are land8based sources of marine pollution,over8exploitation of living marine resources and physical alterationAdestruction of marinehabitat. 2allast water is absolutely essential to the safe and efficient operation of modernshipping, providing balance and stability to un8laden ships. !owever, discharge of ballastwater may pose a serious ecological, economical and health threat. There arethousands of marine species that may be carried in shipsK ballast water, basicallyanything that is small enough to pass through shipsK ballast water inta#e ports andpumps. This includes bacteria and other microbes, small invertebrates and the eggs,cysts and larvae of various species. The problem is compounded by the fact that virtually

all marine species have life cycles that include a plan#ton stage or stages. Even species,in which the adults are unli#ely to be ta#en on in ballast water, for example because theyare too large or live attached to seabed, may be transferred in ballast during theirplan#ton phase. ;ver the past millennia, marine species have dispersed throughout theoceans by natural means, carried on currents and attached to floating logs and debris.atural barriers such as temperature and landmasses have prevented many speciesfrom dispersing into certain areas. This has resulted in the natural patterns of bio8geography observed in the oceans today. In particular the pan8global tropical one hasseparated the northern and southern temperate and cold water ones. This has allowed


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many species to evolve 6uite independently in these latter ones, resulting in 6uitedifferent bio8diversity between the north and the south. In tropical area species have notfaced the same barriers. This is exemplified by the relatively homogenous marine bio8diversity spanning the huge area of the Indo8pacific, from the East "oast of frica to the*est "oast of South merica.!umans have of8course aided this process for as long as they have sailed, mainly by

dispersing marine species that have attached to the hulls of vessels. Thecommencement of the use of water as ballast, and the development of larger, fasterships completing their voyages in ever shorter times, combined with rapidly increasingworld trade, means that the natural barriers to the dispersal of species across theoceans are being reduced. In particular, ships provide a way for temperate marinespecies to pierce the tropical ones, and some of the most spectacular introductionshave involved northern temperate species invading southern temperate waters, and viceversa.It is estimated that at any one time, over $&&& different species are being carried inships3 ballast tan#s around the world. The vast ma5ority of marine species carried inballast water do not survive the 5ourney, as the ballasting and deballasting cycle and theenvironment inside ballast tan#s can be 6uite hostile to organism survival. Even for

those that do survive a voyage and are discharged, the chances of surviving in the newenvironmental conditions, including predation by andAor competition from native species,are further reduced. !owever, when all factors are favourable, an introduced species bysurviving establish a reproductive population in the host environment. It may evenbecome invasive, out8competing native species and multiplying into pest proportions.

s a result, whole ecosystems are being changed. In the FS, the European Lebra+ussel Dreissena polymorphahas infested over 0&H of internal waterways and mayhave re6uired over FSM@ billion in expenditure on control measures since %=(=. Insouthern ustralia, the sian #elp Undaria pinnatifida is invading new areas rapidly,displacing the native seabed communities. In the 2lac# Sea, the filter8feeding orth

merican 5ellyfish Mnemiopsis leidyi has on occasion reached densities of %#g ofbiomass per m/. It has depleted native plan#ton stoc#s to such an extent that it has

contributed to the collapse of entire 2lac# Sea commercial fisheries. In several countries,filter8feeding shellfish, such as oysters has absorbed introduced microscopic, Nred8tide3algae 9toxic dinoflagellates:. *hen eaten by humans, these contaminated shellfish cancause paralysis and even death. The list goes on, hundreds of examples of ma5orecological, economic and human health impacts across the globe. It is even feared thatdiseases such as cholera might be able to be transported in ballast water.There are hundreds of other examples of catastrophic introductions around the world,causing severe human health, economic andAor ecological impacts in their !ostenvironments.Invasive marine species are one of the four greatest threats to the world3s oceansOFnli#e other forms of marine pollution, such as oil spills, where ameliorative action canbe ta#en and from which the environment will eventually recover. The impacts of

invasive marine species are most often irreversible.n +E?" *or#ing 4roup further developed draft new regulations for ballast &atermanagement to prevent the transfer of harmful a6uatic organisms, often termed as

6uatic uisance Species 9S: in ballast water. diplomatic conference has 5ustended /8%$ )ecember /&&/, where +E?" wor#ing group discussed the ballastmanagement issues at length.The ob5ective is to put under control, the growth of S in worldwide oceans. The Smay displace native species, degrade native habitats, spread disease and disrupthuman social and economic activities that depend on water resources. FS coast guard


17/43

has already adopted comprehensive ational ballast water management program asfollowsJ9%: 2allast water management scheme for operators of all vessels in waters of FS9/: ?roviding voluntary ballast water management guidelines for all vessels entering

FS waters from outside of Exclusive Economic Lone 9EEL:9$: Re6uires the reporting of ballast water management data by all vessels entering

FS waters from outside of EELFS"4 developed scheme for all vessels that carry ballast water into FS territory afteroperating beyond EEL as stated belowJ9%: Exchange ballast water beyond the EEL, from an area more than /&& nautical

miles from any shore, and in water more than /&&& meters depth9/: Retain the ballast water on board the vessel9$: Fse an alternative environmentally sound method of ballast water management

that has been approved in advance by FS"4(4) )ischarge ballast water to an approved reception facility, or exchange ballast

water inother waters approved and declared by FS"4.

The proposed instrument is a new international convention Pfor the control andmanagement of shipsK ballast water and sediments.P It is estimated that about %& billiontons of ballast water are transferred globally each year, potentially transferring from onelocation to another species of sea8life that may prove ecologically harmful when releasedinto a non8native environment.The proposed new instrument is being developed on the basis of a two8tier approach.Tier 4 includes re6uirements that would apply to all ships, including mandatoryre6uirements for a 2allast *ater and Sediments +anagement ?lan, a 2allast *aterRecord 2oo# and a re6uirement that new ships shall carry out ballast water andsediment management procedures to a given standard or range of standards. Existingships would be re6uired to carry out ballast water management procedures after aphase8in period, but these procedures may differ from those to be applied to new ships.

Tier 9 includes special re6uirements, which may apply in certain areas and wouldinclude procedures and criteria for the designation of such areas in which additionalcontrols may be applied to the discharge andAor upta#e of ballast water. The text for Tier/ remains to be developed.The wor#ing group confirmed that ballast exchange on the high seas is the only widelyused techni6ue currently available to prevent the spread of unwanted a6uatic organismsin ballast water and its use should continue to be accepted. !owever, it was stressedthat this techni6ue has a number of limitations. 2ecause it is of variable efficiency inremoving organisms, the percentage removed depends on the type of organism. Thedischarged water 6uality depends on the original 6uality of the water ta#en up. It alsohas geographical limits. Existing ships may be sub5ected to operational constraints, but itwas recognied that new ships may be designed to accommodate ballast exchange in a

much wider range of circumstances.*orldwide management has promulgated mandatory re6uirements and voluntaryguidelines are as followsJ

(4) "er%orm open ocean ballast exchange &hen sa%ety permits3(9) :eep records o% ballasting operations3(;) edce inasions ia hll and anchor %oling3(


18/43

(>) Aoid ballast pta'e in *ot Spots7 *ot spots are &ater bodies that areparticlarly in%ested &ith non0natie species that hae pathogens sch astoxic algae blooms or red tides3 that are contaminated by se&age ot%alls3or that carry &aterborne disease sch as cholera7 Scientists and Managersare &or'ing to identi%y global hot spots7 Ballast &ater pta'e %rom hotspots has a greater potential o% spreading harm%l organisms3

(?) Aoid ballast &ater pta'e &here propellers may stir p the sediment at thebottom.

The wor#ing group concluded that development of alternative treatment technologiesmight produce techni6ues that were substantially more reliable and that ballast waterexchange is an interim solution

"E/E+TI-+ -F AI "-$$#TI-+ F-M S*I"S study was conducted by I+; regarding greenhouse gas emissions from ships and adocument was due to be developed outlining I+; policy on the issue. This studyresulted in formation of annex VI of +R;- on regulations for the prevention of airpollution from ships. The impact of ;xemissions from ships continues to be main policydriver. There are no accurate assessments of the contribution of shipping to global ; x

emissions. !owever studies show that shipping is a small contributor to world ";/emissions, and accounting to almost %.(H of worldwide emission. s per a draftresolution +E?" had been studying to identify and develop mechanism needed toachieve the limitation or reduction of greenhouse gas emissions from internationalshipping, and in doing so give priority to the establishment of the emission baseline,methodology to describe the 4!48efficiency of a ship expressed as 4!48index for thatship. ll these are done on the basis of ";/being recognied as main greenhouse gasemitted by ships. The study notes that there is potential for reduction of greenhouse gasemissions from ships through technical and operational measures. t the same time,shipping has been confirmed to be a significant contributor in the development ofenvironmentally sustainable transport. Sustainability and sustainable development is aninter8generational concept, see#ing e6uity over time, and minimiation of disparities

between generations. Sustainable development cautions that there are limits to suchgrowths due to pollution of environment, which is one of the ma5or drawbac#s to crossover in developed countries. Since use of low sulphur fuel is essential if sulphur oxidereduction is to surpass the annex VI standard, the entire 6uestion of prime mover fuel isopen to discussion. ;ne suggested fuel is +ethanol 9"! $;!:. In %==0 +itsubishi in7apan reported its trial on a research diesel engine adapted to burn pure +ethanol withno loss in thermal efficiency. The company foresaw future demand for this fuel as areplacement for more costly low sulphur oil, and has proposed an engine installation fora V-"", which would ta#e aboard sufficient fuel for each round voyage at one of themany -4 plants in ?ersian 4ulf. The %==> protocol3s +R?;- annex VI is virtuallyapplicable to all ships, fixed and floating platforms and drill rigs. It is scheduled to enterin force shortly. ;nce ratified and in force all ships 0&& 4RT and above operating

internationally must have documentary evidence by possessing I?? certificate. Inaddition the %==> I+; conference also adopted provisions allowing for special Soxemission control area in 2altic and orth Sea. In these areas fuel used must havesulphur content %.@8H mAm, alternatively ships must have exhaust cleaning system ordesulphurisation e6uipment to reduce S;x emissions below ' gA#*h. 1uel8efficient lowspeed engines tend to have higher ;xemission than do smaller high8speed engines.Fnder new Regulations emission levels permitted may vary from %> gA#*h at a ratedspeed of less than %$& R?+ to =.( gA#*h at a rated speed of /&&& R?+ and above.


19/43

+-ISE ISS#ES*hen one spea#s to anyone who has spent time on ship at sea, the sub5ect noise is asore one. Vibration and oise, though not appreciated at all by many, still form a partand parcel of marine profession. oise can attribute considerable disturbances toenvironmentA ecological balance. Vibration and oise both beyond specified limit aredisturbing not only to human and environment, but also threat to concerned system.

Excessive machinery vibrations can cause structural fatigue, pre8mature bearing failuresand increased maintenance re6uirements. Vibrations occur in many commonengineering systems, and if uncontrolled can lead to catastrophic results. 1or example,vibrations induced in a structure due to heavy seas or loose connection lead toabnormally high stresses and may result in brea#down. Vibrations of machine tools leadto improper machining finish. Excessive vibrations of industrial compressors or pumpsincrease the noise level in the machinery surrounding and can cause inefficientoperation. 2esides all above, under8sea noise also plays a vital role in the fisheriesindustry wherein overwhelming evidence has been presented that fish show anavoidance reaction to ships when radiated noise level exceeds their threshold of hearingby $& d2 or more.

great demand for vibration and noise limitation in the marine environment has, of

course, aroused wide interest. "onse6uently, greater demands are made on the enginedesigner to provide more detailed and precise information regarding various types ofnoise emissionfrom engine at various loads. +E?" is also greatly concerned with thisemission details in order to establish safeguard measures on environmental pollution somay cause.

S*I" EC,C$I+!In the process of recycling ships, virtually nothing goes to waste. The materials ande6uipment are almost entirely reused. Steel is reprocessed to become, for instance,reinforcing rods for use in the construction industry or as corner castings and hinges forcontainers. ShipsK generators are reused ashore. 2atteries find their way into the localeconomy. !ydrocarbons on board become reclaimed oil products to be used as fuel in

rolling mills or bric# #ilnsG light fittings find further use on land etc. 1urthermore, newsteel production from recycled steel re6uires only one third of the energy used for steelproduction from raw materials. Recycling ma#es a positive contribution to the globalconservation of energy and resources and, in the process, employs a large, ifpredominantly uns#illed, wor#force. ?roperly handled, ship recycling is, without 6uestion,a PgreenP industry.The concept of a P4reen ?assportP for ships is included in the +E?" guidelines. It isenvisaged that this document, containing an inventory of all materials potentiallyhaardous to human health or the environment, used in the construction of a ship, wouldaccompany the ship throughout its wor#ing life. ?roduced by the shipyard at theconstruction stage and passed to the purchaser of the vessel, the document would be ina format that would enable any subse6uent changes in materials or e6uipment to be

recorded. Successive owners of the ship would maintain the accuracy of the 4reen?assport and incorporate into it all relevant design and e6uipment changes, with the finalowner delivering it, with the vessel, to the recycling yard.

C-+C$#SI-+Starting from ships li#e Torrey "anyon, moco "adi, Exxon Valde, 2rear, SeaEmpress and lately a#hod#a, Eri#a, 2altic "arrier, "astor, -imburg, ?restige and so onso forth8 the disasters show almost same type of impact in maritime society andenvironment. Sa%etyis the #eyword and it implies to ship3s structure, machinery, human


20/43

lives, property and above all the Environment. Safety is an attitude of mind. Timelyinvestment in proper up#eep, maintenance of ship and training of personnel at all levelsand at all times are absolutely essential.2eing an optimist, one sincerely hopes that adoption of timely measure of recentresearches and regulations will bring about the essentially needed change in attitudesfor all concerned in maritime industry management and operation. If this happens there

will be substantial gains in achieving 4reen ?assport, be it haard of any #ind in theindustry, failing which the new codes and standards will remain in the files as a few morecertificates and documents that have somehow been managed.

Abot the Athor

A%ter de completion o% apprenticeship and 1ali%ying %or pre0sea examination sered in %oreign going ships &ith m@s ShippingCorporation o% India $td7 A%ter passing examination o% ExtraFirst Class Marine Engineers Certi%icate o% competency seredas Engineer and Ship Sreyor &ith MMD Madras3 therea%tersered &ith IS Bombay as Engineer Sreyor7 Sered asTechnical Manager &ith m@s India Steamship Company Calctta7By irte o% 1ali%ication and experience attached to TheEngineering Concil #7: as Chartered Engineer7 "resentlyengaged in teaching assignment as Engineer o%%icer &ith M7E77I:ol'ata7 Attended most o% the Seminars organi=ed by IE (India)inclding Science Congress3 contribted and presentedtechnical papers.


21/43

I:\CIRC\MSC\1134.doc

INTERNATIONAL MARITIME ORGANIZATION4 ALBERT EMBANKMENTLONDON SE1 7SR

Telephone: 020 7735 7611Fax: 020 7587 3210

IMO

E

Ref. T2/4.2.1 MSC/Circ.1134

10 December 2004

INTERNATIONAL CONVENTION ON STANDARDS OF TRAINING,

CERTIFICATION AND WATCHKEEPING FOR

SEAFARERS (STCW), 1978, AS AMENDED

Parties to the International Convention on Standards of Training, Certification and

Watchkeeping for Seafarers (STCW), 1978, as amended, confirmed by the Maritime

Safety Committee to have communicated information which demonstrates

that full and complete effect is given to the relevant provisions

of the Convention

1 The Maritime Safety Committee (MSC), at its seventy-ninth session

(1 to 10 December 2004), received reports by the Secretary-General pursuant to regulation I/7,

paragraph 2 of the International Convention on Standards of Training, Certification and

Watchkeeping for Seafarers (STCW Convention), 1978, as amended. The reports were in respect

of those STCW Parties, whose information had not been fully evaluated previously and in time

for them to be considered by MSC 78. A list of the STCW Parties which had communicatedinformation that demonstrated that they were giving full and complete effect to the relevant

provisions of the Convention at that session of the Committee, together with those which had

previously been confirmed by MSC 78 (12 to 21 May 2004), MSC 77 (30 May to 8 June 2003),

MSC 76 (2 to 13 December 2002), MSC 75 (15 to 24 May 2002), the Committees first

extraordinary session (27 and 28 November 2001), MSC 74 (30 May to 8 June 2001) and

MSC 73 (27 November to 6 December 2000), was promulgated by means of MSC/Circ.1121

dated 20 May 2004.

2 MSC 79 noted that, in preparing the reports required by STCW regulation I/7,

paragraph 2, the Secretary-General had solicited and taken into account the views of competent

persons selected from the list established pursuant to paragraph 5 of section A-I/7 of the STCWCode and circulated as MSC/Circ.797, as revised from time to time.

3 In accordance with STCW regulation I/7, paragraph 3, MSC 79 confirmed one further

STCW Party, additional to those listed in MSC/Circ.1121, which had communicated information

demonstrating that it was giving full and complete effect to the relevant provisions of the STCW

Convention, as amended. The list at annex contains those STCW Parties confirmed by the

Committee at its seventy-third, seventy-fourth, first extraordinary, seventy-fifth,

seventy-sixth, seventy-seventh, seventy-eighth and seventy-ninth sessions. The Committee

noted that, as the process of communicating and evaluating information is continuing, further

Parties may be added to the list at annex at subsequent meetings.


22/43

MSC/Circ.1134 - 2 -


4 The Committee draws the attention of maritime administrations, shipowners, ship

operators and managers, ship masters and other parties concerned to the following:

.1 not all of the STCW Parties listed at annex provide seafarer training, and some of

those Parties listed may only provide a limited range of training; and

.2 the fact that a Party is listed in the annex does not relieve those concerned of their

obligations under the STCW Convention.

5 As Parties are entitled to accept, in principle, certificates issued by or on behalf of Partiesidentified in the list at annex, and a position on that list is one of the necessary measures used by

many Administrations for the issue of endorsements in compliance with STCW regulation I/10,

the attention of port State control officers is drawn to the fact that this circular was issued on

10 December 2004 and, therefore, some seafarers may, for practical reasons, not hold certificates

with such endorsements.

***


23/43

MSC/Circ.1134


ANNEX

Parties to the International Convention on Standards of Training, Certification and

Watchkeeping for Seafarers (STCW), 1978, as amended, confirmed by the Maritime

Safety Committee to have communicated information which demonstrates

that full and complete effect is given to the relevant provisionsof the Convention

AlgeriaAntigua and BarbudaArgentina

AustraliaAzerbaijanBahamasBahrainBangladeshBarbados

BelgiumBelizeBrazilBrunei DarussalamBulgariaCanada

Cape VerdeChileChina*ColombiaComorosCte d'IvoireCroatia

CubaCyprusCzech RepublicDemocratic PeoplesRepublic of Korea

Denmark**

DominicaEcuadorEgyptEstoniaEthiopiaFiji

Finland

FranceGeorgiaGermanyGhana

GreeceHondurasHungary

IcelandIndiaIndonesiaIrelandIslamic Republic of IranItaly

IsraelJamaicaJapanJordanKiribatiKuwait

LatviaLebanonLiberiaLithuaniaLuxembourgMadagascarMalaysia

MaldivesMaltaMarshall IslandsMauritiusMexicoMicronesia (Federated States of)

MoroccoMozambiqueMyanmarNetherlands***New Zealand****Nigeria

Norway

PakistanPanamaPapua New GuineaPeru

PhilippinesPolandPortugal

QatarRepublic of KoreaRomaniaRussian FederationSaint Vincent and the GrenadinesSamoa

Saudi ArabiaSenegalSingaporeSlovak RepublicSloveniaSolomon Islands

South AfricaSpainSri LankaSwedenSwitzerlandSyrian Arab RepublicThailand

TongaTrinidad & TobagoTunisiaTurkeyTuvaluUkraine

United Arab EmiratesUnited Kingdom*****United Republic of TanzaniaUnited StatesUruguayVanuatu

Venezuela

Viet NamYugoslavia

______________

* Includes: Hong Kong, China (Associate Member to the IMO)** Includes: Faroe Islands (Associate Member to the IMO)*** Includes: Netherlands Antilles & Aruba**** Includes: The Cook Islands***** Includes: Isle of Man

Bermuda

Cayman Islands

Gibraltar


24/43

H:\CIRC\STCW\07\7CIRC1.DOC

STCW.7/Circ.1*

24 September 1996

Ref. A1/V/3.02

INTERNATIONAL CONVENTION ON STANDARDS OF TRAINING,

CERTIFICATION AND WATCHKEEPING FOR SEAFARERS (STCW), 1978

Clarification of regulations I/9, I/10 and I/15 of the STCW Convention

1 Pursuant to resolution 3 of the STCW Conference which, inter alia, encourages an orderly

transition to full and effective implementation of the 1995 amendments to the 1978 STCW

Convention, as instructed by the Maritime Safety Committee, the twenty-eighth session of the Sub-Committee on Standards of Training and Watchkeeping (STW 28) considered a series of follow-up

actions emanating from the 1995 STCW Conference.

2 STW 28 considered that the following matters required clarification and urgent

interpretation:

.1 regulations I/2 and I/9.4, concerning certificates and endorsements and registration

of all certificates and endorsements for masters and officers and, as appropriate,

ratings;

.2 regulation I/10 concerning recognition of certificates the procedures forendorsement attesting to recognition of another Party's certificates; and

.3 regulation I/15 concerning transitional provisions:

.3.1 implementation of the provisions of the 1995 amendments; and

.3.2 revalidation of the STCW 78 certificates issued in accordance with the

provisions of the 1978 STCW Convention in force prior to 1 February 1997.

3 STW 28 prepared, to assist Parties to the STCW Convention:

.1 information on clarification of regulation I/15 of the STCW Convention and on

implementation of the provision of chapters V and VI of the 1995 amendments and

on revalidation of certificates STCW 78, given in annex 1;

.2 the table of differences between the STCW 78 Certification requirements and

STCW 95 Certification requirements to highlight the dates of implementation,

certificates required and the necessary revalidation of training and certificates,

given in annex 2;

*STCW.7 is a new series of STCW circular under which clarifications,recommendations, guidance and other information on clarification ofthe STCW Convention and Code which are not included in amendments tothese instruments will be circulated.


25/43

STCW.7/Circ.1 - 2 -


.3 the list of certificates or documentary evidence required under the STCW

Convention, given in annex 3, which give details of whether an endorsement is

needed and records of certificates should be maintained in a register or registers;

and

.4 for the purpose of regulation I/9.4.1 the guidelines on development of a database for

certificate registration, given in annex 4.

4 Information from the register or registers is to be made available to other Parties and

companies, in accordance with regulation I/9.4.2 from 1 February 1997. Details regarding how to

obtain the information from the register or registers should also be communicated to the

Organization as part of the package submitted in accordance with regulation I/7.

5 The following terms are used in the text and tables of this circular:

1 the term "STCW 78 Certificate" means a certificate:

.1.1 recognized under the transitional provisions of article VII, paragraph (2), or

regarded as the equivalent of a certificate issued under the Convention by virtue of

paragraph (3) of that article; or

.1.2 issued in accordance with the provisions of the Convention in force prior to 1

February 1997 or issued on or after that date in accordance with the transitional

provisions of regulation I/15.

.2 the term "STCW 95 Certificate" means a certificate issued on or after 1 February

1997 in accordance with all applicable requirements of the Convention and the

STCW Code, or a STCW-78 certificate duly endorsed after 1 February 1997 in

accordance with regulation I/11.

6 Member Governments and Parties to the 1978 STCW Convention are invited to take full

account of the annexed documents when implementing the 1995 amendments.

7 As recommended in paragraph 1 of resolution 3 of the STCW Conference, any difficulties

encountered in implementing requirements of the 1995 amendments to the STCW Convention

should be brought to the attention of the Maritime Safety Committee. This should be done as soon

as possible to allow the Committee to respond to urgent needs for technical assistance or to develop

additional guidance.

***


26/43


STCW.7/Circ.1

ANNEX 1

CLARIFICATION OF REGULATION I/15 OF THE STCW CONVENTION

I Implementation of the provisions of chapters V and VI of the 1995 amendments to the

1978 STCW Convention

1 Regulation I/15 should be construed to mean that the transitional arrangements only relate

to those provisions of the Convention which applied immediately prior to 1 February 1997.

Therefore, any provisions of chapters V and VI in the revised STCW Convention that do not

directly involve certification of seafarers under regulation I/15, or do not have corresponding

provisions in the 1978 STCW Convention, should be implemented by 1 February 1997.

2 This clarification may have practical implications for Parties when implementing some of

the provisions in chapters V and VI of the 1995 amendments to the STCW Convention for seafarers

who commenced sea service before 1 February 1997 and particular practical difficulties arise in

relation to training under:

regulation V/2 (Mandatory minimum requirements for the training and qualification of

masters, officers, ratings and other personnel on ro-ro passenger ships);

regulation VI/1 (section A-VI/1, paragraph 2 - Basic safety training and instruction for all

seafarers with designated safety or pollution prevention responsibilities); and

Regulation V/2 (Ro-ro training)

.1 The standards for crisis management and human behaviour training can only be

approved by MSC 67 in December 1996 and adopted by MSC 68 in May 1997 at

the earliest, i.e. after the implementation date of 1 February 1997. Administrations

may delay full implementation of the standards in regulation V/2, paragraph 5 up to

1 August 1998. In respect of regulation V/2, paragraphs 1, 2, 3 and 4,

Administrations are strongly encouraged to make every effort to ensure that the

necessary training and documentation is completed by 1 February 1997.

Regulation VI/1 (Basic training)

.2 Taking account of the large number of seafarers involved, particularly with regard

to those who commenced sea service before 1 February 1997, Administrations are

recommended to treat each case on its merits and should, in doing so, take full

account of the standards of competence in section A-VI/1-2.


27/43


28/43


STCW.7/Circ.1

ANNEX 1

Page 2

II Revalidation of STCW 78 certificates

3 Regulation I/15 provides that a Party may, until 1 February 2002, continue to renew andrevalidate certificates and endorsements in accordance with the provisions of the Convention which

applied immediately prior to 1 February 1997. On the other hand, regulation I/11 requires

Member States to compare the standards of competence which it required of candidates for

certificates issued before 1 February 2002 with those specified for the appropriate certificate in part

A of the STCW Code. This may raise the question of whether a certificate revalidated in accordance

with regulation I/15 should be valid beyond 1 February 2002 or not.

4 Bearing in mind resolution 3 of the 1995 STCW Conference which, inter alia,recognizes the

need for full compliance to be achieved by 1 February 2002, and in order to promote uniform

implementation of the 1995 Convention amendments, regulation I/15 should be applied in such a

way that STCW 78 certificates could be revalidated for up to five years at any time until 1February 2002, provided that the requirements of regulation I/11 are taken fully into account.

5 It should be noted that the implications of the above interpretation may include:

.1 seafarers holding STCW 78 certificates and those holding STCW 78 certificates

revalidated before 1 February 2002 for service after 1 February 2002, should meet

the standards of competence required by the 1995 amendments; otherwise an

STCW 78 certificate should not be revalidated for service after 1 February 2002;

.2 as the 1995 amendments permit administrations to issue STCW 95 certificates with

limitations (e.g. service exclusively on ships not fitted with ARPA), similarprovisions might be considered on the revalidation of STCW 78 certificates before 1

February 2002 when taking into account the relevant 1995 requirements for service

after 1 February 2002; and

.3 when exercising control under the provisions of Article X and Regulation I/4 on

1978 certificates revalidated before 1 February 2002 for service after 1 February

2002, Parties to the Convention may expect full account to be taken of the provisions

of the 1995 amendments. It will be helpful if the endorsement contains a statement

that revalidation of the STCW 78 certificate was carried out in compliance with

regulation I/11.

***


29/43


30/43

TABLE OF DIFFERENCES BETWEEN STCW 78 CERTIFICATION R

AND STCW 95 CERTIFICATION REQUIREMENTS

STCW 95 certificateCertificate

or

training

STCW 78

certificate

requirements Requirements Amendments

apply to

Implementation

dates

(see also annex 1)

Certificate

required

Rev

of

req

Master and

deck officer

certificate of

competency

Reg. II/2 to

II/5

Reg. II/1 to II/3

+

Chapter IV

Masters and

officers with

STCW 78

certificates*and

1995 certificates

*

Yes Yes,

Upda

appro

those

STCW

certif

(com

befor

Deck rating Reg. II/6 Reg. II/4 Rating designated

to watchkeeping

duties

*

Yes

Chief engineer

and engineer

officer

certificate of

competency

Reg. III/2 to

III/5

Reg. III/1 to

III/3

Chief engineer and

engineer officers

with STCW 78

certificates*and

STCW 95

certificates

*

Yes Yes,

Upda

appro

those

STCW

certif

(com

befor

* See attached chart Appendix 2 and annex 1.

** Revalidation of training required means either updating existing STCW 78 certificates to 1995 standards or undergo

service to continue to qualify for seagoing service.

*** Revalidation of certification required means establishing continued professional competence.


31/43


or

training

STCW 78

certificate


apply to

Implementation

dates

(see also annex 1)

Certificate

required

Rev

of

req

Reg. III/6 Ratings designated

to watchkeeping

duties under

STCW 78

Convention

In force now

(until 1 Feb.2002)

No Engine room

rating

Reg. III/4 Rating designated

to watchkeeping

duties under

STCW 95

Convention

* Yes No

Radio

personnel

Chapter IV, as

amended

GMDSS ships

Chapter IV

GMDSS ships

Radio personnel

on GMDSS ships

(also requiredunder reg. II/1 and

VII/1)

Yes Yes

Non-GMDSS

ships*****

Non-GMDSS

ships

Non-GMDSS

ships as per Radio

Regulation****

Yes as per Radio

Regulations

_____________________

* See attached chart in Appendix 2 and annex 1.




**** Not applicable for ships to which chapter IV of the 1974 SOLAS Convention applies after 1 February 1999.

***** Until 1 February 1999 training and certification requirements apply as in force prior to 1 December 1992.


32/43


or

training

STCW 78

certificate


apply to

Implementation

dates

(see also annex 1)

Certificate

required

Rev

of

req

Training for

personnel ontankers

Chapter V

reg. V/1

Reg. V/1 Master, officers

and ratings ontankers

1 January 1996 Yes or for master

and officerendorsements on

certificates under

chapter II and III

or VII

Yes o

for moffice

Training for

personnel on

ro-ro passenger

ships

None Reg. V/2**** Master, officers

and other

personnel serving

in ro-ro passenger

ships on

internationalvoyages

1 February 1997 Documentary

evidence

Refre

traini

appro

All seafarers 1 February 1997 No**** NFamiliarization

or instruction

on safety

None Reg.VI/1,

section

A-VI/1,

paragraph 1

Masters, officers

and watchkeeping

ratings

In force now No

* See appendix 1 on requirements for personnel on ro-ro passenger ships.




**** See regulation I/14.


33/43


or

training

STCW 78

certificate


apply to

Implementation

dates

(see also annex 1)

Certificate

required

Rev

of

req

Basic safety

training or

instruction

Included under

chapters II, III

and IV

Masters, officers

and watchkeeping

ratings

In force now (until

1 February 2002)

No*

1 February 1997 No * Reg.VI/1,

section A-VI/1,

paragraph 2

All other seafarers

with designated

safety and

pollution

prevention duties

Survival craft

and rescue

boats

Reg. VI/1 Every seafarer

required to be

certificated

In force now Yes

Reg. VI/2,paragraph 1

Every candidatefor certification

under reg.VI/2,

paragraph 1

or

under 1978

regulations of

chapters II and III

1 August 1998 forthose who

commenced

approved training

after that date

Until

1 February 2002

1 Appropriatecertificate

under chapters

II and III or

chapter VII,

or

2 Certificate

under reg.

VI/1 of the

1978

Convention, or

3 Certificateunder reg.

VI/2

* Evidence is required in accordance with regulation VI/1 but is not considered a certificate.

** Revalidation of training required means either updating existing STCW 78 certificates to 1995 standards or underg




34/43


or

training

STCW 78

certificate


apply to

Implementation

dates

(see also annex 1)

Certificate

required

Rev

of

req

Fast rescue

boats

None Reg. VI/2,

paragraph 2

Every candidate

for certification

under reg. VI/2,

paragraph 2

1 February 1997 Yes

Advanced

fire-fighting

Chapter V Reg. VI/3 Those designated

to control fire-

fighting when they

are not certificated

under chapters II

and III.

Those, designated

to control fire-fighting, when fire

fighting is

included in their

1978 certificates

1 February 1997

1 February 2002 or

after issue of newSTCW 95

certificate

1 Appropriate

certificate

under chapters

II, III or

chapter VII, or

2 Certificate

under reg.VI/3

or

3 Documentaryevidence

under

reg. VI/3

Medical first

aid

None

(Similar

requirement

under

chapter II for

masters andchief mates)

Reg. VI/4,

section A-VI/4,

paragraph 1-3

Those designated

to provide medical

first aid

1 February 1997

except masters and

chief mates

1 STCW 95

certificate

under chapter

II, III or

chapter VII or

2 Specialcertificate or

3 Documentary

evidence

under reg.VI/4

_________

** Revalidation of training required means either updating existing STCW 78 certificates to 1995 standards or undergoing




35/43


36/43


or

training

STCW 78

certificate


apply to

Implementation

dates

(see also annex 1)

Certificate

required

Rev

of

req

Recognition of

certificates

No Reg. I/10 Certificate issued

by other Parties

1 February 2002 for

STCW 78certificates and for

STCW 95

certificates issued

to seafarers

commencing

approved training

programmes or

seagoing service

before 1 August

1998.

1 August 1998 forSTCW 95

certificates issued

to seafarers

commencing

approved training

or seagoing service

on or after 1 August

1998

Endorsement of

the recognizingParty to the

appropriate

certificate of

issuing Party

** Revalidation of training required means either updating existing STCW 78 certificates to 1995 standards or undergoing




37/43


Appendix 1

REQUIREMENTS FOR PERSONNEL ON RO-RO PASSENGER SHIPS

PRIOR to taking up duties seafarers are required to comply with the relevant

sections of the 1995 STCW Code as set out in the table

Applies to 1995 STCW

Code reference

Training

requirements

Type of

training

Revalidation

requirements

Those designated on

muster lists to assist

passengers

(paragraph 4)

(all on muster list)

A-V/2, para. 1

(A-VI/1-1

Personal

survival)

Crowd

management

Appropriate 5 year refresher

Those assigned

specific duties and

responsibilities

(paragraph 5)

(Master, officers and

other personnel)

A-V/2, para. 2 Familiarization

with ro-ro

features

Appropriate

Those providing direct

service to passengers

in passenger spaces

(paragraph 6)

(e.g., stewards, shop

assistants, etc.)

A-V/2, para. 3

(similar to

A-VI/1

Familiarization)

Safety training:

communication

and life-jackets

Appropriate

Those with immediate

responsibility for

passengers, loading,

securing, closing

(paragraph 7)

(Masters, officers and

other personnel)

A-V/2, para. 4 Passengers

safety, cargo

safety, hull

integrity

Approved

training

5 year refresher

Those with

responsibility for

safety of passengers in

emergency

(paragraph 8)

(Master, officers and

other personnel)

A-V/2, para. 5 Crisis

management and

human behaviour

Approved

training

5 year refresher


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Appendix 2

STCW 78 CertificateSTCW 78 Certificates

1999 2000 20011998199701-Jan-96

01-Aug-98

01-Feb-97

Training in accordance with 1995

amendments to STCW ConventionTraining in accordance

with STCW 78 Convention

STCW 78 Certificate permissible

Commencement of training STCW 95

Certificate must be issued

STCW 78 Certificates can be used until 2 007

so long as candidates are issued cert ificates in accordanc

with reg. I/ll to meet the competency requirmentsof the 1995 amendments after 1 February 2002.

Commencement of training

1995 Convention

CERTIFICATES ISSUED UNDER CH APTERS II AND III, V/1, VI/2


39/43


* An STCW 95 certificate can be issued provided a seafarer complies with the standards of competence of the 1995 STCW

** Refer to paragraph 4 of annex 1.


40/43

STW 28/WP.1

ANNEX 1

Page 11



41/43


42/43


STCW.7/Circ.1

ANNEX 3

LIST OF CERTIFICATES OR DOCUMENTARY EVIDENCE REQUIRED UNDER THE

STCW CONVENTION

The list below identifies all certificates or documentary evidence in the Convention which authorize the

holder to serve in certain functions on board ships. The certificates are subject to the requirements of

regulation I/2 regarding language and their availability in original form. The list also references the

relevant regulations and the requirements for endorsement and registration (regulation I/9).

Regulations

Certificate or documentary evidence

(Brief description)

Endorsement

required

Registration

required*

II/1, II/2, II/3, III/1, III/2,

III/3, IV/2,V/1,VII/2

appropriate certificate for Master,

officers and radio personnel

yes yes

II/4, III/4 ratings duly certificated to be a part of

a navigational or engine room watch

no yes,**

as appropriate

V/1 "ratings assigned to specific duties

....... on tankers"

no yes,**

as appropriate

V/2 "training requirements for personnel

serving on ro-ro passenger ships"

no no

VI/2 "a certificate of proficiency in survival

craft, rescue boats ...... and fast rescueboats"

no no

VI/3 "training in advanced fire fighting" no no

VI/4 "training relating to medical first aid

and medical care"

no no

_________

* Records of all certificates should be maintained in accordance with regulation I/9, paragraph 4.

** The Party issuing or endorsing the certificate is responsible for maintaining a register or registers in

accordance with regulation I/9.4.1. However, records may be maintained by an agency or entity

acting under its authority.

***


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STCW.7/Circ.1

ANNEX 4

DEVELOPMENT OF A DATABASE FOR CERTIFICATE REGISTRATION

1 In implementing the requirement in paragraph 4.1 of regulation I/9 of the revised STCW Convention for

the maintenance of a register of certificates and endorsements, a standarddatabase is not necessary

provided that all the relevant information is recorded and available.

2 The following items of information should be recorded and available either on paper or electronically

in accordance with regulation I/9, as a minimum:

.1 Status of certificate:

Valid

Suspended

Cancelled

Reported lost

Destroyed

with a record of changes to status to be kept, including dates of changes.

.2 Certificate details:

Seafarer's name

Date of birth

Nationality

Sex

Preferably a photograph

Relevant document numberDate of issue

Date of expiry

Last revalidation date

Details of dispensation(s)

.3 Competency details:

STCW competency standard (e.g. regulation II/1)

Capacity

Function

Level of responsibilityEndorsements

Limitations

.4 Medical details:

Date of issue of latest medical certificate relating to the issue or revalidation of the

appropriate certificate

________

Shipping Presentation

Documents

Transcript of Shipping Presentation