The pride of being a merchant navy officer’s wife

As a merchant navy officer’s wife I always love to bask in the glory of my husband. This profession has got enormous influence on me and my household. I owe a lot to this profession and with time I have fallen in love with this profession. You must be thinking why it is so….then here is my story…..

When I got married to a shippy, every body was of an apprehension that they are not good. They travel most of the time, they drink a lot, and they have got all sort of bad habits and their family life is always in rocks. I thought; let me see what is there in store for me.


He just came in my life and swept me off from my feet…foreign tours, flights, hotels, dollars, dresses, jewellery…just name it, it’s there at my disposal……Life was like a fairy tale . The life got filled with all sorts of positive thoughts……Yes money places a vital role in our lives and how vital that money could be, I first time felt in my life. The earning in dollar, every time you multiply to find its value in rupee …hmmmm….just awesome.


Then came the phase, when he joined first time, the ship after marriage. That feeling, that agony, I tasted first time in my life. When he went away I felt that nagging emotional pang. Waiting for days together for a letter to come, a little phone call looked so precious than anything in this world. Then came the phase where I need to join the ship all alone. This is called honeymoon retold. When I reached there I found out, what lies beneath this glamour. The amount of energy, the patience, the way they handle the day to day situations on board, left me awestruck. They are the talented lot who can do all sorts of physical work so also mental work and are capable of running the ship single handedly, without waiting for anybody, just left me spellbound. This fairy tale lives of these officers no more looked to me fanciful. I started leaning to value those hard earned money. We started saving for rainy days.


After a certain point, when he decided to take up the shore job, new avenues of this industry opened in front of me. I could see the multifaceted, multi-dimensional hues of this industry. Its potential really allured me. On board I used to see the work of charterers, the ship chandlers, manning of a ship and running a ship, but at as he took the shore job I could understand the entire thing from cadet training to handling of a ship, from multimodal transport to different surveys, getting a ship and correlated problems and I could more or less understand the way this vast industry is running. I started dreaming about many things.


When he started writing books on shipping I gained the knowledge on Chart work and Navigation, the ship stability and the cargo related fundamentals. When he explained me about the magnetism part I kept on wondering …. ….ship’s magnetic field, earth’s magnetic field then cargo’s magnetic field, the gyro, the magnetic compass…….. it was like huh……… and with so many variables one has to maintain it’s stability and reach the destination in time!…..This whole learning process and in spite of being a house wife I could possess a vision beyond my four walls is just because of this industry and my husband…..Now I hope, we can contribute a lot to this industry, which I adore so much…..


By  Mrs.Swayamprava

                         *********

This one was a entry for "proud to be a mariner" contest.

IMO updates of STCW rules will bring new training requirements as of 2012

The International Maritime Organization (IMO) has ratified amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) that will affect mariners beginning in 2012.

The STCW sets minimum standards relating to training, certification and watchkeeping for seafarers. Adopted in 1978, it first took effect in 1984 and was last revised in 1995.

Opening the June conference in Manila, Philippines, IMO Secretary-General Efthimios Mitropoulos cited the need for revisions to address security issues and technological innovations, and to provide flexibility in training. To varying degrees, the Manila Amendments do just that.

Training requirements were updated for recent technologies like Electronic Chart Display and Information Systems (ECDIS), as were security-training standards for the crews of ships subject to pirate attacks. The IMO also passed a resolution revising existing model courses and developing new ones, and made room for new training methodologies, like distance- and web-based learning.

Other amendments set new training and certification requirements for electro-technical officers, new requirements for marine environment awareness and leadership and teamwork training, and new training guidance for personnel serving in polar waters or operating dynamic positioning systems.

The conference also updated competence requirements for all personnel serving on tankers and set new requirements for crew on liquefied gas tankers. Able seafarers will face new competence requirements as well as medical fitness standards. Work and rest hour requirements changed, and rigorous reporting, monitoring and enforcement provisions were added.

Other amendments revised requirements covering drug and alcohol abuse prevention, and strengthened the evaluation and monitoring process for certificates of competency to combat fraud.

Besides the amendments, the IMO adopted several resolutions, including one aimed at attracting new and retaining existing seafarers, and one promoting the participation of women in the industry. All changes take effect Jan. 1, 2012.

The conference was held from June 21 to 25. More than 500 delegates from 85 IMO member states met, along with observers from the International Labour Organization, the European Commission and 17 non-governmental organizations. 

Performance Standards for Bridge Navigational Watch Alarm System (BNWAS)

1 SCOPE

The purpose of a bridge navigational watch alarm system (BNWAS) is to monitor bridge activity and detect operator disability which could lead to marine accidents. The system monitors the awareness of the Officer of the Watch (OOW) and automatically alerts the Master or another qualified OOW if for any reason the OOW becomes incapable of performing the OOW.s duties. This purpose is achieved by a series of indications and alarms to alert first the OOW and, if he is not responding, then to alert the Master or another qualified OOW. Additionally, the BNWAS may provide the OOW with a means of calling for immediate assistance if required. The BNWAS should be operational whenever the ship’s heading or track control system is engaged, unless inhibited by the Master.

2 REFERENCES

- IMO resolution A.830(19): Code on alarms and indicators

- IMO MSC/Circ.982: Guidelines on Ergonomic Criteria for Bridge Equipment and Layout

- IMO resolution A.694(17): General Requirements  for shipborne radio equipment forming part of the Global Maritime Distress and Safety System (GMDSS) and for Electronic Navigational Aids.

 

3 DEFINITIONS

Bridge- Wheelhouse and bridge wings.

4 OPERATIONAL REQUIREMENTS

4.1 Functionality

4.1.1 Operational modes

4.1.1.1 The BNWAS should incorporate the following operational modes:

- Automatic (Automatically brought into operation whenever the ship.s heading or track control system is activated and inhibited when this system is not activated)

- Manual ON (In operation constantly)

- Manual OFF (Does not operate under any circumstances)

4.1.2 Operational sequence of indications and alarms

4.1.2.1 Once operational, the alarm system should remain dormant for a period of between 3 and 12 min (Td).

4.1.2.2 At the end of this dormant period, the alarm system should initiate a visual indication

on the bridge.

4.1.2.3 If not reset, the BNWAS should additionally sound a first stage audible alarm on the bridge 15 s after the visual indication is initiated.

4.1.2.4 If not reset, the BNWAS should additionally sound a second stage remote audible alarm in the back-up officer.s and/or Master.s location 15 s after the first stage audible alarm is initiated.

4.1.2.5 If not reset, the BNWAS should additionally sound a third stage remote audible alarm at the locations of further crew members capable of taking corrective actions 90 s after the second stage remote audible alarm is initiated.

4.1.2.6 In vessels other than passenger vessels, the second or third stage remote audible alarms may sound in all the above locations at the same time. If the second stage audible alarm is sounded in this way, the third stage alarm may be omitted.

4.1.2.7 In larger vessels, the delay between the second and third stage alarms may be set to a longer value on installation, up to a maximum of 3 min, to allow sufficient time for the back-up officer and/or Master to reach the bridge.

4.1.3 Reset function

4.1.3.1 It should not be possible to initiate the reset function or cancel any audible alarm from any device, equipment or system not physically located in areas of the bridge providing proper look out.

4.1.3.2 The reset function should, by a single operator action, cancel the visual indication and all audible alarms and initiate a further dormant period. If the reset function is activated before the end of the dormant period, the period should be re-initiated to run for its full duration from the time of the reset.

4.1.3.3 To initiate the reset function, an input representing a single operator action by the OOW is required. This input may be generated by reset devices forming an integral part of the BNWAS or by external inputs from other equipment capable of registering physical activity and mental alertness of the OOW.

4.1.3.4 A continuous activation of any reset device should not prolong the dormant period or cause a suppression of the sequence of indications and alarms

4.1.4 Emergency call facility

Means may be provided on the bridge to immediately activate the second, and subsequently third, stage remote audible alarms by means of an .Emergency Call. push button or similar.

4.2 Accuracy

The alarm system should be capable of achieving the timings stated in section 4.1.2 with an accuracy of 5% or 5 s, whichever is less, under all environmental conditions.

4.3 Security

The means of selecting the Operational Mode and the duration of the Dormant Period (Td) should be security protected so that access to these controls should be restricted to the Master only.

4.4 Malfunctions, alarms and indications

4.4.1 Malfunction

If a malfunction of, or power supply failure to, the BNWAS is detected, this should be indicated. Means shall be provided to allow the repeat of this indication on a central alarm panel if fitted.

5 ERGONOMIC CRITERIA

5.1 Operational controls

5.1.1 A protected means of selecting the operational mode of the BNWAS.

5.1.2 A protected means of selecting the duration of the dormant period of the BNWAS.

5.1.3 A means of activating the .Emergency Call. function if this facility is incorporated within the BNWAS.

5.1.4 Reset facilities

Means of activating the reset function should only be available in positions on the bridge giving proper look out and preferably adjacent to visual indications. Means of activating the reset function should be easily accessible from the conning position, the workstation for navigating and manoeuvring, the workstation for monitoring and the bridge wings.

5.2 Presentation of information

5.2.1 Operational mode

The operational mode of the equipment should be indicated to the OOW.

5.2.2 Visual indications

The visual indication initiated at the end of the dormant period should take the form of a flashing indication. Flashing indications should be visible from all operational positions on the bridge where the OOW may reasonably be expected to be stationed. The colour of the indication(s) should be chosen so as not to impair night vision and dimming facilities (although not to extinction) should be incorporated.

5.2.3 First stage bridge audible alarm

The first stage audible alarm which sounds on the bridge at the end of the visual indication period should have its own characteristic tone or modulation intended to alert, but not to startle, the OOW. This alarm should be audible from all operational positions on the bridge where the OOW may reasonably be expected to be stationed. This function may be engineered using one or more sounding devices. Tone/modulation characteristics and volume level should be selectable during commissioning of the system.

5.2.4 Second and third stage remote audible alarm

The remote audible alarm which sounds in the locations of the Master, officers and further crew members capable of taking corrective action at the end of the bridge audible alarm period should be easily identifiable by its sound and should indicate urgency. The volume of this alarm should be sufficient for it to be heard throughout the locations above and to wake sleeping persons.

 

6 DESIGN AND INSTALLATION

6.1 General

The equipment should comply with IMO resolutions A.694(17), A.813(19), their associated international standards and MSC/Circ.982 regarding Guidelines for Ergonomic Criteria for Bridge Equipment and Layout.

6.2 Specific requirements

6.2.1 System physical integrity

All items of equipment forming part of the BNWAS should be tamper-proof so that no member of the crew may interfere with the systems operation.

6.2.2 Reset devices

Reset devices should be designed and installed so as to minimise the possibility of their operation by any means other than activation by the OOW. Reset devices should all be of a uniform design and should be illuminated for identification at night.

6.2.3 Alternative reset arrangements may be incorporated to initiate the reset function from other equipment on the bridge capable of registering operator actions in positions giving proper look out.

 

6.3 Power supply

The BNWAS should be powered from the ship's main power supply. The malfunction indication, and all elements of the Emergency Call facility, if incorporated, should be powered from a battery maintained supply.

7 INTERFACING

7.1 Inputs

Inputs should be available for additional reset devices or for connection to bridge equipment capable of generating a reset signal by contacts, equivalent circuits or serial data.

7.2 Outputs

Output(s) should be available for connection of additional bridge visual indications and audible alarms and remote audible alarms.

Please refer RESOLUTION MSC.128(75) (adopted on 20 May 2002) for details.

SOLAS – Asbestos to be banned onboard ships from 2011

The new amendment to SOLAS II-1 (2005)/3-5.2, MSC.282(86) entered into force on 1^st of January, 2011 prohibits without any exemption any new installation of materials which contain asbestos. (SOLAS, MSC.282(86)). This applies for all newbuildings and existing ships with 500 GT and above.

The mandatory requirement is also reflected in the new IMO Convention for "Safe and Environmentally Sound Recycling of Ships" which was adopted by the Diplomatic Conference in 2009 in Hong Kong and is expected to come into force in 2015. The aim is to prevent hazardous working conditions and to ensure environmentally sound ship recycling operations in ship recycling facilities. The convention will affect approximately 50,000 existing ships above 500 GT worldwide, requiring them to have a certified "Inventory of Hazardous Materials" (IHM) on board within five years after entry into force with an individual due date of the next class renewal. The IHM lists relevant hazardous materials present in the vessel's structure and equipment as like asbestos, PCB, Ozone Depleting Substances and TBT. (SOLAS II-1 (2005)/3-5.2)

Application date for the above is January 1^st of 2011 as new SOLAS amendments are entering to force.

Summary Of New IMDG Code Amendments

Summary of changes in IMDG Code amendment 35 - 10 
There are many detailed changes to the Dangerous Goods List and to most chapters. Below are some of the significant additions and changes: 

Additional items in the Dangerous Goods List 

There are 16 new UN numbers going up to 3496, with explosives going up to 0509. 

New UN numbers added in Amendment 35-10

0509	POWDER, SMOKELESS
3482	ALKALI METAL DISPERSION, FLAMMABLE or ALKALINE EARTH METAL DISPERSION, FLAMMABLE
3483	MOTOR FUEL ANTI-KNOCK MIXTURE, FLAMMABLE
3484	HYDRAZINE, AQUEOUS SOLUTION, FLAMMABLE with more than 37% hydrazine, by mass
3485	CALCIUM HYPOCHLORITE, DRY, CORROSIVE or CALCIUM HYPOCHLORITE MIXTURE, DRY, CORROSIVE with more than 39% available chlorine (8.8% available oxygen)
3486	CALCIUM HYPOCHLORITE MIXTURE, DRY, CORROSIVE with more than 10% but not more than 39% available chlorine
3487	CALCIUM HYPOCHLORITE, HYDRATED, CORROSIVE or CALCIUM HYPOCHLORITE, HYDRATED MIXTURE, CORROSIVE with not less than 5.5% but not more than 16% water
3488	TOXIC BY INHALATION LIQUID, FLAMMABLE, CORROSIVE, N.O.S. with an inhalation toxicity lower than or equal to 200ml/m3 and saturated vapour concentration greater than or equal to 500 LC50
3489	TOXIC INHALATION LIQUID, FLAMMABLE, CORROSIVE, N.O.S. with an inhalation toxicity lower than or equal to 1000ml/ m3 and saturated vapour concentration greater than or equal to 10 LC50
3490	TOXIC BY INHALATION LIQUID, WATER-REACTIVE, FLAMMABLE, N.O.S with an inhalation toxicity lower than or equal to 200ml/ m3 and saturated vapour concentration greater than or equal to 500 LC50
3491	TOXIC BY INHALATION LIQUID, WATER-REACTIVE, FLAMMABLE, N.O.S. with an inhalation toxicity lower than or equal to 1000ml/ m3 and saturated vapour concentration greater than or equal to 10 LC50
3492	TOXIC BY INHALATION LIQUID, CORROSIVE, FLAMMABLE, N.O.S. with an inhalation toxicity lower than or equal to 200ml/ m3 and saturated vapour concentration greater than or equal to 500 LC50
3493	TOXIC INHALATION LIQUID, CORROSIVE, FLAMMABLE, N.O.S. with an inhalation toxicity lower than or equal to 1000ml/ m3 and saturated vapour concentration greater than or equal to 10 LC50
3494	PETROLEUM SOUR CRUDE OIL, FLAMMABLE TOXIC
3495	IODINE
3496	BATTERIES, NICKEL-METAL HYDRIDE

Note: No UN Numbers were deleted.

Other significant changes

UN 3166 and 3171 (vehicles) no longer have SP960 (not regulated). They have SP961 -exempt if on vehicle decks, but otherwise they are regulated according to SP962. They need not be labelled, marked or placarded, but they must be on the DGN. Fuel cell powered engines and vehicles are now names under UN 3166.

A new chapter 5.5 covers provisions for UN 3359 now called a FUMIGATED CARGO TRANSPORT UNIT, collecting the text from various other places.

Calcium Hypochlorites, UN 1748, 2208 and 2880 no longer have a possible corrosive subrisk. There are new UN numbers 3485-7 for these.

UN numbers 1391, 1649 and 2031 no longer have a possible subrisk 3 for the cases where the flashpoint is below 60. There are new UN numbers 3482-4 for these.

Limited quantity packages need no longer be marked with the UN number. There is a new diamond label for LQ packages, or a version with a Y inside if consigned under the limited quantity requirements for air transport. This is also the design of the placard-sized mark for CTUs containing only LQ, replacing the 'LTD QTY' mark. See chapter 3.4.

Extremely flammable substances such as UN 1131 Carbon Disulphide are no longer prohibited on ships carrying explosives. They just require a segregation value of 4. The exemptions for 1.4S, articles for life-saving purposes, 10Kg of G articles except fireworks, etc. are no longer required.

Paragraph 5.4.1.5.1 explicitly says the number, type and capacity of the inner packaging is not required.

A new paragraph 5.4.6 requires the consignor and the carrier to retain Dangerous Goods documents for 3 months. 

IMDG Code 34th Amendment Key Changes

New entries in Dangerous Goods List 0505  SIGNALS, DISTRESS, ship 0506  SIGNALS, DISTRESS, ship 0507  SIGNALS, SMOKE 0508  1-HYDROXYBENZOTRIAZOLE, ANHYDROUS, dry or wetted with less than 20%                                          water, by mass 1910  CALCIUM OXIDE 2808  MAGNETIZED MATERIAL 2812  SODIUM ALUMINATE, SOLID 3166  ENGINE, INTERNAL COMBUSTION or VEHICLE, FLAMMABLE GAS POWERED or                                VEHICLE, FLAMMABLE LIQUID POWERED 3171  BATTERY-POWERED VEHICLE  3474  1-HYDROXYBENZOTRIAZOLE, ANHYDROUS, WETTED with not less than 20%                                 water, by mass 3475  ETHANOL AND GASOLINE MIXTURE or ETHANOL AND MOTOR SPIRIT MIXTURE                                or ETHANOL AND PETROL MIXTURE, with more than 10% ethanol 3476  FUEL CELL CARTRIDGES or FUEL CELL CARTRIDGES CONTAINED IN                         EQUIPMENT or FUEL CELL CARTRIDGES PACKED WITH EQUIPMENT, containing                               water-reactive substances 3477  FUEL CELL CARTRIDGES or FUEL CELL CARTRIDGES CONTAINED IN                         EQUIPMENT or FUEL CELL CARTRIDGES PACKED WITH EQUIPMENT, containing                               corrosive substances 3478  FUEL CELL CARTRIDGES or FUEL CELL CARTRIDGES CONTAINED IN                         EQUIPMENT or FUEL CELL CARTRIDGES PACKED WITH EQUIPMENT, containing                               liquefied flammable gas 3479  FUEL CELL CARTRIDGES or FUEL CELL CARTRIDGES CONTAINED IN                         EQUIPMENT or FUEL CELL CARTRIDGES PACKED  WITH EQUIPMENT, containing                               hydrogen in metal hydride 3480  LITHIUM ION BATTERIES (including lithium ion polymer batteries) 3481  LITHIUM ION BATTERIES CONTAINED IN EQUIPMENT or          LITHIUM ION BATTERIES PACKED WITH EQUIPMENT (including lithium ion                                  polymer batteries) Training Training of shore-based personnel has become mandatory from 1st Jan 2010 Excepted Quantities New column is added in dangerous goods list, as 7a. This covers the provision of transporting certain Dangerous Goods in Excepted  Quantities.

Excepted Quantity Label Limited quantities

Dangerous Goods not permitted in limited quantities, column 7a entry which was "None" has now become "0". Marine Pollutant previous list of Severe Marine Pollutant and Marine Pollutant is now changed to only Marine Pollutant. Bullet marks are removed, however shipper still need to declare as Marine Pollutant if the consignement meet the criteria of Chapter 2.9.3 of IMDG Code Marine Pollutant Mark

Interim guidance on use of privately contracted armed security personnel on board ships agreed by IMO Maritime Safety meeting

Interim guidance on the employment of privately contracted armed security personnel on board ships transiting the high-risk piracy area off the coast of Somalia and in the Gulf of Aden and the wider Indian Ocean was approved by IMO's Maritime Safety Committee (MSC), which met at the Organization's London Headquarters for its 89th session from 11 to 20 May 2011. 
 
The MSC approved Interim Recommendations for flag States regarding the use of privately contracted armed security personnel on board ships in the High Risk Area (MSC.1/Circ.1406) and Interim Guidance to shipowners, ship operators, and shipmasters on the use of privately contracted armed security personnel (PCASP) on board ships in the High Risk Area (MSC.1/Circ.1405). . Both sets of guidance are aimed at addressing the complex issue of the employment of private, armed security on board ships.

 

The guidance to shipowners notes that flag State jurisdiction and any laws and regulations imposed by the flag State concerning the use of private security companies apply to their vessels. Port and coastal States’ laws may also apply to such vessels.

 

The guidance notes that the use of privately contracted armed security personnel (PCASP) should not be considered as an alternative to the Best Management Practices to Deter Piracy off the Coast of Somalia and in the Arabian Sea area (BMP) and other protective measures. Placing armed guards on board as a means to secure and protect the vessel and its crew should only be considered after a risk assessment has been carried out. It is also important to involve the Master in the decision making process.   The guidance includes sections on risk assessment, selection criteria, insurance cover, command and control, management and use of weapons and ammunition at all times when on board and rules for the use of force as agreed between the shipowner, the private maritime security company and the Master.

 

The interim recommendations for flag States recommend that flag States should have in place a policy on whether or not the use of PCASP will be authorized and, if so, under which conditions. A Flag State should take into account the possible escalation of violence which could result from the use of firearms and carriage of armed personnel on board ships when deciding on its policy.  The recommendations are not intended to endorse or institutionalize the use of PCASP and do not address all the legal issues that might be associated with their use onboard ships.

 

An intersessional meeting of the Working Group on Maritime Security and Piracy will meet  in the week commencing 12 September 2011,  to develop recommendations to Governments (flag, port and coastal States) on the use of PCASP; review the interim guidance to shipowners, ship operators and shipmasters on the use of PCASP for any consequential amendments;  agree an MSC circular for the promulgation of the recommendations to Governments on the use of PCASP;  if necessary, agree a revised MSC circular on Guidance to shipowners, ship operators and shipmasters on the use of PCASP; and identify any necessary consequential amendments to the Recommendations to Governments for preventing and suppressing piracy and armed robbery against ships  (MSC.1/Circ.1333) and the Guidance to shipowners and ship operators, shipmasters and crews on preventing and suppressing acts of piracy and armed robbery against ships (MSC.1/Circ.1334).

The MSC also adopted an MSC resolution on Implementation of Best Management Practice guidance, which strongly urges all parties concerned to take action to ensure better implementation of these important measures, recognising the urgent need for merchant shipping to take every possible measure to protect itself from pirate attack and that effective self-protection is the key to avoiding, evading and deterring pirate attacks.

 

The resolution strongly urges all those concerned to take action to ensure that as a minimum and as recommended in the Best Management Practices: ships' masters receive updated information before and during sailing through the defined High Risk Area; ships register with the Maritime Security Centre Horn of Africa and report to United Kingdom Maritime Trade Operations (UKMTO) Dubai; and ships effectively implement all recommended preventive, evasive and defensive measures.

 

The MSC also agreed Guidelines to assist in the investigation of the crimes of piracy and armed robbery against ships, which are intended to be used in conjunction with resolution A.1025(26) Code of Practice for the Investigation of the Crimes of Piracy and Armed Robbery against Ships. The guidelines are intended to assist an investigator to collect evidence, including forensic evidence, to support the submission of written reports which may assist in the subsequent identification, arrest and prosecution of the pirates that held the vessel and crew captive. Formats for crew statements and logging of evidence are included, as well as guidelines on recovery and packaging of exhibits such as blood, clothing and weapons.

 

IMO Secretary-General Mr. Efthimios E. Mitropoulos welcomed the progress made by the Committee in addressing the piracy issue.

 

“I am pleased with the progress the Committee was able to make on all the piracy related items it had set out to consider during the session and, in particular, on the development of guidance to the industry and recommendations to flag States on the use of privately contracted armed security personnel on ships scheduled to sail through Indian Ocean areas exploited by pirates launching their operations from Somalia or mother ships.  The decision of the Committee to convene an intersessional working group in September to draft guidance to flag, port and coastal States shows its determination to deal with this sensitive issue in the most expeditious and effective manner,” he said. 

 

“I also welcome the Committee’s decision to promote wider compliance of merchant ships with the industry Best Management Practice guidance, as I believe that their diligent implementation will contribute substantially to keeping pirates at bay,” Mr. Mitropoulos said

 

The number of acts of piracy and armed robbery against ships reported to the  Organization and which occurred in 2010 was 489, against 406 during the previous year, an increase of 20.4% from the figure for 2009. The areas most affected (i.e. five incidents reported or more) in 2010 were East Africa and the Indian Ocean followed by the Far East and, in particular, the South China Sea, West Africa, South America and the Caribbean. During the year, it was reported that two crew members were killed and 30 crew members were reportedly injured/assaulted, while 1,027 crew members were reportedly taken hostage or kidnapped. Fifty-seven vessels were reportedly hijacked, with one vessel reportedly still unaccounted for.

 

In the first four months of 2011, 214 incidents were reported to the Organization.

Antarctic fuel oil ban and North American ECA MARPOL amendments enter into force on 1 August 2011

Amendments to IMO’s MARPOL Convention for the prevention of pollution from ships enter into force on 1 August 2011, banning heavy fuel oil from the Antarctic and creating a new North American Emission Control Area (ECA).

 

Use or carriage of oil in Antarctic Area
A new MARPOL regulation to protect the Antarctic from pollution by heavy-grade oils is added to MARPOL Annex I (Regulations for the prevention of pollution by oil), with a new chapter 9 on Special requirements for the use or carriage of oils in the Antarctic area.

 

Regulation 43 prohibits both the carriage in bulk as cargo and the carriage and use as fuel, of: crude oils having a density, at 15°C, higher than 900 kg/m3; oils, other than crude oils, having a density, at 15°C, higher than 900 kg/m3 or a kinematic viscosity, at 50°C, higher than 180 mm2/s; or bitumen, tar and their emulsions.

 

This means, in effect, that ships trading to the area, whether passenger or cargo ships, would need to switch to a different fuel type when transiting the Antarctic area, defined as “the sea area south of latitude 60°S”.

 

An exception is envisaged for vessels engaged in securing the safety of ships or in a search-and-rescue operation.

 

North American ECA
Amendments to MARPOL Annex VI (Prevention of air pollution from ships) will formally establish a North American Emission Control Area, in which emissions of sulphur oxides (SOx), nitrogen oxides (NOx) and particulate matter from ships will be subject to more stringent controls than the limits that apply globally. The ECA will take effect 12 months after the amendments enter into force on 1 August 2012.

 

The entry into force will mean there are currently three designated ECAs, the other two being sulphur oxide ECAs: the Baltic Sea area and the North Sea area.

 

In July 2011, IMO adopted MARPOL amendments to designate certain waters adjacent to the coasts of Puerto Rico (United States) and the Virgin Islands (United States) as another ECA (United States Caribbean Sea ECA). The MARPOL amendments adopted in July 2011 are expected to enter into force on 1 January 2013, with the new ECA taking effect 12 months later.