Despite the economic downturn, Greek shipowners have proved once again to be the leaders of global shipping industry. It is worthy to note that they control the 16,25% of global fleet in terms of dwt, while they own the 23,5% and 18,5% of total tankers and bulkers respectively.
The following article was initially published in the Isle of Man Maritime Blog by Dick Welsh Director of Isle of Man Ship Registry. Back in August, the Maritime Labour Convention (MLC) came into force, adding seafarers’ rights to existing IMO instruments covering safety, pollution prevention, and crew qualifications. The 30 countries that had already ratified the Convention could now carry out port state control inspections of ships visiting their ports, thereby raising the bar internationally and improving the situation for crew on board ships. But four months into the maritime industry’s newest international regime, have standards for seafarers really improved?
The following article was initially published in the Isle of Man Maritime Blog by Dick Welsh Director of Isle of Man Ship Registry. I realise I am a Luddite who went to Sea a long time ago, but I am concerned that the modern age of instant communication and social media may not be helping our seafarers.
At its 65th session, the Marine Environment Protection Committee (MEPC) of the International Maritime Organisation (IMO) reached an agreement in principle to postpone the international NOx emissions limits for new ships from 2016 to 2021. This IMO decision needs to be confirmed by vote of all Parties to MARPOL Annex VI at the next MEPC meeting in April 2014. A confirmation of this decision in April 2014 would constitute a complete u-turn by the IMO on ship emission regulations and could seriously compromise the credibility of MARPOL Annex VI. The EU and its Members States, owning collectively the world’s largest merchant fleet, need to shoulder their responsibilities and help reverse the tide at the IMO on this issue. In addition, serious consideration of the problem of shipping NOx emissions should be given in the context of the 2013 EU Year of Air.
The following article was initially published in the Isle of Man Maritime Blog by Dick Welsh Director of Isle of Man Ship Registry. I recently attended London’s Inaugural International Shipping Week. A very successful week, with great support from all in the industry. During the week, I attended a number of high level conferences, with some very distinguished speakers, where the topic of fuel efficiency for ships was never far away.
Last December a very interesting article has been posted in ATSB’s Blog In Focus by Martin Dolan, Chief Commissioner of ATSB addressing the fact that investigation reports aim in identifying what went wrong in an incident and not to play the role of a judge. According to Martin Dolan it is not a function of the ATSB to apportion blame or determine liability. At the same time, an investigation report must include factual material of sufficient weight to support the analysis and findings.
During early March 2013 EMSA released a study on Standards and Rules for Bunkering of Gas-Fuelled Ships with the objective of providing a detailed description of the existing rule framework related to LNG bunkering. Currently about 30 gas-fuelled vessels are operating mostly in the Baltic Sea and Norwegian waters most of them on the authority of the Norwegian administration. Hence, Norway had early on experience with gas as fuel for ships and initiated the development of the IMO’s international ‘Guidelines on Safety for Natural Gas-Fuelled Engine Installations in Ships’ in 2004.
Because of the nature of their work seafarers spend long periods of time away from their families and therefore represent a group at risk for sexually transmitted diseases, including HIV infection. Unsafe sex, drug addiction, or procedures such as tattooing play a relevant role in HIV transmission. HIV cannot be acquired through ordinary occupational and social contact. Due to the fact that nowadays ships spend less time in ports, the crew is rarely allowed to leave the ship. The “tourism element” (including sex tourism) is, thus, rapidly shrinking in contemporary seafaring. Nevertheless, the sex industry in many ports has adapted to recent developments by introducing “sex catering” or organised visits of sex workers to anchored ships and therefore the risk of getting infected with sexually transmitted diseases still remains.
There has been an increased focus on the potential existence of asbestos on board new and existing ships. The Dutch Shipping Department of the Human Environment and Transport Inspectorate (ILT/Scheepvaart) will be carrying out on-board checks for asbestos in the 3rd/4th quarter of 2012. Since the 1st of July 2002 the new installation or use of asbestos-containing materials (ACMs) on board sea-going vessels has been prohibited under SOLAS regulations II-1/3-5. From 1 January 2011, new installation of ACMs (Asbestos Containing Materials) is prohibited without exception for all sea-going vessels.
The International Safety Management Code for the Safe Operation of Ships and for Pollution Prevention (ISM Code) is an international standard for the safe management and operation of ships focusing towards the protection of the environment and the safety of the crew as well as equipment. The ISM Code is mandatory for all vessels of more than 500 gross tonnages including mobile offshore drilling units.
ISO 9001:2008 specifies requirements for a quality management system which ensures that a company provides products/services that meet customer as well as any applicable statutory and regulatory requirements. Moreover, ISO 9001 aims to enhance customer satisfaction.
Both ISO 9001 and the ISM Code specify a systematic approach to management by those responsible for management of ships. ISM Code with ISO 9001 provides a basis for ensuring management systems are also driven by customer needs for the continued success of a shipping company.
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Officer of the Watch 