Mooring Safety-A handy Summary of MGN 592

A quick detour in this blog , a detour away from Maritime Security to look at Mooring safety, a detour instigated by the issue by the UK MCA of a new M Notice. 

Mooring, towing or hauling equipment on all vessels

The UK Maritime and Coastguard Agency have recently re-issued their guidance on mooring operations in the form of a new M Notice-  MGN 592, which replaces MGN 308.

Click here for MGN 592>

The notice contains some really useful information on mooring equipment and its use, information that is useful to all those involved in vessel’s mooring operations even those sailing under non UK flags.

“Greater emphasis should be given to considering the safety aspects of mooring and towing systems as a whole rather than the individual safety aspects of component parts.” MGN 592

MooringRopeCrossed

Design and Installation of Mooring Equipment

How should winches of windlasses be designed?

Load-They should be constructed to give warning of undue strains by stalling at well below the designed maximum safe working load of the weakest element in the system and to afford further protection by walking back at about the design load- that is the  breaking strength of the mooring rope, tow line, or hawser whichever is applicable,

Layout-The layout should be such as to avoid the need for anyone to be stationed or work in the bight or warp of rope formed by the lead from the winch or windlass round and through the fairleads and over-side.

Failure-The consequences of failure in any part of the system should be carefully considered and effective precautions taken.

RopeOnOldMan

How should pedestal roller fairleads, lead bollards, and mooring bitts be designed?

  • Be properly designed to meet all foreseeable operational loads and conditions;
  • Be Correctly sited to minimise the need for complex mooring line configurations;
  • As far as reasonably practicable, a dedicated fairlead should be provided for each mooring line;
  • Be effectively secured to a part of the ship’s structure which is suitably strengthened.

Repair and maintenance

What must owners, operators, masters and skippers should ensure?

  • That all mooring, towing and hauling equipment are covered by a regular maintenance programme.
  • That equipment should be regularly inspected for wear, damage, deflection and corrosion.

RopeOnPallet

What are the maintenance requirements for ropes?

  • All ropes, wires, and stoppers that are used for hauling, towing or mooring operations should be in good condition;
  • Ropes should be frequently inspected for both external wear and tear between strands;
  • Wires should be regularly treated with suitable lubricants and inspected
    for deterioration internally and broken strands externally;
  • Splices in both ropes and wires should be inspected regularly to check they are intact.

What should be considered when deck repairs are undertaken?

  • Particular care should be taken when repairing deck areas, especially those fitted with bollards or equipment requiring a strong substantial base;
  • Classed ships must carry out such repairs with the knowledge of, and under the supervision of Class;
  • Ships under certification by a Certifying Authority Should undertake such repairs in a similar way.

Safe Use of Equipment:

RopeOnBitt

What Precautions to be taken before and during mooring, towing and hauling operations?

  • All operations should be pre-planned, and a risk assessment of the operation should be completed, especially  where unusual or non-standard mooring arrangements are to be used;
  • Careful thought should be given to mooring, towing and hauling arrangements, so that the leads used are those most suited and will not create sharp angles;
  • Ropes and wires should not be fed through the same leads or bollards.
  • Fairleads which have previously been used for wires should be checked to ensure that they have no sharp metallic areas on tension surfaces prior to being used for ropes.

What safety precautions should be taken  when mooring equipment is under load?

  • Personnel essential to the operation should as far as reasonably practicable be able to stand in a protected position;
  • Other persons who have no involvement with mooring, towing or hauling operations, should  be kept well clear of the area;
  • Immediate action should be taken to reduce the load if signs of excessive strain appear in any part of the system.

What should be considered by the person in charge of mooring operations?

  • Wherever practical the person in charge should avoid getting involved with the physical operations, so that they can retain an effective oversight;
  • Good communication must be maintained between all members of the mooring team.

Note- Operation of winches should be undertaken by competent personnel to ensure that excessive loads do not arise on mooring, towing and hauling lines.

How should wire and fibre ropes be joined?

A thimble or other device should be inserted in the eye of the fibre rope. Both wire and fibre rope should have the same direction of lay.

SplitDrum

How should ropes and wires be used if stowed on reels?

  • Ropes and wires that are stowed on reels should not be used directly from stowage unless a split drum arrangement is available;
  • They should be run off and flaked out on deck in a clear and safe manner, ensuring sufficient slack to cover all contingencies;
  • if there is doubt of the amount required, then the complete reel should be run off.

What general principles are to be borne in mind when planning a mooring arrangement?

  • Breast-lines provide the bulk of athwartships restraint;
  • Back-springs provide the largest proportion of the longitudinal restraint;
  • Very short lengths of line should be avoided where possible, as such lines will take a greater proportion of the total load, when movement of the ship occurs;
  • Very short lengths may be compensated for by running the line on the bight.

What principles should be followed when heaving on a rope on a drum end?

  • One person should be stationed at the drum end;
  • For heaving moorings and large vessel operations, they should be backed up by a second person backing and coiling down the slack;
  • The line must be tended at all times.
  • In most circumstances up to three turns on the drum end are sufficient and an excessive number of turns should be avoided;
  • A wire on a drum end should never be used as a check wire.

What precautions should be taken when both wires and fibre ropes are used?

  • A wire should never be led across a fibre rope on a bollard;
  • Wires and ropes should be kept in separate fairleads or bollards.

How should stoppers be applied?

  • Natural fibre rope should be stoppered with a natural fibre stopper;
  • Man-made fibre rope should be stoppered with a man-made fibre stopper, but not polyamide;
  • The “West Country” method (double and reverse stoppering) is preferable for fibre ropes;
  • Wire moorings should be stoppered with chain, using two half hitches in the form of a cow hitch, suitably spaced with the tail backed up against the lay of wire, to ensure that the chain neither jams no opens the lay of the wire.

How should weighted heaving lines be used safely?

  • To prevent personal injury to those receiving heaving lines, the “monkey’s fist” at the weighted end should be made with rope only and must not contain added weighting material.
  • Under no circumstances is a heaving line to be weighted by items such as shackles,
    bolts, or  nuts.
  • Safe alternatives include a small high-visibility soft pouch, filled with fast-draining pea shingle or similar, with a weight of not more than 0.5kg.
  • Prior to the operation, the person in charge at the mooring stations should check that lines are not dangerously weighted. If any dangerously weighted lines are found, these should be removed and replaced with appropriate heaving lines.
  • Tug

What precautions should be taken when working with tugs?

  • It is important that those involved consider the safety of persons on both vessels.
  • All equipment used in towing operations, including messengers, should be regularly inspected and replaced if necessary;
  • Good communication between the tug and vessel  are important to ensure that the status of tow lines is understood by both vessels at all times to avoid unexpected loads being applied;
  • Ensure the bitts upon which the towing eye is to be placed are clear of ropes or wires;Note: Similar considerations need to be applied when working with any mooring operation where equipment out of direct control of the vessel is used.

Specific Risks

What are the precautions to be taken with regard  bights of rope and snap-back zones?

  • Personnel should not in any circumstances stand in a bight of rope or wire.
    When mooring, towing and hauling lines are under strain all personnel in the vicinity should remain in positions of safety, avoiding potential ‘snap-back’ zones.
  • All seafarers should be reminded that the whole of the mooring deck may be considered a danger zone and understandable and visible signage should remind all crew working on a mooring deck of this.
  • Viewing the mooring deck arrangement from a high point is recommended, so that
    potential snap-back zones can be identified.
  • Immediate action should be taken to reduce the load should any part of the system appear to be under excessive strain. Care is needed so that ropes or wires will not jam when they come under strain, so that if necessary they can quickly be slackened off.
  • Where a mooring line is led around a pedestal roller fairlead, the ‘snap back’ zone will change and increase in area. Where possible, lines should not be led round pedestals except during the operation of mooring the vessel, thereafter lines should be made up on bitts, clear of pedestals if at all possible.

Further Guidance

Search Amazon for these publications

Advertisements
Tagged , ,

Port Security Plan-A Quick Guide

​Continuing with the Security theme here is a Handy set of notes on Port Security Plans.

​What requires a port security plan to be developed and mantained?

Part 16 of ISPS code.

Note: The PSP must be based on a port facility security assessment and  be approved by the Government in whose territory the port facility is located.

What should the plan address?

  • Weapons-Measures designed to prevent weapons, dangerous substances and devices intended for use against persons, ships or ports and the carriage of which is not authorised, from being introduced into the port facility or on board a ship;
  • Access -Measures designed to prevent unauthorised access to the port facility, to ships moored at the facility, and to restricted areas of the facility;
  • Threat-Procedures for responding to security threats or breaches of security, including provisions for maintaining critical operations of the port facility or ship/port interface;
  • Instructions-Procedures for responding to any security instructions issued by the  Government in whose territory the port facility is located;
  • Evacuation– Procedures for evacuation in case of security threats or breaches of security
  • Duties-Duties of port facility personnel assigned security responsibilities and of other facility personnel on security aspects;
  • Interface-Procedures for interfacing with ship security activities;
  • Review -Procedures for the periodic review of the plan and updating;
  • Reporting -Procedures for reporting security incidents;
  • Port Security Officer-Identification of the port facility security officer including 24-hour contact details;
  • Information Security– Measures to ensure the security of the information contained in the plan;
  • Cargo Security -Measures designed to ensure effective security of cargo and the cargo handling equipment at the port
  • Audit-Procedures for auditing the port facility security plan;
  • Response-procedures for responding in case the ship security alert system of a ship at the port facility has been activated; 
  • Leave-procedures for facilitating shore leave for ship’s personnel or personnel changes, as well as access of visitors to the ship including representatives of seafarers welfare and labour organizations.

    What format may the Port Security Plan be in?

    • It may be kept in an electronic format;
    • It may be combined with, or be part of,  other port emergency plan or plans;
    • It may cover more than oneport facility if the operator, location, operation, equipment, and design of these port facilities are similar and the Government approves.

    Note: The plan shall be protected from unauthorized access or disclosure.If in an electronic format it shall be protected by procedures to prevent its unauthorized deletion, destruction or amendment.


    A Really Handy Guide to Ship Certification-Part 3

    Keeping vessels safe

    Cover of the Really handy Guide to Ship Certification, part 3.

    The third book of the series on vessel certification covers the SOLAS and security certificates, including SAFCON, CSSC, PSSC, ISPS and a diversion into the subject of HSSC.

    Click here for the book’s Amazon page>

     

    Tagged ,

    SOLAS and Maritime Security

    Portsmouth Commercial Harbour panoramaAfter its delve into the Polar Code the Navregs blog now changes focus to explore Maritime Security. It follows on from previous posts based on the International Ship Security Certificate; delving deeper and looking wider.

     

    A Handy Reference to SOLAS Special Measures to Enhance Maritime Security

    Previous Navregs  Maritime Security Related  Posts

    What SOLAS chapter  Chapter makes the ISPS code mandatory?

    XI-2 – Special Measures to Enhance Maritime Security

    Note: ISPS stands for The International Code for the Security of Ships and Port Facilities.

    What does SOLAS Chapter XI-2 Cover?Railings

    • Regulation 1 – Definitions
    • Regulation 2 – Application
    • Regulation 3 – Obligations of Contracting Governments with Respect to Security
    • Regulation 4 – Requirements for Companies and Ships
    • Regulation 5 – Specific Responsibility of Companies
    • Regulation 6 – Ship Security Alert System
    • Regulation 7 – Threats to Ships
    • Regulation 8 – Master’s Discretion for Ship Safety and Security
    • Regulation 9 – Control and Compliance Measures
    • Regulation 10 – Requirements for Port Facilities
    • Regulation 11 – Alternative Security Agreements
    • Regulation 12 – Equivalent Security Arrangements
    • Regulation 13 – Communication of Information

    What does SOLAS chapter XI apply to?

    • The following types of ships engaged on international voyages:
    • Passenger ships, including high-speed passenger craft;
    • Cargo ships, including high-speed craft, of 500 gross tonnage and upwards;
    • Mobile offshore drilling units.

    And

    • Port facilities serving such ships engaged on international voyages.

    Governments shall decide the extent of application of the chapter to those port facilities Ship and harbour cranes which, although used primarily by ships not engaged on international voyages, are required, occasionally, to serve ships arriving or departing on an international voyage.

    The chapter does not apply to warships, naval auxiliaries or other ships owned or operated by a Contracting Government and used only on Government non-commercial service.

    A selection of definitions from the Chapter

    Ship/port interface

    The interactions that occur when a ship is directly and immediately affected by actions involving the movement of persons, goods or the provisions of port services to or from the ship.

    Port facility

    A location, as determined by the Contracting Government or by the Designated Authority, where the ship/port interface takes place. This includes areas such as anchorages, waiting berths and approaches from seaward, as appropriate.

    Ship to ship activity

    Any activity not related to a port facility that involves the transfer of goods or persons from one ship to another.

    Security incident

    Any suspicious act or circumstance threatening the security of a ship, or of a port facility or of any ship/port interface or any ship to ship activity.

    Security level

    The qualification of the degree of risk that a security incident will be attempted or will occur.

    Declaration of security

    An agreement reached between a ship and either a port facility or another ship with which it interfaces specifying the security measures each will implement.

    Recognized security organization

     An organization with appropriate expertise in security matters and with appropriate knowledge of ship and port operations authorized to carry out an assessment, or a verification, or an approval or a certification activity, required by the chapter or the ISPS Code.

    Some online Maritime Security Resources


    A Really Handy Guide to Ship Certification-Part 3

    Keeping vessels safe

    Cover of the Really handy Guide to Ship Certification, part 3.

    The third book of the series on vessel certification covers the SOLAS and security certificates, including SAFCON, CSSC, PSSC, ISPS and a diversion into the subject of HSSC.

    Click here for the book’s Amazon page>

     

    Tagged ,

    The Polar Code and a bit more-an index of posts

    Navsregs>The Polar Code

    A happy seal

    The introduction of the Polar Code has brought in with it new regulations, new certificates, and new documentation. Here is an index of Polar Code Related posts so far  on this blog.


    A Really Handy Guide to Ship Certification-Part 4

    EnvCoverKeeping the seas clean

    The fourth book of the series covers the certificates covering environmental protection, including  IOPP, NLS, IAPPC, IEE, anti-fouling certification and Ballast water convention certification.

    Click to view the book’s page on Amazon>

    Tagged ,

    Is Ice Class the same as Ice Category?

    As a follow on from the posts on the Polar Code here is a quick guide to Ice Class and Category.Sea ice

    Polar Class and Ice Category Compared

    Polar class, sometimes referred to as ‘Ice class’ is a Classification Society designation, whilst Ice Category is a IMO Polar Code designation.

    What is Polar Class?

    The Unified Requirements for Polar Class ships apply to ships constructed of steel and intended for independent navigation in ice-infested polar waters

    Click here for IACS unified requirements>

    What are the Polar Class descriptions?

    These are based on WMO Sea Ice Nomenclature.

    • 1: Year-round operation in all polar waters
    • 2: Year-round operation in moderate multi-year ice conditions
    • 3:Year-round operation in second-year ice which may include multiyear ice inclusions
    • 4: Year-round operation in thick first-year ice which may include old ice inclusions
    • 5: Year-round operation in medium first-year ice which may include old ice inclusions
    • 6: Summer/Autumn operation in medium first-year ice which may include old ice inclusions
    • 7: Summer/Autumn operation in thin first-year ice which may include old ice inclusions

    What are the Ice Categories?

    • Category A ship: A ship designed for operation in polar waters in at least medium first-year ice, which may include old ice inclusions
    • Category B ship: A ship not included in category A, designed for operation in polar waters in at least thin first-year ice, which may include old ice inclusions.
    • Category C ship: A ship designed to operate in open water or in ice conditions less severe than those included in categories A and B.

    Some Ice Definitions

    Ice free watersSea Ice pattern

    This means that no ice is present. If ice of any kind is present this term will not be used.

    Open water

    A large area of freely navigable water in which sea ice is present in concentrations less than 1/10. No ice of land origin is present.

    Ice of land origin

    means ice formed on land or in an ice shelf, found floating in water.

    Sea ice

    Any form of ice found at sea which has originated from the freezing of sea water.

    First-year ice

    Sea ice of not more than one winter growth developing from young ice. It has  a thickness from 0.3 m to 2.0 m.

    Medium first-year ice

    First-year ice of 70 cm to 120 cm thickness.

    Old ice

    Sea ice which has survived at least one summer’s melt; typical thickness up to 3 m or more. It is subdivided into residual first-year ice, second-year ice and multi-year ice.


    A Really Handy Range of Revision aids for Kindle

    gormleytankerstern

    The Really Handy Range of books have been written for the Kindle format. They cover vessel certification, seamanship, ISM , IALA and the COLREGS.

    Click here to learn more about the books>

    Tagged ,

    The Safety of Navigation and the Polar Code

    Iceberg through a bridge window

    A handy summary of the safety of Navigation elements of the polar code.

    Another part of the Polar Code looked at in this blog, and another chance to share some ice photos.

    Navigation in the polar regions present some challenges, and the Polar code contains some important requirements to meet those challenges.

    What part of the Polar Code covers the safety of Navigation?

    Chapter 9

    What are the requirements for Navigational equipment functionality?

    The navigational equipment and systems shall be:

    • Designed
    • Constructed
    • Installed

    -to retain their functionality under the expected environmental conditions in the area of operation.

    Systems for providing reference headings and position fixing shall be suitable for the intended areas.

    What additional navigational equipment is required under the Polar Code?

    Detecting the ice

    • Ships shall have means of receiving and displaying current information on ice

      Sea ice forming at South Georgia

      conditions in the area of operation

    • Ships shall have the ability to visually detect ice when operating in darkness
    • Two remotely rotatable, narrow-beam search lights controllable from the bridge to provide lighting over an arc of 360 degrees, or other means to visually detect ice. This is not required by vessels  solely operating in areas with 24 hours daylight

    Navigating

    • Either two independent echo-sounding devices or one echo-sounding device with two separate independent transducers. This applies to ships constructed on or after 1 January 2017 that are  ice strengthened in accordance with chapter 3 of the code
    • Two non-magnetic means to determine and display their heading.Both means shall be independent and shall be connected to the ship’s main and emergency source of power
    • Ships proceeding to latitudes over 80 degrees shall be fitted with at least one GNSS compass or equivalent, which shall be connected to the ship’s main and emergency source of power
    • For ships operating in areas, and during periods, where ice accretion is likely to occur, means to prevent the accumulation of ice on antennas required for navigation and communication
    • For ice strengthened ships  where equipment required by SOLAS chapter V or the Polar Code  have sensors that project below the hull, such sensors shall be protected against ice.

    Rock formation at Hystviken

    Working with icebreakers

    • Ships involved in operations with an icebreaker escort shall be equipped with a manually initiated flashing red light visible from astern to indicate when the ship is stopped.

    This light shall have a range of visibility of at least two nautical miles, and the horizontal and vertical arcs of visibility shall conform to the stern light specifications in the COLREGS.

    What are the Polar Code requirements regarding bridge design?

    Ships shall comply with SOLAS regulation V/22.1.9.4, irrespective of the date of construction and the size and, depending on the bridge configuration, a clear view astern.

    In category A and B ships constructed on or after 1 January 2017, the bridge wings shall be enclosed or designed to protect navigational equipment and operating personnel.


    dscf3338The Really Handy Revisions Aids for Kindle

    Navsbooks publishes a range of revision aids for mariners studying for professional examinations. Each one has been written for the Kindle format, each one is at a handy price. They cover Colregs, Certification, Seamanship, ISM, and IALA.

    Click here to learn more>

    Tagged , ,

    What is the Polar Water Operational Manual?

    South Georgia icebergs

    And here we have another Polar Code related post, this time is a guide to the extra document that will have to be carried by ships operating in Polar Waters.

    A key part of the Polar Code is the requirement to carry a Polar Water Operations Manual. This post gives a quick summary of the contents of that manual.

    To comply with the Polar Code this manual must be carried onboard.

    Click here for IMO MEPC 264 58>

    What is the goal of the Polar Water Operational Manual?

    To provide the owner, operator, master and crew with sufficient information regarding the ship’s operational capabilities and limitations in order to support their decision-making process when in Polar waters.

    What are the Functional requirements of the PWOM?

    The Manual should include or refer to:

    • Information on the ship-specific capabilities and limitations in relation to the assessment by the Polar Code
    •  Specific procedures to be followed in normal operations and in order to avoid encountering conditions that exceed the ship’s capabilities
    • Specific procedures to be followed in the event
      of incidents in polar waters
    • Specific procedures to be followed in the event that conditions are encountered which exceed the ship’s specific capabilities and limitations
    • Procedures to be followed when using icebreaker assistance, as applicable.

    Note: The Manual also shall contain, where applicable, the methodology used to determine capabilities and limitations in ice.

    What risk-based procedures should be included in the PWOM?Sun and Polar Seas

    • Voyage planning to avoid ice and/or temperatures that exceed the ship’s
      design capabilities or limitations
    • Arrangements for receiving forecasts of the environmental conditions;
    • Means of addressing any limitations of the hydrographic, meteorological
      and navigational information available
    • Operation of equipment required under other chapters of this Code
      Implementation of special measures to maintain equipment and system
      functionality under low temperatures, topside icing and the presence of sea
      ice, as applicable.
    • Contacting emergency response providers for salvage, search and rescue (SAR), spill response, etc., as applicable
    • In the case of ships ice strengthened in accordance with chapter 3,  procedures for maintaining life support and ship integrity in the event of prolonged entrapment by ice
    • Measures to be taken in the event of encountering ice and/or temperatures which exceed the ship’s design capabilities or limitations
    • Procedures for monitoring and maintaining safety during operations in ice, as applicable, including any requirements for escort operations or icebreaker assistance. Different operational limitations may apply depending on whether the ship is operating independently or with icebreaker escort. Where appropriate, the PWOM should specify both options.

    What are the contents of the Polar Water Operational Manual (PWOM)?

    Appendix 2 of the code contains a model table of a polar operations manual, here is a list Ice and mountain through a ship's windowof  PWOM contents derived from that Appendix.

    Safety Measures

    Division 1 – Operational capabilities and limitations

    Chapter 1 Operation in ice
    • Operator guidance for safe operation
    • Icebreaking capabilities
    • Manoeuvring in ice
    • Special features Guidance
    Chapter 2 Operation in low air temperatures
    • System design
    Chapter 3 Communication and navigation capabilities in high latitudes
    Chapter 4 Voyage duration

    Division 2 – Ship operations

    Chapter 1 Strategic planning
    • Avoidance of hazardous ice
    • Avoidance of hazardous temperatures
    • Voyage duration and endurance
    • Human resources management
    Chapter 2 Arrangements for receiving forecasts of environmental conditionsElephant Seal and anchor
    • Ice information
    • Meteorological information
    Chapter 3 Verification of hydrographic, meteorological and navigational information

    Chapter 4 Operation of Special Equipment

    • Navigation systems
    • Communications systems
    Chapter 5 Procedures to maintain equipment and system functionality
    • Icing prevention and de-icing
    • Operation of seawater systems
    • Procedures for low temperature operations

    Division 3 – Risk management

    Chapter 1 Risk mitigation in limiting environmental condition
    • Measures to be considered in adverse ice conditions
    • Measures to be considered in adverse temperature conditions
    Chapter 2 Emergency response
    • Damage control
    • Firefighting
    • Escape and evacuation
    Chapter 3 Coordination with emergency response services
    • Ship emergency response
    •  Salvage
    Chapter 4 Procedures for maintaining life support and ship integrity in the event of
    prolonged entrapment by ice.
    • System configuration
    • System operation

    Division 4 – Joint operations

    Chapter 1 Escorted operations
    Chapter 2 Convoy operations

    PolarCodeClick to search for the Polar Code on Amazon>

    What is the Polar Code Record of Equipment?

    Glacier FootRecord of Equipment for the compliance with the international code for ships operating in polar waters- A quick guide

    And so the Polar Code posts continue, and so it’s another excuse to dig out some of my favourite photos.
    Like many of the other certificates the Polar Code Certificate must be supplemented by a record of equipment form, and like other certificates this is a useful form to have at hand when preparing for the arrival of the surveyor on-board.

    This record shall be permanently attached to the Polar Ships Certificate

    What is contained on the Polar Code record of Equipment?

    Particulars of ship:

    • Name of ship
    • Distinctive number or letters

    Record of equipmentKing Penguins at South Georgia

    Life-saving appliances

    • Total number of immersion suits with insulation for crew and for passengers
    • Total number of thermal protective aids

    Personal and Group Survival Equipment

    • Personal survival equipment – for number of persons
    • Group survival equipment – for number persons
    • Total capacity of liferafts in compliance with chapter 8 of the Polar Code
    • Total capacity of lifeboats in compliance with chapter 8 of the Polar Code

    Navigation equipment

    • Two independent echo-sounding devices or a device with two separate independent transducers
    • Remotely rotatable, narrow-beam search lights controllable from the bridge or other means to visually detect ice
    • Manually initiated flashing red light visible from astern (for ships involved in icebreaking operations)
    • Two or more non-magnetic independent means to determine and display heading
    • GNSS compass or equivalent (for ships proceeding to latitudes over 80 degrees)

    Communication equipment

    • Sound signaling system mounted to face astern to indicate escort and emergency Ice and mountainsmanoeuvres to following ships as described in the International Code of Signals (for ships intended to provide ice breaking escort).
    • Voice and/or data communications with relevant rescue coordination centres.
    • Equipment for voice communications with aircraft on 121.5 and 123.1 MHz.
    • Two-way voice and data communication with a Telemedical Assistance Service (TMAS).
    • All rescue boats and lifeboats have a device (for ships certified to operate in low air temperature):
      • For transmitting vessel to shore alerts
      • for transmitting signals for location
      • for transmitting and receiving on-scene communications
    • All other survival craft have a device:
      • for transmitting signals for location
      • for transmitting and receiving on-scene communications

    A Really Handy Guide to Ship Certification-Part 4

    EnvCoverKeeping the seas clean

    The fourth book of the series covers the certificates covering environmental protection, including  IOPP, NLS, IAPPC, IEE, anti-fouling certification and Ballast water convention certification.

    Click to view the book’s page on Amazon>

    What is contained on the Polar Ship Certificate?

    Glacier

    Navsregs>Ship Certification>

    Certifying that a vessel is safe for Polar Waters

    This new series of posts on the Polar Code continues with a look at the contents of the Polar Ship Certificate. A look that also gives me an excuse to enjoy using some of my favourite photographs. 

    Which ships have to carry a valid Polar Ship Certificate?

    Every ship to which the Code applies

    Click here for information on which ships these are>

    When is a Polar Ship Certificate issued?

    After an initial or renewal survey.

    For category C cargo ships however, if the result of and assessment is that no additional equipment or structural modification is required to comply with the Code, the Certificate may be issued based upon documented verification that the ship complies with all relevant requirements. An on board survey will be undertaken at the next scheduled survey.

    Polar Ship Certificate validity, survey dates and endorsements shall be harmonized
    with the relevant SOLAS certificates as  required by HSSC.

    What should accompany the certificate?

    A Record of Equipment for the Polar Ship Certificate.

    What does the Polar Ship Certificate Certify?

    • That the ship has been surveyed in accordance with the applicable safety-relatedSea beginning to freeze
      provisions of the International Code for Ships Operating in Polar Waters.
    • That the survey showed that the structure, equipment, fittings, radio station arrangements, and materials of the ship and the condition thereof are in all respects satisfactory and that the ship complies with the relevant provisions of the Code

    What is contained on the Polar Ship Certificate?

    • Particulars of ship
      • Name of ship
      • Distinctive number or letters
      • Port of registry
      • Gross tonnage
      • IMO number
    • Category A/B/C (see below)
    • Table of ice class against drafts fore and aft (maximum and minimum)
    • Ship type: tanker/passenger ship/other
    • Ship restricted to operate in ice free waters/open waters/other ice conditions
    • Ship intended to operate in low air temperature: Yes/No
    • Polar Service Temperature: ……..°C/not applicable
    • Maximum expected time of rescue

     

    • A statement that the ship was/was not subject to alternative design and arrangements.
    • A statement that a Document of approval of alternative design and arrangements for structure, machinery and electrical installations/fire protection/life-saving appliances and arrangements is/is not appended to this Certificate.
    • Operational limitations
      • Ice conditions
      • Temperature
      • High latitudesSmall iceberg

    What is a polar code  Category A/B/C ship?

    • Category A ship means a ship designed for operation in polar waters in at least medium first-year ice, which may include old ice inclusions
    • Category B ship means a ship not included in category A, designed for operation in
      polar waters in at least thin first-year ice, which may include old ice inclusions
    • Category C ship means a ship designed to operate in open water or in ice conditions
      less severe than those included in categories A and B

     

    HandyBooks Ship Certification Revision Aids

    The Really Handy Range of Kindle publications contain a series of books on ship certification.

    Click here for more information>

    Tagged , ,

    What is the Polar Code?

    South Georgia skyline

    I have been asked quite a few questions on the Polar Code recently, and the Navigation Lights series of posts have been put to one side for a while whilst I put together some facts about the new code.

    The International Code for Ships Operating in Polar Waters, (The Polar Code), has been introduced by the IMO to safeguard both life and the environment. It therefore draws on both SOLAS and MARPOL for its authority. This post is a quick introduction to the code.

    What is the purpose of the Polar Code?

    The International Code for Ships Operating in Polar Waters has been developed to Anchor in the snowsupplement the SOLAS and MARPOL  Conventions in order to increase the safety of ships’ operation and mitigate the impact on the people and environment in the remote, vulnerable and potentially harsh polar waters.

    How was the Polar Code introduced?

    The polar code was introduced by the IMO resolution  MEPC.264(68)

    It is mandated by Chapter XIV – of SOLAS ‘Safety Measures for Ships Operating in Polar Waters’ and by additional chapters to the Annexes of MARPOL

    Which ships have to comply with the Polar Code?

    To all ships operating in polar waters

    However, 

    Ships constructed before 1 January 2017 shall meet the relevant requirements of the Polar Code by the first intermediate or renewal survey, whichever occurs first, after the 1st of  January 2018.

    It does not apply Ships owned or operated by a Contracting Government and used, for the time being, only in Government non-commercial service. However, ships owned or operated by a Contracting Government and used, for the time being, only in Government non-commercial service are encouraged to act in a manner consistent, so far as reasonable and practicable, with the code.

    What are Polar Waters?

    • Antarctic: Further south than 60 South
    • Arctic:  Within a boundary defined in the code, this has a lowest latitude of 58 North off Greenland

    Where can Information on the Polar Code be found?

    Frozen sea and mountainsWhat does the Polar Code Cover?

    This is best summarized by the chapter headings of its two sections.

    Safety Measures

    • Chapter 1 -General
    • Chapter 2 – Polar Water Operation Manual (PWOM)
    • Chapter 3-Ship Structure
    • Chapter 4- Subdivision and Stability
    • Chapter 5- Watertight and Weathertight Integrity
    • Chapter 6-Machinery Installations
    • Chapter 7-Fire safety/Protection
    • Chapter 8-Life Saving Appliances and Arrangements
    • Chapter 9- Safety of Navigation
    • Chapter 10-Communication
    • Chapter 11- Voyage Planning
    • Chapter 12- Manning and Training

    Pollution Prevention Measures

    • Chapter 1-Prevention of Pollution by Oil
    • Chapter 2-Control of Pollution by Noxious Liquid Substances in Bulk
    • Chapter 3-Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form
    • Chapter 4- Prevention of Pollution by Sewage from Ships
    • Chapter 5-Prevention of Pollution by Garbage from Ships

    PolarCodeClick to search for the Polar Code on Amazon>

    Tagged , ,
    Advertisements