Sea Views: Ships urged to get ISM certification as deadline nears

With less than twelve months to go, two-thirds of vessels covered by the ISM code's phase two deadline of July 1, 2002 have yet to be certified. A press release by the International Association of Classification Societies (IACS) has underlined this situation with concern.

Phase one of the mandatory ISM code took effect on July 1, 1998 for ship types that included tankers, bulk carriers and passenger vessels. Phase two applies to 'other cargo ships' of 500 GRT and above, which is a very loose definition since it embraces a wide diversity of ship types ranging from large container ships to tugs.

Around 17,000 vessels designated as 'phase two ships' are classed by members of IACS but, so far, just 5,800 have ISM certification issued by member societies. The statement said that only if remaining companies take action now would societies be able to issue certification before next July.

IACS permanent secretary, Robin Bradley said, "Our members have the resources and time to provide ISM certification before July next year - provided companies get moving now; but if companies 'let things drift' it may not be practicable to achieve certification by the July 1 deadline next year.

"There has been some industry comment that many of the companies new to the ISM code will have 'problems' in complying. IACS members have no evidence to suggest that, in general, this is true. At the same time, however, it is a fact that many owners of phase two ships are small companies with modest shore-based resources. It is important that small owners do not get left behind in the run-up to the Phase two deadline.

Bradley added, "Our advice to phase two owners focuses on three points - don't leave it to the last minute, don't under-estimate the task and do take advantage of offers of help and advice from IACS members." The figures quoted by IACS do not include ships not classed by IACS members or undergoing certification with other organisations which have IMO approval and are equally legal.

STCW - readiness of flag states questioned: The International Shipping Federation (ISF) has reminded shipping companies that from February 2002, officers serving on ships registered with a flag state that is different to the country that issued the original STCW certificate of competence, need to obtain a separate flag state endorsement.

Given that more than half of the 400,000 officers serving worldwide are believed to fall into this category, this is a formidable administrative task, though a necessary one, in view of the principle embodied in STCW that flag states must accept responsibility for the competence of foreign seafarers serving on their ships.

To issue flag state recognition endorsements, it is necessary for the governments concerned to conclude flag state recognition agreements with the relevant labour supply countries. Although the STCW Convention requires no more than an undertaking between maritime administrations, it appears that some labour supply states are regarding such agreements as full-blown diplomatic treaties that require approval at the highest level.

The concern is that any delay in concluding such treaties could hold up the issue of flag state recognition endorsements to seafarers, which are likely to be demanded by port state control inspectors from next February.

In its statement, the ISF said it was reviewing the situation and that it would raise the matter with the International Maritime Organisation (IMO) if necessary. Iran to salvage sunken oil: Iran will salvage the cargo of crude oil remaining on-board the sunken Honduran-flagged, Iraqi-owned tanker, 'Georgios' that sank in the northern Gulf on August 5 while being detained by UN naval forces for allegedly contravening sanctions against Iraq.

This was announced by Iranian Ports and Shipping Organisation's (Ipso) director-general for environmental safety, Hassan Teimourtash. In a press release, he said that Ipso had entered into a contract with a private company to remove the cargo from the wreck.

Last week it was announced that the pollution caused by the sinking had been cleaned up. It is believed the bulk of the cargo of 1,900 tonnes remains intact with about 100 tonnes having polluted the environment.

Teimourtash also said that Kuwait and Qatar had been involved in the pollution emergency clean up that was located about 45 miles west of Kharg Island in the southern Bushehr Province. He added his concern over the dangers posed by oil pollution to marine species and said that IPSO would do its best to minimise these dangers to safeguard the marine environment.

Port Said announces new tariff to encourage trade: The chairman of Egypt's Port Said Port Authority, Admiral Mounir Ezat, has announced that a new tariff has been approved to encourage transit trade at the port. The new rates are:

- 50 per cent discount on storage in transit warehousing.

- Foreign and investment companies will receive a 60 per cent reduction on areas rented for transit cargo.

- A discount of 75 per cent will be granted on port dues levied on container ships that are calling between Egyptian ports.

- Container ships carrying transit containers are being offered reductions between 20-50 per cent on port dues depending on the number of containers concerned.

- Discounts are being offered on rents of transit warehouses at Port Fouad.

Ezat also said the new tariff was aimed at increasing the volume of containers in transit in Port Said, which is expected to reach 600,00 Teu by end 2001. He said that, to date this year, 307,000 Teu had transited through the port – 74 per cent up on the figure for the same period last year.

Hatch covers highlighted in UK safety report: UK's marine accident investigation branch last week issued a report into a fatality last November on a Handysize bulk carrier. The report, published as an Intercargo news article, highlighted the need for the shipping company concerned to have re-affirmed to its seafarers the necessity of following written procedures relating to the opening and closing of hatch covers, as required under the ISM code.

The accident report said that the third officer fell into a partially closed hatch while attempting to unshackle a wire strop. Possible causes for his fall were said to be a wet deck from recent rain, an oily substance that caused a slipping hazard or the exposed butt of a previously welded eye.

Further observations suggested that existing written procedures regarding the closing/opening of hatch covers should be re-examined and communicated with the crew to avoid complacency in operations.

The seafarer should always consider, in any operation, whether it is absolutely necessary to climb on hatch covers. Furthermore, the wearing of safety harnesses and the need for protective gear to be worn, including hardhats, was strongly emphasised in the report, as was a suggestion that anti-skid paint be used on hatch covers.

Frank Kennedy is a marine consultant based in Dubai