W
Volume 1 Issue 3 April 2002
To r Sea each far ou er r s
avelength centrofin@centrofin.gr
CENTRO-NEWS
New buildings
At this issue pg2
Bigger Waves Bigger Risks
On January 28th, 2002 CENTROFIN welcomed the keel laying of its third new build (hull Nr 5191) 159,000 dwt suezmax oil tanker, sistership to "GEORGIOS S" at DAEWOO shipyard, Korea.
pg4
Safety Alert H2S
Being built to DNV regulations and supervised by a CENTROFIN strong team of seven, headed by Supt. naval architect I. Pantos (r), she will be delivered to her owners the first week of June. Her chosen name: "YANNIS P".
pg6
The Human Factor pg8
The following message is self explanatory. It makes all of us very proud. TO: ALL FLEET VESSELS FM: TRAINING/NAI SNO:0086 17.12.01/15:00/MM RE: "CERIGO" SAVES 19 SURVIVORS OF SUNKEN M/V "EMRE BEY" WE ARE HAPPY TO ANNOUNCE THAT CAPTAIN DIGA, HIS OFFICERS AND THE CREW OF OUR M/T 'CERIGO' EXERCISED THEIR HONOURING DUTY AND OBLIGATION BY SUCCESSFULLY PICKING UP THE SURVIVORS OF THE CAPTION VESSEL OFF THE COAST OF SICILY, LAST DECEMBER 6TH 2001. THE INCIDENT OCCURRED IN THE SEA AREA OF SOUTH ITALY AND CERIGO HAPPENED TO BE TWO MILES AWAY FROM THE SINKING VESSEL WHEN SHE RECEIVED THE DISTRESS CALL FROM 'EMRE BEY'. THE MASTER TURNED HIS VESSEL TOWARDS THE DISTRESSING CRAFT AND WITHIN TWO HOURS MANAGED TO LIFT, SAFE AND SOUND, ONBOARD THE NINETEEN (19) SURVIVORS. WITH THE COOPERATION OF THE ITALIAN COAST GUARD, THE ITALIAN MEDICO, THE VESSEL'S P&I CLUB AND OF COURSE THE MANAGERS ENCOURAGEMENT THE SURVIVING CREW WERE EVENTUALLY LANDED IN AUGUSTA, SICILY ON THE EVENING OF DECEMBER 7TH, AFTER HAVING BEEN OFFERED THE FILIPINO HOSPITALITY ONBOARD CERIGO. THE CENTROFIN MANAGEMENT WISHES TO WARMLY CONGRATULATE FOR A "JOB WELL DONE" THE MASTER, OFFICERS AND CREW OF CERIGO, AND THANK THEM FOR THEIR HEROIC SEAMANSHIP, FIRMNESS AND PROFESSIONALISM. THEY HAVE SET ONCE MORE THE EXAMPLE OF THE BROTHERHOOD AT SEA AND HAVE BROUGHT INTO THE FIRST LINE THE HONOUR OF THE SEAFARING PROFESSION. OUR THOUGHTS ARE WITH YOU. SMOOTH SEAS,
THE HUMAN FACTOR
STCW-95 Certificates & Endorsements
Accident investigation reports routinely refer to the human factor having a direct or indirect bearing on an incident. The rather meaningless statement that 80% of all accidents are caused by human error is so frequently made that is has long since lost its impact, and there are many people only too ready to attribute blame for an accident on someone making mistake. The traditional penalty for such 'mistakes' is the sack. And everyone, or nearly everyone, goes home happy.
The question the professional marine accident investigator repeatedly finds himself asking is why, with so much talk about the human factor, does the mariner understand so little about it, and why do people at sea - often well trained make mistakes? The aviation industry has invested much in understanding human factors to reduce accidents. Aircrews are not only examined on the subject, but many
TO THE MASTER: Please circulate this Bulletin to the CREW.
...cont'd to pg 6
Nature's power is not always violent, but can be subtle and cunning; like loneliness and fatigue; it is the sailor's constant adversary.
BiggerWaves means
A
BIGGER RISKS
n article in a UK Sunday newspaper alerted the world to the fact that winter waves in the busiest shipping lanes are getting bigger in some cases double.
from breaking wave. Greater movement of the ship accelerates the cargo more and increases the danger of cargo breaking lose. It also increases the possibility of injury to crew.
While most ships are designed to resist all but the most extreme conditions, the findings nevertheless mean that safety margins are now much narrower. British scientists have found that average winter wave heights in the north-east and central Atlantic and in the north Pacific have, over the last 30 years, increased from 2.53m to 4-4.5m. The biggest waves have almost doubled in height to around 9m. Every ship trading to and from north America in the northern hemisphere this winter is thus likely to be affected.
From an owner's point of view the effect of higher waves is to reduce the overall
safety margins of the ship. This includes reduced structural safety margins, reduced cargo-securing margins, and reduced crew safety margins. Masters should ensure that the safety of the crew, the cargo and the ship are paramount and that if, in their opinion, the weather and wave conditions are dangerous, they should navigate their ships to reduce the risks. If this includes slow steaming, or altering course, with the possibilities of delayed arrival in port, then so be it. The effect of the judgement is that, if the master does depart from the charterers orders, he must be able to justify it on reasonable grounds.
An increase in wave heights has a significant effect on ships. All stresses, longitudinal and transverse, can be expected to increase. With increased wave heights comes the increased risk of damage to cargo stored on decks as well as greater water pressure on decks and hatches
Reasonably held safety concerns by the master of a well-found ship will always be upheld by the courts. The master has the rights to navigate his ship to avoid danger. Courtesy SIGNALS / NoE - pg 2 -
Letter to the Master,
Technical alert
Fire danger:
BIMCO - THE SHIPMASTER'S SECURITY MANUAL Every day seafarers and their ships are exposed to security
fuel delivery systems
risks. BIMCO having studied the material
Applicability
Main and auxiliary diesel engines
Information
Leakage from fuel systems has resulted in a number of recent machinery space fires. The causes have been identified as loosening of threaded plugs in main and auxiliary diesel engine fuel delivery systems, resulting in a spray of fuel igniting on contact with the exhaust manifold or turbocharger casing.
issued by the ICS, ISF, IMO, ICC/IMB,
Any leakage is a potential fire hazard and crew should inspect fuel systems on a regular basis. Particular attention should be given to the tightness of connections and more specific checks depending on the type of any plugs fitted.
US Customs, P&I Clubs, Shipowners and others compiled this comprehensive Manual concerning security problems arising from drug smuggling, stowaways, piracy and armed robbery against
Our experience to date indicates that particular care needs to be taken with two types of plugs:
ships, and intended for use
1.
onboard.
'Erosion' plugs on fuel injection pump bodies, which protect the inner surface of the fuel injection pump body from erosion damage caused by the impact of fuel jets during operation.
Because of erosion, these plugs have to be replaced at set intervals, determined by the engine builder, e.g. 16,000 running hours. Engine builders' instructions for these should be strictly followed. Particular attention must be paid to the tightening torque and securing by the fitting of locking wire or equivalent device. 2.
Plugs in 'low' pressure fuel pipe lines from the booster pump, which are fitted for a variety of reasons, e.g. for bleeding purposes.
It is important that proper care is taken when fitting these plugs and they should be secured by fitting a locking device. Courtesy LRS
In the middle of February all our managed vessels received the above Manual. Its prime goal is to provide you with useful insight on the preventive measures which should be implemented onboard, under your direction, as well as the guidelines on actions to be taken when confronted with such problems.
INTERNATIONAL RADIO MEDICAL CENTRE (CIRM) Rome, Italy.
CIRM Information to be given: Ship name & radio identification, CIRM Position, Departure Port and Destination, Patient's nationality The Free Radio medicalCIRM & Age, Information on assistance is provided by the CIRM doctors on (24 hour) duty to sailing ships with sick or injured persons onboard.
breathing-pulse rate temperature -blood pressure, Symptoms, Location and type of Pain, Medicines onboard,
"PREVENTION IS BETTER THAN CURE"
Medicine already administered. Requests to be labeled MEDRAD (or) MEDICO.
Ever since December 2000 CENMAR is
Tel: +39-6-5923 331/2 Fax.: +39-6-5923 333 Tlx: 612068 CIRM I
as issued by ICC/IMB. Please take
Please make a note & hope/wish you never need it.
providing your vessel with a copy of the 'Weekly Piracy Report' the time to carefully read it; pass onto your officers for familiarisation; make it the subject of your next "Safety
The ODESSA INTERMARINE AGENCY Staff in close-link cooperation with CENTROFIN selects and maintains the full crew compliment of their three oil tankers".
The Editor in a much expected cruise to Patagonia. Here with his adorable "Fred Astaire" friends.
Meeting" with all your crew and eventually report it to us on your next D/S-05 Minutes. The shipping industry, as a whole, and the Managers/Owners of your vessel, in particular, are sincerely concerned of your safety onboard, at all times. Should you need any further information or assistance please contact us. Best of luck, The Editor
- pg 3 -
hile the dangers relating to Hydrogen Sulphide (H2S) are not new there is a growing body of evidence suggesting that H2S levels in some crude oils is on the increase. The reason for this apparent increase is unclear.
W
H2S is known to be present in crude oil exported from a number of countries including Iran, Qatar, South America, Mexico, Poland, Latvia, Russia and Turkey. Recently higher than normal amounts have been detected in Brent crude and with the last few days very significant amounts of H2S have been found in the ullage spaces of two tankers loading fuel oil cargo at Jubail in the Arabian Gulf. Vessel operators should remain alert to the dangers posed by the presence of H2S, either within cargoes being delivered or remaining within the residues from a previous cargo. The precautions and procedures described within ISGOTT should be strictly adhered to. The advent of Inert Gas and Closed Loading systems has largely negated the need to open tanks except for non-routine purposes, although reducing tank pressures to near zero for sampling is relatively common practice. Purging for cargo preparation is also common, thus the planned release of the entire tank atmosphere, particularly where unexpectedly high levels of H2S are involved, poses a significant danger to individuals in the immediate and, in some cases, the not so immediate, area. Some countries, particularly in Europe, have already stipulated maximum H2S levels in tanks prior to loading and some terminal operators have reduced their acceptable arrival levels from 10ppm to 5ppm. In view of the above, we believe that it is sensible to encourage all our crude vessels to monitor tank atmospheres and to advise of H2S levels in order that terminal operators may gauge the magnitude of what is clearly a growing problem. In addition, it may be prudent to encourage the monitoring of fuel oil vessels from areas which historically are known to pose a problem, such as Jubail. Regarding measurement, please be aware that while Draeger type tubes provide an accurate indication of H2S levels regardless of whether the tank atmosphere is inerted or not, H2S readings taken with an electronic meter in an inerted atmosphere do not. Masters are asked to take note of the above and to advise operational staff, surveyors and other relevant personnel accordingly.
SAFETY
HYDROGEN SUL
1. H2S Awareness Training Chemical Data Sheet Synonyms of hydrogen sulfide include dihydrogen sulfide, sulfur hydride, sulfuretted hydrogen, "sewer gas," and "stink damp."
2. Description Hydrogen sulfide is a colorless, highly flammable (explosive) and, highly toxic (poisonous) gas. It is shipped as a liquefied, compressed gas. It has a characteristic rotten egg odor that is detectable at concentrations as low as 0.0 2 ppm.
3. Sources/Uses -
5. Properties of Hydrogen Sulfide Warning properties: Undependable; characteristic rotten-egg odor detectable at about 0.02 ppm, but olfactory nerve paralysis occurs in 2 to 15 minutes at 100 to 150 ppm OSHA PEL (Permissible Exposure Limit) = 10 ppm (averaged over an 8-hour workshift) (OSHA : Occupational Safety & Health Administration -USA) OSHA STEL (Short Term Exposure Limit) = 15 ppm (15 minute sample) NIOSH IDLH (Immediately Dangerous to Life or Health) = 300 ppm
Hydrogen sulfide is produced naturally by decaying organic matter and is released from sour crude oil, sewage sludge, liquid manure, sulfur hot springs, and natural gas. It is a byproduct of many industrial processes including petroleum refining, tanning, mining, wood pulp processing, rayon manufacturing, sugar beet processing, and hot asphalt paving.
AIHA ERPG-2 = 30 ppm
4. Routes of Exposure -
Slightly water soluble (0.4% at 20 C)
Inhalation -
Highly flammable and explosive between 4% and 44% (concentration in air) ; may travel to a source of ignition and flash back
Inhalation is the major route of hydrogen sulfide exposure. Nearly all substances that are airborne can be inhaled. The lungs absorb the gas rapidly. Although its strong odor is readily identified, olfactory nerve paralysis occurs at persistent low concentrations and at high concentrations. For this reason, odor is not a reliable indicator of hydrogen sulfide's presence and may not provide adequate warning of dangerous concentrations. Hydrogen sulfide is slightly heavier than air and may accumulate in enclosed, poorly ventilated, and low-lying areas.
Skin/Eye Contract Prolonged exposure to hydrogen sulfide, even at relatively low levels, may result in painful dermatitis and burning eyes. Direct contact with the liquefied gas can cause burns and frostbite. Absorption through intact skin is minimal.
Ingestion Since hydrogen sulfide is a gas at room temperature, ingestion is unlikely to occur.
- pg 4 -
Molecular weight = 34.1 Boiling point (760 mm Hg) = -77 F (-60.6 C) Vapor pressure (67 F) = > 760 mm Hg Vapor density = 1.2 (air = 1)
6. Health Effects 路 Hydrogen sulfide can be rapidly fatal. It can paralyze the respiratory control center in the brain and inhibit cellular respiration. 路 Hydrogen sulfide is a mucous membrane and respiratory tract irritant; pulmonary edema, which may be immediate or delayed, can occur alter exposure to high concentrations.
7. Acute Exposure Acute Exposure Hydrogen sulfide's mechanism of toxicity is similar to that of cyanide inhibition of the cytochrome oxidase system resulting in cellular asphyxia. Metabolic acidosis can occur secondary to anaerobic metabolism.
8. Nervous System Upon exposure to hydrogen sulfide, the central nervous system suffers the most immediate and significant insult. At high concentrations, only a few breaths can lead to
ALERT
LPHIDE (H2S) loss of consciousness, respiratory paralysis, seizures, and death. CNS stimulation may precede significant depression. Stimulation manifests as excitation, tachypnea, and headache; depression manifests as staggering gait, dizziness, and unconsciousness, possibly progressing to respiratory paralysis and death. In addition, olfactory nerve paralysis occurs at 100 to 150 ppm.
9. Respiratory Inhaled hydrogen sulfide affects initially the nasopharynx. Low concentrations (< 50 ppm) can produce rapid irritation of the nose, throat, and lower respiratory tract. Pulmonary manifestations include cough, dyspnea, and hemoptysis. Higher concentrations can provoke bronchitis and pulmonary edema, which may be immediate or delayed for 24 hours or more. Hypoxia may result in cyanosis.
10. Prehospital Management 路 There are no proven antidotes for hydrogen sulfide poisoning. Treatment requires aggressive supportive measures.
Hot Zone -Rescuers should be trained and appropriately attired before entering the Hot Zone. If the proper equipment is not available, or if rescuers have not been trained to use it, call for assistance from a local or regional hazmat team or other properly equipped response organization.
Rescuer Protection Rescuers in the Hot Zone should wear self-contained breathing apparatus (SCBA). Chemical-protective clothing and gloves is not required for brief entry for victim rescue. If prolonged exposure in the Hot Zone is anticipated, chemicalprotective clothing is recommended to prevent dermatitis.
ABC- Airway - Breathing Circulation Quickly establish a patent airway. Stabilize the cervical spine with a collar if trauma is suspected. Administer supplemental oxygen and assist ventilation with a bag-valve-mask device if necessary.
Victim Removal If victim can walk, lead them out of the Hot Zone to the Decontamination Zone. If the victim is unable to walk, remove him or her on a backboard or gurney. If there is no means of transport, carefully drag the victim out.
the Support Zone. For all others, see Basic Decontamination.
Basic Decontamination Remove and double-bag contaminated clothing. Patients who axe able and cooperative may remove their own clothing and assist with basic decontamination. Flush exposed skin and hair with plain water for 2 to 3 minutes. Flush exposed or irritated eyes with plain water or saline for 3 to 5 minutes. Remove contact lenses if present.
Patient Transfer As soon as basic decontamination is completed, move the patient to the Support Zone
Support Zone -Be certain that patients have undergone basic decontamination. Patients who have undergone proper decontamination or who have been exposed to only vapor pose no serious risk of causing secondary contamination. Support Zone personnel require no specialized protective gear in such cases.
11. Emergency Department Management (Hospital) Proceed casualty for further treatment / Laboratory Tests. It is the owners responsibility to supply the protective gear and the master's duty to ensure compliance at all times. H2S detectors with their calibrator unit and the colour-change lapel badges (all with their full operating instructions) is a necessary item onboard.
Potential for Secondary Contamination -
Decontamination Zone --
Victims exposed to only hydrogen sulfide gas do not pose a significant risk of secondary contamination to personnel outside the Hot Zone.
Victims with exposure to only hydrogen sulfide gas and with no skin or eye irritation do not need decontamination. They may be transferred immediately to
- pg 5 -
Dear Master, please contact your operator for further information / assistance.
THE HUMAN FACTOR ...cont'd from pg 1 airlines actively promote joint training of flight deck and cabin crews, together with senior management, technicians and air traffic controllers, in an effort to create a safe operating environment. The day of the macho pilot refusing to accept that others could help him do his job better, is probably long gone. The marine world has, by contrast, a long way to go. Some companies try. Some individuals, against the odds, endeavour to provide effective leadership and one of the driving forces behind the ISM code was the need to involve management in sharing responsibility for what goes on afloat. The Code, which on 1 July 2002 embraces all cargo ships of 500gt and above, plays an important part in trying to address the human factor, but there is suspicion that much of the effort is being directed at getting the paperwork right. The poor man is, once again, being ignored in too many instances. Very little has ever been written on the subject for the man or woman at sea. There is an abundance of academic literature which quickly lapses into
language that leaves the average seafarer totally bewildered, and few will have the foggiest idea what is meant by 'visual/tactile dissimilarity','cognitive aspects of safety','rulebased behaviour','latent conditions and pathogens' or 'non-optimised performanceshaping factors'. What the seafarer needs is a simple explanation about what is meant by human factors so he or she can better understand why it matters, and what needs to be done to improve safety and conditions of service.
This article tries, in a few words, to introduce the human factor to the average mariner. Consider the following unrelated, fictional, situations. You are the master of a suezmax oil tanker attempting to do a good job. You know your business and have had an unblemished record. You have worked for a number of companies and your present managers are no better or worse than many others. You think you are undervalued and you are heartily sick of all the paperwork that constantly piles up on your desk. Your ship is in date for all its surveys, but you know that as soon as you arrive your destination you will be swamped by battalions of surveyors and other officials who will be inspecting/vetting/surveying various aspects of your command. You have just received a satellite phone call saying your mother is dangerously ill. And the chief is on his way up to tell you that the air conditioning in the ratings' accommodation has broken down again. Six months ago you submitted a list of defects and safety concerns to your superintendent but, with a couple of exceptions, you are acutely aware that absolutely nothing has been done about them. And you have just looked
- pg 6 -
People respond to encouragement, good humour, co-operation and fairness. They will work better if they were fed, well rested and get adequate exercise.
out of your cabin window to see you are on the port bow of the ship some 4 points to starboard and about 2 miles away. You have an uncomfortable feeling your officer of the watch is not doing anything about it. You start thinking about coming ashore.
You are a junior engineer officer on a panamax bulk-carrier and you have been with the ship for about 6 months. You like the work, and have the ambition to rise to the top of your profession. But you don't like the chief engineer. You are not sure if the dislike is mutual but, from the moment you first joined, he has done nothing but find fault with everything you do. He has his likes and dislikes about how things should be done, and woe betide you if you fail to pay particular attention to one of his hobbyhorses. He doesn't approve of anyone gossiping in the machinery control room, and you have noticed that whenever he is around, your colleagues tend to stop talking and pretend they are busy. And you have also begun to realize you aren't sleeping very well and are taking something your local chemist at home has recommended. You have just read an article on stress in the Reader's Digest and are horrified to realize you have all the symptoms.
You are the mate on a very well equipped product oil tanker calling frequently at ports with only few days at sea. The morale on board is good. But you have been working a punishing schedule for several weeks. The cycle of watchkeeping, stations, cargo work, and supervising the crew has left you tired, very tired. You know there is no point in making a fuss, nobody pays the slightest attention to you, and the fact that you worked over 84 hours last week is of no interest to anyone. What is particularly worrying is that last night while on watch going down channel, you suddenly found yourself being woken up by the bridge watch alarm sounding. You hadn't meant to fall asleep when you sat down briefly in that comfortable chair, but there is no disputing you did. The most disturbing factor is that having reset the alarm, you went straight back to sleep.
You were messboy and just joined your second ship. You liked the first one, where training was taken seriously and you had a sympathetic leading hand who showed you exactly what to do. After a while you felt on top of the job and part of a team. In your new ship the atmosphere is very different. Training, while still carried out, was not as well supervised, and people did not appear to have as much time to show the newcomers around. You were expected to know. One day soon after you joined, a fire was detected in a part of the galley. It was quickly extinguished, and the damage was slight. The onboard investigation traced the source of the fire to a rice cooker which had been left to boil dry. To your horror, you realized the boiler was in the section you were responsible for. You owned up and, after a while, were informed you were to be dismissed. The rest of the crew was told that the person responsible for 'starting the fire' had been identified and dealt with. What they didn't know was that in this ship the 'off' switch to the boiler was made up exactly opposite to that in your first ship. You left the sea to work in a hotel chain and were talking to a former colleague recently. The switches, it appears, are still set differently in the two ships of the same company. Four very different scenarios based on fictitious characters and circumstances, but many people will recognise some of the ingredients. In the space of four paragraphs about 30 different human factors have been identified, any one of which could be the crucial factor in a chain of circumstances that might lead to an accident. If any one of the factors
People make mistakes because of a number of reasons, and these have been well catalogued in psychological studies. Expressions such as latent error, violations, spatial disorientation, slips and knowledge-based mistakes, feature in the marine accident investigator's lexicon, and it falls to him to identify what these are as he goes about his business. His task, ultimately, is to highlight the reasons for the mistakes and to propose solutions to prevent them happening again. Or he can identify the lessons to be learned and bring them to people's attention. Ultimately, however, we are all in business of creating a safer environment. Each one of us, be it the senior master of a large cruise ship, the third engineer in a ULCC, the mate of a pelagic trawler or the most newly joined deckhand in a small interisland ferry, can do much to achieve this aim. Seafarers, unlike many shore-based job holders, have the distinction that by and large they work and live together in the same small 'box'. We all depend on each other. The crew that pulls together, has common aims, and is happy in its work will have every chance of being in a vessel that is least likely to have an accident. It largely depends on understanding the human factor.
Extracts - Courtesy MAIB
M
CE
C.
TEAMWORK is a lot of people doing what I say.
M AGE ENT I N AN
IN
:) Our Joke:
identified had been different, an accident might have been avoided. People respond to encouragement, good humour, co-operation and fairness. They will work better if they were fed, well rested and get adequate exercise. They will be more effective if they feel people are interested in them and listen to them when things are not right. The shore manager who ignores pleas from sea is almost certainly contributing to things going wrong. The plea might be unreasonable but, by listening carefully and talking the matter through, the pent up resentment that might arise can be resolved. The senior officer who makes himself unapproachable, or who has particular fads, is just as much a contributory factor to an accident as the lazy junior who tries to cut corners. Seafaring is all about TEAMWORK, the ability to get on with colleagues, to socialize with them as well as having mutual respect for their competencies. And it means drawing safety deficiencies to the attention of higher authority without any fear whatsoever of retribution.
NTROF
QUOTATIONS The mark of an educated person is the ability to make a reasoned guess on the basis of insufficient information. Education is : experience, faith, courage, understanding and most of all the ability to think and act. If a man is a gentleman what he knows is quite enough; if he isn't - what he knows is bad for him No guts, no glory The sign of good breeding: velvet at the outside; steel inside. A man is only as big as it takes to lose control of his temper.
MURPHY's LAW Whenever you set out to do something, something else must be done first Everything takes longer than you think The best things in the world are free...and worth every penny of it.
MOTIVATIONAL MESSAGE QUALITY Quality is never an accident; it is always the result of high intention, sincere effort, intelligent direction and skilful execution; it represents the wise choice of many alternatives
SUCCESS The difference between a successful person and others is not lack of strength, not a lack of knowledge, but rather in a lack of will
Last year's Remember our "Photograph Contest" as per Issue 1
- pg 7 -
The finals of the annual photo contest for seafarers are just around the corner and we look forward to receiving many exciting and fine photos with motifs from shipboard life and ports. The final date of entries has been extended to 31 May. Win USD$200 and see your photo published here.
IMO Standards of Training Certification & Watchkeeping (STCW-78/95) for seafarers
IMO
A 1978 International CONVENTION desiring to promote safety of life and property at sea and the protection of the environment established, in a common agreement, the above Standards. Articles I to XVII were agreed and the STCW-78 was born. Since then three Amendments were adopted in 1991, 1994 and 1995 in order to clarify standards, introduce qualifications and broaden career opportunities for seafarers. The 1995 International CONFERENCE, Final Act, adopted the consolidated STCW CODE (Regulations I to VIII, Parts A & B and 14 Resolutions) and the STCW-95 came into being, in our lives and overly discussed. THIS EDITOR HAVING READ the STCW-78 Convention, the STCW-95 Conference, its Resolutions & Code & texts - over 700 odd pages - from front to back and vice versa, many times over;
REGULATION
TABLE SECTION A
Regulation II. DECK Reg II/2 A-II/2 Reg II/1 A-II/1 Reg II/4 A-II/4 Regulation III. ENGINE Reg III/2 A-III/2 Reg III/1 A-III/1 Reg III/4 A-III/4 Regulation IV. GMDSS Reg IV/2 A-IV/2
Regulation V. OIL TANKER Reg V/1 Para 1 V/1 Para 1.2 Reg V/1 Para 2
STCW
RECOGNIZING its paramount importance and the need for strictest compliance; HAVING SERIOUSLY CONSIDERED that as from Feb. 1, 2002 (extended to Aug. 1st 2002) any vessel, inspected by the PSC controllers and found that the seafarers' documents do not conform to the STCW 95 criteria, will be DETAINED; ALSO RECOGNISING that the Master's schedule onboard is too heavily congested and the time available restrains him from going through this exercise too; 1. DECIDES to communicate, in a single page, what he has digested over the last four years; and 2.INVITES his colleagues, in office and onboard, to give their full and complete attention to the plain and brief table below, of the minimum Seafarers requirements, on an Oil tanker.
TITLE
LEVEL
COMPULSORY OR RECOMMENDED
COURSES
Minimum Standard of Competence
Management Operational Support
Compulsory Compulsory Compulsory
SSBT BRM SSBT, MARPOL I Radar Simulator, ARPA Watchkeeping, Maritime English
Minimum Standard of Competence
Management Operational Support
Compulsory Compulsory Compulsory
ERM MARPOL I Watchkeeping, Maritime English
Minimum Standard of Competence
FOR DECK DEPT
Compulsory
GMDSS
Compulsory
GTF Shore-Based Firefighting
Oil Tanker Familiarisation Specialised/Advanced Oil Tanker Training
Management Operational
All Levels Management Pumpman Operational Regulation VI. Emergency, Occupational Safety, Medical Care & Survival Reg VI/1 Para 1 Familiarisation to Shipboard Duties All Levels Reg VI/1 Para 2.1.1 A-VI/1-1 Personal Survival All Levels Reg VI/1 Para 2.1.2 A-VI/1-2 Fire Prevention & Firefighting Reg VI/1 Para 2.1.3 A-VI/1-3 Elementary First Aid Reg VI/1 Para 2.1.4 A-VI/1-4 Personal Safety & Social Responsibility Reg VI/2 Para 1 A-VI/2-1 Survival Craft/Rescue All Levels Boat Reg VI/3 Para 1 A-VI/3 Advanced Firefighting Management Operational Support Reg VI/4 Para 1 A-VI/4-1 Medical First Aid FOR DECK DEPT Operational Management Reg VI/4 Para 2 A-VI/4-2 Medical Care FOR DECK DEPT Management
Compulsory STOT (COW & IGS-CARGO - ETC) Recommended
Compulsory Compulsory
ONBOARD VSL BASIC SAFETY / TRAINING
Compulsory
SURVIVAL CRAFT
Compulsory Recommended Recommended AFF Compulsory MEFA
Compulsory
MEDICAL CARE
M
AGEMENT I N AN
C.
CENTRO-NEWS
NTROF
IN
Wavelength
Articles written in this bulletin do not necessarily reflect the views or policies of CENTROFIN. DISCLAIMER. The contents provided herewith are for general information purposes only; not intended to replace or otherwise contradict the detailed instructions issued by the owners, flag etc.
CE
Athens / Manila / Odessa, prior the seafarer's departure, MUST check and ensure that above are in order and that he also holds, as per STCW-95: (1).- National Certificate of Competency (CoC) (2).- National Endorsement Attesting CoC (3).- Flag StateEndorsement Attesting Recognition of National CoC
Editor: Cmdr Nicholas A. Iliopoulos Staff Captain Manning & Training Tel: +30.(0)108983305 Fax: +30.(0)108983231 E-mail: nai@centrofin.gr Design-Production : Paradox Adv. +30.(0)106560832 www.paradox.com.gr