Worldwide there are approximately 3,000 merchant ports and the work of the Harbour Master can vary widely from country to country and from port to port even within the same country.
From the above based in Lisbon we learn that on 29 January, a kick-off meeting got underway for the development of a Handbook on European Cooperation on Coast Guard Functions.
Further, it was reported that EMSA and the EU agency for law enforcement cooperation, Europol, are to cooperate more closely together following the signature of a working arrangement by their respective executive directors on 18 December last.
EMSA reports that it has established a new dispersant stockpile associated with its Equipment Assistance Service (EAS) in the Adriatic Sea at Ravenna (Italy)
And EMSA’s service of Remotely Piloted Aircraft Systems is being used by the Spanish maritime safety agency SASEMAR in the southern province of Huelva for the purpose of identifying and monitoring oil spills as well as for additional assistance during search and rescue missions.
The first European Conference on Transport Cybersecurity was held in EMSA’s premises in Lisbon on 23 January, gathering 170 representatives from across the various transport modes.
Finally, EMSA has implemented and certified a Quality Management System covering the visits to member states and the inspection of Recognised Organisations and non-EU country compliance with STCW requirements (V&I QMS) since 2016.
More details on these stories can be found in EMSA Newsletter No 167, February 2019, here: http://www.emsa.europa.eu/news-a-press-centre/external-news/item/3454-newsletter-february-2019.html
Information provided here is taken from www.emsa.eu ©
On 21 October the Australian Maritime Safety Authority issued a new Marine Notice reminding shipowners, operators, masters, crews, recognised organisations, marine pilots and pilotage providers of the obligation to provide safe pilot transfer arrangements.
AMSA notes with concern that since November 2017 several pilots’ lives have been placed at risk, in six separate incidents where man ropes have parted or its securing point has failed. In addition, AMSA regularly receives reports and complaints about non-compliant pilot transfer arrangements.
Shipowners, operators, masters and crews are reminded that pilot transfer arrangements, including pilot ladders, must comply with Marine Order 21 (Safety and emergency arrangements) 2016 (MO21). MO21 implements Australia’s obligations under the International Convention for the Safety of Life at Sea (SOLAS) Chapter V Regulation 23.
Pilot transfer arrangement standards
Whenever a pilot or other person embarks or disembarks from a ship by ladder, they entrust their safety to the pilot transfer arrangements provided by the ship and the pilot boat crew.
Requirements in SOLAS V/23 are the minimum standards for equipment installed and arrangements for pilot transfers on ships on or after 1 July 2012. The IMO standards can be found in IMO Resolution A.1045(27) Pilot transfer arrangements and IMO Resolution A.1108(29) Amendments to the Recommendations Pilot Transfer Arrangements (Resolution A.1045(27)).
SOLAS V/23.2.3 also states that a pilot ladder shall be certified by the manufacturer as complying with V/23 or with an international standard acceptable to the Organization and refers to ISO 799:2004 Ships and marine technology – pilot ladders.
Compliance with this particular provision of SOLAS V/23 can be met when a manufacturer has certified that the pilot ladder complies with either of the above standards, noting they are not identical.
Paragraph 10.1 of Part A of the International Safety Management Code (ISM) requires that vessel operators establish procedures to ensure that a ship is maintained in conformity with the relevant rules and regulations, including pilot transfer arrangements. Such procedures should include regular inspections of the pilot transfer arrangement and storage of such equipment when not in use.
It was reported on 22 October that Kenya Ports Authority (KPA) is examining the possibility of providing shore power to ships calling at the ports of Mombasa and Lamu. Here the aim is to reduce CO2 emission levels at these ports, which handle the majority of Kenya’s international shipping.
Authorities are said to be currently collecting data on port traffic, energy requirements and current energy consumption at the ports in a project is being supported by the IMO.
At IMO statistics indicate that ships contribute between 2% and 3% of greenhouse gas (GHG) emissions in the world. By cutting their engines while in port this will provide a small but definitive drop in GHG emissions but importantly also with the port and city system.
If the use of shore power is found to be economically acceptable, the next step will be an examination of the necessary infrastructure that will be required to provide shore power to ships at their berths in the respective ports.