Initiatives to
overcome problems caused by defective lifesaving and fire safety equipment
Australia?s port state control body, the Australian Maritime Safety Authority (AMSA) has joined the push for expanded and improved International Maritime Organisation (IMO) guidelines for the servicing and maintenance of lifeboats, launching appliances and on-load release gear.
Concern about the unacceptable number of accidents related to this equipment had prompted a push for a revision of the guidelines originally devised in 1993. Amended arrangements expected to come into force on 1 January 2006 call on manufacturers of life saving equipment to expand their global network of accredited maintenance personnel to enable ship operators to meet the expanded guidelines.
AMSA has advised ship operators to liaise with relevant manufacturers to ensure they would be offered Australian representation. Where the relevant manufacturer could not provide such cover, AMSA would authorise a local organisation to conduct the work.
The guidelines stipulate that routine maintenance and weekly and monthly inspections of equipment should be supervised by a senior ship?s officer with other inspections conducted by the manufacturer?s representative. Shipping companies must maintain up to date records of inspections, servicing and repairs while the manufacturer?s representative is required to issue statements confirming lifeboat arrangements are fit for purpose.
AMSA?s latest annual report showed defective lifesaving and fire safety equipment were the main reasons for ship detentions at Australian ports.
AMSA?s chief executive officer, Clive Davidson, said that the recent increase in detentions reflected the introduction of new seafarer qualification requirements in early 2002, AMSA?s Focused Inspection Program and improved targeting of higher risk ships.
He said the rise in ship detentions was not due to a decline in the quality of ships visiting Australia because the number of deficiencies found per ship was falling. "The average number of deficiencies found per ship inspection continued its downward trend from 4.3 in 1998 to 2.6 in 2002," Davidson said. "Despite the relatively small proportion of ships detained, there are still some ship owners, flag states and classification societies unable or unwilling to ensure ships meet international safety and environment protection standards."
AMSA?S report found that ?loadline? deficiencies had dropped over the last five years, from 1,327 detected deficiencies in 1998 to 652 in the last period. It stated that such an improvement may improve maintenance of those areas being fostered by implementation of the ISM Code.
AMSA surveyors have expanded their inspections to include the ship?s crew competency and familiarity with the safety and pollution free operation of their ships. A majority of deficiencies identified under the SOLAS operational category were related to abandon ship drills and muster list which were important elements of ship safety in the event of a mishap on board. Higher deficiencies were also related to GMDSS equipment.
Davidson said AMSA?s Focused Ship Inspection campaign targeted specific ship operational issues such as bridge visibility, MARPOL (Inter-national Convention for the Prevention of Pollution from Ships) related equipment and crew competency standards. The first campaign for 2003 ran between 1 April and 30 June and looked at the maintenance, testing and reporting of navigational equipment, the provision and maintenance of charts and publications and voyage planning and recording.
Australia?s enforcement of the MARPOL convention involved focused inspection campaigns to ensure the proper operation of a ship?s machinery space oily water separator.
AMSA would scrutinise oil record books, oily water separators, pipe work, flanges and associated areas including wear patterns which pointed towards a cover up of unscrupulous practices such as removal of fittings or fresh painting. Suspected cases of improper use of the oily water separator could result in ship detention while further inquiries were conducted.
In addition, Davidson said that world events such as the loss of the tanker Prestige off Spain, and subsequent worldwide reaction, were closely monitored to see how they could impact on Australia. Part of AMSA?s response to the Prestige incident had involved raising the inspection rate for single hull oil tankers to 100%.
