Source: http://opleid.info/policy-rule-safety-seagoing-vessels.html
Timestamp: 2018-08-16 04:52:59
Document Index: 374979154

Matched Legal Cases: ['Art. 40', 'Art. 40', 'Art. 40', 'Art. 40', 'Art. 52', 'Art. 56', 'Art. 56', 'Art.42', 'Art. 42', 'Art. 3', 'Art. 40', 'Art. 40', 'Art. 3', 'Art. 19', 'Art. 19', 'Art. 19', 'Art. 19', 'Art. 3', 'Art. 19', 'Art. 19', 'Art. 3', 'Art. 9', 'Art. 1', 'Art. 3', 'Art. 11', 'Art. 13', 'Art. 13', 'Art. 3', 'Art. 1', 'Art. 7', 'Art. 9', 'Art. 9', 'Art. 11', 'Art. 3', 'Art. 13', 'Art. 13', 'Art. 13', 'Art. 13', 'Art. 13', 'Art. 40']

Dovnload 175.58 Kb.
Grootte 175.58 Kb.
Article 2. Ship security
Article 3: Inspection of falls
The Head of the Shipping Inspectorate, as per Article 4:81, first paragraph of the General Administrative Law Act (Algemene wet bestuursrecht),
Article 1. Application of resolutions and circulars issued by the International Maritime Organisation (IMO)
In the application of the regulations, codes and mandatory resolutions under or pursuant to the Ships Act in execution of the SOLAS treaty1, further implementations, interpretations and recommendations will be enforced as worded in the resolutions and circulars issued by the International Maritime Organisation listed in the tables 1.1 to 1.11 below.
Table 1.1 SOLAS general
Resolution/circular
SOLAS: all chapters and various codes
SB 2004 Art. 40 first paragraph, 41 first and second paragraph, 42, 50, 52, 56 and 57.
Table 1.2 Construction – Structure, subdivision and stability, machinery and electrical installations
(SOLAS Ch. II-1)
Unified interpretations to SOLAS Ch. II-1 and XII and to the technical provision for means of access for inspections, as amended by MSC/Circ.1197
SOLAS chapter II-1 and XII various regulations
SB 2004 Art. 40 first paragraph and 41 first and second paragraph
MSC/Circ.966
IACS unified interpretation of “prototype test” (Emergency Towing Arrangements on Tankers)
SOLAS chapter II-1 regulation 3-4
SOLAS chapter II-1 regulations 4 to 25 (=Part B)
MSC/Circ.541
Guidance notes on the integrity of flooding boundaries above the bulkhead deck of passenger ships for proper application of regulations II-1/8 and 20, paragraph 1, of the SOLAS 1974 convention as amended.
SOLAS chapter II-1 regulations 8 and 20.1
SOLAS chapter II-1 regulation 8.5
MSC/Circ.755
SOLAS chapter II-1 regulation 20-1
SOLAS chapter II-1 regulation 20.4
MSC/Circ. 1158
SOLAS chapter II-1 regulation 22
MSC/Circ.706
SOLAS chapter II-1 regulations 23, 23-1 and 25-8
MSC/Circ.998
SOLAS chapter II-1 regulation 25-8
SOLAS chapter II-1 regulations 25-1 to 25-10 (= Part B1)
MSC.76(69)
SOLAS chapter II-1 regulation 28
SOLAS chapter II-1 regulation 23-3 and chapter XII, regulation 12
Table 1.3 Ship construction – Fire protection, fire detection and fire extinction (SOLAS Ch. II-2)
UI of SOLAS chapter II-2, the FSS Code, the FTP Code and related fire test procedures
SOLAS chapter II-2 various regulations, FSS Code, FTP Code various paragraphs and Res. A.754(18)
UI of SOLAS chapter II-2 and fire test procedures referred to in the FTP Code.
SOLAS chapter II-2 regulations 3.34, 9.2.4.2.5, 9.3.1, 10.7.1.4, 19.3.2,
Res. A.754 and FTP Code
Unified interpretation of the term “first survey” referred to in SOLAS regulations II-2/1.2.2.2, V/19.1.2.2, V/19.2.4.2.2 and V/20.1.2
SOLAS chapter II-2 regulation 1.2.2 and chapter V regulations 19.1.2, 19.2.4 and 20.1.2
MSC/Circ.799
SOLAS chapter II-2 regulation 1.6.2.1
Revised guidelines for inert gas systems, as amended by circular MSC/Circ.387
SOLAS chapter II-2 regulations 1.6.5 and 4.5.5 and FSS Code paragraph 15.2.1
Clarification of inert gas system requirements under SOLAS 1974, amended
SOLAS chapter II-2 regulations 4, 9, 10 and 13
SOLAS chapter II-2 regulations 4.5.3.3 and 9.7.1.1
SOLAS chapter II-2 regulation 10.5.6
SOLAS chapter II-2 regulations 13.3.4 and 13.4.3
SOLAS chapter II-2 , regulation 13.7.4
for ships built before 1-1-2004
SOLAS chapter II-2 regulation 15.2.4
for ships built after 1-1-2004
MSC/Circ.608; rev 1
Interim guidelines for open top container ships
SOLAS chapter II-2 regulation 19
MSC/Circ.729
SOLAS chapter II-2 regulation 20.3.1
SOLAS chapter II-2 regulation 20.6.1 *)
MSC/Circ.582;
Guidelines for the performance and testing criteria, and surveys of low expansion foam concentrates for fixed fire extinguishing systems
FSS Code paragraphs 6.2.3 and 14.2.2
FSS Code paragraph 14.2.2
Table 1.4 Life-saving appliances and arrangements (SOLAS Ch. III)
MSC/Circ.1206
SOLAS chapter III regulations 19.3.3, 20 an 36
SB 2004 Art. 40 first and second paragraph, 41 first and second paragraph
SOLAS chapter III regulation 20.7
LSA Code paragraphs 4.1.5, 4.4.7 and 4.4.8
LSA Code paragraph 4.4.1.4.
Table 1.5 Radiocommunications (SOLAS Ch. IV)
SOLAS chapter IV regulation 15
SOLAS chapter IV regulation 15.9.
SOLAS chapter IV regulation 15.7
Table 1.6 Safety of navigation (SOLAS Ch. V)
SB 2004 Art. 40 first paragraph, 41 fifth paragraph and 42 second paragraph
Principles of safe manning, as amended by resolution A.955(23)
SOLAS chapter V regulation 14 (and STCW Code)
SOLAS chapter V regulation 15
SOLAS chapter V regulation 20
SOLAS chapter V regulation 23.1
Table 1.7 Carriage of cargoes (SOLAS Ch. VI)
Code of Safe Practice for Cargo Stowage and Securing (CSS Code), as amended by circulars MSC/Circ.664, MSC/Circ.691, MSC/Circ.740, MSC/Circ.812 and MSC/Circ.1026.
SOLAS chapter VI regulations 1 and 5.1
SB 2004 Art. 52
Table 1.8 Carriage of dangerous goods (SOLAS Ch. VII)
SOLAS chapter VII and IBC Code, various regulations
SB 2004 Art. 56 first paragraph and 57 first paragraph
IBC Code paragraphs 8.3.2 and 8.3.3.2 and IGC Code paragraph 8.2.10
SB 2004 Art. 56 first paragraph and 57 first and third paragraph
Table 1.9 Safety measures for high-speed craft (SOLAS Ch. X)
SOLAS chapter X regulation 2.2 and 2000 HSC Code, various regulations
SB 2004 Art.42 second paragraph
HSC Code paragraph 9.1.5
SB 2004 Art. 42 second paragraph
Table 1.10 Special measures to enhance maritime safety (SOLAS Ch. XI)
MSC.136(76)
for installation before 1 July 2004
SOLAS chapter XI-2 regulation 6
EU Regulation 725/2004, Art. 3
for installation after 1 July 2004
MSC/Circ 1190
MSC Circ. 1156
Guidance on the access of public authorities, emergency response services and pilots on board ships to which SOLAS Chapter XI-2 and the ISPS Code apply.
SOLAS chapter XI-2 various regulations and ISPS Code, various provisions
Table 1.11 Additional safety measures for bulk carriers (SOLAS Ch. XII)
MSC.79(70)
SOLAS chapter XII regulation 2
SB 2004 Art. 40 first paragraph, 41 first paragraph and 53 third paragraph
MSC.89(71)
SOLAS chapter XII regulations 4.2 and 5.2
SB 2004 Art. 40 first paragraph, 41 first paragraph en 53 third paragraph
This Article uses the following abbreviations based on the original, English-language text of the ISPS Code:
The following national policy rule is applied to supplement the information in table 1.10 in order to secure vessels against terrorism, piracy, crime and vandalism.
2.1 Certification for registration of existing ships in the Netherlands
Basis: EU Regulation 725/2004, Art. 3, first, second and third paragraph
The following methods should be utilised for registering existing ships in the Netherlands, in compliance with ISPS Code volume A, Art. 19.4.1:
If the company remains the same: The existing SSP must be approved and verified by a RSO accredited by the Netherlands and according to Dutch norms. If the RSO has recently approved and verified the SSP for another flag, then an inspection of the specific Dutch interpretations is sufficient. If the ship passes this inspection and verification, it can be issued with a long-term certification in compliance with ISPS Code volume A, Art. 19.2.1 (no interim).
If a new company takes control of the ship:The entire normal ISSC procedure must be completed on the basis of which a long-term certificate can be issued. Portions of the old SSP can be reused if they are suitable for the new situation. They will then be re-evaluated by the RSO in the new context.
If necessary and provided that the conditions, specified in Art. 19.4.2 of volume A of the ISPS Code, are met, the RSO may issue a temporary certificate according to Art. 19.4.1 of volume A of the ISPS Code.
2.2 Certification of newly built ships
Basis: EU Regulation 725/2004, Art. 3, first, second en third paragraph
The entire routine ISSC procedure must be completed for newly built ships, on the basis of which a long-term certificate can be issued. If necessary and provided that the conditions, specified in Art. 19.4.2 of volume A of the ISPS Code, are met, the RSO may issue a temporary certificate according to Art. 19.4.1 of volume A of the ISPS Code.
2.3 Changes to previously approved SSPs and security equipment
Basis: EU Regulation 725/2004, Art. 3 first, second, third and fifth paragraph
Each proposed change as intended in ISPS Code volume A, Art. 9.5 and ISPS Code volume B, Art. 1.12 that affects the degree of security of the ship, is to be reported by the CSO to the appropriate RSO. The CSO must state the consequences of the proposed changes. The RSO decides whether the change may be implemented, and if so, under what conditions. Each change should result in at least the same level of security. If the changes require the approval of the RSO, the relevant pages in the SSPshould be certified by the RSO.
Table 2.1 lists the changes that require the approval of the RSO under any circumstances, as well as the manner in which the RSO should conduct the evaluation.
Changes that do not require the approval of the RSO may be approved in writing by the captain or the SSO and the CSO. The statement of approval, signed by the CSO, should be included in the SSP and the relevant pages in the SSP should be initialled by the SSO or captain. These changes will then be evaluated by the RSO during the next planned verification.
Table 2.1 Changes to an SSP that require the RSO’s approval under all circumstances
Relevant section of the SSP
Procedure for confirming a change in the security level.
Security measures to be taken for security levels 2 and 3
Reporting of security incidents to the CSO, Flag State, Port and Coastal Authorities
Frequencies for testing or calibrating security equipment
Drills and exercises and safety briefings
Audits of the security measures and the SSP, including the frequency of the audits
SSP review process
Records (what, how, and where are they kept)
Procedures to prevent unauthorised persons from viewing the SSA, SSP and the records
Identification of restricted areas and their applicable times
Access protocols and other procedures (including searches) applicable to restricted areas
Procedure for use of security equipment (incl. cameras)
Deck lighting and access points
Watch procedures and access control at all security levels
Arrangements pertaining to security assistance from the shore (incl. patrol boats, guards)
Maintenance procedures for security equipment
Ship Security Alert System (SSAS): all related issues, such as type, location of activation points, receiver, etc., with exception of the frequencies (see 4)
Explanation of evaluation method:
1. Evaluation based on records
2. Evaluation based on records and verification on board
2* Evaluation based on records and verification on board (if feasible)
2.4 Training and education of the CSO
Basis: EU Regulation 725/2004, Art. 3, first, second, third and fourth paragraph
The CSO must possess the expertise and skills necessary to perform the tasks required by ISPS Code volume A, Art. 11 (ISPS Code volume A, Art. 13.1). To this end CSOs must be able to prove that they have completed a training in conformity with ISPS Code volume B, Art. 13.1.
2.5 Internal evaluations (reviews/audits) of the SSP
Basis: EU Regulation 725/2004, Art. 3, fifth paragraph
In order to comply with ISPS Code, volume B, Art. 1.12 and 9.2.6, the SSP must be subject to at least one internal evaluation (review/audit) in between two intermediate or renewal verifications.
The access control as specified in ISPS Code volume A, Art. 7.2.2 need not necessarily be executed using a permanent gangway watch; other methods are also permitted, including a watch on the bridge, personnel on deck or security cameras. The intention is that there is constant supervision of who comes on board and that persons who wish to gain access to the ship are approached immediately and asked to produce proof of identity and the reason for their presence.
2.7 Searching individuals who wish to board the ship
Without prejudice to the captain's responsibilities as conform SOLAS XI-2, regulation 8.2, the frequency for searching people who wish to gain access to the ship is determined as follows per security level, in compliance with ISPS Code volume A, Art. 9.4, and volume B, Art. 9.15:
Level 1: as considered necessary by the SSO or the CSO
Level 2: a random selection of at least 1 in 10 people and at least one actual search per port of call.
Level 3: everyone.
2.8 Contact for questions pertaining to the SSAS alarm if the CSO is on board
ISPS Code volume A, Art. 11.1 permits the CSO to be an officer on board the ship. If the shipping company has chosen this option, then it must have a permanent point of contact on shore that the Coast Guard Centre (Kustwachtcentrum) can contact in the event of an SSAS alarm, as it is not recommended to contact the ship directly in the event of a covert alarm. (See also MSC/Circ. 1073 Measures to Enhance Maritime Security; Directives for maritime rescue co-ordintation centres (MRCCS) on acts of violence against ships).
This point of contact can be the shore contact as required by the registration legislation, but it may also be another organisation or person.
The shipping company and the party concerned must have a contract that states that the point of contact must be available at all times to provide assistance in the event of an alarm and must be able to provide the authorities with as many relevant details about the ship concerned as possible (including the ship type, cargo, position, crew number, hazardous materials present, etc.).
The contact information should be reported to the Transport and Water Management Inspectorate (Inspectie Verkeer en Waterstaat), which will pass on the information to the Coast Guard Centre (Kustwachtcentrum).
2.9 Drills and exercises
Basis: EU Regulation 725/2004, Art. 3, first, second, third and fifth paragraph
According to the ISPS volume A, Art. 13.4 and volume B, Art. 13.6, drills test the ship's security system and are held on board. The SSO is responsible for their execution.
According to the ISPS volume A, Art. 13.5, exercises test the company's security system and the effective co-ordination and implementation of the SSPs. They are held each year, with intervals of not more than 18 months, as per ISPS volume B, Art. 13.7. The organisation of these exercises is the responsibility of the company (in this case the CSO), in line with the ISM system. An exercise always involves (if applicable) more than one, but not necessarily all of the company's ships. Reports on the exercise are then distributed over the company's entire Dutch-registered fleet and kept on board. The lessons learned from the exercise are to be applied to the entire Dutch-registered fleet. Government bodies may also be involved in exercises.
If a company participates in an exercise organised by a national or foreign government body, this counts as the annual exercise required by ISPS volume B, Art. 13.7. The reports and lessons learned must then also be distributed and applied throughout the company's Dutch-registered fleet.
Basis: SOLAS chapter III, regulation 20.4
SB 2004 Art. 40 and 41
In inspecting falls, the following phenomena should be considered defects that require replacement of the falls and/or the end connections:
serious corrosion;
distortion or damage to individual strands of the fall or the entire fall;
disruption of the fall construction;
any other deviation that affects the strength or wear-resistance of the fall.
an end connection that is not as strong as the connection provided by the original supplier. An end connection by means of cable clamps is not permitted.
The fall, including the end connection, is in compliance with the requirements of the supplier of the launching appliance.
The captain or the owner of the ship may submit certain parts of the fall indicated by authorised parties to a pull test. If those parts pass the pull test, then the fall needs not be replaced.
Article 4 Determination of the number of immersion suits on board of cargo ships
Basis: SOLAS chapter III, regulation 32.3.3
Watch station is understood to mean (SOLAS Ch. III, reg. 7.2.1.2) ‘bridge, engine control room and any other manned watch station’.
Work station is understood to mean: any location on board where work is done repeatedly for a prolonged period of time while at sea.
The required number of immersion suits is determined as follows:
Number of suits=
Total number of persons for which life-saving appliances are provided according to the (International) Safety Certificate
The required immersion suits for ‘watch or workstations which are located remotely from the place or places where immersion suits are normally stowed’
For the remotely located watch or workstations as mentioned above the following numbers are applied:
2 immersion suits on the bridge plus
2 immersion suits in the engine control room plus
2 immersion suits close to every remotely located survival craft station (as meant in SOLAS chapter III regulation 31.1.14) on the fore and aftship (in addition tot the required lifejackets according to SOLAS, Ch. III, regulation 7.2.1.2) plus
On other watch or workstations, if applicable, a sufficient number of immersion suits depending on the number of persons usually present.
On non-convention ships without Engine Control Room (eg. small tugboats), where normally no personnel is present in the engine room while at sea, it will usually suffice to have immersion suits for the total number of persons for which life-saving appliances are provided according to the Safety Certificate plus 2 extra suits on the bridge.
The policy rule regarding the inspection of falls (Government Gazette 2003, no. 37) has been repealed.
This policy rule is cited as: Policy Rule Safety Seagoing Vessels
This policy rule will be published with explanatory notes in the Government Gazette and will enter into force on the second day following the date of the Government Gazette in which it was published.
Head of the Shipping Inspectorate
Maritime security regulations for ships under the Dutch flag are determined in large part by international bodies. The foundations are formed by the SOLAS 1974 Treaty. Over the past few years, the Dutch government has had the stated goal of significantly simplifying maritime regulations and co-ordinating them with international and European frameworks. The intention is to get rid of the 'national headings' as much as possible. The implementation of the first portion of the Ships Decree 2004 as of 1 January 2005 (SB 2004) is one result of this. A system of dynamic referrals enables international agreements to be implemented immediately and amendments are automatically included in Dutch legislation.
At the detail level, the treaties and Codes often permit discretionary action by the ship's flag state.
Due to the goal of co-ordinating regulations as much as possible with international decisions, the Netherlands is very hesitant to utilise this space for more detailed national legislation and regulations. The government has left this freedom to use at the discretion of the Head of the Shipping Inspectorate as much as possible, in order to customise the execution of these regulations in conjunction with the ship owner.
The reality of supervision has shown that the maritime sector requires clarity as to the manner in which the Head of the Shipping Inspectorate will utilise this freedom of action. With the introduction of the SB 2004, the sector was promised that an inventory would be held of all resolutions and circulars published by the IMO that can be used to delimit the open norms in the treaties.
This policy rule meets this demand. An interpretation or measure different from the policy rule may be permitted if it can be adequately proven that the generally applicable regulation has been met in such a way as if the policy rule had been applied. The same level of security or environmental protection must be preserved.
The policy rule largely involves certification of ships and organisations. The certification has largely been delegated to recognized organiations (classification societies), who issue certificates on behalf of the Head of the Shipping Inspectorate. The policy rule is therefore an important guideline for these classification societies. If further interpretation is necessary in addition to this policy rule, the IACS interpretations can be applied.
Maritime regulations are not static. Technical developments follow one another in quick succession. The International Maritime Organisation regularly publishes new recommendations and guidelines that can then be reflected in new policy rules.
Therefore amendments to this policy rule will frequently be implemented.
The policy rule is a part of the regulatory framework that is published as a service to the user on the Internet by the Traffic and Water Management Inspectorate in the EasyRules programme (http://www.ivw.nl).
The IMO publishes many resolutions and circulars with non-mandatory instruments and interpretations to regulations. These generally have widespread international support and play an important role in forming internationally-accepted uniform standards and work methods. It is Dutch government policy to follow these publications as much as possible. Article 1 lists the non-mandatory instruments that the Head of the Shipping Inspectorate uses as policy rule.
They have been published in a table, grouped according to their legal basis: the chapters of the SOLAS treaty. In the last two columns, the basis is specifically stated with reference to the relevant provision of the treaty or code and the reference to the provision in the national legislation that requires compliance to that part of the treaty/code in the Netherlands.
The complete text of the documents listed can be found in EasyRules on the Transport and Water Management Inspectorate's website (http://www.ivw.nl).
The regulations with respect to ship security contain many elements that require further measures by the national governments. Over the past few years, many of these measures have been determined in co-operation with the sector. These are listed in Article 2.
This article provides further explanation of the SOLAS provisions regarding fall maintenance. This is the result of a number of accidents that have occurred during handling of rescue boats and a decision of the Maritime Court of the Netherlands. Poor condition of the falls was considered to be one of the causes of these accidents.
The Dutch government has reported to the IMO on how the inspections deal with this (published by the IMO as SOLAS SLS.14/Circ. 113 of 22 April 1993. Equivalent arrangement accepted under regulation I/5 – Maintenance of falls – Statement by the Government of the Netherlands).
This policy rule clarifies which criteria will be applied in inspecting falls.
On entering in force by july 1st 2006 of the amended SOLAS Chapter III, regulation 32.3.3 more then one interpretation turned out to be possible. Article 4 makes clear which interpretation is used by Head of the Shipping Inspectorate.
1 The treaty signed in London on 1 November 1974 for the safety of lives at sea (Treaty Series 1976, 157) and the attendant binding protocols, annexes and appendices.