With effect from January 1, 2012, all ships should exchange ballast water before entering the Mediterranean Sea or after leaving the Mediterranean Sea to meet the regulation D-1 standard of the Ballast Water Convention. Exchange should be carried out at least 200 nautical miles from land and in waters at least 200 metres deep. The sequential, flow through or dilution methods of ballast water exchange are accepted as meeting the D-1 standard.
In situations where this is not possible (because the ship will have to deviate from its intended voyage; because exchange will delay the ship; or for safety reasons) exchange should be undertaken before entering the Mediterranean Sea area, or after leaving the Mediterranean Sea area, as far from the nearest land as possible, and in all cases in waters at least 50 nautical miles from the nearest land and at least 200 metres deep.
The purpose of this Marine Safety Alert is to increase awareness and reiterate general guidance on fuel systems and fuel switching safety in an effort to prevent propulsion losses. After a noted decrease, there has been a recent increase in the number of reported loss of propulsion incidents on deep draft vessels within the Eleventh Coast Guard District. Coast Guard studies and review of marine casualties indicate that lack of maintenance and testing of certain systems, including fuel oil systems, is one of the leading causes of propulsion failures. Advanced planning and careful fuel system management are critical to safely switching fuels. This is especially important if fuel switching is not routine practice.
Applicability All shipbuilders, owners and operators
Information Wilhelmsen Ships Service (WSS), a manufacturer of EEBD-sets, has contacted Lloyd’s Register to advise that fake EEBD-sets have been found in service. On receipt of a batch of EEBD-sets for annual inspection, it was discovered that the bags and EEBD-sets were fake copies of the Unitor/MSA type Uniscape 15H.
We have been further advised that the fakes do not work as they are supposed to and will create an extremely dangerous situation for the user when they are needed for escape.
Based on information received from the Swedish Maritime Authorities and recent reports from Norwegian ship-owners, the Norwegian Maritime Directorate (NMD) hereby issues a safety alert concerning buoyancy issues on life buoys.
The eighteen member Authorities of the Tokyo MOU will embark on a concentrated inspection campaign (CIC) on Harmful Substances (Marine Pollutants) Carried in Packaged Form in accordance with MARPOL Annex III, SOLAS Chapter VII and the IMDG Code. The three-month campaign will start on September 1, 2010 and end on November 30, 2010.
Applicability All shipowners, operators and charterers Highlighted requirements which will take immediate effect when the Revised MARPOL Annex VI enters into force on July 1, 2010.
Reducing risk of collisions with whales avoiding collisions prevents damage to ships, and injuries to passengers, crew and whales.
the International Maritime Organization (IMO) is developing detailed guidance in a leaflet, for minimizing the risk of collisions between ships and whales.
The leaflet gives a brief summary of some things to consider as described here bellow:
Reducing risk of collisions with whales avoiding collisions prevents damage to ships, and injuries to passengers, crew and whales. From the office of the Belgium IWC Commissioner Chair, Ship Strikes Working Group.
The following is a Safety Alert issued by the U.S. Coast Guard:
Dangers Associated with Automatic Channel Switching on Digital Selective Calling (DSC) Equipped VHF Marine Radios
It has come to the Coast Guard's attention that an automatic channel switching feature found on certain models of Digital Selective Calling (DSC) equipped VHF marine radios may create an unintended hazard by automatically switching from a working channel that might be in use at the time to Channel 16 when the VHF marine radio receives a DSC distress alert, distress alert acknowledgment or other DSC call where a VHF channel number has been designated.
Transas has recently drawn the attention of ECDIS users to a warning published by UKHO in its Notices to Mariners, concerning an issue with the use of electronic navigation charts.
The warning reads: “Mariners are advised of a potentially serious issue that has come to light relating to the way ECDIS displays and operates with some shoal soundings.
The Westpac Life Saver Rescue Helicopter and Australian Maritime Safety Authority Rescue Coordination Centre – Australia (RCC) are urging the community to dispose of their old distress beacons responsibly and not throw them in the bin or activate them to flatten the battery.
The NTSB is convinced that if all EPIRBs transmitted position data, more lives could be saved. The NTSB therefore recommends that the Federal Communications Commission take the following action: For commercial vessels required to carry 406-MHz emergency position-indicating radio beacons (EPIRBs), mandate that those EPIRBs broadcast vessel position data when activated. (M-10-1)
The Port of Trieste has advised that, with effect from 3 March 2010, vessels using fuels with a sulphur content exceeding 0.10% by mass (in contravention of EU Directive 2005/33/EC) will be prosecuted with fine of between Euros 15,000 and 150,000 (usually 30,000 for the first offence).
This safety alert serves as a reminder to vessel Owners / Operators, Port Captains / Engineers, crewmembers, and marine inspection personnel of the importance of properly maintaining and repairing vessel electrical systems including those located in inaccessible or confined areas. In this casualty, a young mariner employed onboard a Great Lakes bulk carrier was electrocuted while working in a dark and confined cargo tunnel beneath the ship's cargo holds. Another crewmember discovered the fallen mariner, went to his aid and received an electric shock sustaining a serious injury.
The Coast Guard recognizes that many vessel owners choose to place of decorative lights onboard their vessels during the Holiday season. The Coast Guard strongly reminds vessel owners not to illuminate such lights during routine navigation unless operating in a Holiday boat parade or when the vessel is secured dockside.
Port state control inspectors of member states of the Paris MOU and the Tokyo MOU carried out a Concentrated Inspection Campaign (CIC) on lifeboat launching arrangements between September 1 and November 30, 2009.
The 27 member authorities of the Paris MoU carried out 5,749 inspections. During each inspection vital points of SOLAS Chapter III, ISM and the LSA Code requirements were verified.
The purpose of this Marine Safety Alert is to increase awareness and reiterate general guidance on fuel systems and fuel switching safety in an effort to prevent propulsion losses. After a noted decrease, there has been a recent increase in the number of reported loss of propulsion incidents on deep draft vessels within the Eleventh Coast Guard District. Coast Guard studies and review of marine casualties indicate that lack of maintenance and testing of certain systems, including fuel oil systems, is one of the leading causes of propulsion failures. Advanced planning and careful fuel system management are critical to safely switching fuels. This is especially important if fuel switching is not routine practice.
Applicability All shipbuilders, owners and operators
Based on information received from the Swedish Maritime Authorities and recent reports from Norwegian ship-owners, the Norwegian Maritime Directorate (NMD) hereby issues a safety alert concerning buoyancy issues on life buoys.
The eighteen member Authorities of the Tokyo MOU will embark on a concentrated inspection campaign (CIC) on Harmful Substances (Marine Pollutants) Carried in
Paris MoU Press release regarding their updated Black, Grey and White Flag lists which will take effect from 1st July 2010.
Applicability All shipowners, operators and charterers Highlighted requirements which will take immediate effect when the Revised MARPOL Annex VI enters into force on July 1, 2010.
Reducing risk of collisions with whales avoiding collisions prevents damage to ships, and injuries to passengers, crew and whales.
The following is a Safety Alert issued by the U.S. Coast Guard:
Transas has recently drawn the attention of ECDIS users to a warning published by UKHO in its Notices to Mariners, concerning an issue with the use of electronic navigation charts.
The Westpac Life Saver Rescue Helicopter and Australian Maritime Safety Authority Rescue Coordination Centre – Australia (RCC) are urging the community to dispose of their old distress beacons responsibly and not throw them in the bin or activate them to flatten the battery.
The NTSB is convinced that if all EPIRBs transmitted position data, more lives could be saved. The NTSB therefore recommends that the Federal Communications Commission take the following action: For commercial vessels required to carry 406-MHz emergency position-indicating radio beacons (EPIRBs), mandate that those EPIRBs broadcast vessel position data when activated. (M-10-1)
The Port of Trieste has advised that, with effect from 3 March 2010, vessels using fuels with a sulphur content exceeding 0.10% by mass (in contravention of EU Directive 2005/33/EC) will be prosecuted with fine of between Euros 15,000 and 150,000 (usually 30,000 for the first offence).
This safety alert serves as a reminder to vessel Owners / Operators, Port Captains / Engineers, crewmembers, and marine inspection personnel of the importance of properly maintaining and repairing vessel electrical systems including those located in inaccessible or confined areas. In this casualty, a young mariner employed onboard a Great Lakes bulk carrier was electrocuted while working in a dark and confined cargo tunnel beneath the ship's cargo holds. Another crewmember discovered the fallen mariner, went to his aid and received an electric shock sustaining a serious injury.
The Coast Guard recognizes that many vessel owners choose to place of decorative lights onboard their vessels during the Holiday season. 
Port state control inspectors of member states of the Paris MOU and the Tokyo MOU carried out a Concentrated Inspection Campaign (CIC) on lifeboat launching arrangements between September 1 and November 30, 2009.