Søndag 4. juni var viet en konferanse om kabotasje, mens det mandag og tirsdag var Seafarers' Section Conference.
Som styremedlem av Maritime safety Committee holdt undertegnede et innlegg om de endringer som først ønskes i IMO-sirkulæret angående ETO og høyspent, samt generell endring i STCW-konvensjonens definisjoner omkring 1. maskinist og ETO.
Innlegget tok for seg de endringer som ble gjort i 2010, og de språkproblemer en opplever, samt manglende definisjoner. Dette er faktorer som gjør det vanskelig å få lik praktisering av regelverket verden over, både for de seilende, flaggstater og havnestatskontroll. Endringen vil også medføre at regelens tekst om at alle som arbeider om bord skal ha gyldige sertifikater skal sjekkes, ikke bare de som er oppført i bemanningssertifikatet.
Forslaget er slik:
Define High Voltage and who needed this knowledge
Table A- III / 2 Standard of competence
4. The level of knowledge of the subjects listed in column 2 of table A-III/2 shall be sufficient to enable the candidate to serve in the capacity of chief engineer officer or second engineer officer.*
* The relevant IMO Model Course(s) may be of assistance in the preparation of courses.
High Voltage in the STCW is where 1000V AC/DC or above voltage is generated, distributed or transformed.
Ref. table A-III/1,1 d. (High-voltage installations), A-III/2 Electrical, electronic and control engineering at the management level and A-III/6 (High - voltage technology)
Videre må følgende i rødt endres i selve konvensjonen (og tas inn i den norske utgaven hvor den mangler helt!):
Mandatory standards regarding provisions of the annex to the STCW Convention
CHAPTER I - Standards regarding general provisions - Section A-I/1
Definitions and clarifications
1 The definitions and clarifications contained in article II and regulation I/1 apply equally to the terms used in parts A and B of this Code. In addition, the following supplementary definitions apply only to this Code:
.1 Standard of competence means the level of proficiency to be achieved for the proper performance of functions on board ship in accordance with the internationally agreed criteria as set forth herein and incorporating prescribed standards or levels of knowledge, understanding and demonstrated skill;
.2 Management level means the level of responsibility associated with:
.2.1 designated and assigned duties of persons serving as master or chief mate or chief engineer officer or second engineer officer on board a seagoing ship, and
.2.2 ensuring that all functions within the designated area of responsibility are properly performed;
.3 Operational level means the level of responsibility associated with:
.3.1 designated and assigned duties of persons serving as officer in charge of a navigational or engineering watch or as designated duty engineer for periodically unmanned machinery spaces or as radio operator or electro-technical officer on board a seagoing ship, and
.3.2 maintaining direct control over the performance of all functions within the designated area of responsibility in accordance with proper procedures and under the direction of an individual serving in the management level for that area of responsibility;
.4 Support level means the level of responsibility associated with performing assigned tasks, duties or responsibilities on board a seagoing ship under the direction of an individual serving in the operational or
Det ble nå vedtatt å gå videre med forslaget, som først har vært behandlet i en rekke komiteer siste 1, 5 år, etter en kort plenumdiskusjon.
Det tas sikte på at man i februar neste år skal få inn den første presiseringen i Guidance for Parties, Administrations, port State control authorities, recognized organizations and other relevant parties on the requirements of the STCW Convention, 1978, as amended . Mens den siste ved neste hovedrevisjon av STCW i 2020.
Onsdag deltok fagsjefen i MSC Steering Group, hvor også krav om uttalelse for såkalte autonome skip ble ivaretatt. Dette dokument skal endelig legges frem for ITF's høyeste organ på møtet i Stockholm i uke 26.
Uttalelsen er slik:
In discussing automation a distinction should be made between autonomous ships and unmanned or remotely controlled ships. Autonomous ships utilise automation to supplement on board decision making or manage repetitive routine tasks. Unmanned or remotely controlled ships utilise automation to permit shore based operators to monitor and control ship board functions.
The following statements, assumptions and proposed actions are an attempt to bring clarity to the discussion.
1. Automation will continue to evolve based on economic feasibility, acceptance of risk, regulations and safety.
2. Automation may continue the trend of ship board manning reductions. However, it is believed that vessels trading internationally will continue to carry a crew per convention. It is also believed that changes to manning may occur much more rapidly in some domestic waters.
3. Changes to tasks and skill sets are currently being evaluated by academic institutions and companies. Ship board tasks may change and require new skill sets driving new training regimes.
1. The business model and age of the current world fleet suggests that in the future decisions and actions may be performed automatically with human supervision on board ships. High impact decisions are implemented in a way to give crew the opportunity to intercede and over-ride them.
2. Assumption number 1 would suggest that all crew members will need skills that align with navigation, engineering, electrical and electronic competencies.
3. Existing regulations and conventions will be evaluated to determine if changes are needed.
1. After a review of the tasks and skill evaluations, proposals will be submitted to the IMO during the STCW review in 2020.
2. Additionally, the following inputs are from the Ship Automation Working Group:
Establish a media strategy with a consistent message to be used to promote the ITF
position on automation;
Continue the information gathering regarding the costs of an automated ships vs conventional ships;
Create a vision message for ITF affiliates to ensure they are informed about the threat represented by automation to their membership, highlighting the likely international and national development of the proposed autonomous ships;
Create rebuttal arguments to the manufacturers message regarding the benefits of autonomous ships; and
Engage with the ITF Legal Department to ensure they become part of the AWG and assist/advise on the legislative, regulatory and legal implications of autonomous ship's development.
Odd Rune Malterud Fagsjef email@example.com