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USCG Archives - SHIP IP LTD

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USCG NOAD Schema

As part of ongoing efforts to enhance maritime domain awareness, we continue to improve handling of essential data contained within Notices of Arrival and Departure (NOAD). On Tuesday, 13 November 2018, an updated NOAD schema, versioned 3.6, will be released and will contain various schema improvements, updates to our ports list and retirement of the NVMC workbook as a means of submission for Outer Continental Shelf (OCS) NOAs.

Please note that while every effort is being made to ensure all information is accurate as of this posting, there exists the possibility for additional changes as needed or at the direction of the program office. Any such changes or additions will be made available as soon as they are provided to or identified by the NOAD team.

Schema Change Details

Standard Schema Update Changes

  • NOTICE/NOTICE_DETAILS/VERSION will be “3.6”

Element Case Name Changes

  • NOTICE/Source changes to NOTICE/SOURCE
  • NOTICE/Source/Organization_Name changes to NOTICE/SOURCE/ORGANIZATION_NAME
  • NOTICE/Source/Software_Application_Name changes to NOTICE/SOURCE/SOFTWARE_APPLICATION_NAME
  • NOTICE/Source/Software_Application_Version changes to NOTICE/SOURCE/SOFTWARE_APPLICATION_VERSION
  • NOTICE/Source/Contact changes to NOTICE/SOURCE/CONTACT
  • NOTICE/Expansion changes to NOTICE/EXPANSION
  • NOTICE/Expansion/Data_Field changes to NOTICE/EXPANSION/DATA_FIELD
  • NOTICE/Expansion/Data_Field/Name changes to NOTICE/EXPANSION/DATA_FIELD/NAME
  • NOTICE/Expansion/Data_Field/Data_Type changes to NOTICE/EXPANSION/DATA_FIELD/DATA_TYPE
  • NOTICE/Expansion/Data_Field/Data_Content changes to NOTICE/EXPANSION/DATA_FIELD/DATA_CONTENT

Element Removals

  • NOTICE/VESSEL/ISM_CODE element is being removed

Element Relocations

  • The element NOTICE/CREW_LIST/CREW/LONGSHOREMAN_WORK_DECLARATION, which currently appears at the end of the CREW section is being relocated to be the SECOND element in the CREW section. This will place it between NOTICE/CREW_LIST/CREW/POSITION and NOTICE/CREW_LIST/CREW/LAST_NAME

Addition of String Length Limitations

  • NOTICE/VOYAGE/VOYAGE_TYPE will have a maximum length restriction of 100 characters added
  • NOTICE/VESSEL/ID_TYPE will have a maximum length restriction of 50 characters added
  • NOTICE/VESSEL/CLASS will have a maximum length restriction of 100 characters added
  • NOTICE/VESSEL/TYPE will have a maximum length restriction of 100 characters added
  • NOTICE/VESSEL/SUBTYPE will have a maximum length restriction of 100 characters added
  • NOTICE/VESSEL/FLAG will have a maximum length restriction of 255 characters added
  • NOTICE/VESSEL/FLAG_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/VESSEL/CLASS_SOCIETY will have a maximum length restriction of 100 characters added
  • NOTICE/VESSEL/COMP_CERT/AGENCY will have a maximum length restriction of 100 characters added
  • NOTICE/VESSEL/SFTYMGMT_CERT/AGENCY will have a maximum length restriction of 100 characters added
  • NOTICE/VESSEL/ISSC/ISSC_TYPE will have a maximum length restriction of 30 characters added
  • NOTICE/VESSEL/ISSC/INTERIM_ISSC will have a maximum length restriction of 35 characters added
  • NOTICE/VESSEL/ISSC/RSO will have a maximum length restriction of 255 characters added
  • NOTICE/VESSEL/OCE will have a maximum length restriction of 30 characters added
  • NOTICE/ARRIVE_DEPART/ARRIVE/PORT_OR_PLACE will have a maximum length restriction of 150 characters added
  • NOTICE/ARRIVE_DEPART/ARRIVE/STATE will have a maximum length restriction of 50 characters added
  • NOTICE/ARRIVE_DEPART/DEPART/PORT_OR_PLACE will have a maximum length restriction of 150 characters added
  • NOTICE/ARRIVE_DEPART/DEPART/STATE will have a maximum length restriction of 50 characters added
  • NOTICE/ARRIVE_DEPART/NEXT_PORT/NEXT_PORT_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/ARRIVE_DEPART/NEXT_PORT/NEXT_PORT_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/ARRIVE_DEPART/NEXT_PORT/NEXT_PORT_STATE will have a maximum length restriction of 50 characters added
  • NOTICE/ARRIVE_DEPART/NEXT_PORT/NEXT_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/ARRIVE_DEPART/NEXT_PORT/NEXT_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/ARRIVE_DEPART/LAST_PORT/LAST_PORT_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/ARRIVE_DEPART/LAST_PORT/LAST_PORT_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/ARRIVE_DEPART/LAST_PORT/LAST_PORT_STATE will have a maximum length restriction of 50 characters added
  • NOTICE/ARRIVE_DEPART/LAST_PORT/LAST_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/ARRIVE_DEPART/LAST_PORT/LAST_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/CDC_LIST/CDC/DESTINATION_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/CDC_LIST/CDC/DESTINATION_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/CDC_LIST/CDC/DESTINATION_STATE will have a maximum length restriction of 50 characters added
  • NOTICE/CDC_LIST/CDC/DESTINATION_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/CDC_LIST/CDC/DESTINATION_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/PREVIOUS_FOREIGN_PORT_LIST/PREVIOUS_FOREIGN_PORT/PREVIOUS_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/PREVIOUS_FOREIGN_PORT_LIST/PREVIOUS_FOREIGN_PORT/PREVIOUS_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/PREVIOUS_FOREIGN_PORT_LIST/PREVIOUS_FOREIGN_PORT/PREVIOUS_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/PREVIOUS_FOREIGN_PORT_LIST/PREVIOUS_FOREIGN_PORT/PREVIOUS_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/CREW_LIST/CREW/POSITION will have a maximum length restriction of 50 characters added
  • NOTICE/CREW_LIST/CREW/NATIONALITY will have a maximum length restriction of 255 characters added
  • NOTICE/CREW_LIST/CREW/NATIONALITY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/CREW_LIST/CREW/COUNTRY_RESIDENCE will have a maximum length restriction of 255 characters added
  • NOTICE/CREW_LIST/CREW/COUNTRY_RESIDENCE_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/CREW_LIST/CREW/ID_TYPE will have a maximum length restriction of 100 characters added
  • NOTICE/CREW_LIST/CREW/ID_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/CREW_LIST/CREW/ID_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/CREW_LIST/CREW/EMBARK_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/CREW_LIST/CREW/EMBARK_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/CREW_LIST/CREW/EMBARK_STATE will have a maximum length restriction of 50 characters added
  • NOTICE/CREW_LIST/CREW/EMBARK_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/CREW_LIST/CREW/EMBARK_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/CREW_LIST/CREW/DEBARK_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/CREW_LIST/CREW/DEBARK_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/CREW_LIST/CREW/DEBARK_STATE will have a maximum length restriction of 50 characters added
  • NOTICE/CREW_LIST/CREW/DEBARK_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/CREW_LIST/CREW/DEBARK_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/NONCREW_LIST/NONCREW/NATIONALITY will have a maximum length restriction of 255 characters added
  • NOTICE/NONCREW_LIST/NONCREW/NATIONALITY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/NONCREW_LIST/NONCREW/COUNTRY_RESIDENCE will have a maximum length restriction of 255 characters added
  • NOTICE/NONCREW_LIST/NONCREW/COUNTRY_RESIDENCE_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/NONCREW_LIST/NONCREW/ID_TYPE will have a maximum length restriction of 100 characters added
  • NOTICE/NONCREW_LIST/NONCREW/ID_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/NONCREW_LIST/NONCREW/ID_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/NONCREW_LIST/NONCREW/EMBARK_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/NONCREW_LIST/NONCREW/EMBARK_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/NONCREW_LIST/NONCREW/EMBARK_STATE will have a maximum length restriction of 50 characters added
  • NOTICE/NONCREW_LIST/NONCREW/EMBARK_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/NONCREW_LIST/NONCREW/EMBARK_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/NONCREW_LIST/NONCREW/DEBARK_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/NONCREW_LIST/NONCREW/DEBARK_COUNTRY_CODE will have a maximum length restriction of 2 characters added
  • NOTICE/NONCREW_LIST/NONCREW/DEBARK_STATE will have a maximum length restriction of 50 characters added
  • NOTICE/NONCREW_LIST/NONCREW/DEBARK_PORT_NAME will have a maximum length restriction of 150 characters added
  • NOTICE/NONCREW_LIST/NONCREW/DEBARK_PORT_CODE will have a maximum length restriction of 5 characters added
  • NOTICE/NONCREW_LIST/NONCREW/SECONDARY_ID_TYPE will have a maximum length restriction of 100 characters added
  • NOTICE/NONCREW_LIST/NONCREW/SECONDARY_ID_COUNTRY will have a maximum length restriction of 255 characters added
  • NOTICE/NONCREW_LIST/NONCREW/SECONDARY_ID_COUNTRY_CODE will have a maximum length restriction of 2 characters added

 

SOURCE READ FULL ARTICLE CLICK HERE


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Notice of Arrival/Departure (NOAD)

NEW NOAD WORKBOOK VERSIONS RELEASED 12TH JUNE 2018
NOAD WORKBOOK VERSION 7.5.1
and
OUTER CONTINENTAL SHELF (OCS) VERSION 1.5.1

 

Overview:
The United States Coast Guard (USCG) at Title 33 Part 160 of the U.S. Code of Federal Regulations
requires that ships arriving to and departing from a port (or OCS) in the United States file a NOA/D with
the NVMC. There are three methods available for filing NOA/D, which are:

1. Emailed submission of either of the latest two published NVMC Workbooks located at
www.nvmc.uscg.gov under the Downloads Tab and sent to enoad@nvmc.uscg.gov .

2. Via the NVMC eNOAD website.

3. Via Third-party application submissions conforming to standards found at www.nvmc.uscg.gov under the Developer Tab and sent to enoad@nvmc.uscg.gov. This option pertains to XML submissions made by means of third party software.

Current NOA/D Workbooks:

The current new versions of the workbook may be downloaded via the USCG’s NVMC website:
www.nvmc.uscg.gov where you can click the “Downloads” button followed by the “NOAD Workbook”
button on the left side of the page.

There are two new versions of Workbooks, as follows:

1. For ships arriving or departing US Ports: Version 7.5.1dated 12th June 2018

2. For ships operating in the US OCS – Oil and Gas Fields: Version 1.5.1 dated 12th June 2018

 

The official NVMC XLS workbook for submitting a Notice of Arrival/Departure (NOAD). This updated workbook contains corrections for port lists not populating when the country of Georgia is selected. It is requested that the worksheets/workbook are completed electronically and sent via email or imported into the eNOAD Web Application. Alteration of the official workbook will result in significant delays in processing.

 

SOURCE DOWNLOAD NEW WORKBOOKS


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Concentrated inspection – Different PSC regimes have announced their concentrated inspection campaigns (CICs) for auxiliary machines starting 1 June and for MARPOL VI from 1 September. The US Coast Guard carries out a CIC from May 2018 to 2019 on open lifeboats of US-flagged ships.

 

CICs are periodical inspections that focus on a specific topic. They are carried out during routine PSC inspections, with an additional checklist, for a period of three months. A brief summary:

1. Black Sea MoU, Indian Ocean MoU, Paris MoU, Tokyo MoU CIC on MARPOL VI starting on 1 September

The CIC will start in these PSC regimes on 1 September and last until 30 November. The additional questionnaire is expected to be published at the beginning of August to raise awareness for compliance with requirements on the prevention of air pollution from ships. Once the additional questionnaire is published, we will issue an additional news.

The goal of the CIC is to check the actual status of ships regarding conformity with air pollution prevention requirements. It also aims to enforce awareness of new maximum limits for sulphur in ship fuel oil, which will enter into force on 1 January 2020.

Usually, this additional questionnaire for the CIC focuses on the main deficiencies in the area(s) found during previous years. World statistics for the last three years show main deficiencies related to incinerator and record book of engine parameters (with deficiency code):

  • (14206) Record book of engine parameters
  • (14608) Incinerator including operations and operating manual
  • (01124) International Air Pollution Prevention Certificate (IAPP)
  • (14611) Ozone-depleting substances
  • (01125) Engine International Air Pollution Prev. Cert.
  • (01328) Ship Energy Efficiency Management Plan
  • (14610) Operational procedures for engines or equipment
  • (01138) International Energy Efficiency Certificate
  • (14604) Bunker delivery notes
  • (14615) Fuel changeover procedure

The majority of detainable deficiencies for DNV GL-classed vessels are related to the incinerator and sulphur content/quality of fuel used (deficiency codes 14617 and 14607).

Considering the above deficiencies, we assume the questionnaire items will mainly be related to operational questions and certificates or manuals. In particular, the ship-specific fuel changeover procedure is assumed to be targeted. In some ports, fuel samples may be taken and analyzed on short notice.

Another relevant topic is related to the cooling mediums from freezers and air condition plants and the related documentation, recorded as ozone-depleting substances (deficiency code 14611).

We would like to remind you that all these operational deficiencies are often related to the Safety Management System (SMS) and will likely trigger an ISM-related deficiency, especially in case of numerous or repeated deficiencies.

 

SOURCE DNV-GL


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MARITIME CYBER RISK !

The insurance losses and liabilities arising from cyber risks is an increasing area of focus for both shipowners and their insurers, argues Mr. Adrian Durkin, Director (Claims) and Mr. Colin Gillespie, Deputy

Potentially owners may be exposed to gaps in cover arising from cyber incidents – an unsatisfactory situation in today’s connected world. For example, an owner’s hull and machinery insurance may contain a cyber risk exclusion which mirrors, or is derived from, institute clause 380.

There are also cyber exclusions in war risk policies that relate to computer viruses. The war risks clause is derived from market clause 3039. Many other market insurance policies specifically exclude losses or liabilities arising as a result of cyber risks.

Why is Cyber Excluded?

Cyber risks present a range of issues for insurers. Cyber risks are relatively new – claims data relating to these risks is quite limited. Another difficulty is that cyber security is not yet well established in the maritime industry. The sheer complexity of the information technology, operational technology and internet available across the industry also presents a challenge, as does the potential for cyber problems to spread quickly across the globe. As a result the likelihood, extent and costs associated with claims involving cyber risks are difficult to calculate and potentially significant, hence the reluctance to offer cover.

It is in an owner’s interests to scrutinise their various policies in order to identify potential gaps in their insurance cover. It is possible to close the gaps by working with insurers and brokers. This may require owners to demonstrate that they have robust cyber risk management practices in place both ashore and afloat. An additional premium may be payable. The market is responding to these risks – albeit slowly.

P&I Cover for Cyber Risks

The International Group of P&I Clubs’ poolable cover does not exclude claims arising from cyber risks.

This means that club members benefit from the same level of P&I cover should a claim arise due to a cyber risk, as they would from such a claim arising from a traditional risk. As always cover is subject to the club rules.

While there are currently no internationally agreed regulations in force as to what constitutes a prudent level of cyber risk management or protection, this does not mean that owners, charterers, managers or operators of ships can ignore the need to take proper steps to protect themselves in the belief that their club cover will always respond.

If a claim with a cyber element arises, an owner may need to demonstrate that they took all obvious steps to prevent foreseeable loss or liability. As more and more potential cyber risks are being identified, clubs will expect to see the operation of sensible and properly managed cyber risk policies and systems both ashore and on vessels.

MARITIME CYBER RISK

Don’t delay – act now

Barely a month goes by without news of a major cyber-attack affecting a large or high profile commercial or government entity. Cybercrime is a rapidly growing global threat in all industries and the maritime supply chain is vulnerable as the problems experienced by Maersk in 2017 have demonstrated. In that incident problems ashore had a knock on effect on vessels, highlighting the fact that as marine transport operations become more connected, the more chance there is of problems impacting across the system both ashore and afloat.

The authorities and large charterers are concerned about the risk to operations ashore and afloat and are taking steps to drive change in the industry. Actively managing cyber risks is now both a commercial and compliance priority.

Cyber Risks & ISM Code

The IMO’s Maritime Safety Committee (MSC) has confirmed that cyber risks should be managed under the ISM Code.

Resolution MSC.428(98) affirms that an approved safety management system should take into account cyber risk management and encourages administrations to ensure that cyber risks are appropriately addressed in safety management systems no later than the first annual verification of the company’s Document of Compliance after 1 January 2021.

TMSA 3

Cyber risk management has been included in TMSA 3 under elements 7 and 13. KPI 7.3.3 includes cyber security as an assigned responsibility for software management in the best practice guidelines. Under element 13 cyber security is specifically identified as a security threat to be managed. It seems clear that the oil industry has recognised the need for action from tanker owners and is encouraging action through commercial pressure via TMSA 3. For tanker operators the time to act is already here.

Rightship Inspections

Cyber risk management now forms part of Rightship inspections and a company’s cyber security maturity may be one aspect dry bulk charterers will take into account.

A Daunting Task?

The prospect of dealing with cyber security will be daunting for many shipping companies. It’s new, involves things that may not be fully understood, and most of us are not likely to have received any formal training in such risks.

What is a definite plus is that shipping companies will be very familiar with the risk management framework suggested by the IMO Guidelines on Cyber Risk Management and industry Guidelines on Cyber Security Onboard Ships. We can also use the experience gained in other sectors of industry that have already put cyber security systems in place.

2021 is not far away, but the potential for cyber risks to result in losses or liabilities is clearly already upon us.

Cyber risks can affect almost every part of a shipping company. There will be lots to do to identify risks and vulnerabilities and to take steps to prepare for, and respond to, cyber threats. It’s time for us all to act.

By Adrian Durkin, Director (Claims) & Colin Gillespie, Deputy Director (Loss Prevention), North P&I Club


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Activating a Vessel Response Plan
U.S. Coast Guard sent this bulletin at 01/23/2018 02:15 PM EST
The following information is provided to clarify activation of a vessel response plan (VRP), and
when and how deviation from listed response resources may occur.
An increasing number of responses in which VRPs have been used, have resulted in confusion as
to what action taken activates a VRP. Activation is not defined in 33 CFR Part 155.
When a Coast Guard FOSC is told that a VRP has been activated, the assumption is that certain resources identified in the plan have been consulted or mobilized. Once a VRP is activated, the resources identified in the plan must be used unless a deviation is approved by the FOSC.
The implications of VRP activation are significant and a clear understanding of what action activates a VRP is
essential. Failure to activate a plan quickly or failure to use pre-contracted resources can result in
delayed response and exacerbate potential environmental damages.
A VRP must be activated once the vessel’s Master has determined on board resources and
personnel cannot meet the needs of an actual or potential incident. VRP activation occurs when
the person in charge of the vessel contacts the Qualified Individual (QI) identified in the VRP.
The QI and alternate QI are defined in regulation as having the authority to mobilize resources
and consultative services identified in the VRP and to act as the liaison with the FOSC.
Contacting the QI and/or alternate QI activates the VRP.
The QI then assess the situation through consultative services and mobilizes response resources identified in the VRP if the incident
requires.
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