Circular 1
ENG
Circular 2 ENG
通函一：海员证 – 巴西（From SOE）
继1月份和2月份的通函，巴西移民局对非ILO C108成员国的海员做出了明确规定，即不允许持有非ILO C108合约签署国签署的海员证或护照的船员上岸。附上所有ILO C108合约签署国供参考。具体参考通函一。
通函二：商船军备 – 南非（From SOE）
“由于印度洋海域的海盗日益猖獗，越来越多的商船在船上配备了保安和枪械弹药。通常情况下，保安人员在船舶经过东非海岸的’高危区’之后离船，但武器和枪械将随船航行至最终目的地方才被卸离”。这些存放在船上的枪械弹药给船东带来了一系列的问题，比如有两名船长因违反《南非枪械管理法》被逮捕和起诉。按照南非警方的要求，在船舶到达南非港21 日前应向有关部门申请批准入境，同时还应提供其它相关档协助证明。申请一经批准，船舶在南非靠泊后，船长可安排将枪械和弹药交存南非警方保管于锁柜。而将于船舶离港一小时前退回船上。现在可以明确的是，对于违反2000 年第6 号法令《南非枪械管理法》第73条和第120 条规定的船长，南非警方将对其进行逮捕并起诉。
《国际船舶和港口设施保安规则》所规定的通关时间仅为96 小时。因此，就21 天如此长申请期间向警队上校提出质疑，希望重新考虑和审核该期间的长度。现随通知附上南非警方所列出的相关要求，并正在仔细检查其是否符合法规的规定。若符合，则该等规定是否已经公报并依据南非法律的规定生效实施。请尽快将上述情况通知贵会成员，并予以告知，所有欲进入南非港口的配备枪械弹药的船舶应向南非警方申请许可。如果船舶配备枪械弹药但未获得南非警方签发的入境许可，船长将被逮捕和起诉，从而造成航程的延误。具体来讲，对船长的起诉、罚款和拘留处罚是根据具体情况严重和程度来确定，罚款金额为50,000 兰特至100,000 兰特以上不等，船长将被起诉并背负一项犯罪记录。现如上所述，正仔细研究南非警方的要求的合法性，以及南非警方是否拥有合法权利执行上述要求。在上述问题明确之前，建议贵会成员按照上述要求行事，若存在任何疑问请及时与我们联系。请参考通函二。
通函三：关于提高拖轮操作安全意识的指引（From SOP）
欧洲拖轮协会(ETA)和欧洲引水员协会(EMPA)共同发表了关于提高拖轮操作安全意识的指引。鉴于附件过大，可能跟日常操作关系不是很大，因此我们不在这里发送附件。有需要的客户可以联系我们，我们将另函发送该指引。
通函四：油污案中的托管存款—巴西（From UK）
最近在一起污染案中，一审法院判决设定了赔偿的金额。根据巴西法律，可预见船东应当会对此提出抗辩。然而，在上诉法院审理该案件之前，联邦检察官提出了”临时执行法院判决”的请求，认为上诉申请并不消除该判决的效力。请参考通函四。
Club Circulars 15 April 2011 – ALCO
Circular 1: Brazil – Restrictions upon Crew Members Disembarking & Going Ashore (from SOE)
The instruction issued by the Brazilian Immigration Authority indicates that no longer allows crew members in possession of a seaman’s book or passport issued by Countries that have not signed ILO Convention 108 to be disembarked or to go ashore. Details please refer to attached circular 1.
Circular 2: South African Requirements Regarding Armaments on Merchant Vessels (from SOE)
” Due to the upsurge in piracy activity in the Indian Ocean region, there has been a large increase in the number of merchant vessels that are carrying security guards, guns and ammunition. Often, the security guards disembark the vessel after the vessel has transited the “hotspot” area off East Africa but the guns remain on board, only to be removed at final destination.” The issue of guns and ammunition remaining on board vessels is creating problems for Owners and this week, in South Africa, two masters were arrested and charged under the South African Firearm Control Act. Details please refer to circular 2.
Circular 3: JOINT ETA-EMPA GUIDELINES ON DESIGN AND LAYOUT OF HARBOUR TOWAGE EQUIPMENT (from SOP)
In 2009 the European Tug Association (ETA) and the European Maritime Pilots’ Association (EMPA) discussed the operational problems that both pilots and tugboat operators increasingly experience when handling the ever-growing ship types in European ports.
The aim of the debate was to establish a common position on “Best Practice” for both pilotage and towage services and to raise awareness with all parties involved (crews, tugboat Masters, pilots) in order to enhance the safety and efficiency of tugboat operations. This has resulted in a joint paper being developed entitled “JOINT ETA-EMPA GUIDELINES ON DESIGN AND LAYOUT OF HARBOUR TOWAGE EQUIPMENT”. It is envisaged that ETA/EMPA will distribute this paper to a wide selection of maritime and/or regulatory bodies for their review.
We understand that some aspects of this paper may not be relevant to the daily operations of some of our Members. We are not going to send to all clients. If you are interested in it, please feel free to let us know and we will send a copy to you directly.
Circular 4: Escrow deposit in case of oil pollution – Brazil (from UK)
The Club has received word from our correspondents in Brazil regarding information from legal advisers concerning the intervention of the Federal Prosecutor in a recent oil pollution claim that may have set a precedent and have substantial consequences in the future handling of pollution cases in Brazil. Details please refer to circular 4.
