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112 RECOMMENDATIONS 4.3.8 Establish Emergency Response Mechanisms Along the Waterway RECOMMENDATION Feasibility study for the Member Countries to establish emergency-response mechanisms along the waterway to respond to navigation accidents, oil spills and security-related incidents along the Mekong River. CHALLENGE Member Countries have either no or very limited emergency-response mechanisms to monitor inland and navigation activities and respond to security incidents, navigation accidents, oil spills and other major incidents. Early-warning, notification and emergency-response systems should be enhanced in all the Member Countries taking into account in existing national policies, National Disaster Committees, ASEAN Disaster Response Preparedness and other regional agreements. The Member Countries are currently drafting Water Quality Emergency Procedures and it will be important that transport of storage and dangerous goods are included. In Viet Nam, the Central Rescue Centre is in Ho Chi Minh City and there is no dedicated rescue centre covering inland waterways in the Mekong Delta. Priority areas in the Mekong Delta will recommend that further emergency response is established for oil spill response and navigational emergencies on the Mekong and Bassac Rivers. Emergency response in Cambodia is very limited and there is no procedure to deal with emergency situations involving cross-border transport. Thailand and Lao PDR have limited emergency response for navigational accidents and oil spill pollution. Following security incidents in the Upper Mekong, the People's Republic of China is playing a more active role in monitoring of waterways to increase security. This could be extended to environmental protection, waterway safety and emergency response. Taking into account the current navigation activities and transport of dangerous goods in the Member Countries, emergency-response units could be established at: • Chiang Saen Port II in Thailand, to respond to emergencies in the Upper Mekong, including Chiang Kong and Huay Xay; • Luang Prabang in Lao PDR to focus on waterway emergencies, passenger and cruise vessels; • Phnom Penh Port in Cambodia; and • Can Tho or My Tho in Viet Nam to complement the Central Rescue Unit in Ho Chi Minh City. Consultations indicated the need for a Central Rescue Unit in the Mekong Delta. In terms of mitigating trans-boundary pollution and incidents it could also be worth considering an emergency response unit at the Cambodia-Viet Nam border area. Establishing emergency response mechanisms in the Member Countries will be a significant outcome and require a detailed feasibility study and further investments in institutional strengthening, capacity building and equipment. 4.3.9 Standard Accident Reporting and Recording System RECOMMENDATION Member Countries should develop a standard accident reporting and recording system for navigation accidents, oil spills, security related and other incidents.
CHALLENGE WATERWAYS 113 Accurate accident data is not presently available for IWT in the Member Countries. However, reports from local authorities and communities confirm that there have been accidents resulting in oil spill pollution, loss of cargo, fires and other incidents. A standard accident reporting and recording system should be implemented to ensure the effective investigation of incidents, to prevent any reoccurrence and to share lessons learned throughout the inland waterborne transport sector. An accident recording database should be established to enable accurate incident data for analysis to highlight trends and priority areas for developing safety and environmental measures to mitigate risks. The standard accident system can be used to record incidents related to oil spills, loss of cargo, injuries, fatalities, fires, security related and other incidents. In transport and definitely in inland shipping worldwide, the use of Information and Communication Technology (ICT) is dramatically increasing. ICT is potentially an important instrument for promoting transport over water. It can provide inland shipping with a competitive edge over road transport. In the European context, a concept for harmonised information services to support traffic and transport management in inland navigation including interfaces to other transport modes has been developed under the name River Information Services (RIS). An important aspect is that the RIS structure also allows information sharing with transport companies, thus enhancing the efficiency of transport management. In view of the different level of navigation development in the riparian countries, an advanced ICT system in the LMB would only be effective and feasible once the transport infrastructure network and services are in place. However, to avoid a situation where the countries install a different system, MRC could ensure that the basic functions of River Information Services could be in place based on a standardised system. This means at first there will be a focus on (1) standardising, harmonising, collecting, analysing and processing data and (2) a part of the system packages such as disseminating the most needed information, including water-level forecasts and initial steps for voyage planning. Once the development of regional navigation is well underway, the basic functions of the RIS can be expanded to allow for more advanced technological modules such as electronic charting and traffic management and vessel monitoring systems. Before any regional services can be carried out, there should be a standardised and harmonised system. To fully benefit from RIS, it is necessary that different information systems are interchangeable and capable of mutual communication. Even if a country chooses to develop its own system with special functions, it is advisable to adhere to a minimum set of basic principles. These basic principles are laid down in the data and communications standards. Once all parties adhere to these standards all over the LMB, authorities and industry will be able to exchange data. This will mean substantial cost savings by abandoning the costly development of interfaces for the authorities and shippers. Without standards, the industry will probably not launch applications on the market when standards are changing. Standardization of data will allow better resource management, deliver innovative products and services and will provide the tools, knowledge, and technological capabilities to take care of business and the environment. In short, RIS will: • enhance the safety of inland navigation in ports and rivers in a preventive sense and contributes to any remedial measures, which are deemed necessary by the competent authorities, • protect the environment by providing, among others, dangerous goods information to the competent authorities assigned to combat pollution within a pre-defined response time,
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ACKNOWLEDGMENTS Key MRC staff, memb
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CONTENTS ACRONYMS AND ABBREVIATIONS
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CONTENTS III 3.3.3.2 Safety Managem
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ACRONYMS AND ABBREVIATIONS ADN Acco
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ILO International Labor Organisatio
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PPE Personal Protective Equipment P
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DEFINITIONS Administration: means t
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DEFINITIONS XIII Loading arm: an ar
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EXECUTIVE SUMMARY RECOMMENDATIONS (
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1. FROM RISK ANALYSIS TO RECOMMENDA
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FROM RISK ANALYSIS TO RECOMMENDATIO
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FROM RISK ANALYSIS TO RECOMMENDATIO
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1.3.3 Enforcement and Compliance FR
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2. PORTS AND TERMINALS 2.1 INTRODUC
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HAZARD HOT WORK RECOMMENDATIONS FOR
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2.3 RECOMMENDATIONS FOR PREVENTION
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PORTS AND TERMINALS 15 The ISPS Cod
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ACTIONS Technical and Management PO
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PORTS AND TERMINALS 19 • OISD-STD
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ACTIONS Technical and Management (c
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PORTS AND TERMINALS 25 Fire and gas
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References ILO Code of Practice on
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For the segregation table the follo
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2.3.4.3 Monitoring and Control of D
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References International Safety Gui
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2.3.4.6 Drug and Alcohol Policy REC
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Tier 1 PORTS AND TERMINALS 41 • S
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PORTS AND TERMINALS 43 • Planning
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PORTS AND TERMINALS 45 • Dangerou
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Technical and Management (continued
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2.4.2.2 Portable and Mobile Firefig
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3. VESSELS 3.1 INTRODUCTION RECOMME
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VESSELS 59 Priority levels are base
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