Quiz ( Cardinal Mark ) - Part 01
Saturday, September 10, 2016
Wednesday, August 24, 2016
Methane Emission :
Coal cargoes may emit methane gas
which is flammable. A methane/air mixture containing between 5% and
16% methane constitutes an explosive atmosphere that can be ignited
by sparks or naked flame. Accumulation of this gas in the hold may
also result in leakage into adjacent spaces. Normally all holds
should be surface ventilated for the first 24 hours after departure
from the loading port. If the methane concentration is found to be
acceptably low at the end of this period the ventilators are closed.
On the other hand, if the concentration of methane as measured is
over 20% of the LEL (Lower Explosive Limit), adequate surface
ventilation is to be maintained to reduce the concentration.
Self Heating:
Some coals may be subject to
self-heating that could lead to spontaneous combustion in the cargo
space . To control the start of potential self-heating the hatches
are kept closed and surface ventilation is limited to the absolute
minimum time to remove any accumulated methane. Any self-heating is
indicated by increasing concentration of carbon monoxide in the hold.
It is toxic by inhalation, with an affinity for blood hemoglobin
over 200 times that of oxygen.
Reasonable Trimming:
The Code requires that prior to
departure the cargo should be trimmed reasonably level to the
boundaries of the cargo space to avoid the formation of gas pockets
and to prevent air permeating the body of the coal. This aspect is
sometimes ignored in the rush to sail from the port and untrimmed
holds can contribute to self-heating during the voyage.
Measuring Instruments:
Ships engaged in the carriage of coal
should carry on board an instrument for measuring methane, oxygen
and carbon monoxide gas concentrations so that the atmosphere within
the cargo space may be monitored. The ships should also be provided
with equipment suitable for taking a sample to be read by the
instrument and sampling points sited on the hatch coamings as high
as possible in accordance with Appendix G of the BC Code.
Safety, when carrying coal
cargoes:
The equipment should be serviced and
instruments calibrated at regular intervals in accordance with the
manufacturer’s instructions and the ship staff trained in the use
of the equipment. Regular gas monitoring of the cargoes provides the
necessary information for detecting at an early stage potential
problems and following appropriate procedures for safe carriage.
With the exception of ships engaged on
coastal voyages of short duration which need not be provided with
carbon monoxide gas monitoring equipment, all ships engaged in the
trade should be provided with the equipment and fitted out as
required by the Code as soon as possible.
Depletion of Oxygen:
Coals may be subject to oxidation,
leading to depletion of oxygen and an increase in carbon dioxide in
the cargo space.
Reaction with Water:
Some coals may be liable to react with
water and produce acids which may cause corrosion. Flammable and
toxic gases, including hydrogen, may be produced. Hydrogen is an
odorless gas, much lighter than air, and has flammable limits in air
of 4% to 75% by volume.
Segregation and stowage requirements
a) Boundaries of cargo spaces where
materials are carried should be resistant to fire and liquids.
b) Coals should be “separated from”
goods of classes 1 (division 1.4), 2, 3, 4, and 5 in packaged form
(see IMDG Code) and “separated from” solid bulk materials of
classes 4 and 5.1.
c) Stowage of goods of class 5.1 in
packaged form or solid bulk materials of class 5.1 above or below a
coal cargo should be prohibited.
d) Coals should be “separated
longitudinally by an intervening complete compartment or hold from”
goods of class 1 other than division 1.4.
General requirements for all coals
1. Prior to loading, the shipper or
his appointed agent should provide in writing to the master the
characteristics of the cargo and the recommended safe handling
procedures for loading and transport of the cargo. As a minimum, the
cargo’s contract specifications for moisture content, sulphur
content and size should be stated, and especially whether the cargo
may be liable to emit methane or self-heat.
2. The master should be satisfied that
he has received such information prior to accepting the cargo. If the
shipper has advised that the cargo is liable to emit methane or
self-heat, the master should additionally refer to the “Special
precautions”.
3. Before and during loading, and
while the material remains on board, the master should observe the
following:
a) All cargo spaces and bilge wells
should be clean and dry. Any residue of waste material or previous
cargo should be removed, including removable cargo battens, before
loading.
b) All electrical cables and
components situated in cargo spaces and adjacent spaces should be
free from defects. Such cables and electrical components should be
safe for use in an explosive atmosphere or positively isolated.
c) The ship should be suitably fitted
and carry on board appropriate instruments for measuring the
following without requiring entry in the cargo space:
1. concentration of methane in the
atmosphere;
2. concentration of oxygen in the
atmosphere;
3. concentration of carbon monoxide
in the atmosphere;
4. pH value of cargo hold bilge
samples.
These instruments should be regularly
serviced and calibrated. Ship personnel should be trained in the use
of such instruments.
4. It is recommended that means be
provided for measuring the temperature of the cargo in the range 0°C
to 100°C. Such arrangements should enable the temperature of the
coal to be measured while being loaded and during the voyage without
requiring entry into the cargo space.
5. The ship should carry on board the
self-contained breathing apparatus.
6. Smoking and the use of naked flames
should not be permitted in the cargo areas and adjacent spaces and
appropriate warning notices should be posted in conspicuous places.
7. Burning, cutting, chipping, welding
or other sources of ignition should not be permitted in the vicinity
of cargo spaces or in other adjacent spaces, unless the space has
been properly ventilated and the methane gas measurements indicate it
is safe to do so.
8. The master should ensure that the
coal cargo is not stowed adjacent to hot areas.
9. Prior to departure, the master
should be satisfied that the surface of the material has been trimmed
reasonably level to the boundaries of the cargo space to avoid the
formation of gas pockets and to prevent air from permeating the body
of the coal. Casings leading into the cargo space should be
adequately sealed. The shipper should ensure that the master receives
the necessary co-operation from the loading terminal.
10. The atmosphere in the space above
the cargo in each cargo space should be regularly monitored for the
presence of methane, oxygen and carbon monoxide. Records of these
readings should be maintained. The frequency of the testing should
depend upon the information provided by the shipper and the
information obtained through the analysis of the atmosphere in the
cargo space.
11. Unless expressly directed
otherwise, all holds should be surface ventilated for the first 24
hours after departure from the loading port. During this period, one
measurement should be taken from one sample point per hold. If after
24 hours the methane concentrations are at an acceptably low level,
the ventilators should be closed. If not, they should remain open
until acceptably low levels are obtained. In either event,
measurements should be continued on a daily basis.
If significant concentrations of
methane subsequently occur in unventilated holds, the appropriate
special precautions as described in section 2.2.1 should apply.
12. The master should ensure, as far
as possible, that any gases which may be emitted from the materials
do not accumulate in adjacent enclosed spaces.
13. The master should ensure that
enclosed working spaces, e.g. store-rooms, carpenter’s shop,
passage ways, tunnels, etc., are regularly monitored for the presence
of methane, oxygen and carbon monoxide. Such spaces should be
adequately ventilated.
14. Regular hold bilge testing should
be systematically carried out. If the pH monitoring indicates that a
corrosion risk exists, the master should ensure that all bilges are
kept dry during the voyage in order to avoid possible accumulation of
acids on tank tops and in the bilge system.
15. If the behavior of the cargo
during the voyage differs from that specified in the cargo
declaration, the master should report such differences to the
shipper. Such reports will enable the shipper to maintain records on
the behavior of the coal cargoes, so that the information provided to
the master can be reviewed in the light of transport experience.
16. The Administration may approve
alternative requirements to those recommended in this schedule.
Special precautions
Coals emitting methane :
If the shipper has advised that the
cargo is liable to emit methane or analysis of the atmosphere in the
cargo space indicates the presence of methane in excess of 20% of the
lower explosion limit (LEL) , the following additional precautions
should be taken:
1. Adequate surface ventilation should
be maintained. On no account should air be directed into the body of
the coal as air could promote self-heating.
2. Care should be taken to vent any
accumulated gases prior to removal of the hatch covers or other
openings for any reason, including unloading. Cargo hatches and other
openings should be opened carefully to avoid creating sparks. Smoking
and the use of naked flame should be prohibited.
3. Personnel should not be permitted
to enter the cargo space or enclosed adjacent spaces unless the space
has been ventilated and the atmosphere tested and found to be
gas-free and to have sufficient oxygen to support life. If this is
not possible, emergency entry into the space should be undertaken
only by trained personnel wearing self-contained breathing apparatus,
under the supervision of a responsible officer. In addition, special
precautions to ensure that no source of ignition is carried into the
space should be observed (see also section 3 and appendix F).
4. The master should ensure that
enclosed working spaces, e.g. store-rooms, carpenter’s shops,
passage ways, tunnels, etc., are regularly monitored for the presence
of methane. Such spaces should be adequately ventilated and, in the
case of mechanical ventilation, only equipment safe for use in an
explosive atmosphere should be used. Testing is especially important
prior to permitting personnel to enter such spaces or energizing
equipment within those spaces.
Self-heating coals :
1. If the shipper has advised that the
cargo is liable to self-heat, the master should seek confirmation
that the precautions intended to be taken and the procedures intended
for monitoring the cargo during the voyage are adequate.
2. If the cargo is liable to self-heat
or analysis of the atmosphere in the cargo space indicates an
increasing concentration of carbon monoxide, then the following
additional precautions should be taken:
a) The hatches should be closed
immediately after completion of loading in each cargo space. The
hatch covers can also be additionally sealed with a suitable sealing
tape. Surface ventilation should be limited to the absolute minimum
time necessary to remove methane which may have accumulated. Forced
ventilation should not be used. On no account should air be directed
into the body of the coal as air could promote self-heating.
b) Personnel should not be allowed to
enter the cargo space, unless they are wearing self-contained
breathing apparatus and access is critical to the safety of the ship
or safety of life. The self-contained breathing apparatus should be
worn only by personnel trained in its use.
c) When required by the competent
authority, the carbon monoxide concentration in each cargo space
should be measured at regular time intervals to detect self-heating.
d) If at the time of loading, when
the hatches are open, the temperature of the coal exceeds 55°C,
expert advice should be obtained.
e) If the carbon monoxide level is
increasing steadily, a potential self-heating may be developing. The
cargo space should be completely closed down and all ventilation
ceased. The master should seek expert advice immediately. Water
should not be used for cooling the material or fighting coal cargo
fires at sea, but may be used for cooling the boundaries of the cargo
space.
f) Information to be passed to
owners.
The most comprehensive record of
measurements will always be the log used to record daily results. The
coal cargo monitoring log for the voyage should be faxed, or the
appropriate content should be telexed to the vessel’s owners.
The following minimum information is
essential if an accurate assessment of the situation is to be
achieved.
(a) identity of the holds involved;
monitoring results covering carbon monoxide, methane and oxygen
concentrations;
(b) if available, temperature of coal,
location and method used to obtain results;
(c) time gas samples taken (monitoring
routine);
(d) time ventilators opened/closed;
(e) quantity of coal in hold(s)
involved;
(f) type of coal as per shipper’s
declaration, and any special precautions indicated on declaration;
(g) date loaded, and ETA at intended
discharge port (which should be specified); and
(h) comments or observations from the
ship’s master.
PROCEDURES FOR GAS MONITORING OF
COAL CARGOES
Carbon monoxide monitoring, when
conducted in accordance with the following recommendations, will
provide a reliable early indication of self-heating within a coal
cargo. This allows preventive action to be considered without delay.
A steady rise in the level of carbon monoxide detected within a hold
is conclusive indication that self-heating is taking place.
All vessels engaged in the carriage of
coal should carry on board an instrument for measuring methane,
oxygen and carbon monoxide gas concentrations, so that the atmosphere
within the cargo space may be monitored. This instrument should be
regularly serviced and calibrated in accordance with the
manufacturer’s instructions. When properly maintained and operated,
this instrument will provide reliable data about the atmosphere
within the cargo space. Care needs to be exercised in interpreting
methane measurements carried out in the low oxygen concentrations
often found in unventilated cargo holds. The catalytic sensors
normally used for the detection of methane rely on the presence of
sufficient oxygen for accurate measurement. This phenomenon does not
affect the measurement of carbon monoxide, or measurement of methane
by infrared sensor. Further guidance may be obtained from the
instrument manufacturer.
An instrument is required which is
capable of measuring methane, oxygen and carbon monoxide
concentrations. The instrument should be fitted with an aspirator,
flexible connection and a length of tubing to enable a representative
sample to be obtained from within the square of the hatch. Stainless
steel tubing approximately 0.5 m in length and 6 mm nominal internal
diameter with an integral stainless steel threaded collar is
preferred. The collar is necessary to provide an adequate seal at the
sampling point.
A suitable filter should be used to
protect the instrument against the ingress of moisture as recommended
by the manufacturer. The presence of even a small amount of moisture
will compromise the accuracy of the measurement.
Carriage Of Coal Cargo
Methane Emission :
Coal cargoes may emit methane gas
which is flammable. A methane/air mixture containing between 5% and
16% methane constitutes an explosive atmosphere that can be ignited
by sparks or naked flame. Accumulation of this gas in the hold may
also result in leakage into adjacent spaces. Normally all holds
should be surface ventilated for the first 24 hours after departure
from the loading port. If the methane concentration is found to be
acceptably low at the end of this period the ventilators are closed.
On the other hand, if the concentration of methane as measured is
over 20% of the LEL (Lower Explosive Limit), adequate surface
ventilation is to be maintained to reduce the concentration.
Self Heating:
Some coals may be subject to
self-heating that could lead to spontaneous combustion in the cargo
space . To control the start of potential self-heating the hatches
are kept closed and surface ventilation is limited to the absolute
minimum time to remove any accumulated methane. Any self-heating is
indicated by increasing concentration of carbon monoxide in the hold.
It is toxic by inhalation, with an affinity for blood hemoglobin
over 200 times that of oxygen.
Reasonable Trimming:
The Code requires that prior to
departure the cargo should be trimmed reasonably level to the
boundaries of the cargo space to avoid the formation of gas pockets
and to prevent air permeating the body of the coal. This aspect is
sometimes ignored in the rush to sail from the port and untrimmed
holds can contribute to self-heating during the voyage.
Measuring Instruments:
Ships engaged in the carriage of coal
should carry on board an instrument for measuring methane, oxygen
and carbon monoxide gas concentrations so that the atmosphere within
the cargo space may be monitored. The ships should also be provided
with equipment suitable for taking a sample to be read by the
instrument and sampling points sited on the hatch coamings as high
as possible in accordance with Appendix G of the BC Code.
Safety, when carrying coal
cargoes:
The equipment should be serviced and
instruments calibrated at regular intervals in accordance with the
manufacturer’s instructions and the ship staff trained in the use
of the equipment. Regular gas monitoring of the cargoes provides the
necessary information for detecting at an early stage potential
problems and following appropriate procedures for safe carriage.
With the exception of ships engaged on
coastal voyages of short duration which need not be provided with
carbon monoxide gas monitoring equipment, all ships engaged in the
trade should be provided with the equipment and fitted out as
required by the Code as soon as possible.
Depletion of Oxygen:
Coals may be subject to oxidation,
leading to depletion of oxygen and an increase in carbon dioxide in
the cargo space.
Reaction with Water:
Some coals may be liable to react with
water and produce acids which may cause corrosion. Flammable and
toxic gases, including hydrogen, may be produced. Hydrogen is an
odorless gas, much lighter than air, and has flammable limits in air
of 4% to 75% by volume.
Segregation and stowage requirements
a) Boundaries of cargo spaces where
materials are carried should be resistant to fire and liquids.
b) Coals should be “separated from”
goods of classes 1 (division 1.4), 2, 3, 4, and 5 in packaged form
(see IMDG Code) and “separated from” solid bulk materials of
classes 4 and 5.1.
c) Stowage of goods of class 5.1 in
packaged form or solid bulk materials of class 5.1 above or below a
coal cargo should be prohibited.
d) Coals should be “separated
longitudinally by an intervening complete compartment or hold from”
goods of class 1 other than division 1.4.
General requirements for all coals
1. Prior to loading, the shipper or
his appointed agent should provide in writing to the master the
characteristics of the cargo and the recommended safe handling
procedures for loading and transport of the cargo. As a minimum, the
cargo’s contract specifications for moisture content, sulphur
content and size should be stated, and especially whether the cargo
may be liable to emit methane or self-heat.
2. The master should be satisfied that
he has received such information prior to accepting the cargo. If the
shipper has advised that the cargo is liable to emit methane or
self-heat, the master should additionally refer to the “Special
precautions”.
3. Before and during loading, and
while the material remains on board, the master should observe the
following:
a) All cargo spaces and bilge wells
should be clean and dry. Any residue of waste material or previous
cargo should be removed, including removable cargo battens, before
loading.
b) All electrical cables and
components situated in cargo spaces and adjacent spaces should be
free from defects. Such cables and electrical components should be
safe for use in an explosive atmosphere or positively isolated.
c) The ship should be suitably fitted
and carry on board appropriate instruments for measuring the
following without requiring entry in the cargo space:
1. concentration of methane in the
atmosphere;
2. concentration of oxygen in the
atmosphere;
3. concentration of carbon monoxide
in the atmosphere;
4. pH value of cargo hold bilge
samples.
These instruments should be regularly
serviced and calibrated. Ship personnel should be trained in the use
of such instruments.
4. It is recommended that means be
provided for measuring the temperature of the cargo in the range 0°C
to 100°C. Such arrangements should enable the temperature of the
coal to be measured while being loaded and during the voyage without
requiring entry into the cargo space.
5. The ship should carry on board the
self-contained breathing apparatus.
6. Smoking and the use of naked flames
should not be permitted in the cargo areas and adjacent spaces and
appropriate warning notices should be posted in conspicuous places.
7. Burning, cutting, chipping, welding
or other sources of ignition should not be permitted in the vicinity
of cargo spaces or in other adjacent spaces, unless the space has
been properly ventilated and the methane gas measurements indicate it
is safe to do so.
8. The master should ensure that the
coal cargo is not stowed adjacent to hot areas.
9. Prior to departure, the master
should be satisfied that the surface of the material has been trimmed
reasonably level to the boundaries of the cargo space to avoid the
formation of gas pockets and to prevent air from permeating the body
of the coal. Casings leading into the cargo space should be
adequately sealed. The shipper should ensure that the master receives
the necessary co-operation from the loading terminal.
10. The atmosphere in the space above
the cargo in each cargo space should be regularly monitored for the
presence of methane, oxygen and carbon monoxide. Records of these
readings should be maintained. The frequency of the testing should
depend upon the information provided by the shipper and the
information obtained through the analysis of the atmosphere in the
cargo space.
11. Unless expressly directed
otherwise, all holds should be surface ventilated for the first 24
hours after departure from the loading port. During this period, one
measurement should be taken from one sample point per hold. If after
24 hours the methane concentrations are at an acceptably low level,
the ventilators should be closed. If not, they should remain open
until acceptably low levels are obtained. In either event,
measurements should be continued on a daily basis.
If significant concentrations of
methane subsequently occur in unventilated holds, the appropriate
special precautions as described in section 2.2.1 should apply.
12. The master should ensure, as far
as possible, that any gases which may be emitted from the materials
do not accumulate in adjacent enclosed spaces.
13. The master should ensure that
enclosed working spaces, e.g. store-rooms, carpenter’s shop,
passage ways, tunnels, etc., are regularly monitored for the presence
of methane, oxygen and carbon monoxide. Such spaces should be
adequately ventilated.
14. Regular hold bilge testing should
be systematically carried out. If the pH monitoring indicates that a
corrosion risk exists, the master should ensure that all bilges are
kept dry during the voyage in order to avoid possible accumulation of
acids on tank tops and in the bilge system.
15. If the behavior of the cargo
during the voyage differs from that specified in the cargo
declaration, the master should report such differences to the
shipper. Such reports will enable the shipper to maintain records on
the behavior of the coal cargoes, so that the information provided to
the master can be reviewed in the light of transport experience.
16. The Administration may approve
alternative requirements to those recommended in this schedule.
Special precautions
Coals emitting methane :
If the shipper has advised that the
cargo is liable to emit methane or analysis of the atmosphere in the
cargo space indicates the presence of methane in excess of 20% of the
lower explosion limit (LEL) , the following additional precautions
should be taken:
1. Adequate surface ventilation should
be maintained. On no account should air be directed into the body of
the coal as air could promote self-heating.
2. Care should be taken to vent any
accumulated gases prior to removal of the hatch covers or other
openings for any reason, including unloading. Cargo hatches and other
openings should be opened carefully to avoid creating sparks. Smoking
and the use of naked flame should be prohibited.
3. Personnel should not be permitted
to enter the cargo space or enclosed adjacent spaces unless the space
has been ventilated and the atmosphere tested and found to be
gas-free and to have sufficient oxygen to support life. If this is
not possible, emergency entry into the space should be undertaken
only by trained personnel wearing self-contained breathing apparatus,
under the supervision of a responsible officer. In addition, special
precautions to ensure that no source of ignition is carried into the
space should be observed (see also section 3 and appendix F).
4. The master should ensure that
enclosed working spaces, e.g. store-rooms, carpenter’s shops,
passage ways, tunnels, etc., are regularly monitored for the presence
of methane. Such spaces should be adequately ventilated and, in the
case of mechanical ventilation, only equipment safe for use in an
explosive atmosphere should be used. Testing is especially important
prior to permitting personnel to enter such spaces or energizing
equipment within those spaces.
Self-heating coals :
1. If the shipper has advised that the
cargo is liable to self-heat, the master should seek confirmation
that the precautions intended to be taken and the procedures intended
for monitoring the cargo during the voyage are adequate.
2. If the cargo is liable to self-heat
or analysis of the atmosphere in the cargo space indicates an
increasing concentration of carbon monoxide, then the following
additional precautions should be taken:
a) The hatches should be closed
immediately after completion of loading in each cargo space. The
hatch covers can also be additionally sealed with a suitable sealing
tape. Surface ventilation should be limited to the absolute minimum
time necessary to remove methane which may have accumulated. Forced
ventilation should not be used. On no account should air be directed
into the body of the coal as air could promote self-heating.
b) Personnel should not be allowed to
enter the cargo space, unless they are wearing self-contained
breathing apparatus and access is critical to the safety of the ship
or safety of life. The self-contained breathing apparatus should be
worn only by personnel trained in its use.
c) When required by the competent
authority, the carbon monoxide concentration in each cargo space
should be measured at regular time intervals to detect self-heating.
d) If at the time of loading, when
the hatches are open, the temperature of the coal exceeds 55°C,
expert advice should be obtained.
e) If the carbon monoxide level is
increasing steadily, a potential self-heating may be developing. The
cargo space should be completely closed down and all ventilation
ceased. The master should seek expert advice immediately. Water
should not be used for cooling the material or fighting coal cargo
fires at sea, but may be used for cooling the boundaries of the cargo
space.
f) Information to be passed to
owners.
The most comprehensive record of
measurements will always be the log used to record daily results. The
coal cargo monitoring log for the voyage should be faxed, or the
appropriate content should be telexed to the vessel’s owners.
The following minimum information is
essential if an accurate assessment of the situation is to be
achieved.
(a) identity of the holds involved;
monitoring results covering carbon monoxide, methane and oxygen
concentrations;
(b) if available, temperature of coal,
location and method used to obtain results;
(c) time gas samples taken (monitoring
routine);
(d) time ventilators opened/closed;
(e) quantity of coal in hold(s)
involved;
(f) type of coal as per shipper’s
declaration, and any special precautions indicated on declaration;
(g) date loaded, and ETA at intended
discharge port (which should be specified); and
(h) comments or observations from the
ship’s master.
PROCEDURES FOR GAS MONITORING OF
COAL CARGOES
Carbon monoxide monitoring, when
conducted in accordance with the following recommendations, will
provide a reliable early indication of self-heating within a coal
cargo. This allows preventive action to be considered without delay.
A steady rise in the level of carbon monoxide detected within a hold
is conclusive indication that self-heating is taking place.
All vessels engaged in the carriage of
coal should carry on board an instrument for measuring methane,
oxygen and carbon monoxide gas concentrations, so that the atmosphere
within the cargo space may be monitored. This instrument should be
regularly serviced and calibrated in accordance with the
manufacturer’s instructions. When properly maintained and operated,
this instrument will provide reliable data about the atmosphere
within the cargo space. Care needs to be exercised in interpreting
methane measurements carried out in the low oxygen concentrations
often found in unventilated cargo holds. The catalytic sensors
normally used for the detection of methane rely on the presence of
sufficient oxygen for accurate measurement. This phenomenon does not
affect the measurement of carbon monoxide, or measurement of methane
by infrared sensor. Further guidance may be obtained from the
instrument manufacturer.
An instrument is required which is
capable of measuring methane, oxygen and carbon monoxide
concentrations. The instrument should be fitted with an aspirator,
flexible connection and a length of tubing to enable a representative
sample to be obtained from within the square of the hatch. Stainless
steel tubing approximately 0.5 m in length and 6 mm nominal internal
diameter with an integral stainless steel threaded collar is
preferred. The collar is necessary to provide an adequate seal at the
sampling point.
A suitable filter should be used to
protect the instrument against the ingress of moisture as recommended
by the manufacturer. The presence of even a small amount of moisture
will compromise the accuracy of the measurement.
Williamson
turn -
o
Rudder hard over to
casualty side.
o
When deviation to
60o, rudder hard over to opposite side.
o
When ship is 20o
short of opposite course,rudder midship,ship to be turned on opposite
course.
Scharnow
turn –
o
Rudder hard over to
casualty side.
o
After deviation from
the original course by 240o, rudder hard over to opposite side.
o
When heading 20o
short of opposite course , wheel midship and bring ship on opposite
course.
Single
turn –
o
Rudder hard over to
the casualty side.
o
After deviation from
the original course by 250o, rudder to midship position and stopping
maneuver to be initiated.
Search And Rescue Turns
Williamson
turn -
o
Rudder hard over to
casualty side.
o
When deviation to
60o, rudder hard over to opposite side.
o
When ship is 20o
short of opposite course,rudder midship,ship to be turned on opposite
course.
Scharnow
turn –
o
Rudder hard over to
casualty side.
o
After deviation from
the original course by 240o, rudder hard over to opposite side.
o
When heading 20o
short of opposite course , wheel midship and bring ship on opposite
course.
Single
turn –
o
Rudder hard over to
the casualty side.
o
After deviation from
the original course by 250o, rudder to midship position and stopping
maneuver to be initiated.
Thursday, August 18, 2016
o
Ship’s particulars and
certification.
o
Method used to ensure
availability of radio facilities.
o
Details of shore based
maintenance.
Section
(b) :
o
Details of radio
personnel.
o
Name of person
responsible for distress communications.
Section
(c) :
o
A summary of distress,
urgency & safety communications.
o
A record of important
incidents-malfunction, loss of communication, adverse propagation
etc.
o
Maintenance of equipment.
o
Ship’s position once a
day.
o
Details of tests and
checks (daily, weekly, monthly).
Radio
Tests Required:
Daily :
o
The proper functioning of
the DSC facilities shall be tested at least once each day, without
radiation of signals, by use of the means provided on the equipment.
o
Batteries providing a
source of energy for any part of the radio installations shall be
tested daily,and where necessary, brought up to the fully charged
condition.
o
Printer(s) shall be
checked daily to ensure there is an adequate supply of paper.
Weekly :
o
The proper operation of
the DSC facilities shall be tested at least once a week by means of a
test call when within communication range of a coast station fitted
with DSC equipment. Where a ship has been out of communication range
of a coast station fitted with DSC equipment for a period of longer
than one week, a test call shall be made on the first opportunity
that the ship is within communication range such as a coast station.
o
Where the reserve source
of energy is not a battery (for example, a motor generator), the
reserve source of energy shall be tested weekly.
Monthly :
o
Each EPIRB and satellite
EPIRB shall be tested at least once a month to determine its
capability to operate properly using the means provided on the device
and without using the satellite system.
o
Each search and rescue
radar transponder shall be checked at least once a month using the
in-built test facility and checked for security and signs of damage.
o
A check shall be made at
least once a month on the security and condition of all batteries
providing a source of energy for any part of a radio installation.
The battery connections and compartment shall also be checked.
o
A check shall be made at
least once a month on the conditions of all aerials and insulators.
o
Each survival craft
two-way VHF equipment shall be tested at least once a month on a
frequency other than 156.8 MHz (VHF Channel 16).
Acknowledgement
of Distress alerts:
o
Upon receiving a DSC
Distress alert all
stations should immediately cease all traffic and listen on the RT
Distress frequency in
the same frequency band, unless it is indicated otherwise (F1B
Telex).
CRS
expected to respond :
Radio
|
Area
|
Action
|
VHF
|
A1
|
1.
Set
watch RT VHF
Channel 16./ MF 2182 KHZ.
2.
Wait for CRS to acknowledge.
3.
Acknowledge by RT.
4.
If nil heard by RT and a repeat DSC alert is received, Relay
Ashore by any means.
5.
Acknowledge by DSC only on the instructions of a CRS.
|
MF
|
A1,
A2
|
|
HF
|
A1,
A2, A3, A4
|
1.
Set watch RT Distress Frequency in the same band.
2.
Wait for at least 5 minutes for CRS to acknowledge.
3.
If nil heard by RT and a repeat DSC alert is received, Relay
Ashore by any means.
4.
Under no circumstances should an HF DSC Distress Alert be
acknowledged by DSC
or voice (You are
likely to be thousands of miles from the incident.).
|
CRS
not expected to respond :
VHF
|
A2,
A3, A4
|
1.
Set watch RT VHF Channel 16./ MF 2182 KHZ.
2.
Acknowledge by RT.
3.
If nil heard by RT and a repeat DSC alert is received, Acknowledge
by DSC.
4.
Relay Ashore by any means.
|
MF
|
A3,
A4
|
RLB ( Radio Log Book )
o
Ship’s particulars and
certification.
o
Method used to ensure
availability of radio facilities.
o
Details of shore based
maintenance.
Section
(b) :
o
Details of radio
personnel.
o
Name of person
responsible for distress communications.
Section
(c) :
o
A summary of distress,
urgency & safety communications.
o
A record of important
incidents-malfunction, loss of communication, adverse propagation
etc.
o
Maintenance of equipment.
o
Ship’s position once a
day.
o
Details of tests and
checks (daily, weekly, monthly).
Radio
Tests Required:
Daily :
o
The proper functioning of
the DSC facilities shall be tested at least once each day, without
radiation of signals, by use of the means provided on the equipment.
o
Batteries providing a
source of energy for any part of the radio installations shall be
tested daily,and where necessary, brought up to the fully charged
condition.
o
Printer(s) shall be
checked daily to ensure there is an adequate supply of paper.
Weekly :
o
The proper operation of
the DSC facilities shall be tested at least once a week by means of a
test call when within communication range of a coast station fitted
with DSC equipment. Where a ship has been out of communication range
of a coast station fitted with DSC equipment for a period of longer
than one week, a test call shall be made on the first opportunity
that the ship is within communication range such as a coast station.
o
Where the reserve source
of energy is not a battery (for example, a motor generator), the
reserve source of energy shall be tested weekly.
Monthly :
o
Each EPIRB and satellite
EPIRB shall be tested at least once a month to determine its
capability to operate properly using the means provided on the device
and without using the satellite system.
o
Each search and rescue
radar transponder shall be checked at least once a month using the
in-built test facility and checked for security and signs of damage.
o
A check shall be made at
least once a month on the security and condition of all batteries
providing a source of energy for any part of a radio installation.
The battery connections and compartment shall also be checked.
o
A check shall be made at
least once a month on the conditions of all aerials and insulators.
o
Each survival craft
two-way VHF equipment shall be tested at least once a month on a
frequency other than 156.8 MHz (VHF Channel 16).
Acknowledgement
of Distress alerts:
o
Upon receiving a DSC
Distress alert all
stations should immediately cease all traffic and listen on the RT
Distress frequency in
the same frequency band, unless it is indicated otherwise (F1B
Telex).
CRS
expected to respond :
Radio
|
Area
|
Action
|
VHF
|
A1
|
1.
Set
watch RT VHF
Channel 16./ MF 2182 KHZ.
2.
Wait for CRS to acknowledge.
3.
Acknowledge by RT.
4.
If nil heard by RT and a repeat DSC alert is received, Relay
Ashore by any means.
5.
Acknowledge by DSC only on the instructions of a CRS.
|
MF
|
A1,
A2
|
|
HF
|
A1,
A2, A3, A4
|
1.
Set watch RT Distress Frequency in the same band.
2.
Wait for at least 5 minutes for CRS to acknowledge.
3.
If nil heard by RT and a repeat DSC alert is received, Relay
Ashore by any means.
4.
Under no circumstances should an HF DSC Distress Alert be
acknowledged by DSC
or voice (You are
likely to be thousands of miles from the incident.).
|
CRS
not expected to respond :
VHF
|
A2,
A3, A4
|
1.
Set watch RT VHF Channel 16./ MF 2182 KHZ.
2.
Acknowledge by RT.
3.
If nil heard by RT and a repeat DSC alert is received, Acknowledge
by DSC.
4.
Relay Ashore by any means.
|
MF
|
A3,
A4
|
The
ballast water exchange is carried out to minimize the risk of
transfer of harmful aquatic organisms and pathogens via ships ballast
water and sediments.
The
ballast water exchange not to be undertaken :
→
Heavy
weather, high seas / swell affecting vessel’s sea keeping or gentle
motion in seaway.
→
Non-availability
of personnel to manage the ballast exchange process.
→
General
safety of personnel and high wind conditions, compromising of crew on
deck.
→
Sub-zero
weather and icing condition.
→
Vessel’s
inability to pre calculated stability and stress for the whole
process.
Main
requirements of the BWM Convention :
→
Ballast
water exchange should conduct at
least 200 nautical miles from
the nearest land and in water at
least 200 meters in
depth or in cases where the ship is unable to comply with the above,
as far from the nearest land as possible, and in all cases at
least 50 nautical miles from
the nearest land and in water at
least 200 meters depth.
→
Ships
performing ballast water exchange, should do so with an efficiency of
at least 95% volumetric exchange of ballast water. For ships
exchanging the ballast water by the pumping-through method, pumping
through three times the volume of each ballast tank will be
considered equivalent to meeting the 95% standard.
→
Ships
treating ballast water should adhere to a specific performance
standard (the D-2 Standard), which sets stringent levels of organisms
by volume in ships’ ballast water discharges.
Contents
of Ballast Water Management Plan :
→
Ship’s
particulars including the Officer in charge of BWE operation.
→
Duties
and responsibilities of the Person in Charge of BWE and record
keeping.
→
Entries
required in BWM log:
→
Record
of ballast water management onboard.
→
Narrative
of events related to MWM onboard.
→
Accidental
or other exceptional uptake or discharges of ballast water.
→
Ship
specific ballast water arrangement including ballast tanks and
pumping arrangement.
→
Ballast
water exchanging method for each ballast tank.
→
Example
condition for pre-calculation & planning BWE.
→
Safety
procedures to be followed while planning a ballast water exchange.
→
Warning
on unsafe conditions for carrying out ballast water exchange.
→
Stresses
and FSE during BWE operation.
→
Maximum
/ minimum drafts forward & aft, trim for propeller immersion and
bridge visibility.
→
Crew
training & familiarization procedures.
The
factors during Sequential Method :
→
Shifting
of ‘G’ during de-ballasting & ballasting.
→
Excessive
stresses in seaway.
→
Free
surface effect.
→
Emptying
of certain tanks may lead to significantly reduced stability, higher
vessel structural stresses, high sloshing pressures and/or reduced
forward drafts which may then increase the probability of bow
slamming.
The
factors during Flow-through Method :
→
Vessel
structural stresses that may be involved with conducting ballast
water exchange.
→
Over-pressurization
of a ballast tank or pumping equipment, which may lead to structural
damage.
→
Ballast
water exchange is not to be undertaken due to adverse weather, design
limitations, equipment failures, loss of power or other extraordinary
circumstances that could threaten human life or safety of the vessel.
→
A
flow-through method that has water flowing on the deck is not
recommended. The use of collecting pipes, internal overflow pipes or
interconnecting pipe/trunk arrangements between tanks is to be used
to avoid water flowing on the deck.
→
The
flow-through method is not to be performed in weather conditions that
would result in icing.
Ballast Water Management
The
ballast water exchange is carried out to minimize the risk of
transfer of harmful aquatic organisms and pathogens via ships ballast
water and sediments.
The
ballast water exchange not to be undertaken :
→
Heavy
weather, high seas / swell affecting vessel’s sea keeping or gentle
motion in seaway.
→
Non-availability
of personnel to manage the ballast exchange process.
→
General
safety of personnel and high wind conditions, compromising of crew on
deck.
→
Sub-zero
weather and icing condition.
→
Vessel’s
inability to pre calculated stability and stress for the whole
process.
Main
requirements of the BWM Convention :
→
Ballast
water exchange should conduct at
least 200 nautical miles from
the nearest land and in water at
least 200 meters in
depth or in cases where the ship is unable to comply with the above,
as far from the nearest land as possible, and in all cases at
least 50 nautical miles from
the nearest land and in water at
least 200 meters depth.
→
Ships
performing ballast water exchange, should do so with an efficiency of
at least 95% volumetric exchange of ballast water. For ships
exchanging the ballast water by the pumping-through method, pumping
through three times the volume of each ballast tank will be
considered equivalent to meeting the 95% standard.
→
Ships
treating ballast water should adhere to a specific performance
standard (the D-2 Standard), which sets stringent levels of organisms
by volume in ships’ ballast water discharges.
Contents
of Ballast Water Management Plan :
→
Ship’s
particulars including the Officer in charge of BWE operation.
→
Duties
and responsibilities of the Person in Charge of BWE and record
keeping.
→
Entries
required in BWM log:
→
Record
of ballast water management onboard.
→
Narrative
of events related to MWM onboard.
→
Accidental
or other exceptional uptake or discharges of ballast water.
→
Ship
specific ballast water arrangement including ballast tanks and
pumping arrangement.
→
Ballast
water exchanging method for each ballast tank.
→
Example
condition for pre-calculation & planning BWE.
→
Safety
procedures to be followed while planning a ballast water exchange.
→
Warning
on unsafe conditions for carrying out ballast water exchange.
→
Stresses
and FSE during BWE operation.
→
Maximum
/ minimum drafts forward & aft, trim for propeller immersion and
bridge visibility.
→
Crew
training & familiarization procedures.
The
factors during Sequential Method :
→
Shifting
of ‘G’ during de-ballasting & ballasting.
→
Excessive
stresses in seaway.
→
Free
surface effect.
→
Emptying
of certain tanks may lead to significantly reduced stability, higher
vessel structural stresses, high sloshing pressures and/or reduced
forward drafts which may then increase the probability of bow
slamming.
The
factors during Flow-through Method :
→
Vessel
structural stresses that may be involved with conducting ballast
water exchange.
→
Over-pressurization
of a ballast tank or pumping equipment, which may lead to structural
damage.
→
Ballast
water exchange is not to be undertaken due to adverse weather, design
limitations, equipment failures, loss of power or other extraordinary
circumstances that could threaten human life or safety of the vessel.
→
A
flow-through method that has water flowing on the deck is not
recommended. The use of collecting pipes, internal overflow pipes or
interconnecting pipe/trunk arrangements between tanks is to be used
to avoid water flowing on the deck.
→
The
flow-through method is not to be performed in weather conditions that
would result in icing.
o
The
Maritime and Coastguard Agency (MCA) recommends owners to fit hull
stress monitoring systems on bulk carriers of 20,000 dwt and above.
o
Owners are
invited to ensure that hull stress monitoring equipment is compatible
with the VDR fitted and that all monitored data can be transmitted to
the VDR.
o
It is
essential that the assigning authority for the International Load
Line Certificate to be consulted regarding the installation of the
hull stress monitoring system and the determination of maximum
permissible stresses and accelerations.
SYSTEM
SPECIFICATION :
o
Long-based
gauges for strain measurements, located on the main deck at different
positions along the ship’s length, to detect stresses during
loading, unloading or navigation taking due account of temperature
effects. The gauges for strain measurement should be located on the
main deck in way of each cargo hold and, if necessary, at the
location where the maximum hull girder wave bending stress can be
expected. They are to give information on the wave induced stresses
and the mean value of still water stresses. By analyzing an offset to
a mean value, an indication of water ingress into the holds can also
be provided.
o
One
accelerometer for measuring vertical accelerations at the bow.
o
Two
accelerometers for measuring roll and sway, suitably located at the
centre line of the ship. The accelerometers will give the vertical
and transverse motion of the ship. By analyzing the frequency ranges
of the signals from the vertical gauge, slamming information can also
be provided.
o
A
microprocessor to be used that can interpret sensor signals and
compare these with the allowable levels approved by the
Administration. To verify intermediate and final stages of loading
and unloading operations, the HSMS can be linked to the loading
calculator. The system visual and audible indications to indicate
high stress or motion levels approaching threshold values.
o
A graphical
display, supplemented by digital display as appropriate, suitable for
the presentation of the censor information, taking due account of the
importance of the human interface.
o
An
electronic data storage to be used for recording device suitable for
accumulating statistical information for feedback purposes.
o
Means for
ensuring the integrity of the data are to be incorporated. Checks of
the total system have to be done at intervals as agreed by the
Administration.
o
The
hardware and the software of the monitoring system should be approved
by the Administration.
o
All
appropriate officers should be fully trained with regard to the use
and limitations of the monitoring system.
HSMS ( Hull Stress Monitoring Systems )
o
The
Maritime and Coastguard Agency (MCA) recommends owners to fit hull
stress monitoring systems on bulk carriers of 20,000 dwt and above.
o
Owners are
invited to ensure that hull stress monitoring equipment is compatible
with the VDR fitted and that all monitored data can be transmitted to
the VDR.
o
It is
essential that the assigning authority for the International Load
Line Certificate to be consulted regarding the installation of the
hull stress monitoring system and the determination of maximum
permissible stresses and accelerations.
SYSTEM
SPECIFICATION :
o
Long-based
gauges for strain measurements, located on the main deck at different
positions along the ship’s length, to detect stresses during
loading, unloading or navigation taking due account of temperature
effects. The gauges for strain measurement should be located on the
main deck in way of each cargo hold and, if necessary, at the
location where the maximum hull girder wave bending stress can be
expected. They are to give information on the wave induced stresses
and the mean value of still water stresses. By analyzing an offset to
a mean value, an indication of water ingress into the holds can also
be provided.
o
One
accelerometer for measuring vertical accelerations at the bow.
o
Two
accelerometers for measuring roll and sway, suitably located at the
centre line of the ship. The accelerometers will give the vertical
and transverse motion of the ship. By analyzing the frequency ranges
of the signals from the vertical gauge, slamming information can also
be provided.
o
A
microprocessor to be used that can interpret sensor signals and
compare these with the allowable levels approved by the
Administration. To verify intermediate and final stages of loading
and unloading operations, the HSMS can be linked to the loading
calculator. The system visual and audible indications to indicate
high stress or motion levels approaching threshold values.
o
A graphical
display, supplemented by digital display as appropriate, suitable for
the presentation of the censor information, taking due account of the
importance of the human interface.
o
An
electronic data storage to be used for recording device suitable for
accumulating statistical information for feedback purposes.
o
Means for
ensuring the integrity of the data are to be incorporated. Checks of
the total system have to be done at intervals as agreed by the
Administration.
o
The
hardware and the software of the monitoring system should be approved
by the Administration.
o
All
appropriate officers should be fully trained with regard to the use
and limitations of the monitoring system.
→
In
each cargo hold, giving audible and visual alarms, one when the water
level above the inner bottom in any hold reaches a height of 0.5m and
another at a height not less than 15% of the depth of the cargo hold
but not more than 2.0 m. The water level detectors shall be fitted in
the aft end of the cargo holds. For cargo holds which are used for
water ballast, an alarm overriding device may be installed. The
visual alarms shall clearly discriminate between the two different
level detectors in each hold.
→
In
any ballast tank forward of the collision bulkhead require to give an
audible and visual alarm when the liquid in the tank reaches a level
not exceeding 10% of the tank capacity. An alarm overriding device
may be installed to be activated when the tank is in use.
→
In
any dry or void space other than a chain cable locker, any part of
which extends forward of the foremost cargo hold, giving an audible
and visual alarm at a water level of 0.1 m above the deck. Such
alarms need not be provided in enclosed spaces the volume of which
does not exceed 0.1% of the ship’s maximum displacement volume.
→
The
audible and visual alarms shall be located on the navigation bridge.
Water level detector
→
In
each cargo hold, giving audible and visual alarms, one when the water
level above the inner bottom in any hold reaches a height of 0.5m and
another at a height not less than 15% of the depth of the cargo hold
but not more than 2.0 m. The water level detectors shall be fitted in
the aft end of the cargo holds. For cargo holds which are used for
water ballast, an alarm overriding device may be installed. The
visual alarms shall clearly discriminate between the two different
level detectors in each hold.
→
In
any ballast tank forward of the collision bulkhead require to give an
audible and visual alarm when the liquid in the tank reaches a level
not exceeding 10% of the tank capacity. An alarm overriding device
may be installed to be activated when the tank is in use.
→
In
any dry or void space other than a chain cable locker, any part of
which extends forward of the foremost cargo hold, giving an audible
and visual alarm at a water level of 0.1 m above the deck. Such
alarms need not be provided in enclosed spaces the volume of which
does not exceed 0.1% of the ship’s maximum displacement volume.
→
The
audible and visual alarms shall be located on the navigation bridge.
→
If
a ship takes on an unusual trim or heel, or if her motions become
changed, breach of the hull envelope should be suspected immediately.
→
Sudden
changes of heel or trim will indicate flooding or in smaller ships
with lighter cargoes it may indicate cargo shift.
→
Unusual
collections of water on decks may be indicating trim or heel
abnormality.
→
On
smaller ships, slowing of the ship’s roll period may indicate
excessive water within the hull - a serious threat to stability. Ship
s fitted with GM meters should be able to identify any unexpected
changes in GM.
→
Jerky
lateral motions can be indicative of large scale sloshing as would be
the case if a hold were flooded.
→
Increases
of water boarding forward decks may indicate flooding of a forward
compartment. Trim and freeboard changes are notoriously difficult to
assess from an after bridge.
Methods
of detection :
→
Hatch
covers may be dislodged by pressure and/or sloshing from within a
hold if flooding occurs through side shell or bulkhead.
→
Sudden
pressurization of compartments adjoining those that are damaged or
flooded will indicate failure of internal subdivision, most notably
bulkheads.
→
Hull
Stress Monitors, where fitted, may be able to detect unexpected
longitudinal hull girder bending. Torsional stresses may also be
detected through differential changes between port and starboard
strain gauges.
→
Spaces
may be monitored, either using gauging or bilge/water level alarms.
Forward store spaces can also be monitored audibly using ‘talkback’
telephones that may be fitted in forward spaces. Anchor impacts and
water in the space can be detected using telephones of the type that
remain active until switched off from the bridge.
→
Visual
monitoring from the bridge using binoculars, where fitted, by closed
circuit television, can give indication of abnormal water on deck and
local damage. However, assessment of trim or freeboard using this
method is difficult.
→
Assessment
of trim changes can in certain conditions be detected by noting the
level of the horizon, when visible, against a known reference point
on the foremast.
→
Draft and
trim can be assessed using draft gauges. Changes are much more
discernible using this method than by visual means from above decks.
Bulk Carriers: Guidelines On Early Assessment Of Hull Damage And Need For Abandonment
→
If
a ship takes on an unusual trim or heel, or if her motions become
changed, breach of the hull envelope should be suspected immediately.
→
Sudden
changes of heel or trim will indicate flooding or in smaller ships
with lighter cargoes it may indicate cargo shift.
→
Unusual
collections of water on decks may be indicating trim or heel
abnormality.
→
On
smaller ships, slowing of the ship’s roll period may indicate
excessive water within the hull - a serious threat to stability. Ship
s fitted with GM meters should be able to identify any unexpected
changes in GM.
→
Jerky
lateral motions can be indicative of large scale sloshing as would be
the case if a hold were flooded.
→
Increases
of water boarding forward decks may indicate flooding of a forward
compartment. Trim and freeboard changes are notoriously difficult to
assess from an after bridge.
Methods
of detection :
→
Hatch
covers may be dislodged by pressure and/or sloshing from within a
hold if flooding occurs through side shell or bulkhead.
→
Sudden
pressurization of compartments adjoining those that are damaged or
flooded will indicate failure of internal subdivision, most notably
bulkheads.
→
Hull
Stress Monitors, where fitted, may be able to detect unexpected
longitudinal hull girder bending. Torsional stresses may also be
detected through differential changes between port and starboard
strain gauges.
→
Spaces
may be monitored, either using gauging or bilge/water level alarms.
Forward store spaces can also be monitored audibly using ‘talkback’
telephones that may be fitted in forward spaces. Anchor impacts and
water in the space can be detected using telephones of the type that
remain active until switched off from the bridge.
→
Visual
monitoring from the bridge using binoculars, where fitted, by closed
circuit television, can give indication of abnormal water on deck and
local damage. However, assessment of trim or freeboard using this
method is difficult.
→
Assessment
of trim changes can in certain conditions be detected by noting the
level of the horizon, when visible, against a known reference point
on the foremast.
→
Draft and
trim can be assessed using draft gauges. Changes are much more
discernible using this method than by visual means from above decks.
→
Bulk
carriers of 150m in length and upwards of single-side skin
construction, designed to carry solid bulk cargoes having a density
of 1,000 kg/m. and above, constructed on or after 1 July 1999 shall,
when loaded to the summer load line, be able to withstand flooding in
any one cargo hold, in all loading conditions and remain afloat in a
satisfactory condition of equilibrium.
→
Bulk
carriers of 150m in length and upwards of single-skin construction,
carrying solid bulk cargoes having a density of 1,780 kg/m. and
above, constructed before July 1999 shall, when loaded to the summer
load line, be able to withstand flooding in the foremost cargo hold,
in all loading conditions and remain afloat in a satisfactory
condition of equilibrium.
→
Bulk
carriers of 150m in length and upwards of single-side skin
construction, constructed before 1 July 1999, of 10 years of age and
over, shall not carry solid bulk cargoes having a density of 1,780
kg/m. and above unless it has satisfactorily undergone either a
periodical survey or a survey of her cargo holds at an equivalent
extent to the enhanced program of inspections.
→
Any
restrictions imposed on the carriage of solid bulk cargoes having a
density of 1,780 kg/m. and above in accordance with the requirements
of regulation shall be permanently marked on the side shell at
amidships, port and starboard, with a solid equilateral triangle
having sides of 500mm and its apex 300mm below the deck line, and
painted a contrasting color to that of the hull.
→
Prior
to loading solid bulk cargo on bulk carriers of 150m in length and
upwards, the shipper shall declare the density of the cargo. Any
cargo declared to have a density in the range of 1250 kg/m3 to 1780
kg/m3 must have its density verified by an accredited testing
organization.
→
Bulk
carriers of 150m in length and upwards, shall be fitted with a
loading instrument capable
of providing information on hull girder shear forces and bending
moments.
Special Safety Criteria For Bulk Carriers
→
Bulk
carriers of 150m in length and upwards of single-side skin
construction, designed to carry solid bulk cargoes having a density
of 1,000 kg/m. and above, constructed on or after 1 July 1999 shall,
when loaded to the summer load line, be able to withstand flooding in
any one cargo hold, in all loading conditions and remain afloat in a
satisfactory condition of equilibrium.
→
Bulk
carriers of 150m in length and upwards of single-skin construction,
carrying solid bulk cargoes having a density of 1,780 kg/m. and
above, constructed before July 1999 shall, when loaded to the summer
load line, be able to withstand flooding in the foremost cargo hold,
in all loading conditions and remain afloat in a satisfactory
condition of equilibrium.
→
Bulk
carriers of 150m in length and upwards of single-side skin
construction, constructed before 1 July 1999, of 10 years of age and
over, shall not carry solid bulk cargoes having a density of 1,780
kg/m. and above unless it has satisfactorily undergone either a
periodical survey or a survey of her cargo holds at an equivalent
extent to the enhanced program of inspections.
→
Any
restrictions imposed on the carriage of solid bulk cargoes having a
density of 1,780 kg/m. and above in accordance with the requirements
of regulation shall be permanently marked on the side shell at
amidships, port and starboard, with a solid equilateral triangle
having sides of 500mm and its apex 300mm below the deck line, and
painted a contrasting color to that of the hull.
→
Prior
to loading solid bulk cargo on bulk carriers of 150m in length and
upwards, the shipper shall declare the density of the cargo. Any
cargo declared to have a density in the range of 1250 kg/m3 to 1780
kg/m3 must have its density verified by an accredited testing
organization.
→
Bulk
carriers of 150m in length and upwards, shall be fitted with a
loading instrument capable
of providing information on hull girder shear forces and bending
moments.
Discharge of Oil from Machinery space (bilge and sludge) :
→
Ship
must be en
route
→
Oily
mixture must have been processed through the oil filtering equipment
→
Oil
content of the mixture does not exceed 15 parts per million (ppm)
→
Oily
mixture is not mixed with cargo residues.
Discharge
of Oil from Cargo space in Oil Tankers :
→
The
tanker is not within a special area.
→
Ship
must be en
route
→
Must
be more than 50nm from nearest land (also defined)
→
30
litres per nautical mile
→
Discharged
through the Oil Discharge Monitoring Equipment (ODME)
→
Maximum
discharge quantity on a ballast voyage should not exceed 1/30,000 of
the total quantity of the particular cargo of which the residue
formed a part
Precautions
and procedures when taking Bunkers aboard vessel :
→
Prior
to Bunkering it would be normal practice to establish the quantity of
bunkers being taken and to identify the respective tank(s) where they
are intended to be placed. Once established, the new stability
condition and changes to the drafts would be calculated by use of
the loadicator.
→
Checks
and precautions would be carried out as per the Company checklist and
would include the following points:
→
Seal
the upper-most deck and ensure all scuppers are blocked off.
→
Rig
a pressurized hose over-side and have extinguishers available at the
manifold. Observe all standard fire precautions.
→
Establish
a three-way communication link between the pumping station, the
manifold and the tank sounding monitor.
→
Ensure
a second means of access is available to and from the deck.
→
Display
the ‘Bravo’ flag by day or a ‘Red Light’ at night.
→
Display
additional no smoking signs especially at the gangway and at the
entrances to the manifold deck.
→
Place
drip trays at any manifolds or pipe connections not provided for.
→
Advise
the Master, and the Port Authority of the operation.
→
Comply
with all aspects of SOPEP (Ships Oil Pollution Emergency Plan).
→
Start
pumping operation slowly and ensure no back pressure build up.
→
Ensure
an adequate number of personnel are available on deck, especially
when topping off.
→
Make
relevant entries into the log book.
→
Cause
an entry to be made into the oil record book on completion.
SOPEP
:
→
Every
oil Tanker 150 GT and above. Other ship 400 GT and above.
Contents
of SOPEP :
→
Procedures
to report an Oil pollution incident.
→
List
of authorities or persons to be contacted in case of Oil pollution.
→
Action
to be taken immediately to reduce or control the discharge of Oil.
→
The
procedures to co-ordinate with national and local authorities in
combating the pollution.
→
List
and quantity and location of equipment on board to contain the
pollution.
MARPOL ( Oil ) / SOPEP
Discharge of Oil from Machinery space (bilge and sludge) :
→
Ship
must be en
route
→
Oily
mixture must have been processed through the oil filtering equipment
→
Oil
content of the mixture does not exceed 15 parts per million (ppm)
→
Oily
mixture is not mixed with cargo residues.
Discharge
of Oil from Cargo space in Oil Tankers :
→
The
tanker is not within a special area.
→
Ship
must be en
route
→
Must
be more than 50nm from nearest land (also defined)
→
30
litres per nautical mile
→
Discharged
through the Oil Discharge Monitoring Equipment (ODME)
→
Maximum
discharge quantity on a ballast voyage should not exceed 1/30,000 of
the total quantity of the particular cargo of which the residue
formed a part
Precautions
and procedures when taking Bunkers aboard vessel :
→
Prior
to Bunkering it would be normal practice to establish the quantity of
bunkers being taken and to identify the respective tank(s) where they
are intended to be placed. Once established, the new stability
condition and changes to the drafts would be calculated by use of
the loadicator.
→
Checks
and precautions would be carried out as per the Company checklist and
would include the following points:
→
Seal
the upper-most deck and ensure all scuppers are blocked off.
→
Rig
a pressurized hose over-side and have extinguishers available at the
manifold. Observe all standard fire precautions.
→
Establish
a three-way communication link between the pumping station, the
manifold and the tank sounding monitor.
→
Ensure
a second means of access is available to and from the deck.
→
Display
the ‘Bravo’ flag by day or a ‘Red Light’ at night.
→
Display
additional no smoking signs especially at the gangway and at the
entrances to the manifold deck.
→
Place
drip trays at any manifolds or pipe connections not provided for.
→
Advise
the Master, and the Port Authority of the operation.
→
Comply
with all aspects of SOPEP (Ships Oil Pollution Emergency Plan).
→
Start
pumping operation slowly and ensure no back pressure build up.
→
Ensure
an adequate number of personnel are available on deck, especially
when topping off.
→
Make
relevant entries into the log book.
→
Cause
an entry to be made into the oil record book on completion.
SOPEP
:
→
Every
oil Tanker 150 GT and above. Other ship 400 GT and above.
Contents
of SOPEP :
→
Procedures
to report an Oil pollution incident.
→
List
of authorities or persons to be contacted in case of Oil pollution.
→
Action
to be taken immediately to reduce or control the discharge of Oil.
→
The
procedures to co-ordinate with national and local authorities in
combating the pollution.
→
List
and quantity and location of equipment on board to contain the
pollution.
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