11.
1) All Gear Involved Should Be Carefully Examined Before Use.
2) All Wires And Blocks Should Be Checked For Any Defects, Sheaves To Be Examined For Free Rotation.
3) All Gear Selected Should Be Of Adequate Swl.
4) Allowance Should Be Made Of The Weight Lifted Plus The Weight Of The Purchase System.
5) End Links, Rings Or Shackles To Ride Freely From Whichever Point They Hang.
6) Strops, Wire Slings, Eye-Bolts Etc To Be Examined That They Are Of Adequate Strength.
7) While Slinging Wood Or Other Packing To Be Used To Prevent The Sling From Cutting Into The Load.
8) Avoid Shocks Due To Load Slipping Or Suddern Starts.
9) Winchmen Should Be Experienced, They Should Co-Ordinate Well And Operate Smoothly.
10) Stability: The Ship Must Have Adequate G.M. Because When The Load Is Lifted Its Centre Of Gravity Rises To The Derrick Head, Due To This Action The Centre Of Gravity Of The Ship Rises. A Negative Metacentric Height Must Be Avoided And In This Connection The Free-Surface Effect Must Be Reduced.
11) The Vessel Should Be Initially Upright With The Moorings Taut And Manned As The Vessel As The Vessel Will Acquire A List When The Load Is Swung Out Board.
12) The Gangway Must Be Clear Of The Jetty.
13) Barges That Are Not In Immediate Use Must Be Cast Off.
14) Preventer Stays Should Be Rigged Onto The Mast.
.
15) Winches Must Be Put In Double Gear.
16) Steadying Lines Must Be Secured To The Sides Of The Load.
17) Remove Guard Rails If Possible.
12.
A Simple Derrick By Itself Is Not Of Much Use Because If It Is To Discharge Cargo It Is To Be Plumbed Over The Hatch And Then Overside, To Avoid This Tedious Action A System With Two Derricks Called The Union Purchase System Is Used.
Here The Runner Wires Of Both The Derricks Are Coupled Together To Swivels To A Union Hook And Worked In Conjunction With Each Other. The Inshore Derrick Is Plumbed Over The Quayside And The Other Is Plumbed Over The Hatch. The Preventer And Side Guys Are Rigged So As Not To Obstruct The Movement Of The Cargo Between The Hatch And The Quay. The Side Guys Can Also Be Replaced By A Schooner Guy Which Remains Clear Of The Cargo Working Area.
When Working The Union Purchase System The Following Precautions Should Be Taken:
1) The Swl Of A Union Purchase Rig Must Be Calculated In Accordance With The Classification Societies Or Dock Labour Regulations. In The Absence Of The Above, The Code Of Safe Working Practices For Merchant Seamen Recommend That The Swl. Should Not Exceed One-Third The Swl. Of The Smaller Derrick.
2) The Operating Angle Of The Derrick Should Prefrably Be Not Less Than 30 Degrees To The Horizontal And Under No Circumstances Should It Be Less Than 15 Degrees.
3) The Maximum Included Angle Between The Cargo Wires Should Not Exceed 120 Degrees So That Forces In The Rig Are Kept To A Minimum. To Ensure This The Slings Used In The Operations Should Not Be Unduly Long And Winchmen Must Not Lift The Loads Above The Guard Rails Beyond The Minimum Required For Safety.
4) Runner Wires Should Not Be Allowed To Rub Against The Hatch Coamings Or Guard Rails As This Will Result In Their Deterioration.
5) Winchmen Should Be Experienced And Should Co-Ordinate Well.
13.
Hazards: Coal Is Categorised According To The Hazards Associated With It. Whenever Coal Is Shipped From Any Place, The History Of The Previous Shipments Must Be Known, So As To Be Aware Of The Hazards Of The Particular Type Of Coal. Coal May Have Any Or All Of The Following Hazards:
1) Spontaneous
Heating: Coal Is Very Liable To
Spontaneus Heating. Freshly Mixed Coal Absorbs Oxygen, Forming Peroxides Which
Break Up Into Carbon Monoxide And Carbon Dioxide.This Is An Exothermic Reaction
And The Heat Produced Causes Further Oxidation And More Heat.
Co (Carbon Monoxide) Has A Large
Flammable Range (12% To 75%) By Volume And Besides Is Also Highly
Toxic. If This Heat Is Not Dissipated Then Spontaneous Combustion Can Occur.
Oxidation Depends On The Surface Area
Available For Absorbtion Of Oxygen, Hence Breakage Of Coal Into Smaller Pieces
While It Is Being Loaded Is To Be Prevented.
If Conciderable Breakage Occurs The Smaller Pieces Shall Accumulate In The Centre Of The Hold While The Larger Pieces Shall Roll To The Sides, This Action Aggravates The Situation As The Large Pieces Of Coal Give Way For The Air To Flow To The Smaller Pieces Where Spontaneous Combustion Is Most Likely To Occur.
2) Emissions Of Methane:Coal Emits Methane Immediately After Loading And When Newly Worked Or Freshly Broken. Methane Is A Flammable Gas And When Mixed With Air Forms An Explosive Mixture. It Is Lighter Than Air And Therefore Accumulates In The Upper Regions Of The Hold Or Other Spaces. This Gas Can Find Itself Into Tanks Cofferdams Etc And Pose A Flammablity Hazard So These Compartments Have To Be Well Ventillated At All Times And Tested Before Man Entry. Recommendations For Tank Entry Procedures And Check Lists Shall Be Provided In The Bulk Carrier Code Appenidx F.
3) Corrosion: ‘Pond Coal’ Is The Term Given To Coal Left Over From Earlier Mining Operations Which Has Been Dumped Into Freshwater Ponds And Later Reclaimed For Shipment. It Has A High Moisture And Sulphur Content. This Type Of Coal Releases High Temperatures From Self Heating And The Sulphur Content Reacts With Water To Give Off Sulphuric Acid Resulting In Corrosion Of The Ships Hull. The Ship Should Have Instruments For Measuring The P.H. Content Of The Bilge Waters And This Must Be Done Regularly.
4)
Liquefaction: It Is A Process Where The Moisture In The
Cargo Migrates To The Surface Due To Compaction And Vibration Resulting In The
Development Of A Flow State. This Is Particular In The Case Of Coal Slurry,
Coal Duff And Mud Coal. The Surface Of The Cargo Behaves Like A Liquid And A
Transverse Shift Developes, If This Occurs In Reduced Ships Stability The
Condition Is Extremely Dangerous.
1) Ventilation: Surface Ventillation Is A Important Necessity During The Carriage Of Coal For Two Reasons:
1) To Carry Away Any Methane Gas Which May Be Carried Away.
2) To Dissipate Any Heat Which May Be Formed By The Oxidation Of The Coal.
Through Ventillation Must In No Way Be Carried Out As Introduction Of Air Into The Cargo Promotes Oxidation And Thereby Spontaneous Combustion.
It Is Thus Recommended That For The First Five Days After Loading All Ventillators Should Be Utilised For Removing The Gas, Thereafter The Ventillators To The Lower Holds Are To Be Plugged And Opened Only For 6 Hours Every Two Days.
Each Hold Containing Coal Should Have Atleast Two Ventillators One Forward And The Other Aft. The Tween Deck Ventillators Should Be Independent.
Before Discharging Careful Ventillation Should Be Directed Towards Removing Gases From Both, The Tween Decks And The Lower Holds As A Suddern Influx Of Air Before Discharge Into The Hold May Have Disastrous Effects. In Fine Weather Hatches May Be Opened To Facilitate Surface Ventillation. Attention To Be Paid To Void Spaces Where Accumulation Of Methane And Carbon- Monoxide Can Accumulate.
3) Temperature: Temperature Pipes Leading Down To The Bottom Of The Cargo Are To Be Provided Particularly Below The Hatchways. Monitoring Of The Temperatures At Three Levels In The Holds To Be Done Atleast Once A Day.
Particular Attention Is To Be Paid To Cargo Stowed Against Hot
Bulkheads Which Is To Be Avoided If Possible And The Decks To Be Kept Cool In
Tropical Zones Either By Running Deck Water, Rigging Awnings Or By Laying Out
Dunnage.
Temperature Pipes Are To Be Kept Covered In To Prevent The Ingress Of
Air Into The Hold. Spontaneous Heating Can Become Accelerated In Some Cargoes
At Temperatures As Low As 38 Degree C.
At Temperatures Around 55
Degree C. And Rising The Existance Of A Fire Should Be Strongly Suspected, And
In Such A Situation The Cargo Spaces Should Be Shut Down And Sealed Against The
Entry Of Air And The Master Should Seek Expert Advice And Make For A Suitable
Port Of Refuge.
3) Fire: I) A Sufficient Number Of Safety Lamps Should
Be Carried On All Coal Carrying Vessels.
II)
All Electrical Cables And Components
Situated In The Cargo Spaces Should Be Free From Defects And Suitable For Use
In Methane / Dust Atmospheres. Points Of Entry And Exit Of Cables Should Be
Sealed To Prevent The Passage Of Gas Into The Adjacent Compartment. If
Necessary All Electrical Circuits In Spaces Where Gas Accumulation Is Suspected
Should Be Isolated Until The Space Is Gas-Freed.
III)
If There Is Evidence Of The Cargo Burning
The Space Should Be Closed, Ventillation Stopped And Sealed Against The Entry
Of Air. Boundary Cooling To Be Carried Out But No Seawater Or Steam To Be
Directly Applied To The Coal As Coal Directly Reduces Water To Hydrogen And
Forms Carbon Monoxide - Both Flammable Gases.
IV)
Introduction
Of Co2, High-Expansion Foam Into The
Compartments Is Recommended. The Hold Is To Be Kept Closed At All Times And
Specialist Advise Is Necessary Before Carrying Out Opening Of The Hold. Water
Or Steam May Be Used In The Hold In Port In Copious Quantities, If No Co2 Or
Inert Gas Is Available Keeping In Regard
At All Times The Stability Of The Ship.
V)
The Officers On The Vessel Should
Continuously Monitor The Methane,Oxygen And
Carbon-Monoxideconcentrations In The Holds And In The Spaces Where The
Gases Could Accumulate With Suitably Calibrated Instruments.
4)
Shifting:A Certificate Is Obtained
From The Shipper Regarding The
Moisture Content Of The Cargo. If This Figure Is Suspected An Onboard Test To
Be Carried Out In Accordance With Section 8 Of The Bulk Carrier Code Since It
Should Not Be More Than The Transportable Moisture Limit.
Precautions Should Be Taken
To Prevent The Ingress Of Water In The Hold And Cargo Work Should Be Suspended
And Hatches In Wet Weather. Stockpiles Must Be Drained And Freshly Tested For
Moisture Content Before Loading.
Hold Bilges Should Be
Regurly Pumped Out. Trimming Also Prevents The Air From Penetrating The Body Of
The Hold. And Since The Load Of Coal Could Turn Out Upto 3% Less, Its Bills Of
Lading Should Be Suitably Claused.
Prepration Of Holds:
I)
All
Cargo Battens To Be Removed To Prevent Air Pockets Forming And Helping The
Circulation Of Air.
II)
Boundaries
Of The Cargo Compartments Should Be Resistant To Fire And Liquids.
14.
Chain register, register of lifting appliances.
It Is a Book Which Registers Load Bearing Machinery, Chains And Wire Ropes.
Cover: 1. Name Of The Ship
2. Port Of Registry.
3. Owners Name And Address.
Page I : Contains Instructions Regarding Examinations And
Annealing.
Part I : Entries Concerning Four Yearly Examinations And Annual Examinations.
Part Ii : Contains Entries Concerning Through Annual Examinations Of Cranes, Winches And Hoists. Accessory Gear Other Than Derricks Is Also Included.
Part Iii : For Entries Concerning The Through Annual Examination Of Gear Exempted From Annealing.
Part Iv : For Entries Concerning The Annealing Of Gear.
The Last Page Contains Some Recommended Factors Of Safety.
Eg.
Chain/Wire = 5
Rope = 6
Derrick = 9
· Test Certificates Are Attached To The Register By Means Of Gummed Strips Provided On The Inside Of The Cover.
· The Register Is Designed By The Dockyard For 8 Years And Must Be Retained On Board For A Period Of Four More Years After The New One Comes Into Force.
6 It Is Certified By The Classification Society.
15.
1. Has The Operation Of The Following Equipment Been Studied & Fully Understood?
a. Alarms.
b. Bridge Lighting, Including Controls For Deck & Overside Illumination.
c. Direction Finder.
d. Echo Sounder.
e. Electronic Navigational Position Fixing Aids.
f. Emergency Arrangements In The Event Of Main Power Failure.
g. Hazard Monitoring Equipment.
h. Gyro Compass / Repeaters.
i. Magnetic Compass.
j. Navigation Lights, Including Emergency Navigation, Not Under Command & Other Signal Lights.
k. Radar & Other Associated Plotting Aids.
l. Safety Equipment (Eg. Pyrotechnics).
m. Speed / Distance Recorder.
n. Steering Gear Including Manual, Auto Pilot, & Emergency Change Over Arrangements.
o. Telegraph Including Control Of Main Engines & (As Appropriate) Watertight Doors.
2. Are You Aware Of The Location & Operation Of Ancillary Bridge Equipment (Eg. Binoculars, Signalling Flags, Meteorological Equipment)?
3. Are You Familiar With The Stowage Of Chart & Hydrographic Publications?
(At Noon Or Other Convenient Fixed Times)
Has The Following Equipment Been Tested / Checked?
a. Bridge & Engineroom Telegraphs, Including Revolution Indicators (Also Before Canal Transit).
b. Bridge Telephones.
c. Bridge Watch Mf Radio Telephone Receiver
d. Clocks & Chronometers.
e. General Emergency Alarm Signal.
f. Radio Room Auto Alarm.
g. Ship’s Whistle (But Not In Poor Visibility Or When Other Vessels Sre Nearby).
h. Steering Gear Chnge Over Procedure.
1. Has A Passage Plan For Intended Voyage Been Prepared Taking Into Consideration The Factors Listed In Checklist 7?
2. Are Charts For The Intended Voyage & Other Nautical Publications Corrected Upto Date & Courses Laid Off?
3. Has The Following Equipment Been Checke & Found Ready For Use ?
a. Anchors, Including Clearing Away.
b. Ancillary Bridge Equipment (Eg. Binoculars).
c. Bridge Movement Book, Where Carried.
d. Course & Engine Movement Recorder.
e. Deck Power.
f. Direction Finder.
g. Echo Sounder.
h. Electronic Navigational Position Fixing Aids.
i. Gyro Compass & Repeaters.
j. Magnetic Compass & Repeaters.
k. Pilot Embarkation / Disembarkationarrangements.
l. Radar & Associated Plotting Aids.
m. Speed / Distance Recorder.
4. Has The Following Equipment Been Tested & Found Ready To Use?
a. Bridge & Engineroom Telegraphs, Including Revolution Indicators.
b. Communications Facilities - Internal, External & Portable.
c. Navigation Lights / Shapes, Including Emergency Navigation Lights & Lights / Shapes For ‘Not Under Command’ & At Anchor.
d. Ship’s Whistle.
e. Signalling Lamps.
f. Steering Gear, Including Manual, Auto Pilot & Emergency Change Over Arrangements & Rudder Indicators.
g. Window Wipers / Clearview Screens.
5. Have The Ship’s Clocks Been Synchronised?
6. Is The Crew At Stations For Leaving Harbour?
1. Have The Following Been Advised Of The Eta / Etd?
a. The Master.
b. The Engine Room.
c. The Pilot Station.
2. Has It Been Agreed Which Side The Pilot Will Embark / Disembark?
3. Has The Engineroom Been Advised Of The Time Of ‘Stand-By’?
4. Have The Pilot Embarktion / Disembarkationarrangements Been Checked & Found Ready For Use?
5. Has A Deck Officer Been Nominated To Meet The Pilot & Conduct Him To / From The Bridge?
Note: Where Embarkation / Disembarkation Involves The Use Of A Helicopter, The Guidance In The Ics. Guide To Helicopter / Ship Operations On Marine Pilot Transfer, Communications & Ship Operating Procedures Should Be Followed.
1. Has A Pilot Card Been Handed To The Pilot?
2. Has The Pilot Been Informed Of The Location Of Lifesaving Appliances Provided For His Use?
3. Have The Proposed Passage Plan, Weather Conditions, Berthing Arrangements Use Of Tugs & Other External Facilities Been Explained By The Pilot & Agreed With The Master?
4. Is The Progress Of The Ship & The Execution Of Orders Being Monitored By The Master & Officer Of The Watch?
1. Have All Charts & Nautical Publications To Be Used Been Corrected Up To Date?
2. Have The Factors Listed In Question 2 Of Checklist 7 Been Taken Into Consideration In Preparing The Passage Plan?
3. Are Navarea Warning Broadcasts Being Monitored?
4. Is Participation In Area Reporting Systems (Eg. Amver) Recommended?
5. Is The Ship’s Position Being Fixed At Regular Intervals & At Least Once Daily?
6. Are Errors Of Gyro / Magnetic Compasses Being Checked Once A Watch?
1. Have All Charts & Nautical Publications To Be Used Been Corrected Up To Date?
2. Have The Following Factors Been Taken Into Consideration In Preparing The Passage Plan?
a. Advise / Recommendations In Sailing Directions.
b. Ship’s Draught.
c. Effect Of “Squat” On Underkeel Clearance In Shallow Water.
d. Tides & Currents.
e. Weather Particularly In Areas Renowned For Poor Visibility.
f. Available Navigational Aids & Their Accuracy.
g. Position-Fixing Methods To Be Used.
h. Daylight / Night-Time Passing Of Danger Points.
i. Traffic Likely To Be Encountered - Flow, Type, Volume.
j. Any Requirements For Traffic Seperation / Routeing Schemes.
3. Are Local / Coastal Warning Broadcasts Being Monitored?
4. Is Participation In Area Reporting Systems Recommended?
5. Have Courses Been Laid Off Well Clear Of Obstructions?
6. Is The Ship’s Position Being Fixed At Regular Intervals?
7. Are The Errors Of Gyro/ Magnetic Compasses Being Checked Regularly?
Note: Changeover Should Be Postponed When The Ship Is, Or Is About To Be, Engaged In A Collision Avoidance Manoeuvre Or A Navigational Alterationof Course.
1. Has The Relievng Officer Of The Watch Read The Following Directives?
a. Standing Orders.
b. Supplementary Master’s Instructions.
c. Navigational Warnings.
2. Are All Members Of The Relieving Watch Capable Of Carrying Out Their Duties?
3. Has The Relieving Officer Of The Watch Been Aquainted With Following Information?
a. Position, Course, Speed & Draught Of Ship.
b. Course Plotted On Ship.
c. Prevailing / Predicted Tides, Current, Weather & Visibility.
d. Operational Condition Of All Navigational & Safety Equipment On The Bridge.
e. Gyro / Magnetic Compass Errors.
f. Movement Of Vessels In Vicinity Effect On Own Ship.
g. Identificatin Of Shore Lights, Buoys, Etc.
h. Conditions / Hazards Likely To Be Encountered On Watch.
i. Possible Effect Of Any Heel, Trim, “Squat”, Etc. On Underkeel Clearance.
4. Is The Vision Of The Relieving Officer Adjusted To Prevailing Conditions?
1. In Preparing The Passage Plan For Arrival In Port, Have The Following Factors Been Taken Into Consideration?
a. Available Port Information.
b. Advise / Recommendations In Sailing Directions.
c. Latest Weather Reports.
d. Tides & Currents For Port / Adjacent Areas.
e. Calculated / Known Minimum & Maximum Depths Of Water In Port Approaches, Channels & At Berth.
f. Any Restrictions On Draught, Trim, Speed, Entry Times, Etc.
2. Is It Neccesary To Rearrange Cargo / Ballast?
3. Are All Relevent Charts & Nautical Publications Corrected Up To Date & Courses Laid Off?
4. Have The Latest Navigational Messages For The Area Been Received?
5. Has Eta. Been Sent With All Relevent Information Required By Local Regulations (Eg. Details Of Dangerous / Hazardous Goods Carried)?
6. Has All Navigational Equipment Including Steering Gear Been Tested & Stabilisers Housed?
7. Has The Following Equipment Been Checked?
a. Course & Engine Movement Recorder.
b. Synchronisation Of Clocks.
c. Internal Communications Equipment.
d. Signalling Equipment Including Lights / Flags.
e. Deck Lighting.
f. Mooring Winches.
g. Mooring Lines / Wires / Heaving Lines.
h. Pressure On Fire Main.
8. If Appropriate, Have The Checks In Checklist 4 Been Carried Out & A Pilot Card Completed?
9. Has Manual Steering Been Engaged In Sufficient Timefor The Helmsman To Become Accustomed Before Manoeuvring Commences?
10. Has The Crew Been Advised Of The Time Of “Stand-By” For Entering Port?
11. Have Vhf. Channels For Varous Services (Eg. Vts., Pilot, Tugs, Berthing Instructions.) Been Noted & A Radio Check Carried Out?
12. Is The Following Berthing Information Available?
a. Whether Anchoring / Berthing Alongside.
b. Which Side To Jetty.
c. Whether Ship Acomodation Ladder / Gangway Or Shore Gangway Will Be Used.
d. Size / Number Of Shore Connections.
e. Derricks Required.
f. Mooring Boats / Lines.
1 Has An Anchoring Plan Been Prepared And Taken Into Account.
· Speed Reduction In Ample Time.
· Direction / Strength Of Wind, Current.
· Tidal Stream When Manoeuvering At Low Speeds.
· Need For Adequate Sea Room Particularly To Seaward.
2 Have The Following Been Informad Of The Time Of ‘Stand-By’ For Anchoring?
· The Master.
· The Engine Room.
· The Anchor Party.
3 Is The Following Equipment Ready For Use?
· Anchors.
· Lights / Shapes.
· Sound Signalling Apparatus.
4 Has An Anchor Watch Been Established?
5 Have Instructions Been Issued To The Officer Of The Watch / Engineroom On The Folowing Matters?
· Determining And Regular Checking Of Anchor Position.
· Notice For Main Engines Especially If Weather Deteriorates.
1 Has The Following Equipment Been Brought Into Operation?
· Radar / Arpa Or Other Plotting Facilities.
· Manual Steering.
· Vhf.
· Fog Signalling Apparatus.
· Navigation Lights.
· Echo Sounder, If In Soundings.
· Watertight Doors As Appropriate.
2 Have Lookouts Been Posted?
3 Have The Master And The Engineroom Been Informed.
4 Are The 1972 International Regulations For Preventing Collisions At Sea Being Complied With, Particularly With Regard To Proceeding At A Safe Speed.
5 If The Ships Position Is In Doubt, Has The Possiblity Of Anchoring Been Considered?
1 Have The Following Been Informed:
· Master.
· Engineroom.
· Crew.
2 Have All Moveable Objects Been Secured At The Following Locations.
· On Deck.
· Below Deck.
· Ports, Dead Lights.
3 Have Speed And Course Been Adjusted As Necessary.
4 Has The Crew Been Warned To Avoid Upper Deck Areas Made Dangerous By The Weather?
5 Have Safety Lines / Hand Ropes Been Rigged When Necessary.
6 Have Instructions Been Issued On The Following Matters:
· Monitoring Weather Reports.
· Transmitting Weather Reports To The Appropriate Authorities Or, In The Case Of Tropical Storms, Danger Messages In Accordance With Solas 1974 Chapter 5 Regulation 2a.
1 Have The Following Been Informed Of The Ice Conditions.
· Master.
· Engineroom.
· Crew.
2 Have Watertight Dors Been Shut As Appropriate?
3 Has Speed Been Adjusted (Momentum Varies As The Square Of The Ships Speed)
4 Have Instructions Been Issued On The Following Matters.
· Monitoring Ice Advisory Service Broadcasts.
· Transmitting Danger Messages In Accordance With Solas 1974 Chpt. 5 Reg 2a.
1) Main Engine Failure
a. Inform Master.
b. Rudder & Bow Thruster Used To Best Navigational Aid.
c. Prepare For Anchoring If In Shallow Water.
d. Exhibit Not Under Command Shapes Or Lights.
e. Broadcast Warning.
2) Steering Failure
a. Inform Engine Room & Engage Alternative / Emergency Steering.
b. Inform Master.
c. Exhibit Not Under Command Shapes Or Lights.
d. Appropriate Sound Signal Made.
e. If Neccesary Take Way Off Ship.
f. Broadcast Warning.
3) Gyro Failure / Compass Failure.
a. Use Magnetic Compass Or Alternative Means As Heading.
b. Inform Master.
c. Inform Person Responsible For Gyro Maintenance.
d. Inform Engine Room.
e. Consider Effect Of Failure On Other Navigational Aids.
4) Bridge Control / Telegraph Failure.
a. Switch To Engine Room Control.
b. Inform Duty Engineer / Engine Room.
c. Establish Emergency Communications With Engine Room.
d. Inform Engine Room.
5) Imminent Collision / Collision.
a. Sound Internal Emergency Alarm.
b. Manoeuvre Ship So As To Minimise Effects Of Collision.
c. Close All Water Tight / Automatic Fire Doors.
d. Switch On Deck Lights.
e. Vhf On Ch. 16, If Apropriate On Ch. 13.
f. Passengers Mustered At Emergency Stations.
g. Update Vessel’ S Positon Available In Radio Room, Satellite Terminal & Other Automatic Distress Transmittets As Neccesary.
h. Sound Bilges & Tanks After Sounding.
i. Check Made For Fire & Damage.
6) Stranding
a. Stop Engines.
b. Sound Internal & External Emergency Alarms.
c. Watertight Doors Closed.
d. Maintain Watch On V.H.F. Ch. 16
e. Broadcast To Other Ships.
f. Make Sound Signals.
g. Exhibit Lights / Shapes
h. Switch On Deck Lighting.
i. Sound Bilges & Tanks.
j. Take Overside Soundings.
k. Update V/L’s Position Available In Radio Room, Satellite Terminal & Other Automatic Distress Transmitters As Neccesary.
7) Fire.
a. Sound Internal / External Emergency Alarms.
b. Notify All Concerned Of Seat Of Fire.
c. Ventilation, Automatic Fire Doors & Watertight Doors Closed.
d. Deck Lighting Switched On.
e. Update V/L’s Position Available In Radio Room, Satellite Terminal & Other Automatic Distress Transmitters As Neccesary.
8) Flooding.
a. Sound Internal / External Emergency Alarms.
b. Close Watertight Doors.
c. Update V/L’s Position Available In Radio Room, Satellite Terminal & Other Automatic Distress Transmitters As Neccesary.
9) Boat / Liferaft Stations.
a. General Emergancy Alarm Signal Sounded.
b. Crew / Passengers Assembled At Muster / Survival Craft Stations.
10) Man Overboard
a. Release Lifebuoy With Light, Flare Or Smoke Signal.
b. Take Avoiding Action.
c. Note Position Of Lifebuoy As Search Datum.
d. Inform Master.
e. Inform Engine Room.
f. Post Lookouts To Keep Person In Sight.
g. Manoeuvre Ship To Recover Person As Recommended By Wheelhouse Poster.
h. Sound Three Long Blasts & Repeat As Neccesary.
i. Rescue Boat’s Crew Assembled.
j. Plot Position Of Vessel Relative To Person Overboard.
k. Vesslel’s Position Available In Radio Room, Up-Dated As Neccesary.
l. Broadcast Man Overboard Warning.
11) Search & Rescue.
a. Take D/F Bearing Of Distress Message.
b. Re-Transmit Distress Message.
c. Maintain Continuous Listening Watch On All Distress Frequencies.
d. Consult Iamsar.
e. Establish Communications Between Surface Units & Sar Aircraft.
f. Plot Positions, Courses & Speeds Of Other Assisting Units.
g. Radar Made Available For Locating Survivlal Craft Transponder Signal.
16.
Appendix A -
Advice On Stowage Practices.
Appendix B - General Guidelines For The
Under-Deck Stowage Of Logs.
Appendix C - Recommendations On Intact Stability For Passenger And Cargo Ships
Under 100m In Length, As Amended,
With Respect To Ships Carrying Deck Cargoes.
Appendix 1 – Calculation Of
Stability Curves.
Appendix 2 – Standard
Conditions Of Loading To Be Examined.
Appendix 3 - Memorandum To /Administration On An
Approximate Determination Of Ship’s Stability By Means Of The Rolling Period
Tests (For Ships Upto 70m In Length)
Annex To Appendix 3 – Suggested Form Of Guidance To The Master On An Approximate Determination Of Ship’s Stability By Means Of The Rolling Period Test.
Appendix D - Text Of Regulation 44 Of The International
Convention On Load Lines, 1996
Contd. From Next Page
1.2 Application
This Code Applies To All Ships Of 24m Or More In Length Engaged In Carriage Of Timber Deck Cargoes. Ships That Are Provided With And Making Use Of Their Timber Load Line Should Also Comply With The Requirements Of The Applicable Regulation Of The Load Line Convention (Reproduced As Appendix D).
2.1 The Ship Should Be Supplied With Comprehensive Stability Information Which Takes Into Account Timber Deck Cargo. Such Information Should Enable The Master, Rapidly And Simply, To Obtain Accurate Guidance As To Stability Of The Ship Under Varying Conditions Of Service. Comprehensive Rolling Period Tables Or Diagrams Have Provided To Be Very Useful Aid In Verifying The Actual Stability Conditions.
2.2 The Stability Of The Ship At All Times, Including During The Process Of Loading And Unloading Timber Deck Cargo, Should Be Positive And To A Standard Acceptable To The Administration. It Should Be Calculated Having Regard To:
.1 The Increased Weight Of The Timber Deck Cargo
Due To:
.1.1 Absorption
Of Water Due To Dried Or Seasoned
Timber.
.1.2 Ice
Accretion, If Applicable;
.2 Variation
In Consumables;
.3 Free
Surface Effect Of Liquids In Tanks; And
.4 The
Weight Of Water Trapped In Broken Spaces
Within The Timber Deck
Cargo And Especially Logs.
2.5 …Operational Experience Indicates That Metacentric Height Should Preferably Not Exceed 3% Of The Breadth In Order To Prevent Excessive Accelerations In Rolling Provided That The Relevant Stability Criteria Are Satisfied. This Recommendation May Not Apply To All Ships And The Master Should Take Into Consideration The Stability Information Obtained From The Ship’s Stability Manual.
4.1.2 All Lashings And Components Used For Securing Should:
.1 Posses A Breaking Strength Of Not Less Than
.2 After
Initial Stressing, Show An Elongation Of Not More Than 5% At 80%
Of Their Breaking Strength; And
.3 Show
No Permanent Deformation After Having Been Subjected To A Proof Load Of
Not Less Than 40% Of Their Original Breaking
Strength.
4.1.3 Every Lashing Should Be Provided With A Tightening Device Or System So Placed That It Can Safely And Efficiently Operate When Required. The Load To Be Produced By The Tightening Device Or System Should Not Be Less Than:
.1 27kn
In The Horizontal Part; And
.2 16kn
In The Vertical Part.
4.1.4 Upon Completion And After Initial Securing, The Tightening Device Or System Should Be Left With Not Less Than Half The Threaded Length Of Screw Or Of Tightening Capacity Available For Future Use.
4.1.5 Every Lashing Should Be Provided With A Device Or An Installation To Permit The Length Of Lashing To Be Adjusted.
4.1.6 If Wire Rope Clips Are Used To Make A Joint In A Wire Lashing, The Following Conditions Should Be Observed To Avoid A Significant Reduction In Strength:
.1 The Number And Size Of Rope Clips Utilized Should Be In Proportion
To The Diameter Of The Wire Rope And Should Not Be Less Than Four, Each Spaced
At Intervals Of Not Less Than 15cm;
.2 The Saddle Portion Of The Clip Should Be
Applied To The Live Load Segment And The U-Bolt To The Dead Or Shortened End
Segment;
.3 Rope Clips Should Be Initially Tightened So That They Visibly
Penetrate Into The Wire Rope And Subsequently Be Re-Tightened After The Lashing
Has Been Stressed.
4.2 – Uprights.
4.2.1 Uprights Should Be Fitted When Required By The Nature, Height Or Character Of Their Timber Deck Cargo.
4.2.2 When Uprights Are Fitted, They Should :
.1 Be Made Of Steel Or Other Suitable Material Of Adequate
Strength, Taking Into Account The Breadth Of The Deck Cargo;
.2 Be
Spaced At Intervals Not Exceeding 3m;
.3 Be
Fixed To The Deck By Angles, Metal Sockets Or Equally Efficient Means; And
.4 If
Deemed Necessary, Be Further Secured By A Metal Bracket To A Strengthened
Point, I.E. Bulwark, Hatch Coaming.
4.6 Lashing Plans
One Or More Lashing Plans Complying With The Recommendations Of This Code Should Be Provided And Maintained On Board A Ship Carrying Timber Deck Cargo.
6.3 Listing During Voyage
If A List Occurs That Is Not Caused By Normal Use Of Consumables (Water And Fuel), Such A List Can Probably Be Attributed To One Of The Three Causes, Or Possibly A Combination Of The Same.
Cargo Shift
Water Ingress
Angle Loll
1. General
1.6 The Lashings Should Be In Accordance With The Chapter 4 Of The Code And May Comprise The Following Types:
.1 Hog Lashings Are Normally Used Over The Second And Third Tiers
And May Be Set “Hand Tight” Between Stanchions. The Weight Of The Upper Tiers
When Loaded On Top Of These Wires Will Further Tighten Them .
.2 Wire Rope Lashings Which Are Used In Addition To Chain
Lashings. Each Of These May Pass Over The Stow From One Side To Side And Loop
Completely Around The Uppermost Tier. Turnbuckles Are Fitted In Each Lashing To
Provide Means For Tightening The Lashing At Sea.
.3 Wiggle Wires Which Are Fitted In The Manner Of A Shoelace To
Tighten The Stow. These Wires Are Passed Over The Stow And Continuously Through
A Series Of Snatch Blocks, Held In Place By Foot Wires. Turnbuckles Are Fitted
From The Top Of The Footwire Into The Wiggle Wire In Order To Keep The Lashings
Tight At Sea.
.4 Chain Lashings Which Are Passed Over The Top Of The Stow And
Secured To Substantial Padeyes Or Other Securing Points At The Outboard
Extremities Of The Cargo. Turnbuckles Are Fitted In Each Lashing To Provide
Means For Tightening The Lashing At Sea.
Appendix D
Text
Of Regulation 44 Of The International Convention On Load Lines, 1996
2. On A Cargo Ship Within A Seasonal Winter Zone In Winter, The Height Of The Deck Cargo Above The Weather Deck Shall Not Exceed One Third Of The Extreme Breadth Of The Ship.
5. Uprights, When Required By The Nature Of The Timber, Shall Be Of Adequate Strength Considering The Breadth Of The Ship; The Spacing Shall Be Suitable For The Length And Character Of Timber Carried, But Shall Not Exceed 3m. Strong Angles Or Metal Sockets Or Equally Efficient Means Shall Be Provided For Securing The Uprights.
6. Timber Deck Cargo Shall Be Efficiently Secured Throughout Its Length By Independent Overall Lashings Spaced Not More Than 3m Apart. Eyeplates For These Lashings Shall Be Efficiently Attached To The Sheer Strake Or To The Deck Stringer Plate At Intervals Of Not More Than 3m The Distance From An End Bulkhead Of A Superstructure To The First Eye Plate Shall Not Be More Than 2m Eyeplates And Lashings Shall Be Provided 0.6m And 1.5m From The Ends Of Timber Deck Cargoes Where There Is No Bulkhead.
7. Lashings Shall Not Be Less Than 19mm In Close Link Chain Or Flexible Wire Rope Of Equivalent Strength, Fitted With Sliphooks And Turnbuckles, Which Shall Be Accessible At All Times. Wire Rope Lashings Shall Have A Short Length Of Long Link Chain To Permit The Length Of Lashings To Be Regulated.
8. When Timber Is Less Than 3.6m The Spacing Of The Lashings Shall Be Reduced Or Other Suitable Provisions Made To Suit The Length Of Timber.
9. All Fittings Required For Securing The Lashings Shall Be Of Strength Corresponding To The Strength Of The Lashings.
Pf 3
First Copy For Display At Work Area
Second Copy For Ship’s Record
17.
Mt: ____________________ Reference Number :
____________
This Permit Relates To Any Work In A Hazardous Or Dangerous Area Which Will Not Involve Generation Of Temperature Conditions Likely To Be Of Sufficient Intensity To Cause Ignition Of Combustible Gases, Vapours Or Liquids In Or Adjacent To The Area Involved.
· General
This Section To Be Completed By The Master
This Permit Is Valid From ....................................Hrs Date ...............................................
To .................................... Hrs Date ...............................................
Location Of Cold Work …….................................................................................................................
...........................................……...........................................................................................................
Has An Enclosed Space Entry Permit Been Issued ? (Reference Nr. …………..) Yes / No
Description Of Hot Work ...................................................................................................................
..........................................................................................................................................................
Responsible Officer …………….......................................................................................................
Cold Work Team Leader .....................................................................................................
· Section 1
This Section To Be Completed By The Responsible Officer
Preparation And Checks To Be Carried Out By Officer In Charge Of Cold Work To Be Performed.
1.1 The Equipment / Pipeline Has Been Prepared As Follows:
Vented
To Atmosphere : Yes ; No; N.A. Drained : Yes ; No; N.A.
Washed : Yes ; No; N.A. Purged : Yes ; No; N.A.
Other …………………………………………………………………………………………
1.2 The
Equipment / Pipeline Has Been Isolated As Follows:
Lines Blanked : Yes ; No; N.A. Lines Disconnected : Yes ; No; N.A.
Valves Closed : Yes ; No; N.A. Other : ……………………………………….
1.3 Is Equipment Free From Pressure
: Yes ; No; N.A.
Oil :
Yes ; No; N.A.; Gas
: Yes ; No; N.A.;
H2s : Yes ; No; N.A.; Steam: Yes; No; N.A.;
1.4 Is Surrounding Area Free From Hazards ? Yes ; No; N.A.
1.5 If Work Is To Be Performed On Electrical Equipment Has
That Equipment
Been Isolated ? Yes ; No; N.A.
· Section 2
This Section To Be Completed Jointly By The Responsible Officer And By Cold Work Team Leader.
Information And Instructions To Person Carrying Out Cold Work.
2.1 The Following Personal Protection Must Be Worn ……………………………………………….
……………………………………………………………………………………………………
2.2 Equipment / Pipeline Contained Following Material In Service …………………………………..
……………………………………………………………………………………………………
Equipment Expected To Contain The Following Hazardous Material When Opened
….…………………………………………………………………………………………………
2.4 Special Conditions / Precautions ………………………………………………………………….
……………………………………………………………………………………………………..
Date / Time _______________________ Responsible Officer Signature _______________________
· Section 3
Authorization
In The Circumstances Noted It Is Considered Safe To Proceed With This Cold Work.
Date / Time_______________________ Master Signature : _________________________________
· Section 3
Cancellation The Cold Work Has Been Completed And All Persons Under My Supervision, Materials And Equipment Have Been Withdrawn.
Date / Time ________________________ Responsible Officer Signature _______________________
Master Signature : _________________________________
a) Starting / Finishing Time Must Not Exceed The Authorized Signatories’ / Responsible Officer’s Working Hours.
b) Specific Location Of Cold Work Should Be Given.
c) Description Of Work To Include Type Of Equipment To Be Used.
d) This Permit Should Be Used For But Not Be Limited To The Following Cold Work:
1. Blanking / De-Blanking.
2. Disconnecting And Connecting Pipework
3. Removing And Fitting Of Valves, Blanks, Spades Or Blinds.
4. Works On Pumps Etc.
5. Clean Up (Oil Spills).
18.
A Freight Container Or A Container Means An Article Of Transport Equipment Of Permanent Character And Accordingly Strong Enough For Repeated Use, Specially Designed To Facilitate The Transport Of Goods By One Or More Modes Of Transport Without Intermediate Reloading, Designed To Be Secured And/Or Readily Handled And Having Fittings For These Purposes.
Containers Used For The Transport Of Packaged Dangerous Goods Should Be Of Adequate Strength To Resist The Possible Stress Imposed By The Conditions Of Service And Should Be Adequately Maintained And Approved By The Amended Csc Convention. (International Convention For Safe Containers 1972 - Csc - As Amended).
The Term Freight Container Includes Neither Vehicle Nor Packaging; However, A Container That Is Carried Chassis Is Included. For Convenience, The Word Freight Is Not Repeated Throughout This Section.
Container Packing And Certification
1. Dangerous Goods Which Require Segregation From Each Other Should Not Be Carried In The Same Container. However, Cargoes Requiring “Away From” Segregation May Be Stored In The Same Container After Obtaining Special Permission. Part Container Load Of Dangerous Goods Should Be Stowed With Neutral Cargo And Should Be Towards The Door Of The Container.
2. Containers Should Be Tightly Packed, Adequately Braced And Secured For The Voyage, With Minimum Likelihood Of Damage To The Container Fittings, Which Should Be Protected.
3. Containers To Be Used For Dangerous Goods Should Be Carefully Examined For Material Damage And If Found, The Container Should Be Rejected.
4. Only Relevant Markings To Be Kept On The Container. When Packing, Any Leaking Packages To Be Rejected.
5. When A Dangerous Goods Consignment Forms Only Part Of The Load Of A Container, It Should Preferably Be Packed So As To Be Accessible From The Doors Of The Container.
6. Packages Should Be Examined And Any Found To Be Damaged, Leaking Or Sifting Should Not Be Packed Into The Container. Care Should Be Taken To See That Excessive Water, Snow, Ice Or Foreign Matter Adhering To Packages Is Removed Before Packing Into A Container.
The Container Packing Certificate Which Is Issued By The Shipper And Must
Certify The Following :
· The Container Was Clean, Dry And Apparently Fit To Receive The Goods,
· That For Explosives The Requirements For Magazines Are Met,
· No Incompatible Goods Have Been Packed In The Container,
· All Packages Have Been Inspected And Only Sound Packages Loaded,
· All Packages Have Been Properly Packed In The Container And Secured,
· The Cargo Has Been Evenly Distributed In The Container,
· The Container And The Packages Have Been Properly Marked, Labelled And Placarded,
· The Dangerous Goods Declaration From The Shipper Has Been Received From The Actual/Original Shipper,
· Drums Have Been Stowed In An Upright Position Unless Otherwise Authorised,
I) When Dry Ice Is Used For Cooling In A Container, A Conspicuous Warning Must Be Posted At The Door End “Dangerous Gas Inside (Co2), Ventilate Thoroughly Before Entering”.
Ii) A Container Packing Certificate Is Not Required For Tanks.
7. Stowage Of Containers Containers Carrying Dangerous Goods Should Be Examined For External Signs Of Damage, Leakage Or Shifting Of Contents, And If In Evidence, The Container Should Be Refused For Shipment Until Repairs Have Been Effected.
8. A Closed Container Loaded With Dangerous Goods Liable To Evolve Flammable Gases Should Be Stowed “On Deck Only” Unless The Underdeck Space Does Not Contain Any Unsealed Motors/Compressors Of Other Reefer Containers Or Incompatible Cargo As Per Segregation Table. An Open Container With Dangerous Goods Liable To Evolve Flammable Gases Should Be Stowed On Deck Only. Furthermore, Such A Container Should Be Placed Atleast 4.8 Metres Away Ahead/Astern/Athwart Ships Of Such An Ignition Source.
9. When Stowage Is Permitted On Deck Or Under Deck, Then Containers With Marine Pollutants Should Preferably Be Stowed Under Deck Unless The Weather Deck Provides Equivalent Protection. If On Deck Stowage Is Only Permitted Then Containers Carrying Marine Pollutants Should Preferably Be Stowed Inboard, In Sheltered Areas On The Weather Deck.
10. Containers Do Not Require Ventilation From Inside And This Should Not Be Attempted. When Opening A Closed Container For Inspection Or Any Other Purpose The Same Precautions Should Be Taken As When Entering An Enclosed Space Due To:
· Possibility That Leakage May Have Caused A Concentration Of Flammable Or Toxic Vapours.
· Or Has Produced An Oxygen Enriched Or Depleted Atmosphere.
11. Jettisoning & Heat Protection The General Firefighting Recommendation Of A Number Of Classes Of Dangerous Goods Suggests That The Commodity Should Be Jettisoned If There Is Likelihood Of Their Involvement In A Fire. In The Case Of A Full Container Load, This May Be Impractical And Should Be Interpreted As Follows :
“ The Commodities Are Particularly Dangerous And Should Risk Of Involvement In A Fire Arise,
Everything Possible Should Be Done To Prevent
The Spreading Of The Fire To Those Containers. If Despite This Effort
The Said Container Is Likely To Get Involved In The Fire, Then Personnel Should Be Withdrawn As The
Container May Burn With An Explosive Violence.”
Containers Carrying
A Significant Quantity Of Such Dangerous Goods Should Be Stowed As Far As Practicable From The
Accommodation And Navigational Areas, Unless A Container Jettison Device Has
Been Fitted And Is Operational. When Cooling Is Recommended A Container Should
Be Cooled From The Outside Only.
12. Condensation: Where Class 4.3 Is Packed, Special Precautions Should Be Taken Against Condensation, Which Can Be Quite Heavy. The Risk Is Minimised If The Moisture Content Of The Packaging And The Securing Materials Is Kept Low.
13. Temperature Controlled Dangerous Goods: Dry Ice Or Liquid Nitrogen May Only Be Used For Cooling Certain Dangerous Goods Shipped In Closed Containers In Cases Of Emergencies, Or As A Backup For The Primary Refrigerant Source. It May Be Used As A Primary Refrigeration Source After Obtaining Special Permission On Only Short International Voyages (200/600 Nm).
14. Containers Should Be Secured In Accordance With The “Code Of Safe Practice For Cargo Stowage And Securing” (Assembly Resolution A.714(17) Of 6/11/1991).
15. Containers Stowed Below Deck Should Be Properly Secured Against The Forces Encountered At Sea.
16. Containers Carried Under Fumigation Only A Cargo Transport Unit That Can Be Closed In Such Away That The Escape Of Gas Is Reduced To A Minimum Should Be Used For The Carriage Of Cargo Under Fumigation. A Closed Ctu Containing Cargo Under Fumigation Should Not Be Allowed On Board Until Sufficient Time Has Lapsed To Allow The Attainment Of A Reasonably Uniform Gas Concentration Throughout The Cargo. Because Of Variations Due To Types And Amounts Of Fumigants And Commodities And Temperature Levels, The Period Which Should Elapse Between Fumigant Application And Loading Should Be Determined By The Competent Authority. (Usually Taken As 24 Hours).
The Master Must Be Informed Prior Loading Of A Ctu Under Fumigation And Must Be Supplied Equipment For Detecting The Fumigant Gas Along With Instructions For Its Use.
Fumigants Should Not Be Applied To The Contents Of A Ctu Once It Has Been Loaded On A Ship.
A Ctu Which Has Been Ventilated After Fumigation In Ensure That No Harmful Concentration Of Gas Remain Is Treated As A Normal Ctu And The Warning Signs Must Be Removed.
17. Ventilation The Provision Setout In This Code Regarding Ventilation Should Be Taken To Refer To The Cargo Spaces Aboard Ship In Which Ctus’ Are Loading And Should Not Be Interpreted To Require Ventilation Inside The Ctu.
When, For Any Reason, It Is Necessary To Open The Doors Of A Unit, The Nature Of The Contents And The Possibility That Leakage May Have Caused An Unsafe Concentration Of Toxic Or Flammable Vapours, Or May Have Produced An Oxygen-Enriched Or Depleted Atmosphere, Should Be Considered, And Necessary Precautions Taken.
If The Temperature Of A Certain Substance Exceeds A Value Which Is Typical Of A Substance As Packaged For Transport, A Self Accelerating Decomposition Possibly Of Explosive Violence May Result.
The Requirements For The Temperature Control Of Certain Specified Substances Are Based On The Assumption That The Temperature In The Immediate Surroundings Of The Cargo Does Not Exceed 55o C During Transport And Attains This Value For A Relatively Short Time Only During Each Period Of 24 Hours.
If A Substance Which Is Not Normally Temperature Controlled Is Transported Under Conditions Where The Temperature May Exceed 55o C, It May Require Temperature Control; In Such Cases Adequate Measures Should Be Taken.
Control Temperature Is The Maximum Temperature At Which Certain Substances Can Be Safely Transported During A Prolonged Period Of Time.
Emergency Temperature Is The Temperature At Which Emergency Procedures Must Be Implemented.
Self Accelerating Decomposition Temperature (Sadt) Is The Lowest Temperature At Which Self Accelerating Decomposition May Occur For A Substance In The Packaging As Used In Transport.
Sadt Control Temperature Emergency Temperature
T = 20o C Or < 20o
C Below Sadt 10o C Below Sadt
20o C >T<35o C 15o
C Below Sadt 10o C Below Sadt
T > 35o C 10o C
Below Sadt 5o C Below Sadt
Notes
1. The Substance For Which A Control Temperature And An Emergency Temperature Are Indicated In The Individual Schedules, Should Be Transported Such That The Temperature Of The Immediate Surroundings Of The Cargo Does Not Exceed The Control Temperature.
2. The Actual Transport Temperature May Be Lower Than The Control Temperature But Should Be Selective So As To Avoid Dangerous Separation Of Phases.
3. If, During Transport, The Control Temperature Is Exceeded, And Alerting Procedures Should Initiated Involving Either Repair Of The Reefer Machinery Or An Increase In The Cooling Capacity. If An Adequate Cooling Capacity Is Not Restored, Emergency Procedures, Including Preparing For Disposal Of The Cargo, Together With Temperature Checks At Frequent Intervals, Should Be Started.
4. The Reefer Equipment And Its Controls Should Be Readily And Safely Accessible And All Electrical Connections Weatherproof.
5. If Substances Are Carried With A Control Temperature Of Less Than +25o C, The Ctu Should Be Equipped With A Visible And Audible Alarm Effectively Set At No Higher Than The Control Temperature. The Alarms Should Work Independently From The Power Supply Of The Refrigeration System.
6. If An Electrical Supply Is Necessary For The Ctu To Operate The Reefer Equipment, Its Should Be Ensured That The Correct Plug Types Are Fitted.
7. There Are Special Requirements For Insulated, Refrigerated And Mechanically Refrigerated Vehicles When Carried On Board A Roro Vessel As Described Under Section 21.6 Page 0157.
Special
Requirements For Self Reactive &
Related Substances (Class 4.1) & Organic Peroxides (Class 5.2)
1. For Self Reactive Substances (Class 4.1) Identified By Un No 3231 And 3232, And Organic Peroxides (Class 5.2) Identified By Un Nos 3111 And 3112, One Of The Following Methods Of Temperature Control Must Be Used :
(I) Combined Mechanical Refrigeration And Coolant System Which Has Two Refrigeration System Independent Of One Another And Complying With Section 21.5.1 On Page 0157.
(Ii) When The Maximum Ambient Temperature To Be Expected During Transport Is At Least 10o C Below The Control Temperature Then To Have A Single Mechanical Refrigeration System Provided That The Unit Is Thermally Insulated And Explosion - Proof Electrical Fitting Are Used Within The Coolant Compartment To Prevent Ignition Of Flammable Vapours From The Substances (21.4.2.3 On Page 0156).
2. For Self Reactive Substances (Class 4.1) Identified By Un No 3233 To 3240, And Organic Peroxides (Class 5.2) Identified By Un Nos 3113 To 3120, One Of The Following Methods Of Temperature Control Must Be Used :
(I) Combined Mechanical Refrigeration And Coolant System Which Has Two Refrigeration System Independent Of One Another And Complying With Section 21.5.1 On Page 0157 ; Or Dual Mechanical Refrigeration System Complying With 21.4.2.5 On Page 0156.
(Ii) When The Maximum Ambient Temperature To Be Expected During Transport Is At Least 10o C Below The Control Temperature Then To Have A Single Mechanical Refrigeration System Provided That The Unit Is Thermally Insulated And Explosion - Proof Electrical Fitting Are Used Within The Coolant Compartment To Prevent Ignition Of Flammable Vapours From The Substances (21.4.2.3 On Page 0156).
(Iii) For Short International Voyages Thermal Insulation (21.4.2.1 On Page 0156), And Where The Maximum Ambient Temperature To Be Expected During Transport Is Atleast Below The Temperature Then Thermal Insulation And Coolant System (21.4.2.2 On Page 0156).
Operational Requirements On Controlled
Temperature Ctus’
1. The Stowage Of The Cargo Should Be Such As To Ensure That, If Disposal Is Necessary At Sea, The Packages Or Closed Ctu Can Be Jettisoned* With Reasonable Safety.
2. The Refrigeration System Should Be Thoroughly Inspected And Tested Prior To Ctu Being Packed To Ensure That All Parts Are Functioning Properly.
3. When Packages Having Different Control Temperatures Have To Be Packed In The Same Ctu Then They Should Be Pre-Cooled To Avoid Exceeding The Lowest Control Temperature. The Packages With The Lowest Control Temperature Should Be Stowed In The Most Readily Accessible Position From The Doors Of The Ctu.
4. When Controlled Temperature Packages Are To Be Packed With Other Cargoes In A Ctu, Then, The Controlled Temperature Packages Should Be Stowed In The Most Readily Accessible Position From The Doors Of The Ctu.
5. The Stowage Of Temperature Controlled Packages Inside A Ctu Should Be Such That :
· The Doors Should Be Capable Of Being Opened Readily In An Emergency,
· Carrier Should Be Informed About The Stowage Plan Inside The Ctu,
· Cargo Packages Should Be Secured So As To Prevent The Falling Of Packages On Opening The Door,
· The Stowage Inside Should Allow For Adequate Air Circulation Throughout The Cargo.
6. The Master Should Be Provided With :
· Operating Instructions For The Refrigeration System,
· Instruction For Regular Monitoring Of Temperatures And Any Fluctuations,
· A Set Of Essential Spares Available For Emergency Use.
7. The Temperature Should Be Monitored At Regular Intervals And A Log Of Readings Maintained (Atleast Once Every 4 To 6 Hours).
8. If Any Of The Requirements Of Section 21, Page 0155, Are Not Complied With, Then A Special Approval From The Competent Authority Is Required Prior Loading Of The Temperature Controlled Goods.
19.
· In The Wake Of The Exxon Valdez Disaster, Particular Attention Has Been Directed Towards The Development Of New Designs For Tankers Which Would Result In Reduced Pollution.
· These Designs Have Been Mandatory For Ships By Virtue Of Their Being Incorporated As Amendments To Marpol 73/78 In 1992 As Regulation 13(F).
· The Regulations Apply To New Oil Tankers Of 5000t Dwt And Above For Which:
1) The Building Or Major Conversion Contract Is Placed On Or After July 6th 1993.
2) The Keel Is Laid Or The Construction Work Commenced After Jan 6th 1994.
3) The Delivery Is Made Or The Work Completed On Or After July 6th 1996.
· The Entire Cargo Tank Length Shall Be Protected By The Ballast Tank Or Other Spaces But Not Fuel Or Cargo Tank As Follows.
a) Wing Tanks Shall Extend From The Deck To The Top Of The Double Bottom Tanks, Having A Minimum Breadth “W”, Where “W” = (0.5 + Dw)/20,000. However “W” Cannot Be Less Than One Metre And Need Not Be More Than Two Metres.
b) Double Bottom Tanks Having A Height “H” Shal Be Provided Below The Cargo Tank Space. This Distance “H” Shall Be Measured At Right Angles Toi The Shell Plating And Shall Prevail Upto A Height Of ‘1.5h’above The Bottom Shell Plating. H = B / 15 However ‘H’ Cannot Be Less Than One Metre And Need Not Be More Than Two Metres.
c) Where ‘H’ And ‘W’ Are Different, At The Turn Of The Bilge ‘W’ Shall Prevail At A Height Above 1.5 ‘H’ From The Bottom Shell Plating.
d) On Crude Oil Tankers =>20,000 Tons Dwt And Product Carriers => 30,000 Tons Dwt, The Aggregate Capacity Of All Ballast Shall Not Be Less Than The Sbt Capacity Required Under Reg. 13 To Meet The Imo Draught And Trim Requirements.
e) Suction Wells Of Cargo Tanks May Protrude Into The Db. Tank Below Provided The Suction Well Is Made As Small As Possible And The Height Of The Bottom Of The Suction Well From The Bottom Shell Plating Is Not Less Than 0.5 H
f) Ballast Pipes Including Vent Pipes And Sounding Pipes Shall Not Pass Through Cargo Tanks And Vice Versa; Except That Exemptions May Be Given For Short Lengths Of Piping Which Are Completely Welded Or Equivalent.
· Oil Shall Not Be Carried In A Space Forward Of The Collission Bulkhead Or (In Oil Tankers Which Are Not Required To Have A Collission Bulkhead) Any Other Bulkhead Located In A Similar Position.
· Double Bottom Tanks May Be Dispensd With If The Weight Of Cargo + Vapour Pressure Doesn’t Exceed The Outsiode Water Pressure, So That In Case Of A Rupture Of Tank Bottom Water Will Enter The Tank Instead Of The Oil Flowing Out Thus For This To Happen,
1.1 * Depth Of Cargo * Cargo Density * G + 100p Should Be < = Minimum Draught * Density Of Sea Water * G
Where:
# 1.1 Is The Safety Factor.
# G Is The Acceleration Due
To Gravity.
# P Is Maximum Set Pressure Of
The P/V Valve.
· A Horizontal Partition (Mid Height Deck) May Be Necessary To Fulfill The Above Requirement Specially When The Tank Is Fully Loaded. This Partition May Be At A Height Of B/6 Dr 6 Metres Above The Base Line Whichever Is Lesser But Not More Than 0.6d Where ‘D’ Is Moulded Depth Amidships.
· The Location Of Wing Tanks Shall Be Same Except That Below 1.5 H From The Base Line The Cargo Tank Boundary May Be Vertical Down To The Bottom Shell Plating.
· Oil Tankers Less Than 5000 Tns Dwt. Shall Be Fitted With D.B. Tanks Of Height Equal To B/15 Subject To A Minimum Of 0.76 Mts, In The Turn Of The Bilge Area The Tank Top Shall Extend Parallel To The Line Of The Midship Flat Bottom To Meet The Shipside.
· Cargo Tanks On These Ships Must Not Have A Capacity Greater Than 700 M^3 Or Else Wing Tanks Will Have To Be Provided Having A Width Of W = 0.4 + 2.4 Dw / 20,000 Mts. Subject To A Minimum Of 0.76 Mts.
Other Methods Of Design And Construction Of Tankers May
Also Be Accepted And Approved By The I.M.O. Provided That They Ensure Atleast
The Same Level Of Protection Against Oil Pollution In The Event Of Collision Or
Stranding
20.
Drills to be
carried out on a monthly basis.
home
Rotation Of Drills To Be Carried Out Every Month
1.
Machinery
Space Fire
2.
Accommodation
Fire
3.
Galley
Fire
4.
Paint/Chemical
Locker Fire
5.
Fire/Explosion
In Cargo Tanks
6.
Fire/Explosion
In Bunker Tanks
7.
Fire
In Pumproom
8.
Fire
In Steering Gear
9.
Fire
In Stores/Locker
1.
Notification
/ Alerting – (Communication) Drill
2.
Pre
Arrival Checks
3.
Pipeline
Leakage
4.
Towing
5.
Tank
Overflow
6.
Cargo
Or Bunker Transfer
7.
Grounding
8.
Fire
& Explosion
9.
Collision
10. Touching Bottom
11. Hull Leak
12. Excessive List
13. Pumproom Room Rescue
14. Escape Of Toxic Fumes/Cargo
15. Leakage/Hose Burst At The Manifold
1.
Rescue
From Cargo Pumproom In Hostile Atmosphere
2.
Rescue
From Engineroom In Hostile Atmosphere
3.
Rescue
From Cargo/Ballast Tanks In Hostile Atmosphere
4.
Manoverboard
5.
Structural
Failure
6.
Main
Engine Failure
7.
Steering
Gear Failure
8.
Terrorism
/ Piracy Attack
9.
Helicopter
Operations
10. Heavy Weather Damage
11. Collision/Grounding And Damage Control Procedures
12. Medical Emergencies.