The document summarizes new regulations under MARPOL Annex V that will prohibit the disposal of ship-generated garbage at sea beginning January 1, 2013. Shipboard garbage will need to be segregated and sent to port waste reception facilities for disposal. Certain cleaning agents may still be discharged if non-harmful. Discharge criteria and restrictions vary depending on whether the ship is outside or within a MARPOL special area, which include regions like the Mediterranean, Baltic, and Wider Caribbean seas.
International convention on load lines 1968 group 2jabbar2002pk200
The document discusses the history and provisions of the International Convention on Load Lines from 1930 to 2003. Some key points:
- The 1930 Load Line Convention was the first international agreement to apply load line regulations universally based on reserve buoyancy and stability.
- Revisions were needed as ship designs evolved, leading to the 1968 Load Lines Convention which updated rules on structural strength, reserve buoyancy, crew protection and limiting deck cargo.
- The 1968 Convention set out rules for calculating and assigning freeboard based on a ship's zone, season, and cargo. It ensured watertight integrity and proper load line markings.
- Further amendments in 1971, 1975, 1979, 1983, 1995, and 2003 aimed to
The document discusses the International Convention on Load Lines of 1966 which establishes uniform principles and rules regarding load lines on ships involved in international voyages. It outlines the requirements for assigning freeboards based on zones and seasons, surveying and certifying ships, marking load lines on ships, and other provisions to ensure ships are properly loaded for safety and stability in various weather conditions around the world. The convention aims to determine safe limits of load lines for ships to maintain adequate freeboard and prevent overloading.
The document discusses the International Convention on Load Lines of 1966 adopted by IMO. It establishes limitations on ship draft through requirements for freeboard assignments. This ensures adequate stability and avoids hull stress from overloading. Freeboards consider subdivision and damage stability calculations. The convention applies to cargo and passenger ships on international voyages, with exemptions. It specifies surveys and certificates to verify ships meet requirements and markings to indicate assigned freeboard.
Port State Control (PSC) allows countries to inspect foreign-flagged vessels entering their ports to ensure safety and environmental compliance. PSC officers check certificates and inspect vessel conditions. Major deficiencies include crew certification and safety issues. Detention occurs when deficiencies make a vessel unsafe to sail. Neither the port state nor owner want long detentions, so time is normally insufficient to void contracts under frustration doctrine. Pre-arrival reporting and inspections involve testing essential equipment and documentation.
The document discusses the International Life-Saving Appliances (LSA) Code. It provides:
1) An overview of the LSA Code requirements for life-saving appliances on ships, including personal life-saving appliances, survival craft, and launching appliances.
2) Details on new requirements adopted by the IMO in 2011 and 2013 regarding on-load release hooks for lifeboats to improve safety. These include design criteria that must be met by existing and new on-load release and retrieval systems.
3) Amendments made to the LSA Code and testing recommendations in 2010 and 2012 regarding items like liferaft equipment, lifeboat certification, and carrying capacities.
SOLAS:The International Convention for the Safety of Life at Sea (SOLAS) is an international maritime treaty which sets minimum safety standards in the construction, equipment and operation of merchant ships. The convention requires signatory flag states to ensure that ships flagged by them comply with at least these standards.
SOLAS is the key international maritime treaty that sets minimum safety standards for construction, equipment and operation of merchant ships. It was first adopted in 1914 in response to the Titanic disaster and has undergone several revisions, with the latest in 1974. The convention includes regulations across 12 chapters addressing issues like ship construction, lifesaving appliances, radio equipment, safety of navigation and carriage of cargoes. Port state control inspections help enforce SOLAS standards by inspecting foreign ships in national ports to verify their compliance with international regulations.
The document discusses the International Convention for the Safety of Life at Sea (SOLAS), which establishes minimum standards for the safe operation and construction of merchant ships. It outlines the convention's 11 chapters which cover topics like ship construction, fire safety, life-saving appliances, safety of navigation, and the carriage of cargoes and dangerous goods. The convention requires compliance by flag states and aims to enhance maritime safety and security.
International convention on load lines 1968 group 2jabbar2002pk200
The document discusses the history and provisions of the International Convention on Load Lines from 1930 to 2003. Some key points:
- The 1930 Load Line Convention was the first international agreement to apply load line regulations universally based on reserve buoyancy and stability.
- Revisions were needed as ship designs evolved, leading to the 1968 Load Lines Convention which updated rules on structural strength, reserve buoyancy, crew protection and limiting deck cargo.
- The 1968 Convention set out rules for calculating and assigning freeboard based on a ship's zone, season, and cargo. It ensured watertight integrity and proper load line markings.
- Further amendments in 1971, 1975, 1979, 1983, 1995, and 2003 aimed to
The document discusses the International Convention on Load Lines of 1966 which establishes uniform principles and rules regarding load lines on ships involved in international voyages. It outlines the requirements for assigning freeboards based on zones and seasons, surveying and certifying ships, marking load lines on ships, and other provisions to ensure ships are properly loaded for safety and stability in various weather conditions around the world. The convention aims to determine safe limits of load lines for ships to maintain adequate freeboard and prevent overloading.
The document discusses the International Convention on Load Lines of 1966 adopted by IMO. It establishes limitations on ship draft through requirements for freeboard assignments. This ensures adequate stability and avoids hull stress from overloading. Freeboards consider subdivision and damage stability calculations. The convention applies to cargo and passenger ships on international voyages, with exemptions. It specifies surveys and certificates to verify ships meet requirements and markings to indicate assigned freeboard.
Port State Control (PSC) allows countries to inspect foreign-flagged vessels entering their ports to ensure safety and environmental compliance. PSC officers check certificates and inspect vessel conditions. Major deficiencies include crew certification and safety issues. Detention occurs when deficiencies make a vessel unsafe to sail. Neither the port state nor owner want long detentions, so time is normally insufficient to void contracts under frustration doctrine. Pre-arrival reporting and inspections involve testing essential equipment and documentation.
The document discusses the International Life-Saving Appliances (LSA) Code. It provides:
1) An overview of the LSA Code requirements for life-saving appliances on ships, including personal life-saving appliances, survival craft, and launching appliances.
2) Details on new requirements adopted by the IMO in 2011 and 2013 regarding on-load release hooks for lifeboats to improve safety. These include design criteria that must be met by existing and new on-load release and retrieval systems.
3) Amendments made to the LSA Code and testing recommendations in 2010 and 2012 regarding items like liferaft equipment, lifeboat certification, and carrying capacities.
SOLAS:The International Convention for the Safety of Life at Sea (SOLAS) is an international maritime treaty which sets minimum safety standards in the construction, equipment and operation of merchant ships. The convention requires signatory flag states to ensure that ships flagged by them comply with at least these standards.
SOLAS is the key international maritime treaty that sets minimum safety standards for construction, equipment and operation of merchant ships. It was first adopted in 1914 in response to the Titanic disaster and has undergone several revisions, with the latest in 1974. The convention includes regulations across 12 chapters addressing issues like ship construction, lifesaving appliances, radio equipment, safety of navigation and carriage of cargoes. Port state control inspections help enforce SOLAS standards by inspecting foreign ships in national ports to verify their compliance with international regulations.
The document discusses the International Convention for the Safety of Life at Sea (SOLAS), which establishes minimum standards for the safe operation and construction of merchant ships. It outlines the convention's 11 chapters which cover topics like ship construction, fire safety, life-saving appliances, safety of navigation, and the carriage of cargoes and dangerous goods. The convention requires compliance by flag states and aims to enhance maritime safety and security.
The document discusses key aspects of the 1974 International Convention for the Safety of Life at Sea (SOLAS), as amended. It outlines the history and amendment procedures of SOLAS. The main objective of SOLAS is to specify minimum standards for ship construction and safety equipment. The document then summarizes each of the 12 chapters of SOLAS, including requirements for ship construction, fire protection, life-saving appliances, navigation safety, dangerous cargo carriage, and security measures. It concludes by discussing the various safety certificates issued in accordance with SOLAS and the role of classification societies.
This document provides guidance for ship crews on safely carrying solid bulk cargoes in accordance with the International Maritime Solid Bulk Cargoes Code (IMSBC Code). It outlines general requirements for accepting cargoes and procedures for safe loading and carriage. Cargoes are categorized into three groups - Group A cargoes may liquefy, Group B cargoes pose chemical hazards, and Group C cargoes pose neither liquefaction nor chemical hazards. The document provides examples of cargoes in each group and advises crews to always consult the IMSBC Code for specific cargo requirements. It includes a checklist and flowchart summarizing the steps crews must follow to accept and load solid bulk cargoes in compliance with safety
Decoding SOLAS (Safety of Life at Sea) by SHM ShipcareSHM Shipcare
105 years ago, on the same day - April 15th, the World witnessed the most disastrous shipping accident of all times - The Titanic. Legendary in every sense, RMS Titanic was designed by the Irish shipbuilder William Pirrie and built in Belfast, and was thought to be the world’s fastest ship. It spanned 883 feet from stern to bow, and its hull was divided into 16 compartments that were presumed to be watertight. Titanic was presumed to be unsinkable. But, no one had thought about the damage, an iceberg could cause. Only 10% of an iceberg is seen above the water while the rest lies below it. While in the final leg of it's journey from England to New York, the luxurious cruise liner failed to change its course and damaged its hull, causing water to flood into all the compartments, eventually leading to the ship breaking in half and a human loss of 1522 passengers. This disaster has served as a lesson for the shipping fraternity which gave birth to SOLAS and International Ice Patrol. Read more about SOLAS in our exclusive post here: http://www.shmgroup.com/blog/understanding-shipping-safety-with-solas/
This document provides an overview of the International Convention for the Safety of Life at Sea (SOLAS). It discusses the history and purpose of SOLAS, including that it was first adopted in 1914 in response to the Titanic disaster. It outlines the key chapters and requirements of SOLAS, including those relating to construction, fire protection, life-saving appliances, safety of navigation, and carriage of dangerous goods. Specifically for liquid petroleum gas carriers like the presenter's uncle's ship, it notes the regulations that must be followed are in Chapter VII Part C and comply with the International Gas Carrier Code.
The ISPS Code is a comprehensive set of measures developed by the IMO to enhance maritime security. It was developed in response to terrorist attacks like 9/11 and the attack on the Limburg tanker. The ISPS Code has two parts - Part A which contains mandatory requirements for ships and port facilities, and Part B which contains guidance. Key elements of the ISPS Code include conducting vessel and facility security assessments to identify vulnerabilities, developing security plans, appointing security officers, controlling access to restricted areas, conducting drills and exercises, and setting security levels. Contracting governments are responsible for oversight of the ISPS Code and can authorize Recognized Security Organizations to assist with certain activities.
George Quick discusses maritime security from the viewpoint of maritime labor. He notes that while maritime labor supports ship and port security as envisioned by the IMO's ISPS Code, there are concerns that an overemphasis on security could restrict the rights of seafarers. The ISPS Code recognized this potential conflict and included provisions to protect the rights and freedoms of maritime workers. However, some governments are not adhering to these provisions regarding shore leave and access to port facilities. Further guidance from the IMO in 2004 emphasized the need to balance security with protecting seafarers' human rights. The lack of a universally accepted seafarer identity document and some countries' visa requirements also present challenges.
The collision occurred in heavy fog in the Taiwan Strait between the container ships Lykes Voyager and Washington Senator. Visibility was less than 200m. Washington Senator had arranged a passing agreement with another ship, Notori Dake, but not with Lykes Voyager. When both ships took avoiding action and turned towards each other, it was too late to avoid collision due to the short distance. The investigation found failures to follow proper identification procedures on radio, apply COLREGS in reduced visibility, maintain a proper lookout using AIS, and ensure a safe speed. Fatigue and distractions also contributed to the accident. Both ships sustained damage but there were no injuries or pollution.
The document discusses the IMO Member State Audit Scheme (IMSAS), which makes auditing of IMO member states mandatory. It provides background on why audits are needed, describes the evolution of the audit scheme from voluntary to mandatory, outlines the audit standards and amendments to instruments, and notes the expected benefits of mandatory audits beginning in 2016. Key points include transitioning from the voluntary to mandatory scheme, the III Code serving as the audit standard, and obligations of states being audited as flag, coastal, and port states.
1. The document provides information on ship construction, including definitions of key ship design terminology and descriptions of basic ship types and designs.
2. It discusses the three main stages of initial ship design - concept, preliminary, and contract design. Key ship dimensions and specifications that are determined at each stage are outlined.
3. Ship types covered include liquid cargo ships, dry cargo ships, passenger ships, offshore vessels, fishing vessels, and naval vessels. The evolution of cargo ship designs over time is summarized.
The SOLAS 74 convention is the key international maritime treaty that sets baseline safety standards for the construction, equipment and operation of ships. It has been updated numerous times since first adopted in 1974. The convention includes 12 chapters that address topics like ship construction, lifesaving appliances, radiocommunications, safety of navigation, dangerous cargo carriage, and management for safe ship operation. It requires ships to be surveyed and certificated to verify compliance with SOLAS standards. Major codes made mandatory under SOLAS include the ISM code for ship management and specialty codes for chemical tankers and gas carriers.
Guidelines for periodic servicing and maintenance of lifeboatsAna Vicente
1. The document provides guidelines for periodic servicing and maintenance of lifeboats, launching appliances, and on-load release gear in accordance with IMO regulations.
2. Inspections should be carried out according to the manufacturer's procedures and records should be updated, signed, and kept onboard.
3. An annual thorough examination involves checking all equipment and components as well as operational tests of the on-load and off-load release functions.
This document provides information on liquefaction issues for solid bulk cargoes like mineral ores. It discusses the principles of liquefaction, where cargoes can transition from a solid to fluid state due to compaction from ship motions increasing water pressure between particles. Regulations in SOLAS and the IMSBC Code require shippers to test cargoes that may liquefy and provide certificates stating the moisture content is below the transportable moisture limit to prevent liquefaction. Specific challenges are outlined for unprocessed ores like iron ore fines and nickel ore, which can be very heterogeneous in composition and moisture content. Close adherence to testing and certification requirements is necessary to ensure only safe cargoes are transported.
The document summarizes the key parts and rules of COLREGS (Convention on the International Regulations for Preventing Collisions at Sea). It is divided into 5 parts, with Part A covering general rules about application and responsibilities, Part B covering steering and sailing rules for vessels in sight of each other or any visibility condition, Part C covering lights and shapes, Part D covering sound signals, and Part E covering exemptions. Key rules discussed in Part B include safe speed, action to avoid collisions, narrow channels, traffic separation schemes, and specific rules on sailing vessels, overtaking, head-on, and crossing situations.
The document defines and provides typical values for several coefficients used to measure ship design characteristics:
Block Co-efficient measures the fullness of a ship's form and ranges from 0.5-0.65 for very fast ships to 0.75-0.85 for slow cargo ships. Prismatic Co-efficient is the ratio of a ship's displacement volume to its midship volume and ranges from 0.55-0.85. Midship Section Co-efficient is the ratio of a ship's midship area to its rectangular area and ranges from 0.85-0.99. Waterplane Area Co-efficient is the ratio of a ship's waterplane area to its rectangular area and ranges from 0.70
This document outlines maritime rules for ship design, construction, and equipment as required by the International Convention for the Safety of Life at Sea (SOLAS). It requires that certain passenger and non-passenger ships comply with SOLAS requirements and provides definitions for terms related to ship classification, construction materials, and vessel types. The rules apply to foreign ships operating in New Zealand waters and New Zealand ships undertaking international voyages.
This document provides guidance on securing cargo containers aboard ships. It begins with an introduction noting that while container ships can now carry containers stacked higher, lashing systems have not developed to secure containers above the third or fourth tier. The failure to properly secure containers has led to increased losses overboard.
It then provides basic advice on best practices for securing containers, such as checking stack weights, using approved lashing plans, inspecting containers and equipment for defects, and adjusting lashings before bad weather. It also lists "do's and don'ts" and dispels common false beliefs about container securing.
The document discusses different lashing systems, ship types suitable for container carriage, and safety practices for working with containers
This document provides a history of international conventions and regulations regarding maritime safety from 1914 to 2012. It summarizes key developments like the establishment of the International Convention for the Safety of Life at Sea after the Titanic disaster in 1914, the introduction of radar in the 1960s, and the requirement for Electronic Chart Display systems in 2012. The document also describes various life saving signals, distress communication methods, and emergency equipment used at sea like flares, dye markers, and radio protocols.
This document provides information on personal survival techniques and emergency procedures. It covers safety guidelines, principles of survival at sea, definitions of survival craft and appliances, types of emergencies that may occur, crew responsibilities, emergency signals, abandoning ship procedures, and the importance of emergency drills. The key points are:
- Personnel must be trained to react correctly in emergencies, use survival equipment properly, and take measures to ensure their own survival and others.
- Emergencies could include collisions, groundings, fires, or the sinking of the ship. Crew must ensure watertight integrity is maintained and be prepared to combat fires or flooding.
- In an emergency requiring abandonment, personnel
The document summarizes key definitions and rules regarding navigation from the International Regulations for Preventing Collisions at Sea (1972) and the Inland Navigational Rules. It explains definitions for terms like "shall" and "may" as well as vessel types. It also outlines Rules 1 through 5 which cover the application and scope of the rules, responsibilities of vessels to follow the rules, general definitions, and the requirement for all vessels to maintain a proper lookout.
This document provides definitions and explanations of basic ship structure, compartmentation, and material conditions of readiness. It defines key ship structure terms like hull, frames, decks, bulkheads, and compartments. It explains how compartments are numbered and defined. It also outlines the different material conditions of readiness like X-ray, Yoke, Zebra, and William and what purposes they serve like damage control and chemical/biological protection.
The document contains technical drawings and assembly instructions for building a model oil tanker out of PVC pipes and wood. It includes individual drawings for parts like the base, wheels, axles, and tanker body, labeled with dimensions and scales. An assembly drawing brings all the parts together and a parts list identifies each component needed to construct the full model.
This document provides information about an upcoming LNG Tanker Operations training course. The course will take place on May 19-20, 2014 at the Grand Copthorne Waterfront Hotel in Singapore. It will provide attendees with knowledge on LNG tanker operations, commercial arrangements, cargo handling procedures, safety practices, and regulations. Attendees can save up to 40% by registering a group of 3 or more delegates for the special group rate. [END SUMMARY]
The document discusses key aspects of the 1974 International Convention for the Safety of Life at Sea (SOLAS), as amended. It outlines the history and amendment procedures of SOLAS. The main objective of SOLAS is to specify minimum standards for ship construction and safety equipment. The document then summarizes each of the 12 chapters of SOLAS, including requirements for ship construction, fire protection, life-saving appliances, navigation safety, dangerous cargo carriage, and security measures. It concludes by discussing the various safety certificates issued in accordance with SOLAS and the role of classification societies.
This document provides guidance for ship crews on safely carrying solid bulk cargoes in accordance with the International Maritime Solid Bulk Cargoes Code (IMSBC Code). It outlines general requirements for accepting cargoes and procedures for safe loading and carriage. Cargoes are categorized into three groups - Group A cargoes may liquefy, Group B cargoes pose chemical hazards, and Group C cargoes pose neither liquefaction nor chemical hazards. The document provides examples of cargoes in each group and advises crews to always consult the IMSBC Code for specific cargo requirements. It includes a checklist and flowchart summarizing the steps crews must follow to accept and load solid bulk cargoes in compliance with safety
Decoding SOLAS (Safety of Life at Sea) by SHM ShipcareSHM Shipcare
105 years ago, on the same day - April 15th, the World witnessed the most disastrous shipping accident of all times - The Titanic. Legendary in every sense, RMS Titanic was designed by the Irish shipbuilder William Pirrie and built in Belfast, and was thought to be the world’s fastest ship. It spanned 883 feet from stern to bow, and its hull was divided into 16 compartments that were presumed to be watertight. Titanic was presumed to be unsinkable. But, no one had thought about the damage, an iceberg could cause. Only 10% of an iceberg is seen above the water while the rest lies below it. While in the final leg of it's journey from England to New York, the luxurious cruise liner failed to change its course and damaged its hull, causing water to flood into all the compartments, eventually leading to the ship breaking in half and a human loss of 1522 passengers. This disaster has served as a lesson for the shipping fraternity which gave birth to SOLAS and International Ice Patrol. Read more about SOLAS in our exclusive post here: http://www.shmgroup.com/blog/understanding-shipping-safety-with-solas/
This document provides an overview of the International Convention for the Safety of Life at Sea (SOLAS). It discusses the history and purpose of SOLAS, including that it was first adopted in 1914 in response to the Titanic disaster. It outlines the key chapters and requirements of SOLAS, including those relating to construction, fire protection, life-saving appliances, safety of navigation, and carriage of dangerous goods. Specifically for liquid petroleum gas carriers like the presenter's uncle's ship, it notes the regulations that must be followed are in Chapter VII Part C and comply with the International Gas Carrier Code.
The ISPS Code is a comprehensive set of measures developed by the IMO to enhance maritime security. It was developed in response to terrorist attacks like 9/11 and the attack on the Limburg tanker. The ISPS Code has two parts - Part A which contains mandatory requirements for ships and port facilities, and Part B which contains guidance. Key elements of the ISPS Code include conducting vessel and facility security assessments to identify vulnerabilities, developing security plans, appointing security officers, controlling access to restricted areas, conducting drills and exercises, and setting security levels. Contracting governments are responsible for oversight of the ISPS Code and can authorize Recognized Security Organizations to assist with certain activities.
George Quick discusses maritime security from the viewpoint of maritime labor. He notes that while maritime labor supports ship and port security as envisioned by the IMO's ISPS Code, there are concerns that an overemphasis on security could restrict the rights of seafarers. The ISPS Code recognized this potential conflict and included provisions to protect the rights and freedoms of maritime workers. However, some governments are not adhering to these provisions regarding shore leave and access to port facilities. Further guidance from the IMO in 2004 emphasized the need to balance security with protecting seafarers' human rights. The lack of a universally accepted seafarer identity document and some countries' visa requirements also present challenges.
The collision occurred in heavy fog in the Taiwan Strait between the container ships Lykes Voyager and Washington Senator. Visibility was less than 200m. Washington Senator had arranged a passing agreement with another ship, Notori Dake, but not with Lykes Voyager. When both ships took avoiding action and turned towards each other, it was too late to avoid collision due to the short distance. The investigation found failures to follow proper identification procedures on radio, apply COLREGS in reduced visibility, maintain a proper lookout using AIS, and ensure a safe speed. Fatigue and distractions also contributed to the accident. Both ships sustained damage but there were no injuries or pollution.
The document discusses the IMO Member State Audit Scheme (IMSAS), which makes auditing of IMO member states mandatory. It provides background on why audits are needed, describes the evolution of the audit scheme from voluntary to mandatory, outlines the audit standards and amendments to instruments, and notes the expected benefits of mandatory audits beginning in 2016. Key points include transitioning from the voluntary to mandatory scheme, the III Code serving as the audit standard, and obligations of states being audited as flag, coastal, and port states.
1. The document provides information on ship construction, including definitions of key ship design terminology and descriptions of basic ship types and designs.
2. It discusses the three main stages of initial ship design - concept, preliminary, and contract design. Key ship dimensions and specifications that are determined at each stage are outlined.
3. Ship types covered include liquid cargo ships, dry cargo ships, passenger ships, offshore vessels, fishing vessels, and naval vessels. The evolution of cargo ship designs over time is summarized.
The SOLAS 74 convention is the key international maritime treaty that sets baseline safety standards for the construction, equipment and operation of ships. It has been updated numerous times since first adopted in 1974. The convention includes 12 chapters that address topics like ship construction, lifesaving appliances, radiocommunications, safety of navigation, dangerous cargo carriage, and management for safe ship operation. It requires ships to be surveyed and certificated to verify compliance with SOLAS standards. Major codes made mandatory under SOLAS include the ISM code for ship management and specialty codes for chemical tankers and gas carriers.
Guidelines for periodic servicing and maintenance of lifeboatsAna Vicente
1. The document provides guidelines for periodic servicing and maintenance of lifeboats, launching appliances, and on-load release gear in accordance with IMO regulations.
2. Inspections should be carried out according to the manufacturer's procedures and records should be updated, signed, and kept onboard.
3. An annual thorough examination involves checking all equipment and components as well as operational tests of the on-load and off-load release functions.
This document provides information on liquefaction issues for solid bulk cargoes like mineral ores. It discusses the principles of liquefaction, where cargoes can transition from a solid to fluid state due to compaction from ship motions increasing water pressure between particles. Regulations in SOLAS and the IMSBC Code require shippers to test cargoes that may liquefy and provide certificates stating the moisture content is below the transportable moisture limit to prevent liquefaction. Specific challenges are outlined for unprocessed ores like iron ore fines and nickel ore, which can be very heterogeneous in composition and moisture content. Close adherence to testing and certification requirements is necessary to ensure only safe cargoes are transported.
The document summarizes the key parts and rules of COLREGS (Convention on the International Regulations for Preventing Collisions at Sea). It is divided into 5 parts, with Part A covering general rules about application and responsibilities, Part B covering steering and sailing rules for vessels in sight of each other or any visibility condition, Part C covering lights and shapes, Part D covering sound signals, and Part E covering exemptions. Key rules discussed in Part B include safe speed, action to avoid collisions, narrow channels, traffic separation schemes, and specific rules on sailing vessels, overtaking, head-on, and crossing situations.
The document defines and provides typical values for several coefficients used to measure ship design characteristics:
Block Co-efficient measures the fullness of a ship's form and ranges from 0.5-0.65 for very fast ships to 0.75-0.85 for slow cargo ships. Prismatic Co-efficient is the ratio of a ship's displacement volume to its midship volume and ranges from 0.55-0.85. Midship Section Co-efficient is the ratio of a ship's midship area to its rectangular area and ranges from 0.85-0.99. Waterplane Area Co-efficient is the ratio of a ship's waterplane area to its rectangular area and ranges from 0.70
This document outlines maritime rules for ship design, construction, and equipment as required by the International Convention for the Safety of Life at Sea (SOLAS). It requires that certain passenger and non-passenger ships comply with SOLAS requirements and provides definitions for terms related to ship classification, construction materials, and vessel types. The rules apply to foreign ships operating in New Zealand waters and New Zealand ships undertaking international voyages.
This document provides guidance on securing cargo containers aboard ships. It begins with an introduction noting that while container ships can now carry containers stacked higher, lashing systems have not developed to secure containers above the third or fourth tier. The failure to properly secure containers has led to increased losses overboard.
It then provides basic advice on best practices for securing containers, such as checking stack weights, using approved lashing plans, inspecting containers and equipment for defects, and adjusting lashings before bad weather. It also lists "do's and don'ts" and dispels common false beliefs about container securing.
The document discusses different lashing systems, ship types suitable for container carriage, and safety practices for working with containers
This document provides a history of international conventions and regulations regarding maritime safety from 1914 to 2012. It summarizes key developments like the establishment of the International Convention for the Safety of Life at Sea after the Titanic disaster in 1914, the introduction of radar in the 1960s, and the requirement for Electronic Chart Display systems in 2012. The document also describes various life saving signals, distress communication methods, and emergency equipment used at sea like flares, dye markers, and radio protocols.
This document provides information on personal survival techniques and emergency procedures. It covers safety guidelines, principles of survival at sea, definitions of survival craft and appliances, types of emergencies that may occur, crew responsibilities, emergency signals, abandoning ship procedures, and the importance of emergency drills. The key points are:
- Personnel must be trained to react correctly in emergencies, use survival equipment properly, and take measures to ensure their own survival and others.
- Emergencies could include collisions, groundings, fires, or the sinking of the ship. Crew must ensure watertight integrity is maintained and be prepared to combat fires or flooding.
- In an emergency requiring abandonment, personnel
The document summarizes key definitions and rules regarding navigation from the International Regulations for Preventing Collisions at Sea (1972) and the Inland Navigational Rules. It explains definitions for terms like "shall" and "may" as well as vessel types. It also outlines Rules 1 through 5 which cover the application and scope of the rules, responsibilities of vessels to follow the rules, general definitions, and the requirement for all vessels to maintain a proper lookout.
This document provides definitions and explanations of basic ship structure, compartmentation, and material conditions of readiness. It defines key ship structure terms like hull, frames, decks, bulkheads, and compartments. It explains how compartments are numbered and defined. It also outlines the different material conditions of readiness like X-ray, Yoke, Zebra, and William and what purposes they serve like damage control and chemical/biological protection.
The document contains technical drawings and assembly instructions for building a model oil tanker out of PVC pipes and wood. It includes individual drawings for parts like the base, wheels, axles, and tanker body, labeled with dimensions and scales. An assembly drawing brings all the parts together and a parts list identifies each component needed to construct the full model.
This document provides information about an upcoming LNG Tanker Operations training course. The course will take place on May 19-20, 2014 at the Grand Copthorne Waterfront Hotel in Singapore. It will provide attendees with knowledge on LNG tanker operations, commercial arrangements, cargo handling procedures, safety practices, and regulations. Attendees can save up to 40% by registering a group of 3 or more delegates for the special group rate. [END SUMMARY]
The document discusses marine coatings and protective coatings. It describes their main function is to protect steel structures from corrosion and chemicals. Some key applications mentioned include marine vessels, offshore oil rigs, industrial structures, and transportation vehicles. It provides statistics on worldwide consumption of anticorrosion coatings. It also describes the role of various coatings in protecting different parts of ships from corrosion. Some key requirements for coatings are also listed such as resistance to corrosion and chemicals. The document discusses the composition, properties and uses of paints as well as methods for surface preparation and coating application.
This document discusses various factors that can be used to determine the optimum shipping route, including monthly routeing charts, wave charts, ice charts, current information, prevailing winds, ice conditions, and other weather information sources like Navtex. Monthly routeing charts provide data on winds, temperatures, currents, and ice limits to assist navigators in planning ocean passages. Wave charts show actual and predicted wave heights and directions. Ice charts indicate ice amounts, pack locations, and iceberg positions. Current information is important for reducing travel time and fuel costs. Prevailing winds are the dominant wind patterns in different regions. Ice conditions vary by location and season. Navtex broadcasts navigational warnings and weather updates to ships.
Oil and Liquefied Gas Tanker Operations is a comprehensive separately bookable course designed to provide participants with a technical perspective of shipping operations. The 4 day course will cover technical designs and features of tankers, operational execution based on charterparty terms, port, cargo and ballasting operations, tank cleaning, safety assessment and procedures, all broken down and discussed in detail. In addition, tanker owners, managers, operators and charterers will learn how to best minimize any operational claims and disputes due to accidents either out at sea or berthing at ports.
On October 17, 1998, a fire broke out aboard the Australian oil tanker Helix while discharging cargo at a terminal in Brisbane, Queensland. The fire originated in the ship's hydraulic machinery space, where hydraulic pumps powered the cargo and ballast pumps. Three crew members in the engine room at the time felt and heard an explosion and saw a fireball, escaping through the steering flat and an enclosed escape. Smoke quickly filled the accommodation stairwell and engine room. The cargo pumps automatically shut down and crew closed cargo valves. After the crew mustered, two entered the engine room in breathing apparatus and extinguished isolated fires in lagging and a hydraulic pump sump. The fire was contained and ship declared safe by responding firefighters within
IndexTank is a great search indexing service, this gem tries to make that any orm stays in sync with IndexTank easily. It has a simple yet powerful approach to integrate IndexTank with any ORM
The keel forms the backbone of the ship and contributes to longitudinal strength. Common keel types include the flat plate keel and bar keel. The hull uses frames, plate floors, and a keel plate to strengthen the structure. A double bottom creates extra strength and space for piping and tanks. Machinery is mounted on reinforced seats with the engine connected to brackets and lugs. The stern frame supports the rudder and propeller shaft. Additional structures like panting beams further reinforce the hull.
This document summarizes different types and sizes of oil tankers. It describes how crude tankers transport unrefined crude oil and product tankers transport refined products. It outlines the history of oil tankers from the 1850s transporting oil in barrels to the development of modern tankers in the late 1800s. It discusses the era of supertankers in the 1970s that were over 400 meters long and could carry 500,000 tons. The document concludes by categorizing tanker sizes from Panamax and Handysize up to Ultra Large Crude Carriers and Very Large Crude Carriers that can carry over 200,000 tons.
The document summarizes different types of tankers used to transport liquid cargo. It begins by explaining that modern ships specialize in specific cargo types. Tankers are defined as ships designed to carry liquid cargo in bulk. The world's first true tanker, the Gluckauf, was built in 1886 with separate tanks for oil cargo. Tankers are further specialized to carry different liquid cargoes like petroleum, chemicals, liquefied natural gas, liquefied petroleum gas, and even fruit juice and wine. The document then focuses on describing various types of oil tankers classified by cargo capacity like ULCC, VLCC, Suezmax, and Aframax. Safety regulations now require double hulled tank
This document summarizes a presentation on inert gas extinguishing systems. It discusses the requirements for clean agents used in fire protection of electronics areas. It describes inert gases and halocarbon agents as the two categories of clean agents according to NFPA standards. Inert gases are preferred over halocarbon agents for their safety for humans and lack of toxic byproducts. The document outlines the operating principle of inert gas systems, which extinguish fires by diluting oxygen concentration below the level needed for combustion. It also discusses factors to consider in the design of inert gas systems, such as achieving the minimum design concentration. Overall, the presentation concludes that inert gas systems are better than halocarbon systems for fire protection due to their availability, ease of ref
The document discusses cargo tank venting and inert gas systems on board ships. It introduces the inert gas system and explains how it works to suppress flammability through increasing the oxygen content. It describes the key components of inert gas systems including scrubbers, fans, deck water seals, and instrumentation. It also covers inert gas production methods, system layouts, and applications to shipboard operations like cargo handling and tank washing.
This document discusses inert gases and confined spaces, noting that inert gases like nitrogen, argon, and helium are colorless, odorless, tasteless, and non-flammable. It explains that inert gases are used in welding and pipe purging to prevent combustion and can displace oxygen in confined spaces, posing risks if oxygen levels are reduced too much. The document emphasizes that oxygen deficiency can cause death and outlines safety procedures like gas testing and permits required for confined space entry.
The document summarizes new regulations under MARPOL Annex V regarding shipboard garbage disposal that will take effect on January 1, 2013. Key points:
- Disposal of garbage at sea will be prohibited except for certain permitted discharges. Ships will need to send garbage to port reception facilities.
- Garbage will need to be segregated according to port requirements. Port garbage processing capabilities should be checked in advance.
- Cleaning products may be discharged if not harmful to the environment and records are maintained. Ash residues from incinerators are considered garbage.
- Outside special areas, certain comminuted food waste and cargo residues may be discharged under specified conditions. Animal carcasses require special disposal methods.
The document provides an overview of MARPOL, the International Convention for the Prevention of Pollution from Ships. MARPOL includes six annexes that establish regulations for preventing various forms of pollution from ships. It was adopted in 1973 and amended in 1978, and entered into force in 1983. The annexes address pollution by oil, noxious liquid substances, harmful packaged substances, sewage, garbage, and air pollutants. The annexes also designate certain sea areas as special areas with more stringent discharge requirements.
MARPOL 73/78 –ANNEX 5
(including amendments)
Regulations for the Prevention of Pollution by Garbage from Ships
Introduction
A plastic bottle dumped into the ocean takes 450 years to degrade, an aluminum can takes 200-500, and tin can 100, according to numbers cited by the International Maritime Organization (IMO), a UN agency that regulates the shiping industry.
Regulation 1
definnitions
For the purposes of this Annex
Garbage means all kinds of victual, domestic and operational waste excluding fresh fish and part thereof, generated during the normal operation of the ship and liable to be disposed of continuously or periodically except those substances which are defined or listed in other Annexes to the present convention
Food wastes are any spoiled or unspoiled victual substances, such as fruits, vegetables, dairy products, poultry, meat product, food scraps, food particles, and all other materials contaminated by such wastes, generated onboard ship, principally in the gallery and dining areas.
Nearest land The term "from the nearest land" means from the baseline from which the territorial sea of the territory in question is established in accordance with international law.
Nearest land The term "from the nearest land" means from the baseline from which the territorial sea of the territory in question is established in accordance with international law.
Regulation 2
application
The provision of this Annex shall apply to all ships.
Regulation 3
disposal of garbage out side special areas
1) Subject to the provisions of regulations 4, 5 and 6 of this Annex:
the disposal into the sea of all plastics, including but not limited to synthetic ropes, synthetic fishing nets, plastic garbage bags and incinerator ashes from plastic products which may contain toxic or heavy metal residues, is prohibited;
the disposal into the sea of the following garbage shall be made as far as practicable from the nearest land but in any case is prohibited if the distance from the nearest land is less than:
(i) 25 nautical miles for dunnage, lining and packing materials which will float;
(ii) 12 nautical miles for food wastes and all other garbage including paper
products, rags, glass, metal, bottles, crockery and similar refuse;
disposal into the sea of garbage specified in subparagraph(b)(ii) of this regulation may be permitted when it has passed through a comminuter or grinder and made as far as practicable from the nearest land but in any case is prohibited if the distance from the nearest land is less than 3 nautical miles. Such comminuted or ground garbage shall be capable of passing through a screen with openings no greater than 25 mm.
2) When the garbage is mixed with other discharges having different disposal or discharge requirements the more stringent requirements shall apply.
Regulation 4
special requirements for disposal of garbage
1) Subject to th
MARPOL is an international convention adopted by IMO for the prevention of marine pollution. Marpol and its annexes are included in this ppt. Happy reading
This document provides an overview of MARPOL 73/78 annexes I-VIII, which cover regulations for preventing pollution from ships. It discusses regulations around oil pollution, noxious liquid substances, harmful substances in packaged form, sewage, garbage, air pollution, ballast water management, and anti-fouling systems. Special emphasis is placed on discharge standards and requirements within designated "special areas" to protect vulnerable marine ecosystems like the Antarctic or Baltic Sea. The document also notes new regulations under Annex VI around fuel oil quality standards and emission control areas to reduce air pollution from ships.
Annex IV or the Prevention of pollution of sewage from shipsshutdafowkup17
The document outlines regulations from MARPOL Annex IV regarding sewage pollution prevention. It discusses shipboard sources of sewage, equipment requirements for treatment plants or holding tanks, and rules for sewage discharge depending on the ship's distance from land and whether the sewage is treated. Ships must have a certification certificate and ports must provide sewage reception facilities. Failure to comply with operational rules could lead to inspection and detention by port authorities.
The document discusses regulations under MARPOL Annex I regarding prevention of pollution by oil from ships. It outlines requirements for ships to carry a Ship Oil Pollution Emergency Plan (SOPEP) and Oil Record Book. Discharge of oil or oily mixtures is prohibited within special areas, except under certain conditions. The annex contains 11 chapters and 47 regulations governing oil pollution prevention.
This document summarizes key aspects of MARPOL Annexes I-V, which regulate pollution from ships. Annex I covers oil pollution and impacts ship design requirements like double hulls and oil filtering equipment. Annex II covers noxious liquid substances carried in bulk. Annex III covers harmful substances carried by sea in packaged form. Annex IV regulates sewage pollution and requires ships to have sewage treatment plants or holding tanks. Annex V addresses garbage pollution from ships and prohibits most plastics from being discharged. The annexes establish pollution control zones, certification requirements, and penalties for non-compliance.
The document discusses various types and sources of marine pollution. It defines marine pollution as the introduction of harmful substances into the ocean by human activity. The largest sources are land-based, especially nonpoint source pollution. It also outlines the roles of key international organizations like IMO and conventions like MARPOL, LC, and LP in regulating marine dumping and discharges from ships. The case of Mauritius v. UK demonstrates how an MPA was established over Chagos Archipelago against Mauritius' claims, violating their sovereignty and human rights.
The document discusses regulations regarding the treatment and discharge of sewage from ships as outlined in MARPOL Annex IV. It provides details on definitions of sewage, typical sewage generation amounts, treatment methods including mechanical, chemical and biological, and standards for effluent quality and discharge distances. Requirements include having an approved sewage treatment plant and International Sewage Pollution Prevention Certificate when discharging in special areas like the Baltic Sea.
Particularly Sensitive Sea Areas (PSSA)
A Particularly Sensitive Sea Area (PSSA) is an area that needs special protection through action by the IMO because of its significance for recognized ecological or socio-economic or scientific reasons, and which may be vulnerable to damage by international maritime activities.
For Bachelor of Science in Marine Transportation and Marine Engineering
The MARPOL 73/78 Convention aims to eliminate pollution of the seas by oil, chemicals, and other harmful substances discharged from ships. It includes six annexes covering pollution by oil, noxious liquid substances, harmful packaged substances, sewage, garbage, and air pollution. Special areas with higher protection are defined within certain annexes. The document outlines regulations and requirements for ship equipment and record keeping to prevent pollution, particularly for oil tankers, including the use of slop tanks and oil discharge monitoring systems.
The Polar Code establishes regulations for shipping in the Arctic and Antarctic but leaves some enforcement issues unaddressed. Specifically, it does not prohibit the use of heavy fuel oil, which poses environmental risks. Additionally, as Arctic shipping routes become more transited without calling at ports, there is a risk of non-compliance going unchecked. Arctic states may need to increase enforcement through naval patrols and cooperation to ensure the codes protections are upheld.
Classification societies develop class notations to classify inland navigation vessels operating in restricted maritime areas with higher wave conditions than purely fluvial vessels. The notation "Estuary Plus" is assigned to vessels operating in areas with maximum significant wave heights up to 2 meters. Additional requirements for vessels with this notation include enhanced hull strength, intact stability criteria, bilge pumping systems, and backup propulsion and electrical systems. National regulations also apply which may provide additional safety and operational requirements for inland vessels navigating coastal waters.
Prevention of pollution from seawage .....by dwivedianand dwivedi
above paper gives precise information about pollution which is spread in sea by discharge of sewage. untreated sewage can cause major disruption in marine coastal ecosystem.
it gives all possible modern ways to prevent pollution from sewage of ship.
This notification declares coastal stretches in India as Coastal Regulation Zones (CRZ) and regulates certain activities within the CRZ. Some key points:
- The CRZ includes coastal areas within 500m of the high tide line and the area between the high tide line and low tide line.
- Certain activities are prohibited within the CRZ, including setting up or expanding industries (except those requiring water access), handling hazardous waste, some fishing activities, and waste disposal.
- Other activities can occur but require clearance, including construction projects requiring foreshore facilities for ports/defense and some atomic energy projects. Strict conditions apply to regulate permissible activities.
This document discusses regulations and standards for managing ballast water on ships. It addresses two performance standards established by the International Maritime Organization's Ballast Water Management Convention: D1, which specifies ballast water exchange requirements, and D2, which specifies maximum thresholds for viable organisms allowed in discharged ballast water after treatment. It provides details on ballast water exchange procedures and the indicator microbe concentration limits specified in Standard D2.
This document provides guidance on garbage management procedures onboard ships according to MARPOL Annex V regulations. It outlines procedures for collecting, storing, processing, and disposing of garbage including designation of responsible crew members. Key aspects covered are the use of placards to prohibit garbage discharge, maintaining a garbage record book, segregating garbage into categories, minimizing garbage where possible, and proper use of equipment like compactors, comminuters, and incinerators. The goal is to ensure garbage is handled according to regulations to prevent pollution of the marine environment.
The document provides information about Jawaharlal Nehru Port Trust (JNPT), the largest container port in India. It details JNPT's facilities including three container terminals with a total quay length of 1,992 meters and capacity of 3.6 million TEUs per year. It also describes JNPT's organization, compliance with international regulations like SOLAS and MARPOL, and facilities for handling various cargo types like containers, liquids, explosives and radioactive materials. The document aims to inform readers about the operations and capabilities of Jawaharlal Nehru Port Trust.
This document summarizes the York Antwerp Rules of 2004 and the key changes from previous versions. The main changes under the 2004 rules include: excluding salvage awards from general average contributions except when paid by one party; not allowing crew wages during vessel detention for repairs; treating temporary repairs differently; removing the commission allowance; having the CMI set the interest rate annually instead of a fixed 7%; and introducing a statute of limitations of 1 year to claim contributions and 6 years total from voyage end. The 2004 rules generally result in lower contributions from cargo interests but higher claims on vessel hull insurers, benefiting underwriters. Shipowners may prefer to insist on the 1974 or 1994 rules which are more favorable to their interests.
1. The document summarizes an incident where the MPV "Ikom K" ferry went aground after its skipper, Mr. Patrick Murphy, collapsed at the wheel. There were no other crew members on board.
2. After the skipper collapsed, defense force personnel and a nurse on board attempted emergency first aid but were unable to revive Mr. Murphy. The defense force personnel, who had no ship handling experience, maneuvered the grounded ferry back to port with help from another vessel.
3. An investigation was conducted. It found that having no other crew members on board when the skipper collapsed contributed to the incident. It recommended establishing medical fitness requirements for crew, sufficient manning regulations, and
The document discusses various types of charts used for ocean navigation including routeing charts, wave charts, ice charts, and current charts. Routeing charts are published monthly for major ocean basins and contain information about winds, temperatures, currents, shipping routes and hazards. Wave charts show historic and predicted wave heights and directions. Ice charts indicate ice coverage and are used to plan safe routes. Current charts display ocean circulation patterns to aid efficient voyages. Additional sources of marine weather data include Navtex broadcasts.
This document outlines regulations for the documentation required for transporting dangerous goods by sea. It states that dangerous goods must be accompanied by documents that provide key information about the goods, including identification, hazards, packaging, and certification. The shipper is responsible for preparing documents that contain accurate technical names, classification, quantities, and a signed statement certifying the goods are properly packaged and labeled for transport. The documents must be kept where the goods are stored and provide handlers with safety information.
The document summarizes the key aspects of the 1974 SOLAS Convention, including its history and amendments. The main points are:
1. SOLAS 1974 consolidated earlier conventions and introduced a new amendment procedure to allow for timely updates. It aims to specify minimum safety standards for ship construction and equipment.
2. Amendments are adopted through the IMO's Maritime Safety Committee or by a conference if requested by enough countries.
3. The convention contains 12 chapters covering matters like ship construction, lifesaving appliances, dangerous cargo carriage, and safety management.
4. Ships must undergo periodic surveys to obtain certificates of compliance which are valid for periods ranging from 12-60 months depending on type.
The document is a report on amendments to MARPOL Annex V regarding garbage disposal. It provides a table comparing the old regulations to the new, amended regulations. The table shows that under the new amendments, the discharge of items like paper products, glass and metal is now prohibited within 12 nautical miles of land, compared to the previous 3 nautical mile limit. Dunnage and other floating materials also now have a discharge prohibition zone of 25 nautical miles from land. All plastics remain completely prohibited from discharge.
1. The document provides instructions for removing an anchor from the hawse pipe to enable the vessel to be moored or towed. It describes securing wires to the anchor and using the windlass to walk the anchor back while maintaining tension on wires.
2. The Mediterranean moor allows multiple vessels to berth at a single quay. It involves letting go anchors and using engines and cables to maneuver the vessel broadside to the quay.
3. Clearing a foul hawse involves various methods like using tides and wires to remove turns from an anchor chain that is fouled in the hawse pipe. Lashings and messengers are used to gradually remove half turns at a time
Classification societies are non-governmental organizations that establish technical standards for the construction and operation of ships and offshore structures. They classify ships to validate their design meets published standards, and conduct periodic surveys to ensure standards continue to be met. The major classification societies are members of the International Association of Classification Societies (IACS), which collectively cover over 90% of the world's cargo carrying tonnage. Classification includes an initial design review, construction oversight, and ongoing surveys to maintain certification.
The document summarizes new regulations under MARPOL Annex V that will prohibit the disposal of ship-generated garbage at sea beginning January 1, 2013. Shipboard garbage will need to be segregated and sent to port waste reception facilities for disposal. Certain cleaning agents may still be discharged if non-harmful. Discharge criteria vary depending on whether the ship is outside or within a MARPOL special area, which includes regions like the Mediterranean, Baltic, and Wider Caribbean.
This document provides information about sewage treatment plants on ships. It explains that sewage generated on ships must be treated before discharge due to regulations. The most common treatment method is a biological plant, which uses aerobic bacteria and fresh air to decompose sewage into safer byproducts. The biological plant has three chambers - an aeration chamber where sewage is broken down, a settling tank where sludge settles, and a chlorination chamber to disinfect the liquid before discharge. Key terms like BOD, coliform count, and solids levels are also defined. Proper operation and maintenance of the plant is important to efficiently and safely treat sewage on ships.
This document provides information about welding processes and safety. It defines welding as a material joining process using heat and/or pressure. It describes different welding processes such as oxy-fuel gas welding, arc welding, and resistance welding. It discusses welding hazards, defects, joint types, and types of welds. The document outlines safety practices for welding, including personal protective equipment and ventilation. It also covers fire prevention and safe operation of welding equipment.
A chief engineer died after being trapped in a watertight door for over 8 minutes during an emergency drill on a passenger ship in New Zealand. The door closed at twice the allowable speed, possibly due to being in remote closing mode instead of local control mode. An investigation found that the crew routinely passed through watertight doors without fully opening them in local control mode. The accident highlighted the importance of following proper procedures for watertight doors, maintaining safe closing speeds, and ensuring warning alarms function properly.
This document discusses hatchways on ships, including their purpose and positioning. Hatchways provide large openings in decks to allow access to cargo holds and storage rooms below. They are positioned either on exposed freeboard and superstructure decks forward of 0.25L or on exposed superstructure decks aft of 0.25L. Hatchways experience stress concentration at corners where large sections of deck plates and beams are cut out.
The document summarizes regulations for preventing pollution from harmful substances carried by sea. It discusses the revised MARPOL Annex III regulations which were adopted in 2006 to harmonize with UN transportation standards. The regulations aim to safely package and identify marine pollutants. They prohibit jettisoning harmful substances except for ship safety and allow washing leakages overboard only if it does not impair safety. The regulations apply to all ships carrying such substances and require packaging, labeling, and documentation standards. Implementation was initially hampered by a lack of definition but amendments to the IMDG Code remedied this by identifying marine pollutants.
This document provides information about sewage treatment plants on ships. It explains that sewage generated on ships must be treated before discharge as per regulations. The most common treatment method is a biological plant, which uses aerobic bacteria and fresh air to decompose sewage into safer byproducts. The biological plant has three chambers - an aeration chamber for decomposition, a settling tank to separate liquids and sludge, and a chlorination chamber to disinfect liquids before discharge. Key terms like BOD, coliform count and pumping levels are also defined. Proper operation and maintenance of the plant, like chemical dosing and back-flushing lines, is important for effective sewage treatment on ships.
This document provides information about welding processes and safety. It defines welding as a material joining process using heat and/or pressure. It describes different welding processes such as oxy-fuel gas welding, arc welding, and resistance welding. It discusses welding hazards, defects, joint types, and types of welds. The document outlines safety practices for welding, including personal protective equipment and ventilation. It also covers fire prevention and safe operation of welding equipment.
The document discusses the York Antwerp Rules, which govern general average contributions in maritime law. It summarizes key aspects of general average, including typical sacrifices and expenditures allowed. It then analyzes changes between the 1974/1994 and 2004 versions of the rules, noting areas where shipowners may lose out, such as exclusion of salvage costs, reduced wages and repairs allowed, and removal of commissions and interest. The 2004 rules aim to limit general average to issues of common safety rather than common benefit of the voyage.
A classification society establishes and maintains technical standards for marine vessels and offshore structures. It classifies ships by reviewing designs, inspecting construction, and conducting periodic surveys to verify compliance with standards. Major classification societies form the International Association of Classification Societies (IACS) which oversees the application of common technical standards. A ship's class can be suspended or withdrawn if it fails to meet standards during surveys or if the owner declares it will no longer trade.
This document discusses marine coatings and protective coatings. It provides information on the types of structures that coatings protect, including ships, offshore structures, and industrial equipment. It notes that the main function of coatings is to protect steel from corrosion and chemicals. The document also provides statistics on the market size for anticorrosion coatings and discusses the key performance requirements for marine coatings. It describes some of the major application areas that utilize coatings, including ballast tanks, cargo holds, and offshore oil platforms.
Defending Weapons Offence Charges: Role of Mississauga Criminal Defence LawyersHarpreetSaini48
Discover how Mississauga criminal defence lawyers defend clients facing weapon offence charges with expert legal guidance and courtroom representation.
To know more visit: https://www.saini-law.com/
Synopsis On Annual General Meeting/Extra Ordinary General Meeting With Ordinary And Special Businesses And Ordinary And Special Resolutions with Companies (Postal Ballot) Regulations, 2018
Sangyun Lee, 'Why Korea's Merger Control Occasionally Fails: A Public Choice ...Sangyun Lee
Presentation slides for a session held on June 4, 2024, at Kyoto University. This presentation is based on the presenter’s recent paper, coauthored with Hwang Lee, Professor, Korea University, with the same title, published in the Journal of Business Administration & Law, Volume 34, No. 2 (April 2024). The paper, written in Korean, is available at <https://shorturl.at/GCWcI>.
Genocide in International Criminal Law.pptxMasoudZamani13
Excited to share insights from my recent presentation on genocide! 💡 In light of ongoing debates, it's crucial to delve into the nuances of this grave crime.
Lifting the Corporate Veil. Power Point Presentationseri bangash
"Lifting the Corporate Veil" is a legal concept that refers to the judicial act of disregarding the separate legal personality of a corporation or limited liability company (LLC). Normally, a corporation is considered a legal entity separate from its shareholders or members, meaning that the personal assets of shareholders or members are protected from the liabilities of the corporation. However, there are certain situations where courts may decide to "pierce" or "lift" the corporate veil, holding shareholders or members personally liable for the debts or actions of the corporation.
Here are some common scenarios in which courts might lift the corporate veil:
Fraud or Illegality: If shareholders or members use the corporate structure to perpetrate fraud, evade legal obligations, or engage in illegal activities, courts may disregard the corporate entity and hold those individuals personally liable.
Undercapitalization: If a corporation is formed with insufficient capital to conduct its intended business and meet its foreseeable liabilities, and this lack of capitalization results in harm to creditors or other parties, courts may lift the corporate veil to hold shareholders or members liable.
Failure to Observe Corporate Formalities: Corporations and LLCs are required to observe certain formalities, such as holding regular meetings, maintaining separate financial records, and avoiding commingling of personal and corporate assets. If these formalities are not observed and the corporate structure is used as a mere façade, courts may disregard the corporate entity.
Alter Ego: If there is such a unity of interest and ownership between the corporation and its shareholders or members that the separate personalities of the corporation and the individuals no longer exist, courts may treat the corporation as the alter ego of its owners and hold them personally liable.
Group Enterprises: In some cases, where multiple corporations are closely related or form part of a single economic unit, courts may pierce the corporate veil to achieve equity, particularly if one corporation's actions harm creditors or other stakeholders and the corporate structure is being used to shield culpable parties from liability.
Guide on the use of Artificial Intelligence-based tools by lawyers and law fi...Massimo Talia
This guide aims to provide information on how lawyers will be able to use the opportunities provided by AI tools and how such tools could help the business processes of small firms. Its objective is to provide lawyers with some background to understand what they can and cannot realistically expect from these products. This guide aims to give a reference point for small law practices in the EU
against which they can evaluate those classes of AI applications that are probably the most relevant for them.
This document briefly explains the June compliance calendar 2024 with income tax returns, PF, ESI, and important due dates, forms to be filled out, periods, and who should file them?.
सुप्रीम कोर्ट ने यह भी माना था कि मजिस्ट्रेट का यह कर्तव्य है कि वह सुनिश्चित करे कि अधिकारी पीएमएलए के तहत निर्धारित प्रक्रिया के साथ-साथ संवैधानिक सुरक्षा उपायों का भी उचित रूप से पालन करें।
What are the common challenges faced by women lawyers working in the legal pr...lawyersonia
The legal profession, which has historically been male-dominated, has experienced a significant increase in the number of women entering the field over the past few decades. Despite this progress, women lawyers continue to encounter various challenges as they strive for top positions.
2. MARPOL - Amendments to Annex V
3rd October 2012Introduction
New MARPOL Annex V requirements regarding the disposal of garbage
from ships and fixed and floating platforms are due to enter into force
on 1 January 2013.
The new regulations represent a major change as, other than for
certain defined permitted discharges, they will prohibit the disposal of
garbage at sea. Therefore, as from the beginning of next year, it will
become common practice for ships to send their garbage to reception
facilities ashore when disposing of ship-generated waste.
It is likely that shipboard garbage destined to be sent to a port waste
reception facility will need to be segregated. The requirements for the
port concerned should be sought and followed in this respect. Given
that some ports may not be able to receive and process all types of
waste, the garbage processing capability of the port should be
checked prior to arrival.
3. Cleaning agents and additives used in washing down decks and holds
may be discharged into the sea provided that they are not harmful to
the marine environment. Products considered suitable for discharge
are those which are not defined as a harmful substance by the criteria
set out in MARPOL Annex III and do not contain any carcinogenic,
mutagenic or reprotoxic components. In addition, ships will need to
maintain records showing that any cleaning agent or additive used
was not harmful to the marine environment. IMO recommends that the
supplier provides a signed and dated statement to this effect, either as
part of a Material Safety Data Sheet (MSDS) or as a stand-alone
document.
It is important to note that ash residues from shipboard incinerators will
be classified as operational waste. Ash is therefore deemed to be
garbage and its disposal into the sea will not be permitted.
4. Discharge Criteria – Outside Special Areas
When ships are outside one of the MARPOL Annex V special areas
they will be permitted to discharge:
Food waste that has been comminuted or ground (ie able to pass
through a screen or mesh with holes of no larger than 25mm)
when as far as possible, but at least 3 nautical miles, from the
nearest land and “en route” (defined by the regulations as being
underway at sea on a course which will cause the discharge to be
spread over as great an area of the sea as is reasonable and
practicable).
Food waste that has not been comminuted or ground when as far
as possible, but at least 12 nautical miles, from the nearest land
whilst en route.
Cargo residues including wash water residues which cannot be
unloaded using commonly available means and which are not
harmful to the marine environment when as far as possible, but at least
12 nautical miles, from the nearest land whilst en route.
5. Animal carcasses in the maximum possible depth of water en route
provided the ship is at least 100 nautical miles from the nearest land. If
animal carcasses are discharged into the sea they must be split or
otherwise treated so that they sink immediately. If a ship cannot comply
with this requirement due to a passage where the vessel will not sail
more than 100 nautical miles from the nearest land, disposal of the
carcasses will be permitted at least 12 nautical miles from the nearest
land if the Master determines that retaining the carcasses will create a
health and safety risk to the personnel and live animals on board during
periods of high heat and humidity. It will also be necessary to note the
circumstances in the Garbage Record Book. The regulations encourage
Masters to provide copies of such entries to the vessel’s Flag State and to
the Administration of the State where the ship commenced the voyage.
Should the number of animal mortalities exceed the level normally
expected due to, for example, the failure of a watering system or an
outbreak of disease, an unusually large amount of animal carcasses will
not be considered to be garbage and will therefore not be subject to the
provisions MARPOL Annex V. Should such a situation arise, the Guidance
on Managing Spoilt Cargoes prepared by the Joint London
Convention/MEPC Working Group should be followed -
6. cleaning agents and additives contained in wash water from cargo
holds, decks and external surfaces provided that such products are
not harmful to the marine environment. If non-harmful wash water is to
be discharged, no minimum distance from the nearest land is
specified and there is no requirement for the vessel to be en route.
Discharge Criteria – Within Special Areas
The MARPOL special areas are the Baltic Sea, North Sea,
Mediterranean, Black Sea, Red Sea, the Gulfs Area, Wider Caribbean
Region and the Antarctic Area. However, due to a lack of shore
reception facilities in the Black Sea and Red Sea, these regions will
not be classified immediately as special areas for the discharge of
garbage when the new regulations enter into force.
When ships are within a MARPOL Annex V special area the following
discharges will be permitted:
7. Food waste that has been comminuted or ground (ie able to pass
through a screen or mesh with holes of no larger than 25mm) when as
far as possible, but at least 12 nautical miles, from the nearest land or
ice shelf whilst en route. However, in the Antarctic Special Area the
discharge of avian (bird) products including poultry will not be
permitted unless made sterile beforehand.
Cargo residues and cleaning agents and additives contained in
cargo hold wash water which are not harmful to the marine
environment when as far as possible, but at least 12 nautical miles,
from the nearest land or ice shelf whilst en route. Such an operation
may only take place if the departure port and the destination port
are situated within the same special area, that no suitable reception
facilities are available at either port and that the ship will not
proceed outside the special area when sailing between the
Cleaning agents and additives contained in deck and external
surfaces wash water that are not harmful to the marine environment.
The regulations do not specify a minimum distance from the nearest
land or ice shelf or require the vessel to be en route
8. MARPOL Annex V Reference Material
Further information regarding the new requirements can be found in
the following IMO documents:
Revised Text of MARPOL Annex V – Resolution MEPC.201(62)
2012 Guidelines for the Implementation of MARPOL Annex V –
Resolution MEPC.219(63)
2012 Guidelines for the Development of Garbage Management
Plans – Resolution MEPC.220(63)
Prevention of Pollution by Garbage from Ships: IMO guidance on
MARPOL Annex V
Simplified Overview of the Discharge Provisions of the Revised
MARPOL Annex V (Resolution MEPC.201(62)) which will Enter into
Force on 1 January 2013. – Discharge provision table
Members are advised to review the full text of the revised MARPOL
Annex V and should ensure their ships comply with the new
requirements by 1 January 2013. For further information, please
contact the Loss Prevention department.
9. 1. Shipboard Garbage Pollution Sources
’’Garbage means all kinds of victual, domestic and operational
waste excluding fresh fish and parts thereof, generated during
the normal operation of the ship and liable to be disposed
of continuously or periodically except those substances which
are defined or listed in other Annexes to the present
Convention’’.
10. 2. Biological / economic effects of garbage disposal
Biological effects:
• Plastics do not biodegrade (animals can mistake plastic for food)
- aquatic animals get trapped in plastic ropes, nets, bags,etc
- plastic can kill bottom growing plants
• Food waste is usually biodegradable but:
- may upset balance of food chain
- may promote algae blooms
Economic effects:
- garbage can become attached to ships and their equipment leading
to interruptions in a vessel's operations
- beaches with polluted seas can have a negative effect on tourism
11. Time taken for objects to dissolve at sea
Material Time to degrade
Tin cans 100 years
Newspaper 6 weeks
Glass Indefinate
Polystyrene foam Indefinate
Cardboard 2 - 4 months
Pastic six pack rings 400 years +
Plastic bottles 450 years
Aluminum cans 200 years
Painted wood 13 years
12. 3. Special Areas” according to MARPOL:
Mediterranean, Baltic, Black Sea, Red Sea, The Gulfs Area,Arabian
Gulf
and Gulf of Oman,The North Sea, The Antarctic, The Wider Caribbean
Region including Gulf of Mexico and the Caribbean Sea.
Note: The Great Barrier Reef. The „nearest land” as defined in MARPOL,
off the North - east of Australia, is to be considered as the outer edge of
The Great Barrier Reef and not the mainland. As such, all discharges
(including food waste) are prohibited in The Great Barrier Reef region.
The Special Area requirements for these areas have not taken
effect because of lack of notifications from MARPOL Parties
whose coastlines border the relevant special areas on the
existence of adequate reception facilities.
13. the following areas to be environmentally
sensitive and therefore to be considered the same as a
MARPOL special area unless discharge of garbage is
considered absolutely essential for the efficient operation of
the ship:
• Inside the US EEZ (200 miles from the nearest
coast or territorial island)
• Irish Sea
• Inland Sea of Japan
• Malacca Strait from One Fathom Bank to Horsburgh
14. Garbage Type Outside Special Areas In Special Areas
Plastics including ropes, nets, bags Disposal prohibited Disposal prohibited
Floating dunnage, lining, packing
materials
>25 miles offshore * Disposal prohibited
Ground – down*paper products,
rags, glass, metal, bottles, crockery, etc
>3 miles offshore Disposal prohibited
Cargo residues, paper products, rags,
glass, metal, bottles, crockery etc
>12 miles offshore Disposal prohibited
Food waste comminuted or ground ** >12 miles offshore >12 miles offshore
Incinerator ashes*** >12 miles offshore Disposal prohibited
* ”offshore” meaning from the ”nearest land” are base lines from which territorial sea is measured
** Comminuted or ground garbage must pass through a screen with a mesh size no larger than
25mm.
*** Vessel's incinerator must be able to burn plastics. Ash generated from plastic incineration is not to
be
discharged in any sea area. Incineration of Polyvinyl Chlorides (PVCs) shall be prohibited
except in incinerators for which IMO type approval certificates have been issued.
4. REQUIREMENTS FOR DISPOSAL OF GARBAGE AT SEA
15. Exceptions
When the garbage is mixed with other discharges having different
disposal or discharge requirements the more stringent requirements
shall apply.
Regulations related to garbage disposal, shall not apply to:
• securing the safety of life or the ship; or
• the escape of garbage resulting from damage to a ship or its
equipment provided all reasonable precautions have been taken
before and after the damage, for the purpose of preventing or
minimizing the escape; or
• the accidental loss of synthetic fishing nets or synthetic material
incidental to the repair of such nets, provided that all reasonable
precautions have been taken to prevent such loss.
16. 5. Reception facilities
1. The Government of each Party to the Convention
has to provide appropriate facilities at ports
and terminals for the reception of garbage,
without causing undue delay to ships.
2. The Government of each Party has to notify
the IMO of all cases where the facilities
provided under this Regulation are inadequate.
Remarks:
Some ports (particularly members of the Paris MOU) now require advance warning
of waste to be disposed of. The waste includes oil, chemicals, ballast, sewage and garbage.
The method of reporting this is to send Company form SAF13 to the agents prior to
arrival. Note that this form may be required even if no waste is to be landed. The local
agent is to be asked to confirm accordingly.
17. 6. Port State Control on operational requirements*
1. when in port a ship can be inspected by authorized PSC officers
2. if the master or crew are not familiar with essential shipboard
procedures preventing pollution by garbage, all should be done
to ensure that the situation has been brought to order
3. if ships equipment is broken or missing or ship has suffered
damages en route, Port Authorities must be informed accordingly
and if remedies were agreed with the flag state, the ship is not
to be detained.
* Refer to the Procedures for port State control resolution
A.787(19) as amended by resolution A.882(21);
18. 7. Placards, garbage management plans
and garbage record-keeping
7.1. Placards
posters (notices) are to be displayed in the working language
of the ship and English or French or Spanish, informing crew
and passengers of the disposal requirements of garbage
on board ships 12 or more meters long
7.2. Garbage management plan
all ships of 400 gross tonnage and above and ships carrying
more than 15 persons shall carry a Garbage Management
Plan and Garbage Disposal Record (Garbage Record Book)
19. The Plan should include :
- written procedures for: collecting, storing, processing
and disposing of garbage (using onboard equipment)
- the designated person in charge of carrying out the plan
The Plan should be :
- in the working language of the crew and adapted for
individual ships
- regularly reviewed and checked by the Master if the it is being
correctly adapted as part of his weekly inspections.
20. 7.3. Collection of Garbage
- containers for collecting garbage - clearly marked by the
appropriate colours and additionally by stencil.
- food waste is to be collected only in mess rooms, galleys,
and food preparation areas
21. 7.4. Processing of Garbage
Ships may be provided with onboard incinerators,
compactors, comminuters or other equipment
for garbage processing
Advantages of such facilities:
- disposal of certain garbage possible at sea
- onboard storage space reduction
- helpful in unloading garbage at a port
- allowing absorption of some types of garbage
Garbage should be processed under the categories included in Par.4 attached
Table entitled: ”REQUIREMENTS FOR DISPOSAL OF GARBAGE AT SEA”
Processing must ensure that the minimum amount of garbage or waste is
disposed of to shore.
22. 7.5. Incineration
• Shipboard incinerators installed on or after 01 January, 2000 are required to
comply with IMO specification MEPC 76 (40).
• Existing incinerators installed before 01 January, 2000 are acceptable
provided they are type approved in accordance with MEPC 59 (33).
NOTE: Existing incinerators that are not type approved may still be utilized
provided they are not used for Polyvinyl Chlorides (PVC s).
Incineration of the following substances is prohibited (ref: MARPOL Annex VI):
a) Cargo Residues and related contaminated packing materials (Annex I, II, III)
b) Polychlorinated Biphenyls (PCBs)
c) Garbage containing more than a trace of heavy metals
(used in coatings, paints, packaging, etc.)
d) Refined petroleum products containing halogen compounds
23. 7.6. Storing and disposing of garbage
All disposal of garbage must be consistent with MARPOL 73/78 Regulations
included in Par.4 ,Table entitled:
”REQUIREMENTS FOR DISPOSAL OF GARBAGE AT SEA”
All processed and unprocessed garbage shall be:
- stored in tight, good condition, securely covered containers so that no
garbage is released into the environment. (also required by Port Health
and Agriculture Authorities in many countries from a health and disease
control point of view)
- landed to reception facilities ashore and the Master shall ensure
that all local regulations are adhered to
- processed according to the vessel’s local agent requirements
such as segregation, cleanliness of garbage and disposal
containers / transportation bags
Note: USDA (United States Dept of Agriculture) restricts the type of waste for vessels going to USA,
where food waste not originating from USA or Canada has to be separated.
Food waste also includes anything contaminated with food , packaging, wrapping etc
24. 7.7. Garbage Disposal Record Book
(Garbage Record Book)
The Garbage Disposal Record should be used :
when garbage is discharged in the sea
when garbage is discharged to reception facilities ashore
or to another ship
when garbage is incinerated
for any accidental or exceptional discharge of garbage.
on board for minimum 2 years and to be available for inspection
by port officials
for receipts or certificates for any garbage landed ashore (including the
type of garbage and estimated amount). These receipts are to be kept
for a minimum of 2 years.
25. 7.8. Items entered into the Garbage Record Book:
1. Date and Time
2. Position of the ship (where cargo residues are disposed of at sea,
the discharge start and stop positions must be recorded)
3. Estimated amount and category discharged into the sea (m3)
4. Estimated amount and category discharged to reception facilities(m3)
5. Estimated amount and category incinerated (m3)
Each discharge operation, or completed incineration, shall be
recorded and signed by the officer in charge.
Each completed page of the Garbage Record Book shall be signed
by the master of the ship. The entries in the GRB shall be at least in English,
French or Spanish. Where the entries are also made in an official language
of the State whose flag the ship is entitled to fly, these entries shall prevail in
case of a dispute or discrepancy.
26. 7.9. Garbage Record Book inspections
1. The competent authority may inspect the Garbage
Record Book on board any ship while the ship is
in ports or offshore terminals and may make a copy
of any entry in that book, and may require the master
of the ship to certify that the copy is a true copy
of such an entry.
2. Any copy which has been certified by the master of
the ship as a true copy of an entry in the ship’s
Garbage Record Book, shall be admissible in any
judicial proceedings as evidence of the facts stated
in the entry.
27. 8. Inadequacy of Reception Facilities
it is recognised that the discharge of garbage in some
ports is difficult. Table 3 of Garbage Management
Plan
gives a recommended reporting format which allows
the master to report on any inadequacy discovered.
where reception facilities are considered inadequate,
the agent is to be given this report which must be
forwarded to the relevant authorities. A copy is also to
be sent to the Company.