MARPOL annex 1

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The International Convention for the Prevention of Pollution from Ships (MARPOL) is the main international convention covering prevention of pollution of the marine environment by ships from operational or accidental causes.

Chapters:

It has 7 chapters:

SPECIAL AREAS UNDER MARPOL ANNEX 1

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1. ANTARCTIC SEA
2. THE BLACK SEA
3. BALTIC SEA
4. “GULFS” AREA.
5. THE GULF OF ADEN
6. OMAN AREA OF THE ARABIAN SEA
7. THE RED SEA
8. THE MEDITERRANEAN SEA
9. NORTHWEST EUROPEAN WATERS
10. SOUTHERN SOUTH AFRICAN WATERS

Chapter 01: General

Regulation 1 – Definitions

Regulation 2 – Application

Regulation 3 – Exemptions and waivers

Regulation 4 – Exceptions

This annex shall not apply to the discharge into the sea of oil or oily mixture necessary for the purpose of securing the safety of a ship or saving life at sea; or

This annex shall not apply to the discharge into the sea of oil or oily mixture resulting from damage to a ship or its equipment but reasonable precautions need to be taken after the damage or discovery of the discharge to minimize the discharge

But if the owner or the master willingly and recklessly caused the damage knowing that damage would probably cause the discharge of oil this will not be exempted and necessary actions need to be taken.

This annex shall not apply to the discharge into the sea of substances containing oil, approved by the Administration, to combat specific pollution incidents in order to minimize the damage from pollution.

Chapter 02: Survey and Certifications

Regulation 6 – Surveys

Every oil tanker of 150 gross tonnages and above, and every other ship of 400 gross tonnages and above shall be subject to the surveys specified below

1. An initial survey

 before the ship is put in service or

before the Certificate required (An International Oil Pollution Prevention Certificate) is issued for the first time. It shall include a complete survey of its structure, equipment, systems, fittings, arrangements and material. This survey shall ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with the applicable requirements of this Annex.

2. A renewal survey

at intervals specified by the Administration, but not exceeding 5 years. The renewal survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with applicable requirements of this Annex.

3. An intermediate survey

Conducted within 3 months before or after the second anniversary date or within 3 months before or after the third anniversary date of the Certificate.

The intermediate survey shall ensure that the equipment and associated pump and piping systems, including oil discharge monitoring and control systems, crude oil washing systems, oily water separating equipment and oil filtering systems, fully comply with the applicable requirements of this Annex

and are in good working order. Intermediate surveys shall be endorsed on the International Oil Pollution Prevention Certificate.

4. An annual survey

Conducted within 3 months before or after each anniversary date of the Certificate, It includes a general inspection of the structure, equipment, systems, fittings, arrangements and material to ensure that they have been maintained in accordance with this regulation and that they remain satisfactory. Such annual surveys shall be endorsed on the International Oil Pollution Prevention Certificate.

5. An additional survey

Either general or partial, according to the circumstances, shall be made after a repair or whenever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made. Ensure that material and workmanship of such repairs or renewals are satisfactory. Also ensure the ship complies in all respects with the requirements of this Annex.

Regulation 7 – Issue or endorsement of certificate

An International Oil Pollution Prevention Certificate shall be issued, after an initial or renewal survey to any oil tanker of 150 gross tonnages and above and any other ships of 400 gross tonnages according to provisions of this annex.

The certificate is supplemented by a Record of Construction and Equipment for Ships Other Than Oil Tankers (Form A) or

 Record of Construction and Equipment for Oil Tankers (Form B), as appropriate.

This certificate shall be issued or endorsed by the Administration or any other organization authorized by it.

Regulation 10 – Duration and validity of certificate

An International Oil Pollution Prevention Certificate shall be issued for a period specified by the Administration, which shall not exceed five years.

Chapter-3 Requirements for machinery spaces of all ships

Annex 1 Chapter 3

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Annex 1 chapter 3 is requirements for the machinery space

It has 3 part. Part A B and C

Part A- Construction

Regulation 12 – Tanks for oil residues (sludge)

Every ship of 400 gross tonnages and above shall be provided with a tank or tanks of adequate capacity to receive the oil residues (sludge) resulting from the purification of fuel and lubricating oils and oil leakages in the machinery spaces.

Piping to and from sludge tanks shall have no direct connection overboard, other than the standard discharge connection

Regulation 13 – Standard discharge connection

To enable pipes of reception facilities to be connected with the ship’s discharge pipeline for residues from machinery bilges and from sludge tanks, both lines shall be fitted with a standard discharge connection of specified dimensions.

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Standard dimensions of flanges for discharge connections

Part B – Equipment

Regulation 14 – Oil filtering equipment

→Any ship of 400 gross tonnages and above but less than 10,000 gross tonnages shall be fitted with oil filtering equipment of a design approved by the Administration. This equipment will ensure that any oily mixture discharged into the sea after passing through the system has an oil content not exceeding 15 parts per million. 

→Any ship of 10,000 gross tonnages and above shall be fitted with oil filtering equipment, of a design approved by the administration and should ensure that

→any discharge of oily mixtures is automatically stopped when the oil content of the effluent exceeds 15 parts per million.

In addition, it shall be provided with alarm arrangements to indicate when this level cannot be maintained.

Ships, such as hotel ships, storage vessels, etc., which are stationary doesn’t need to be provided with oil filtering equipment.

Such ships shall be provided with a holding tank having a volume adequate for the total retention on board of the oily bilge water.

All oily bilge water shall be retained on board for discharge to reception facilities.

Part C- Control of operational discharge of oil

Regulation 15 – Control of discharge of oil

A Discharges outside special areas

Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnages and above shall be prohibited except when all the following conditions are satisfied:

1. The ship is proceeding en route.
2. The oily mixture is processed through an oil filtering equipment meeting the requirements of this Annex
3. The oil content of the effluent without dilution does not exceed 15 parts per million
4. The oily mixture does not originate from cargo pump-room bilges on oil tankers
5. The oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

B Discharges in special areas

Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be prohibited except when all of the following conditions are satisfied:

1 The ship is proceeding en route;

.2 The oily mixture is processed through an oil filtering equipment equipped with auto stopping device with alarm system

.3 The oil content of the effluent without dilution does not exceed 15 parts per million;

.4 The oily mixture does not originate from cargo pump-room bilges on oil tankers; and

.5 The oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

Regulation 16 – Segregation of oil and water ballast and carriage of oil in forepeak tanks

For ships above 400 GT other than oil tankers and oil tankers of 150 GT and above no ballast water shall be carried in any oil fuel tank.

When need to carry large quantities of oil fuel and for this purpose need to carry ballast water in fuel tanks such ballast water shall be discharged to reception facilities and an entry shall be made in the Oil Record Book.

For ships of 400 GT and above built after January 1982, shall not carry oil in fore peak tank or forward of the collision bulkhead.

Regulation 17 – Oil Record Book, Part I (Machinery space operations)

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• Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery space operations). 
• The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank basis whenever any of the following machinery space operations takes place in the ship:
• Ballasting or cleaning of oil fuel tanks;
• Discharge of dirty ballast or cleaning water from oil fuel tanks;
• Collection and disposal of oil residues (sludge and other oil residues);
• Discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces; and
• Bunkering of fuel or bulk lubricating oil.
• Accidental discharge and reason for that
• Each operation shall be fully recorded without delay
• Each entry shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of ship.
• Entries should have made in English, French or Spanish
•  Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I.
•  The Oil Record Book Part I shall be kept in such a place as to be readily available for inspection at all reasonable times and shall be preserved for a period of three years after the last entry has been made.

Chapter 4: Requirements for cargo areas of oil tankers

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Annex 1 chapter 4 is Requirements for the cargo areas of oil tankers

Part A – Construction

Regulation 30 – Pumping, piping and discharge arrangement

In every oil tanker of 150 gross tonnage and above, a discharge manifold for connection to reception facilities for the discharge of dirty ballast water or oil-contaminated water shall be located on the open deck on both sides of the ship.

And the pipelines for the discharge to the sea of ballast water or oil-contaminated water from cargo tank areas shall be led to the open deck or to the ship’s side above the waterline

Part B- Equipment

Regulation 31 – Oil discharge monitoring and control system

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• Oil tankers of 150 gross tonnage and above shall be equipped with an oil discharge monitoring and control system approved by the Administration.
• The system shall be fitted with a recording device to provide a continuous record of the discharge in liters per nautical mile and total quantity discharged, or the oil content and rate of discharge.
• The record shall be identifiable by time and date and shall be kept for at least three years.
• discharge of oily mixture is automatically stopped when the instantaneous rate of discharge of oil exceeds approved level.
• Any failure of this monitoring and control system shall stop the discharge.
• In the event of failure of the oil discharge monitoring and control system a manually operated alternative method may be used, but the defective unit shall be made operable as soon as possible. A tanker with a defective oil discharge monitoring and control system can undertake one ballast voyage but after that must go to a repair port.
•  The system shall be provided with an operational manual approved by the Administration.

Regulation 33 – Crude oil washing requirements

Every crude oil tanker of 20,000 tonnes deadweight and above delivered after 1 June 1982  shall be fitted with a cargo tank cleaning system using crude oil washing. 

Part C – Control of discharge of oil

Regulation 34 – Control of discharge of oil

Any discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker of 150 gross tonnage and above shall be prohibited except when all the following conditions are satisfied: 

1. The tanker is not within a special area.
2. The tanker is more than 50 nautical miles from the nearest land.
3. The tanker is proceeding en route.
4. The instantaneous rate of discharge of oil content does not exceed 30 liters per nautical mile.
5. The total oil discharged into the sea does not exceed 1/30000 of the total quantity of the particular cargo from which the residue formed.
6. The tanker has in operation an oil discharge monitoring and control system.

Regulation 35 – Crude oil washing operations

Every oil tanker operating with crude oil washing systems shall be provided with an Operations and Equipment Manual. This manual shall have details the system and equipment. Also shall have operational procedures. This  manual need be to the satisfaction of the Administration.

Regulation 36 – Oil Record Book, Part II – Cargo/ballast operations

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Every oil tanker of 150 gross tonnage and above shall be provided with an Oil Record Book Part II for Cargo/Ballast Operations.

The Oil Record Book Part II shall be completed on each occasion, on a tank-to-tank basis, whenever any of the following cargo/ ballast operations take place in the ship:

  .10     Disposal of cargo cleaning residues.  

Chapter 5: Prevention of Pollution Arising from an Oil Pollution Incident

Regulation 37 – Shipboard oil pollution emergency plan

Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400 gross tonnage and above shall carry on board a Shipboard Oil Pollution Emergency Plan approved by the Administration.

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Definitions

1. Bulk carrier means the ship which is constructed generally with single deck, top-side tanks and hopper side tanks in cargo spaces and is intended primarily to carry dry cargo in bulk. Ore carriers & combination carriers are also included as bulk carriers.

2 Application

All bulk carriers need to comply with the provisions of this regulation.

4.Damage stability requirements applicable to bulk carriers

1. Single side skin construction bulk carriers which are 150 m in length & above,

→ designed to carry solid bulk cargoes

→ having a cargo density of 1000 kg/m3 and above,

→ constructed on or after 1 July 1999,

→ when these types of bulk carriers loaded up to their summer load line,

→ they need to withstand flooding of any one cargo hold in all loading conditions and

→ remain afloat in a satisfactory condition of equilibrium.

2. Single side skin construction bulk carriers which are of 150m length & above,

→ constructed before 1 July 1999  

→ carrying solid bulk cargoes having a density of 1780 kg/m3 and above,

→ when they are loaded up to their summer load line,

→ they need to be able to withstand flooding of the foremost cargo hold in all loading conditions and

→ remain afloat in a satisfactory condition of equilibrium.

3. The permeability of the loaded hold shall be assumed as 0.9 and the permeability of an empty hold shall be assumed as 0.95.

5.Structural strength of bulk carriers

1. (This regulation applies to the bulk carriers constructed on or after 1 July 1999)

Bulk carriers of 150 m in length & above of single side skin construction,

→ designed to carry solid bulk cargoes having a density of 1000 kg/m3 and above,

→ shall have sufficient strength to withstand flooding of any one cargo hold in all loading and ballast conditions,

→ dynamic effects resulting from the presence of water in the hold also need to be considered.

2. (This regulation applies to the bulk carriers constructed before 1 July 1999)

Bulk carriers of 150 m in length & above of single side skin construction,

→ designed to carry solid bulk cargoes having a density of 1780 kg/m3 and above,

→ shall have sufficient strength to withstand flooding of foremost cargo hold in all loading and ballast conditions,

→ dynamic effects resulting from the presence of water in the hold also need to be considered.

6.Structural and other requirements for bulk carriers

(This regulation applies to the bulk carriers constructed before 1 July 1999)

1. Bulk carriers of 150 m in length & above of single side skin construction,

→ carrying solid bulk cargoes having a density of 1780 kg/m3 and above

2. The transverse watertight bulkhead between the two foremost cargo holds and the double bottom of the foremost cargo hold

→ shall have sufficient strength to withstand flooding of the foremost cargo hold,

→ dynamic effects resulting from the presence of water in the hold also need to be considered.

7.Survey of the cargo hold structure of the bulk carriers

(This regulation applies to the bulk carriers constructed before 1 July 1999)

A bulk carrier of 150 m in length & above of single side skin construction, of 10 years of age and over,

→ shall not carry solid bulk cargoes having a density of 1780 kg/m3 & above unless it has satisfactorily undergone either:

1. A periodical survey according to the enhanced survey program of inspections required by regulation XI/2; or

2. A survey of all cargo holds to the same extent as needed for the periodical surveys in the enhanced survey program of inspections required by regulation XI/2.

8.Information on compliance with requirements for bulk carriers

1. The booklet (Trim and stability booklet – Loading Manual) required to carry in a bulk carrier shall be endorsed by the Administration.

2. If a bulk carrier has limitations on the carriage of solid bulk cargoes having a density of 1780 kg/m3 and above, then that bulk carrier needs to be identified and this information need to be recorded in the booklet.

3. A bulk carrier which has limitations on carrying solid bulk cargo of density 1780 kg/m3, needs to be marked on the side shell plate at three positions at amidships, port and starboard. The mark should be a solid equilateral triangle having sides of 500 mm and its apex 300 mm beneath the deck line. The mark needs to be painted with a contrasting colour to that of the hull.

9. Requirements for bulk carriers not being capable of complying with regulation 4.3 due to the design configuration of their cargo holds

1. They need to be provided with the bilge well high-water level alarms in all cargo holds, giving an audible and visual alarm on the navigation bridge,
2. They need to be provided with the complete information on the particular cargo hold flooding scenarios. These instructions shall be included in “Emergency Preparedness” scenario in safety management system(ISM). This information may also be used in training and drills to train the ship’s crews.

10 Solid bulk cargo density declaration

• Before loading bulk cargo on bulk carriers 150m in length and above, the shipper shall declare the density of the cargo.
• Any cargo declared to have a density 1250 kg/m3 to 1780 kg/m3 shall have its density endorsed by an accredited testing organization.

11 Loading Instrument

• Bulk carriers of 150 m in length & above shall be fitted with a loading instrument capable of providing information on hull girder shear forces and bending moments.

12 Water level detectors in cargo holds

Bulk carriers shall be fitted with the water level detectors in the aft end of each cargo hold. Shall give audible and visual alarms on each occasion when the water level above the inner bottom of cargo hold reaches:

(a) A height of 0.5 metres; and

(b) Whichever is the lower of either:

(i) The height of a point which is not less than(<) 15% of the depth of the cargo hold, or

(ii)A height of two metres.

Water level detectors in ballast tanks

• A water level detector shall be fitted in each forward ballast tank situated forward of collision bulkhead of a bulk carrier. It shall give both an audible and visual alarm when the liquid in the forward ballast tank reaches a level not exceeding 10% of tank capacity.
• A device shall be fitted which overrides the alarm be installed and activated when the forward ballast tank is in use.

Water level detectors in dry or void space

Water level detector shall be fitted in each & every dry or void space of a bulk carrier, any part of which extends forward of the foremost cargo hold, giving an audible & visual alarm at a water depth of 0.1m in that space.

These alarms need not be fitted in the following areas:

(a) a dry/void space which is a chain cable locker; or

(b) in an enclosed space having volume which does not exceed 0.1% of the ship’s maximum displacement volume.

13 Availability of pumping systems:

Pumping system of ballast tanks forward of the collision bulkhead should be such that this can be operated remotely from navigation bridge or engine room.

14 Restrictions from sailing with any hold empty:

Bulk carriers of 150m length and above, single side skin construction,

when they carry cargo having density 1780kg/m3 and above-

and when they reach 10 years of age,

And they cannot withstand flooding in any of the cargo hold,

→ they shall not sail with any cargo hold loaded less than 10% of that hold’s maximum allowable capacity

Overview of ISPS Code

The International Ship and Port Facility Security (ISPS) Code is part of SOLAS Chapter XI-2, focusing on enhancing maritime security. It applies to:

1. Passenger ships and high-speed passenger craft
2. Cargo ships and high-speed craft of 500 GT and upwards

The code consists of two parts:

1. Part A: Mandatory Provisions
2. Part B: Recommended Provisions

Objectives of ISPS Code

1. Detect and assess security threats
2. Establish cooperation between various entities
3. Define roles and responsibilities
4. Facilitate efficient information exchange
5. Prevent terrorist threats to ships and port facilities
6. Implement security levels and assessment methods
7. Prevent unauthorized access

Security Levels

ISPS Code defines three security levels:

1. MARSEC Level 1: Normal operations
2. MARSEC Level 2: Heightened risk
3. MARSEC Level 3: Probable or imminent risk

Key Components

Ship Security Assessment (SSA)

1. Risk assessment for ship security
2. Basis for developing Ship Security Plan

Ship Security Plan (SSP)

1. Protects crew, passengers, cargo, and ship safety
2. Approved by Flag State or Recognized Security Organization (RSO)
3. Includes measures for weapons prevention, restricted areas, and security procedures

Port Facility Security Plan (PFSP)

1. Protects port facilities, ships, cargo, and operations

Key Personnel

1. Ship Security Officer (SSO): Responsible for ship’s security
2. Company Security Officer (CSO): Ensures SSP implementation
3. Port Facility Security Officer (PFSO): Manages port facility security

Important Documents

1. Declaration of Security (DOS): Agreement between ship and shore on security measures
2. International Ship Security Certificate (ISSC): Issued after verification, valid for up to 5 years

Security Drills and Exercises

1. Drills: Conducted at least every 3 months
2. Exercises: Carried out annually, testing communication and response

Security Systems

Ship Security Alert System (SSAS)

1. Required for ships 500 GT and above
2. Minimum two activation buttons
3. Transmits ship-to-shore security alert

Automatic Identification System (AIS)

1. Required for ships 300 GT and above
2. Transmits and receives ship information

Long Range Identification & Tracking (LRIT)

1. Applies to passenger ships, high-speed craft, and cargo ships 300 GT and above
2. Reports ship location at least 4 times daily

Voyage Data Recorder (VDR)

1. Records data from various ship sensors
2. Stores last 24 hours of data for investigations

Citadel

1. Secure room for crew protection
2. Located in ship’s center or engine room
3. Equipped with communication systems, food, water, and essential controls

ISPS code – memory techniques

ISPS Overview: “SOLAS XI-2”

Security measures for Ships and Ports
Objectives: Detect threats, establish cooperation, define roles
Levels of security: 3 (MARSEC 1, 2, 3)
Applies to: Passenger ships, cargo ships 500 GT and up
Structure: Part A (Mandatory) and Part B (Recommended)

Key Components: “PASS-PC”

Plans: SSP (Ship Security Plan), PFSP (Port Facility Security Plan)
Assessment: SSA (Ship Security Assessment)
Security Officers: SSO, CSO, PFSO
Systems: SSAS, AIS, LRIT, VDR
Paperwork: DOS (Declaration of Security), ISSC (International Ship Security Certificate)
Citadel: Secure room for crew protection

Security Levels: “NHE”

Normal (MARSEC 1): Routine operations
Heightened (MARSEC 2): Increased risk
Exceptional (MARSEC 3): Imminent threat

Remember “DRILL” for Security Measures:

Detect and assess threats
Restrict access to ships and port facilities
Implement security procedures
Liaise with authorities and exchange information
Level-specific actions (1, 2, 3)

Key Personnel: “SCP”

Ship Security Officer (SSO)
Company Security Officer (CSO)
Port Facility Security Officer (PFSO)

Security Systems: “SALV”

SSAS: Ship Security Alert System (500 GT and above)
AIS: Automatic Identification System (300 GT and above)
LRIT: Long Range Identification & Tracking
VDR: Voyage Data Recorder

Citadel Essentials: “SAFE ROOM”

Secure location (ship’s center or engine room)
Access control (thick metal door, password protection)
Food and water (48-hour supply)
Equipment (communication systems, CCTV, controls)

Restricted areas protection
Overall ship security enhancement
Ongoing drills and exercises
Maintenance of security measures

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ISPS comes under Chapter XI-2 of SOLAS which is “Special measures to enhance Maritime Security

Ø The ISPS Code applies to:

• Passenger ships, including high-speed passenger craft;
• Cargo ships, including high-speed craft, of 500 GT and upwards;

• The ISPS Code comprises of two Parts :

Part (A) : (Mandatory Provisions) and

Part (B) : (Recommended Provisions)

• Objective Of ISPS Code:

• To detect & assess security threat and take preventive measure to establish cooperation between various government, government agency, local administration, shipping and Port industries.
• Establish the role and responsibility of the above bodies at National and international level for ensuring maritime security
• Efficient Collection & Exchange of security threats.
• Adopt measure to prevent terrorist threat to ships & port facilities
• Adopt different level of security & method to assess them
• Prevent Unauthorized access to ships, port facilities & their restricted areas

ISPS Security levels :

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ISPS code has set three security levels.

• MARSEC Level – 1 : (Normal Level)

The level at which ships and port facilities normally operate. This is the minimum appropriate protective level for security measures & shall be maintained at all times.

• MARSEC Level – 2 : (Heightened Level) 

The level applying for as long as there is a heightened risk of a security incident

• MARSEC Level – 3 : (Exceptional)

The level applying for the period of time when there is probable or imminent risk of security incident.

• Security Measure :

@Level -1

• Adequate deck & over side lighting.
• Crew member should be issued photo identification.
• Access on & off the vessel should be control & all person identify.
• Access to certain area of the vessel to be limited with key control.
• Unused room or space should be kept locked.
• Periodic inspection/patrol should be made a regular interval.

@Level -2

In addition to level -1

• Occasional search should be made at random interval.
• Access of all visitors to the vessel should strictly control.
• Close security to be paid on deliveries and stores.
• Baggage should not be unattended.
• Check should make on seal on container & other cargo.
• No person other than crew member should be allowed on bridge or E/R.
• Maintain close liaison with shore concerned.
• All crew members should be reminded of bomb alert security of the vessel.

@Level-3

In addition to level 1 & 2:

• Very tight security.
• Restricted areas are totally closed.
• 100% ship’s store to be suspended.
• Gangway is lifted.
• No stores and bunkers will be loaded unless specifically instructed.
• Limiting access to a single & controlled access.
• Granting access only to those responding to the security incident.
• Carry out full or partial search of the ship.
• Suspending cargo-handling operation.
• Tighten security patrol of the vessel.
• Crew member should be briefed on seriousness of the situation.

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To achieve the objectives of ISPS code some new measures have been taken.

Ø Ship Security Assessment (SSA):

Ship security assessment is the first step toward developing a security plan.

Ship security assessment is a kind of risk assessment about the security of the ship.

The purpose of a SSA is to identify and analyze the security risks for a given type of ship in a trading area. To develop, implement, maintain and update the ship security plan based on the result of security assessment.

The CSO is responsible for satisfactory development of the SSA whether prepared by the company itself or a contracted organization.

Ship Security Plan (SSP) :

It is a plan to protect Crew , Passengers, Cargo & Ship safety.

SSO is responsible under CSO to implement ship security plan onboard vessel.

Ship security plan need to be approved by Flag State of the vessel or by Recognized security organization (RSO) on behalf of flag state.

Master and SSO must not give access of SSP to any external party. Only Company security officer and person conducting security audit can be given access.

If any PSC inspector seeks access to SSP, this request should be politely rejected.

ISPS code gives the minimum points that must be included in the ship security plan.

1. Measure to prevent weapons, dangerous substance on board the ship
2. Security Equipment onboard & its maintenance
3. Restricted areas & measures to prevent unauthorized access
4. Procedure in case of security threats
5. Procedure for reporting security incidents
6. Security Drills & Exercise
7. Security duty of shipboard personnel
8. SSO & CSO with contact details
9. SSAS Location, Testing & Operating procedure
10. Procedure for review & updating of SSP

Port Facility Security Plan (PFSP) :

It is a plan to protect port facility including ships, cargo, buildings, people & operations associated.

Ship Security Officer (SSO):

According to the ISPS code, every ship must have a SSO, who has the full responsibility of the ship’s security, accountable to the Master. He shall in charge of implementing & maintaining the Ship Security Plan, liaising with the CSO & PFSO.

Company Security Officer (CSO):

Designating CSO to ensure that a Ship Security Plan is developed, submitted to the Administration for approval, implemented & maintained onboard. He is also responsible for the SSA.

Port Facility Security Officer (PFSO) :

Designating a PFSO to be responsible for the development, implementation & maintenance  of the port facility security.

Recognized Security Organization (RSO) :

RSO are expertise on security matters, knowledge about ships & port operations. They are capable of carrying out, verifying or approving security assessments as outlined by SOLAS or Part A of the ISPS code.

Declaration of Security (DOS) :

It is the agreement between ship & shore or between two ships regarding the security measures shared between them.

DOS shall be completed by the Master or SSO on behalf of the ship

DOS shall be completed by the PFSO or other Approved Body for Shore side security on behalf of Port.

Certification (ISSC) & Validity :

ISSC (International Ship Security Certificate) issue after initial or renewal verification specified by the Administration validate not exceeding 5 years.

• Duties of the Contracting Government (CG) under the ISPS Code :

The Contracting Government plays a vital role in order to ensure that the ISPS code is followed properly by the Companies and Port authorities. It is also the duty of the CG to assimilate information regarding possible maritime threats and their consequences. This information is then to be provided to the ships and ports in form of instructions and security guidelines.

• Security Drills & Exercise :

Drills :

The Ship Security Plan shall address drill and training frequency. Drills shall be conducted at least every three (3) months. In cases where more than 25% of the ship’s personnel have changed, drill shall be conducted within one (1) week of the change.

Drills may include situations like – • Bomb threat at port / at sea

During this kind of threat

• security level will change
• Stowaway or Bomb search will commence

SSO should maintain the records of all the security drill carried out on board for a period of three (3) years.

Exercises :

Various types of exercises, which may include participation of the CSO, PFSO, relevant authorities of contracting governments as well as SSO, if available, should be carried out at least once each calendar year with no more than 18 months between the exercises. These exercises should test communications, coordination, resources availability and response.

These exercises may be:

• full scale or live;
• table top simulations or seminars;
• combined with other exercises such as search and rescue or emergency response.

ISPS requires to identify and declare restricted area of a ship.

Ship Security Alert System (SSAS) :

Every Ship 500 GT & above sailing the world ocean constructed on or after, 2004 to have a Ship Security Alert System (SSAS).

There needs to be a minimum of two security buttons that can initiate SSAS. One of these buttons should be on the wheel house of the ship, and another one in any other prominent location.

The whole crew onboard must be aware of at least one activation button location. 

SSAS when activated, Shall ;

• Initiate & transmit a Ship to Shore security alert to a Competent authority designated by the Administration.
  • Not send the ship security alert to any other ships
  • Not raise any alarm on board the ship
  • Continue the ship security alert until deactivated and / or reset

SSAS sends the following details

• Name & IMO number of the ship
  • Call sign of the ship & The ship Position
  • Date & Time of the alert
  • Maritime mobile service identity

Generally, when a SSAS button is pressed, the alert goes to the Flag state and the CSO. But some flag state may require that alert is only received by the CSO.

Ship security alert system (SSAS) must be tested at least Annually.

Automatic Identification System (AIS) : 

• As per SOLAS convention every Ship of 300 GT and above required to fit an Automatic Identification System(AIS ) for international voyage.
• AIS may Transmit information about my ship & receive the same from others.
•  Costal Station can also receive the AIS information

Information provide by AIS:

• Ship’s name, IMO number, Call sign, Speed, Course, Destination

Long Range Identification & Tracking of Ship (LRIT) :

Applies to-

• All passenger ships
• High speed craft
• Cargo ship 300 GT and above
• (Mobile Offshore Drilling Unit)

• Ships must report their location ( Identity, Position, Date & Time) to their    Flag Administration at least 4 times in a day.
• Most ship set their existing satellite communication system to automatically make these report.

Ø Voyage Data Recorder (VDR) :

• Which is recorder data from various sensor on board the vessel.
• And it will store all data in storage unit.
• Storage unit is designed to withstand the extreme shock, pressure and heat.  If any incident happens than last 24 hour of stored data from the storage unit can be recorded for any investigation.

Data to be Recorded are :

• Position of ship
• Date, Time, Speed
• VHF radio communication
• All alarm history
• Watertight & Weather tight door status as indicate on bridge.
• Audio from bridge including bridge wing.

Citadel:

• Citadel is recommended as per IMSC (International Maritime Security Centre)
• Citadel construction at strategic locations usually center of the ship, sometimes engine room itself.
• Citadel must be properly planned , constructed, camouflaged entrance
• Construction of citadel very expensive because the room has to capable to withstand any kind of weapon impact.
• Thick metal door & necessary ventilation need to be provided.
• Door & bulkhead may be fitted additional protection
• Food & water storage for at least 48 hours
• Closeable outlet of the floor for the Excretion purpose should be provided. If citadel is in Steering Gear aft peak tk can be used.
• Communication system including VHF & Satellite communication need to be provided./ Satellite antenna should be secure
• Control of ME & AE to move the ship & GPS receiver should be provided
• Room must be fitted with CCTV camera
• Pirates drill / Citadel drill should be carried out according to (ship security assessment plan)
• Locking out useful equipment from pirates should be provided.
• Use password protection for opening the door. Any known person who needs to enter citadel verbal sign is recommended.
• The whole concept of citadel is lost if any member of the crew left outside before the citadel secure.
• Drills & proper knowledge of citadel & its equipment should be provided which is necessary for the crew

Citadel Equipment:

Citadel should have these items namely

• VHF, Satellite & spare batteries
• CCTV camera, monitor
• GPS/VDR
• Important contact list
• First Aid kit
• Crew list
• Food & Water
• Garbage Bag
• Toilet
• Portable Blower

Good gangway watch keeper should check:

• Identification
  • Maintain visitor log
  • And Control & restrict access

Some common restricted areas are-

• Navigation Room
• Radio Room
• Engine Room
• Steering Room
• Emc’y Generator area
• Bow thruster
• Fire Control Room
• Crew accommodation area
• Ventilation, Air Conditioning equipment room
• • Similar key area which are essential to the safe operation of ship

Common ISPS equipment are-

• SSAS (Ship Security Alert System)
• Metal detector
• Security locker
• Security log book
• CC TV camera
• Security vest
• Whistle
• Identity card
• Flash light
•  Barrier tapes
• Pull tile seal

ISPS PSC check:

–  security level is displayed near gangway

– gangway is always maintained

– ID is noted for any outsider person and ships ID card is issued

–  ISPS equipment are present and working OK.

– All crew know his/her ISPS duties for different security level.

The Shipping company will draw a planning document which will be submitted to the recognised classification society for approval.

The essential data provided in the plan are:

• Necessary ship information and particulars
• Main structural plans including information regarding the use of high tensile steels (HTS)
• Arrangement Plan of holds and tanks
• List of holds and tanks with information on use, protection, and condition of the coating
• Requirements for the survey (e.g., data regarding hold and tank cleaning, gas freeing, ventilation, lighting, etc.)
• Provisions and methods for access to structures
• Equipment for survey
• Appointing the holds, tanks and other areas for the close-up survey
• Appointing of sections for thickness measurement
• Appointing of tanks for tank testing.
• Damage experience related to the ship in question.

Annex:

It has 2 Annexes

Annex A: Guidelines on enhance survey programme of inspection during survey of bulk carrier.

Annex B: Guidelines on enhance survey programme of inspection during survey of oil tankers.

Annex A has 2 parts:

Part A: Single Skin

Part B: Double skin construction

Annex B has 2 parts:

• Part A: oil tankers with double Hull Tankers
• Part B: Oil tankers other than double hull

Each Part A & B has 9 chapters which are almost similar. The only dissimilarities being operational and constructional aspects of both type of vessels i.e. oil tankers and bulk carriers

The chapters

Chapter 1: General application, describes the application and documentation onboard to be completed prior to the inspection

Chapter 2: Renewal Survey.

Chapter 3: Annual Survey

Chapter 4: Intermediate Survey

Chapter 5: Preparation of Survey

Chapter 6: Documentation on board.

Chapter 7: Procedure for thickness measurement

Chapter 8: Acceptance criteria

Chapter 9: Reporting and evaluation of survey

For double hull tanker

  1.1.1 The Code applys to all self-propelled double-hull oil tankers of 500 gross tonnage and above.

  1.1.2 The Code shall apply to surveys of hull structure and piping systems in way of cargo tanks, pump-rooms, cofferdams, pipe tunnels, void spaces within the cargo area and all ballast tanks.

  1.1.3 The Code contains the minimum extent of examination, thickness measurements and tank testing. The survey shall be extended when substantial corrosion and/or structural defects are found and include additional close-up survey when necessary.

 During renewal survey the followings are checked for double hull tanker

 During renewal survey the followings are checked for double hull tanker

MINIMUM REQUIREMENTS FOR CLOSE-UP SURVEY AT RENEWAL SURVEYS

.espt age  .espta

MINIMUM REQUIREMENTS FOR THICKNESS MEASUREMENTS AT RENEWAL SURVEYS OF DOUBLE-HULL OIL TANKERS

Annex three

MINIMUM REQUIREMENTS FOR TANK TESTING AT RENEWAL SURVEY OF DOUBLE-HULL OIL TANKERS

Chapter 11-2

• deals with maritime security measures which all the parties involved in a maritime trade need to follow; i.e. ship, port, shipowner, contracting government and authorities

.esp tanker   .espt

What is Enhanced Survey Programme?

 Enhanced survey programme is a guideline for shipping companies and owners to prepare their ships for special surveys to maintain the safety of the vessel while at sea or at a port. A survey program is developed by the owner and is to be submitted to the recognised authorities such as classification societies, 6 months before the survey.

the Enhance Survey Programme (ESP) is designed to monitor the different types oships f such as

• Oil tankers which are single and double hull
• Chemical tankers:
• Single and double-side skin bulk carriers
• Ore carriers

When ESP

Enhanced Survey programme is developed in such a way that it can be integrated with other surveys which are performed at following intervals:

–    Annual

–    Intermediate Survey

–    Dry Dock Survey

–    Renewal Survey

What to check in ESP?

During ESP survey the following are checked

• Ship’s structural damage or deformation
• Condition of Hull
• Condition of Coating
• Corrosion
• Pitting
• Watertight Integrity of ship

It can be said that the ESP is conducted to check the watertight integrity of the ship by inspecting the following areas of the ship:

• –    Close-up survey of the structures such as Shell, frames, bulkheads etc.
• –    Thickness measurement of hull
• –    Inspecting and Testing of Cargo Tanks
• –    Inspecting and Testing of Ballast Tanks
• –    Inspecting and Testing fuel tanks, side and double bottom Tanks
• –    Inspection and Testing of Hatch Covers and Coamings

After the survey, following reports are made by the inspector, whose copies are to be kept and maintained onboard as part of necessary documentation:

1. structural surveys report
2. Thickness measurement reports
3. Condition evaluation report

This reports are kept in esp file

.esp 10

Thickness measurement: ship age 10 to 15 years

1. Suspect area

2. Within cargo length area

– each deck plate outside line of cargo hatch openings

– two transverse sections, one shall be in the amidship area, outside line of cargo hatch openings

– All wind and water strakes within the cargo length area

3. all areas that require close-up inspection

– measure their thickness for general assessment and corrosion pattern recording

4. Outside the cargo length area

            – Selected wind and water strake

.esp 15

Thickness measurement: ship age more than 15 years

1. Suspect area

2. Within cargo length area

– each deck plate outside line of cargo hatch openings

– three transverse sections, one shall be in the amidship area, outside line of cargo hatch openings

– each bottom plate

3. all areas that require close-up inspection

– measure their thickness for general assessment and corrosion pattern recording

4. All wind and water strake, full length of the ship

1. Ballast tank:

            – all transverse webs, their plating and longitudinals (short form of longitudinal stiffeners)

– all transverse bulkheads their stiffening system

2. Double side tank:

            – on side shell and inner side plating (forward, middle, and aft position of the tank)

                        – all ordinary transverse frame (in transverse framing system)

                        or

                        – all longitudinal framing (longitudinal framing system)

3. Cargo hold:

            – transverse bulkheads including internal structure of upper and lower stools (triangular shape), where fitted.

4. Hatch cover and coaming:

            – all cargo holds hatch cover and coamings (their plating and stiffeners)

5. Deck plating and underside of deck structure:

            – all deck plating and under deck structure inside line of hatch opening between all cargo hold hatches

.esp thickness

Annex two: MINIMUM REQUIREMENTS FOR THICKNESS MEASUREMENTS AT RENEWAL SURVEYS OF DOUBLE-SIDE SKIN BULK CARRIERS

Annex one – Requirements for Close-Up Survey at Renewal Surveys of Double-Side Skin Bulk Carriers

.closeup inspection

.esp 10

Close-up inspection: 10-15 years of age (renewal survey no-3)

1. Ballast tank:

            – all transverse webs, their plating and longitudinals (short form of longitudinal stiffeners)

            – all transverse bulkheads their stiffening system

2. Double side tank:

            – on side shell(outer) and inner side plating (forward, middle, and aft parts)

                        – 25% of ordinary transverse frame (in transverse framing system)

                        or

                        – 25% of longitudinal framing (longitudinal framing system)

3. Cargo hold:

            – transverse bulkheads including internal structure of upper and lower stools (triangular shape), where fitted.

4. Hatch cover and coaming:

            – all cargo hold hatch cover and coamings (their plating and stiffeners)

5. Deck plating and underside of deck structure:

            – all deck plating and under deck structure inside line of hatch opening between all cargo hold hatches

.esp 15

→ All boundaries of water ballast tanks, deep tanks and cargo holds used for water ballast within the cargo length area should be pressure tested.

→ For fuel oil tanks, only representative tanks should be pressure tested.

→ Boundaries of ballast tanks should be tested with a head of liquid to the top of air pipes.

→ Boundaries of ballast holds should be tested with a head of liquid to near the top of hatches.

→ Boundaries of fuel oil tanks should be tested with a head of liquid to the highest point that liquid will rise under service conditions.

→ The testing of double-bottom tanks and other spaces not designed for the carriage of liquid may be omitted, if a satisfactory internal and tank top visual inspection is carried out.

→ Checking of the satisfactory operation of all mechanically operated hatch covers should be made.

This includes-

.1 stowage and securing in open condition.

.2 proper fit and efficiency of sealing in closed condition; and

.3 operational testing of hydraulic and power components, wires, chains, and link drives.

→ The effectiveness of sealing arrangements of all hatches covers by hose testing or equivalent should be checked.

ESP Code

.esp bulk

The history of the types of ships such as bulk carriers and tankers is filled with accidents and disasters, both of small-scale and big scale. Many of these accidents were a result of faulty machinery or lack of safe handling practices which forced the maritime authorities to introduce a particular survey type know an ESP or Enhanced Survey Program.

What is Enhanced Survey Programme?

 Enhanced survey programme is a guideline for shipping companies and owners to prepare their ships for special surveys to maintain the safety of the vessel while at sea or at a port. A survey programme (a Planning document for surveying and paperwork) is to be developed by the owner and is to be submitted to the recognised authorities such as classification societies, 6 months before the survey.

As mentioned earlier, the Enhance Survey Programme (ESP) is designed to monitor the different types of ships listed below for their construction and safe operation:

• Oil tankers which are single and double hull
• Chemical tankers:
• Single and double-side skin bulk carriers
• Ore carriers

When ESP

Enhanced Survey programme is developed in such a way that it can be integrated with other surveys which are performed at following intervals:

–    Annual

–    Intermediate Survey

–    Dry Dock Survey

–    Renewal Survey

What to check in ESP?

• Ship’s structural damage or deformation
• Condition of Hull
• Condition of Coating
• Corrosion
• Pitting
• Watertight Integrity of ship

It can be said that the ESP is conducted to check the watertight integrity of the ship by inspecting the following areas of the ship:

• –    Close-up survey of the structures such as Shell, frames, bulkheads etc.
• –    Thickness measurement of hull
• –    Inspecting and Testing of Cargo Tanks
• –    Inspecting and Testing of Ballast Tanks
• –    Inspecting and Testing fuel tanks, side and double bottom Tanks
• –    Inspection and Testing of Hatch Covers and Coamings

After the survey, following reports are made by the inspector, whose copies are to be kept and maintained onboard as part of necessary documentation:

1. structural surveys
2. Thickness measurement reports
3. Condition evaluation report

Designing an Enhanced Survey Programme:

The Shipping company will draw a planning document which will be submitted to the recognized classification society for approval.

The essential data provided in the plan are:

• Necessary ship information and particulars
• Main structural plans (scantling drawings), including information regarding the use of high tensile steels (HTS)
• Arrangement Plan of holds and tanks
• List of holds and tanks with information on use, protection, and condition of the coating
• Requirements for the survey (e.g., data regarding hold and tank cleaning, gas freeing, ventilation, lighting, etc.)
• Provisions and methods for access to structures
• Equipment for survey
• Appointing the holds, tanks and other areas for the close-up survey.
• Appointing of sections for thickness measurement
• Appointing of tanks for tank testing.
• Damage experience related to the ship in question.

Annex:

It has 2 Annexes

Annex A: Guidelines on enhance survey programme of inspection during survey of bulk carrier.

Annex B: Guidelines on enhance survey programme of inspection during survey of oil tankers.

Annex A has 2 parts:

Part A: Single Skin

Part B: Double skin construction

Annex B has 2 parts:

• Part A: oil tankers with double Hull Tankers
• Part B: Oil tankers other than double hull

Each Part A & B has 9 chapters which are almost similar. The only dissimilarities being operational and constructional aspects of both type of vessels i.e. oil tankers and bulk carriers

The chapters

Chapter 1: General application, documentation onboard to be completed before inspection. These will be served as a basis for surveys

Chapter 2: Renewal Survey.

Chapter 3: Annual Survey

Chapter 4: Intermediate Survey

Chapter 5: Preparation of Survey

Chapter 6: Documentation on board.

Chapter 7: Procedure for thickness measurement

Chapter 8: Acceptance criteria

Chapter 9: Reporting and evaluation of survey

.esp closeup inspection

Inspection in renewal survey:

→ All cargo holds, ballast tanks, pipe tunnels(duct keel), cofferdams and void spaces bounding cargo holds, decks and outer hull should be examined, and this examination should be supplemented by thickness measurement (according to Annex two) and testing to ensure that the structural integrity remains effective.

→ All piping systems within the cargo holds, ballast tanks, pipe tunnels, cofferdams and void spaces should be examined and operationally tested under working pressure to the attending surveyor’s satisfaction to ensure that the tightness and condition remain satisfactory.

→ The survey extent of ballast tanks converted to void spaces should be specially considered in relation to the requirements for ballast tanks.

            Inspection in Drydock survey:

Dry dock survey should be a part of the renewal survey

→A minimum of two inspections of the outside of the ship’s bottom should be carried.

→For ships of 15 years of age and over, inspection of the outside of the ship’s bottom should be carried out with the ship in dry-dock.

  →Cargo Ship Safety Construction Certificate should cease to be valid until a survey in dry-dock is completed.

.maritime safety

.11-1

.solas 11-1   .solas111 

This chapter is all about enhancing maritime safety

• This chapter is divided into two sections.

Chapter 11 -1: Special Measures to Enhance Maritime Safety

• This chapter deals with the Special measures to enhance maritime safety which includes Special and Enhanced survey for safe operation.

Regulation 1 – Authorization of Recognized Organizations

The Administration shall authorize organizations including classification societies, in accordance with the provisions of the present Convention and with the Code for Recognized Organizations (RO Code)

Regulation 2 – Enhanced Surveys

 Bulk carriers and tankers shall be subject to an enhanced programme according to ESP code during periodical Surveys of Bulk Carriers and Oil Tankers.

Regulation 3 – Ship Identification Number

1. This regulation applies to all passenger ships of 100 gross tonnage and upwards and to all cargo ships of 300 gross tonnage and upwards.
2.  Every ship shall be provided with an identification number which conforms to the IMO ship identification number scheme adopted by the Organization
3.  The ship’s identification number shall be inserted on the certificates and certified copies issued.
   • The ship’s identification number shall be permanently marked in a visible place
   • either on the stern of the ship or on either side of the hull,
   • amidships port and starboard,above the deepest assigned load line or either side of the superstructure
   • port and starboard or on the front of the superstructure

Regulation 3-1 – Company and Registered Owner Identification Number

 Regulation 4 – Port State Control on Operational Requirements 

1. A ship when in a port of another Contracting Government may be controlled by duly authorized officers, when there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures relating to the safety of ships.
2.  the Contracting Government carrying out the control shall take such steps to ensure that the ship shall not sail until the situation has been brought to order.

 Regulation 5 – Continuous Synopsis Record

.continuous synopsis record .csr .cont syn rec

 Continuous synopsis record is a special measure under Safety of life at sea (SOLAS) for enhancing the maritime security at the sea. According to SOLAS chapter i, all passenger and cargo ships of 500 gross-tonnage and above must have a continuous synopsis record on board.

The continuous synopsis record provides a record of the history of the ship. Continuous synopsis record (CSR) is issued by the administration of the ship, which would fly its flag.

Following details should be present in the continuous synopsis record (CSR)

• Name of the ship
• The port at which the ship is registered
• Ship’s identification number
• Date on which ship was registered with the state
• Name of the state whose flag the ship is flying
• Name of registered owner and the registered address
• Name of registered bareboat charterers and their registered addresses
• Name of the classification society with which the ship is classed
• Name of the company, its registered address and the address from where safety management activities are carried out
• Name of the administration which has issued the document of compliance, specified in the ISM code, to the company operating the ship.
• Name of the body which has carried out the audit to issue the document of compliance
• Name of the administration which has issued the safety management certificate (SMC) to the ship and the name of the body which has issued the document
• Name of the administration which has issued the international ship security certificate, specified in the ISPS code, to the ship
• the name of the body which has carried out the verification
• The date of expiry of the ship’s registration with the state

Any changes made related to the above mentioned points should be mentioned in the continuous synopsis record.

Officially, the record should be in English, Spanish, or French language; however, a translation in the language of the administration may be provided.

The continuous synopsis record shall always be kept on board ship and shall be available for inspection all the time.

 Regulation 6 – Additional Requirements for the Investigation of Marine Casualties and Incidents 

each Administration shall conduct investigations of marine casualties and incidents according to (Casualty Investigation Code) 

 Regulation 7 – Atmosphere Testing Instrument for Enclosed Spaces

Every ship shall carry a portable atmosphere testing instrument or instruments.

As a minimum, these shall be capable of measuring concentrations of oxygen, flammable gases or vapours, hydrogen sulphide and carbon monoxide prior to entry into enclosed spaces.

.se  .static electricity

static electricity may happen in a chemical tanker in 5 different steps :

1. An electrostatic charge is generated in the liquid as it flows turbulently through the loading pipeline into the ship’~tank.
In most liquids the charge is released instantaneously to earth* because the liquid conducts it.

2. But in some cases, the charge is accumulated in the liquid because the liquid has a low electrical conductivity. Such liquids are called static accumulators, and are generally found among more highly refined products. An electrostatic field is formed inside the tank.

3. A non-bonded projecting object, or something introduced into the tank, can become a potential electrode or spark promoter, collecting the charge from the liquid.

4. When close enough to an earth* the spark promoter instantaneously releases its charge in a spark through the atmosphere of the tank.

5. Such a spark will almost certainly have enough energy to ignite a flammable vapour. In chemical tanker operations, a flammable atmosphere may be unavoidable.

SOLAS regulations regarding Inert Gas Systems:

• For tankers ≥ 20k GRT constructed after 1 Jan 2002
• but before 1 Jan 2016 → tank protection achieved by fixed IG system in accordance with FSS code resolution 98(73).
• For tankers ≥ 8000 GRT constructed after 1 Jan 2016
• Tankers → can → fixed IG system

IG Regulation MSC 98(73)
→ components requirements

• Inert gas supply
  → treated flue gas of boiler
  → separate gas generator
  → other combination

System requirements
The system capable of SOLAS Ch2-11
→ inerting cargo tanks
→ O2 < 8% by volume at any part of tank
→ positive pressure except gas free
→ no need air entry for normal operation
→ purging empty cargo tank of H.C gas so that gas freeing not create flammable atmosphere

• Tankers fitted with IG system
  → double hull space shall be fitted with suitable connection for IG distribution
  → where hull spaces are connected permanently then means prevent HC entry

Scrubbers
→ flue gas scrubber fitted to
→ cool
→ remove solid and sulfur products
→ Filter fitted to prevent/minimize water carry over to blower
→ scrubber located aft of all cargo tanks
→ pump room
→ cofferdam

Blower
→ 2 blowers with supply capacity > 125%
→ 1 may be permitted if IG generator is used and spare available
→ maximum pressure < test pressure cargo tank
→ shut off arrangement in suction & discharge
→ If blower is used for gas freeing then IG inlet → blanking arrangement
→ located aft

Water seal
→ water seal supplied from 2 pumps capable of maintaining water level at all times
→ Arrangement to prevent back flow of HC vapor
→ protected against freezing & not overheated
→ water loop or other approved arrangement fitted to each associated water supply
→ high/low level alarm → when inert gas is not being supplied

Safety measures in system

• Flue gas isolating valve
  → v/v between boiler uptake & scrubber
  → indication open/close
  → v/v gas tight & sealing → shoot blower cannot operate open if v/v not fully open
  → prevent flue gas leakage
  → design of location → leakage in hull space
  → additional water seal / other means → between isolating v/v & scrubber → or incorporated in the gas line
• Gas regulating valve
  → fitted in supply main
  → automatically controlled to close
  → automatically regulate the flow
  → located at the forward bulkhead of the forward most gas safe space through which gas supply main passes
• Non-return device of flue gas
  → min 2, one of which is water seal
  → located between gas regulating valve & aftermost connection to any cargo tank and in deck
  → 2nd non-return device fitted forward of deck seal
  → shall be positive closure type N/R
  → the location between gas regulating valve & non-return devices shall be protected from overpressure if in a safe manner when P.C.V. is closed

Automatic shutdown
→ inert gas blower & gas regulating valve if low pressure/level of water in scrubber & high temp at blower outlet
→ gas regulating valve shut down → blower stops
→ O2 content high
→ O2 > 8% by volume → all cargo operations are suspended & N/R valve closes

Inert gas line
→ 2 or more branches forward of N/R
→ each branch goes to cargo tank fitted with stop valve with locking arrangement
→ slop tank is isolated by blank flange which must remain in position all time when cargo other than crude oil carried
→ cargo tank protected from over/under pressure when isolated from inert gas
→ pipeline design → prevent accumulation of cargo/water under all conditions
→ Arrangement for external IG supply with pipe size 250 mm isolated from main with v/v located forward of N/R valve
→ If connection is between IG main & cargo piping then effective isolation is ensured by 2 shut off valves with vent in between
→ Valve separating the IG main from the cargo main shall be N/R type positive closing

Operation & control requirements
Indicating devices
→ temperature & pressure of IG at the discharge side of blower when blower is running
Indicating & recording devices
→ O2 content on discharge of blower
→ Pressure forward of N/R device
→ devices located in ECR if no ECR then easily accessible place
→ meter fitted
→ Bridge for pressure
→ ER for O2
→ portable O2 & flammable vapor measuring device is provided as spare
→ means provided for zero calibration for both fixed & portable devices

Audible & visual alarms
→ low water pressure/flow in scrubber
→ high water level in scrubber
→ high gas temp at blower discharge
→ failure of IG blowers
→ O2 > 8% by volume at blower discharge
→ power failure to gas regulating valve & indicator
→ low water level at water seal
→ gas pressure less ≤ 100 mm water at forward of N/R valve
→ high gas pressure at forward N/R valve
→ IG Generator additional
→ fuel oil supply insufficient
→ IG generator power supply fail
→ IG generator control/system power fail
→ O2, power failure for gas regulator, gas pressure < 100 mm water fitted in CCR & ER

An independent low-pressure alarm for IG main is fitted which operates at predetermined set level

Instruction manual
→ supplied on board
→ covers → operation
→ safety
→ maintenance
→ health hazards to IG system

.igr   .inert gas reg  

.cprs   .cps  .prs

Ventilation system :-

1. cargo pump-rooms should be mechanically ventilated and the capacity should be 20 air changes per hour of the total volume of the pump-room.

2. the position of the vent outlet should be arranged at a distance of at least 3 m measured horizontally from any ignition source and from the nearest opening to accommodation, service or machinery spaces.

3. an emergency intake located about 2 m above the pump-room lower grating is to be provided. This emergency intake is to be used when the lower intake is sealed off due to flooding in the bilges. The emergency intake should have a damper fitted which is capable of being closed from the exposed main deck and lower grating level.

4. floor gratings should not disturb the free flow of air.

5. the fan blade should be non sparking type.

.1 cargo pumps, ballast pumps and stripping pumps, installed in cargo pump- rooms and driven by shafts passing through pump-room bulkheads shall be fitted with temperature sensing devices for bulkhead shaft glands, bearings and pump casings. A continuous audible and visual alarm signal shall be automatically effected in the cargo control room or the pump control station;

.2 lighting in cargo pump-rooms, except emergency lighting, shall be interlocked with ventilation such that the ventilation shall be in operation when switching on the lighting. Failure of the ventilation system shall not cause the lighting to go out;

.3 a system for continuous monitoring of the concentration of hydrocarbon gases shall be fitted. Sampling points or detector heads shall be located in suitable positions in order that potentially dangerous leakages are readily detected. When the hydrocarbon gas concentration reaches a pre-set level which shall not be higher  than 10 % of the lower flammable limit, a continuous audible and visual alarm signal shall be automatically effected in the pump- room, engine control room, cargo control room and navigation bridge to alert personnel to the potential hazard; and

all pump-rooms shall be provided with bilge level monitoring devices together with appropriately located alarms.

7. A fixed sampling arrangement to enable the oxygen content within the pumproom to be monitored from the deck by portable meter prior to pumproom entry. Where such an arrangement is fitted it should ensure that remote parts of the pumproom can be monitored.

10. Manually activated trips for the main cargo pumps provided at the lower pumproom level and at the top (maindeck) level.

11. Spray arrestors around the glands of all rotary cargo pumps in order to reduce the formation of mists in the event of minor leakage from the gland.

12. Examining the feasibility of fitting a double seal arrangement to contain any leakage from the primary seal and to activate a remote alarm to indicate that leakage has occurred. However, the impact of any retrofit on the integrity of the pump will need to be clearly assessed in conjunction with the pump manufacturers.

13. Particular attention to be given to the adequacy of fire protection in the immediate vicinity of the cargo pumps.

14. Because of the problems associated with flashback re-ignition after the use of the primary fire-fighting medium, consideration to be given to the need to provide a backup system, such as high expansion foam or water drenching, to supplement the existing system.

15. On ships fitted with an inert gas system, the provision of an emergency facility for inerting the pumproom could be an option, although careful attention must be paid to the safety and integrity of the arrangement.

16. The provision of Emergency Escape Breathing Devices (EEBDs) located within the pumproom and sited to be readily accessible.

17. Fire extinguisher of foam type must be present at the bottom platform of the cargo pump room.

18. dead man alarm must be fitted in pump room.

19. a neil robertson stretcher to be present on bottom platform of cargo pump room.

20. ODMCS

21. Intrinsically safe fire detectors are installed in pump room for detection of fire in pump room.

Intrinsically safe in cargo pump room:

→ Intrinsically safe fire detectors are installed in pump room for detection of fire in pump room.

→ Intrinsically safe lights are installed in pump room for detection of fire in pump room.

Part B – Prevention of fire and Explosion:

Regulation 5.10: Protection of Cargo pump rooms

.cargo pump room    .cprr   .prr

In tankers: 

.1 cargo pumps, ballast pumps and stripping pumps, installed in cargo pump- rooms and driven by shafts passing through pump-room bulkheads shall be fitted with temperature sensing devices for bulkhead shaft glands, bearings and pump casings. A continuous audible and visual alarm signal shall be automatically effected in the cargo control room or the pump control station;

.2 lighting in cargo pump-rooms, except emergency lighting, shall be interlocked with ventilation such that the ventilation shall be in operation when switching on the lighting. Failure of the ventilation system shall not cause the lighting to go out;

.3 a system for continuous monitoring of the concentration of hydrocarbon gases shall be fitted. Sampling points or detector heads shall be located in suitable positions in order that potentially dangerous leakages are readily detected. When the hydrocarbon gas concentration reaches a pre-set level which shall not be higher  than 10 % of the lower flammable limit, a continuous audible and visual alarm signal shall be automatically effected in the pump- room, engine control room, cargo control room and navigation bridge to alert personnel to the potential hazard; and

all pump-rooms shall be provided with bilge level monitoring devices together with appropriately located alarms.

.battery room

As per the SOLAS CH : II-1 / Part: D / Reg:43

The main inlets and outlets of all ventilation systems shall be capable of being closed from outside the spaces being ventilated. The means of closing shall be easily accessible as well as prominently and permanently marked and shall indicate whether the shut-off is open or closed.

Battery room is to be fitted with following:

1. The battery room does not open directly onto an exposed deck.

2. The ventilation opening for the battery room is required to be fitted with a closing device according to the Load Line Convention (i.e. the height of the opening does not extend to more than 4.5 m (14.8 feet) above the deck for position 1 or to more than 2.3 m (7.5 feet) above the deck in position 2.

3. The battery room is fitted with a fixed gas fire extinguishing system.

4. A battery room ventilator is fitted with a closing device, then a warning notice stating that “This closing device is to be kept open and only closed in the event of fire or other emergency – Explosive gas.

5. AS per FSS code-maximum hydrogen concentration level below 1%.

6. Ventilation should be placed above battery level to vent out hydrogen accumulation

7. Ventilation fan should be non-metallic.

8. Ventilation fan motor should be placed outside of battery room

9. Two exhaust fans are recommended @rated for 58.66 cubic feet/min and time duration 70min to ventilate battery room fully.

10. All vent opening should be weatherproof.

11. Flame proof lights.

12. No naked lights in the room.

13. “NO SMOKING” signs and poster must be displayed

14. No electric switchboard should be placed inside battery room to avoid fire from arcing

15. Batteries should be placed on a dry elevated platform with clamping arrangement

16. Battery room floor should be acid proof paint for lead acid battery and alkaline resistance paint for NI-CAD battery.

.pms .solas pms .solaspms .pmssolas

Automatic Power Management

SOLAS mandates that modern ships, especially those with periodically unattended machinery spaces (PUMS), must be equipped with an automatic Power Management System

This system is essential for:

1. Automatic synchronization of generators
2. Efficient regulation of the number of generators on the busbar according to changing load conditions

Blackout Prevention:

One of the primary SOLAS requirements for PMS is to prevent blackouts, which can be catastrophic for ship operations. The PMS must include:

• Preferential trip functionality: This hardwired feature is crucial to prevent sudden blackouts by shedding non-essential loads during power spikes.
• Load-dependent start/stop: The system should automatically start or stop generators based on the current load conditions to maintain power stability.

Load Sharing and Distribution:

SOLAS requires the PMS to effectively manage load sharing among different power sources:

• Symmetrical load distribution: For generators with equal load capacity, the PMS should distribute the load symmetrically.
• Asymmetrical load distribution: When dealing with different types of power-generating machines (e.g., diesel generators, shaft generators, steam turbine generators), the PMS must be capable of distributing the load asymmetrically based on each unit’s optimum and maximum load capacities.

Monitoring and Control

The PMS must provide comprehensive monitoring and control features, including:

• Status information: Real-time status of all system components, including circuit breakers, bus-ties, and generators.
• Pre-warning handling: The system should manage start/stop errors and breaker status issues.
• Active and reactive load monitoring: Continuous monitoring of power consumption and generation

Redundancy and Safety Features:

To ensure vessel safety, SOLAS requires the PMS to incorporate:

• Blackout recovery: Automatic detection of partial or total blackouts and swift power generation recovery.
• Heavy load management: Preparation of generators to handle equipment with heavy loads before activation, preventing potential blackoutshttps://ulstein.com/system-integration/automation-solutions/power-management-system.

Flexibility and User Control

While automation is crucial, SOLAS also requires the PMS to allow for manual intervention:

• Manual generator control: Ability for operators to manually start/stop generators when necessary.
• Forced operation mode: Option to set a desired limited number of generators connected to the power grid

Energy Efficiency

In line with international efforts to reduce emissions from shipping, SOLAS encourages the integration of energy management features:

• Energy Management System (EMS): For ships with alternative power sources like batteries, an integrated or remotely controlled EMS is required to optimize energy usage