CII is an operational efficiency indicator that measures a vessel’s carbon intensity over time. It regulates the real-life CO2 emissions from ships and applies to cargo, RoPax, and cruise vessels above 5,000 GT trading internationally from January 1, 2023[1].
Key Features
Measures CO2 emissions in grams per cargo-carrying capacity and nautical mile
Annual reporting based on actual fuel consumption
Ships receive an annual rating from A (best) to E (worst)
Rating thresholds become increasingly stringent towards 2030
CII Calculation
The formula for CII is:
CII = CO2 Emission / (Dead weight × Distance Sailed)
CII Ratings
Rating
Performance Level
A
Major superior
B
Minor superior
C
Moderate
D
Minor inferior
E
Inferior
Note: C rating is the minimum acceptable rating[1].
CII or Carbon intensity indicator is an in-service/operational efficiency indicator that measures a vessel’s carbon intensity over time. The CII regulates the operational or real life of CO2 emissions from ships. It is based on the annual fuel oil consumption, and from 1st January 2023, all ships will have to report their CII each year based on their actual fuel oil consumption. The CII requirements will take effect from 2023 for all cargo, RoPax, and cruise vessels above 5,000 GT trading internationally. The CII helps measure how efficiently ships transport goods or passengers. Its value is given in grams of CO2 emitted per cargo-carrying capacity and nautical mile. At the end of the year, the ship is given an annual rating ranging from A to E, A being good, and E requires changes in the plan to achieve a better rating. The rating thresholds will become increasingly stringent towards 2030.While the EEXI is a one-time certification based on the technical measures and targeting design parameters, the CII addresses the actual emissions and is implemented while the ship is in operation.
Calculation of CII
A ship’s CII is calculated as the ratio of the total mass of CO2 emitted to the entire transport work undertaken in a calendar year. A vessel’s performance rating is determined by comparing a ship’s operational carbon intensity performance with the average performance of others ships of the same type.
CII= Co2 Emission / (Dead weight X Distance Sailed)
Responsibility for CII
Ship managers or operators must decide on ships’ carbon intensity profiles and create an optimized Ship Energy Efficiency Management Plan (SEEMP) by the end of 2022. Other options for technical and operational improvements are to be considered, which may include –
switching to low-carbon fuels,
limiting engine loads, reducing speed,
retrofitting vessels with energy-efficient technology, etc.
The essential purpose of the EEXI and CII is to create a mindset among maritime industry stakeholders to focus on the ongoing improvements to drive down onboard carbon emissions.
What is a CO2 reduction rating?
Similar to Required and Attained EEDI, we have Required and Attained CII. Whatever CII value the ship will attain at the end of 2023 in comparison with 2019 data, it will be rated annually from A to E, where A is the best rating and E will be considered unacceptable, and the SEEMP III needs revision and improvement. C rating in the chart is the acceptable mark and the required minimum rating. The required CII, and thereby the rating thresholds, will be reduced yearly. The reduction rates are set for 2023 to 2026, and subsequent reduction factors will be set during a review in 2025.The ratings are:
A – Major superior
B – Minor superior
C – Moderate
D – Minor inferior
E – Inferior performance
CII rating improvement method
Actual fuel consumption is used to calculate the CII rating evaluation. Reducing fuel consumption per transport distance will improve the CII rating. To improve fuel consumption efficiency following methods can be used.
Improvement method:
✓ Slow steaming ✓ Slide type fuel v/v use (Improve Spray & Combustion condition under 40% load) ✓ Eco nozzle use (atomizer design) ✓ Eco com (increasing cylinder pressure under 60% load) ✓ E-VIT (increasing cylinder pressure under 75% load) ✓ Engine derating (MCO derating) (MCO : Manufacturer’s Certificate of Origin) ✓ Low load optimization tuning (Optimizing the Engine performance in Low Load Range)
Deterioration suppression method:
✓ Chief load limiter (Rough Weather- Limit the M/E Load) ✓ ASR (rough sea auto speed reduction) ✓ ALC (auto engine load control when hull resistance increase) ✓ Adaptive sea condition control governor (Automatic Control mood according to Sea Condition) ✓ PMI auto tuning (Online PMI) (Automatic CyI pressure Measurement / Controlling Function) (PMI : Performance Measurement Indicator)
Ans: Adding a new chapter 4 to MARPOL Annex VI to make mandatory to EEDI for new ship and the SEEMP for all ships.
EEDI:- Energy Efficiency Design Index has been developed by the IMO primarily applicable to all new ships of 400 GRT and above and enters into force 1st Jan 2013 to control the CO2 emission from ship. IMO aims to improve the energy efficiency of ship via mandatory implementation of EEDI.
The EEDI is essential measure of efficiency of ship in transportation such that maximum cargo carried with minimum fuel consumption and minimum CO2 emission will give a vessel good index.
Present EEDI reference line = 3.542 gm CO2/ton mile
Empirical formula for the EEDI
Phase
Year
Reduction factor
Phase 0
2013-2015
0%
Phase 1
2015-2020
10%
Phase 2
2020-2025
20%
Phase 3
2025 onward
30%
EEOI: The Energy Efficiency Operational Indicator uses as a monitoring tool. The EEOI enables operators to measure the fuel efficiency of a ship in operation and to gauge the effect of any changes in operation, e.g.
improved voyage planning or
more frequent propeller cleaning, or
introduction of technical measures such as waste heat recovery systems or a
new propeller.
EPL:
Limiting engine power so that ships can not burn more fuel to obtain higher speed.
Of course there will be a override mechanism in case of emergency.
The Energy Efficiency existing ship Index (EEXI) is a new IMO regulation that will apply to ships from 1st January 2023. It aims to reduce CO2 emissions of existing vessels by setting minimum requirements for technical efficiency.
The EEXI must be calculated for all cargo and cruise vessels above 400 GT under MARPOL Annex VI. A required EEXI is applicable for all cargo and cruise vessels above a certain size threshold, depending on the ship type.
The required EEXI is based on the EEDI reference lines. This, in most cases, is equal to the required EEDI in Phase 2 or 3.
The EEXI Technical File:
→ contains the details and processes to verify compliance with EEXI,
→It must be approved.
The International Energy Efficiency Certificate re-issued by the flag administration or Recognized Organization at the first annual survey after 1 January 2023 at the latest.
Required EEXI
The required EEXI value is determined
→ by the ship type,
→ the ship’s capacity and
→ principle of propulsion and
It is the maximum acceptable attained EEXI value.
The attained EEXI must be calculated for the individual ship, which falls under the regulation.
Recommendation for achieving the EEXI certification
The GHG reduction goal of the International Maritime Organization (IMO) is to reduce greenhouse gas emissions by 40 percent until 2030 and subsequently by another 50 percent until 2050. The shipping companies/ ship operators must have improvement measures to achieve these targets.
Here are the technical methods to achieve the EEXI norms:
● Engine power limitation: ~37%.
● Change in fuel type from marine diesel oil (MDO) to liquefied natural gas (LNG): 25%
● Propeller retrofit with MMG-Redesign propeller 10%
The Energy Efficiency Design Index (EEDI) was made mandatory for new ships and the Ship Energy Efficiency Management Plan (SEEMP) for all ships at MEPC 62 (July 2011) with the adoption of amendments to MARPOL Annex VI (resolution MEPC.203(62)), by Parties to MARPOL Annex VI.
This was the first legally binding climate change treaty to be adopted since the Kyoto Protocol(The Kyoto Protocol is an international treaty adopted in 1997 that aimed to reduce the emission of gases that contribute to global warming).
SEEMP:
Ship Energy Efficiency Management Plan is a special tool developed by IMO to measure and control GHG (green house gas) emission. SEEMP was made mandatory for all ships over 400 GRT from 1st Jan,2013 with the adoption of amendments to MARPOL Annex VI. Its objective is to reduce GHG emission.
Key features: –
Energy management policy
Enhancement of ship efficiency
Reduce the fuel consumption
Decrease the GHG emission from ship
How to implement:- It will implement on four steps
Planning
Implementation
Monitoring
Self-evaluation and improvement
How to achieve:-It achieved by
Speed optimization
Weather routine
Hull monitoring and maintenance
Efficient cargo operation
Electric power management
SEEMP Part 1:
For ships of 400 GRT and above.
To reduce carbon dio oxide emission of that ship.
4 steps:
Planning – plan for where can save energy
Implementation – implement system to burn less fossil fuel.
Monitoring – monitor and calculate how much less fuel has been burned.
Evaluation – evaluate effectiveness of the plan and try to do better.
SEEMP Part 2:
Implemented data collection system – DCS.
Annually report fuel consumption data to imo and imo will give a rating.
SEEMP Part 3:
This is an extensive plan to improve carbon intensity indicator rating.
CII Rating is amount of CO2 emitted in grams per cargo carrying capacity and distance travelled.
SEEMP Part 3 in a nutshell
From 2023, ships must calculate the carbon intensity index.
→ A verified SEEMP Part III contains Ship Operational Carbon Intensity Plan.
→ It will serve as the implementation plan for achieving the required CII.
→ This is a dynamic plan. It needs to be amended and revised to achieve the CO2 reduction rating.
→ Unlike SEEMP 1, it needs to be verified by flag or RO.
→ Company needs to verify SEEMP Part 3 in its audits.
Requirement for SEEMP III
● It has to be kept on board from 1 January 2023 to document how you plan to achieve your CII targets
Connection between the SEEMP Part III, DCS and CII
● It should include the methodology used for calculating the CII and how to report it.
● The required CII for the next three years, calculated based on the individual vessel’s specifications
● A 3-year implementation plan documenting how the required CII will be achieved during the next three years, with yearly targets
● Procedures for self-evaluation and improvement.
● Corrective action plan in case of inferior rating.
● Collecting annual fuel data from 1 January to 31 December
Suppose a ship gets an E rating in any year or a D rating for three consecutive years. In that case, it is necessary to complete a corrective action plan in the SEEMP III and obtain confirmation from the Administration or an RO.
● Verification of the reporting data, including the CII rating result, and issuance of a Statement of Compliance by the Administration or an RO
● Company audits on SEEMP Part III within six months after issuing the Statement of Compliance.
It should also be noted that the new SEEMP III comes in addition to the SEEMP I and SEEMP II and will be handled as a separate document.
DCS or data collection system
It is a requirement, which is already in force, for all ships of 5,000 gross tonnages and above to collect consumption data for each type of fuel oil they use.
Ships will have a SEEMP part II which should include a description of the methodology that will be used to collect the data and the processes to report the data to the ship’s flag State.
.co2 system .co2s .co2 system regulation .co2 regulation
Requirements of CO2 Flooding System
.co2r
Discharge requirement is,
at least 50% of CO2 discharge to be carried out in 1 minute and at least 85% discharge in 2 minutes.
2. Capacity of CO2 in the system to be,
30% of the gross volume of the largest protected cargo space,
40% of the gross volume of machinery space excluding engine casings,
35% of the gross volume of machinery space including engine casings for vessels GT < 20000.
Total amount of CO2 cylinders depends on the highest gross volume according to machinery space and cargo space volume.
2 separate control must be provided, one to open distribution valve and other to release the gas
Safety procedures must be there against unauthorized use of the system.
Machinery space to be fitted with audio-visual alarm and ventilation blower trip.
Alarm must trigger well before operation of CO2 flooding system.
Permanent piping arrangements should be made.
Manifold, distribution piping to be pressure tested. to 122 bar
Diameter of associated pipe lines in the system should not be less than 20 mm.
Copper and flexible pipes are allowed between CO2 cylinder and common manifold.
Distribution pipes to cargo spaces should not pass through engine room.
All stop valves to be checked every month to ensure their working and position.
The CO2 flooding system installation to be checked monthly for any leakages.
All control valves to be tested annually.
CO2 room requirements
.co2rr .co2 room
In CO2 flooding system, carbon dioxide bottles are placed in a separate room called CO2 room. The requirements for location, accessibility, use and ventilation of CO2 storage spaces as per IMO are:
Spaces for storage of cylinders or tanks for extinguishing gas should not be used for other purposes.
These spaces should not be located in front of the forward collision bulkhead.
Access to these spaces should be possible from the open deck.
Spaces situated below the deck should be directly accessible by a stairway or ladder from the open deck.
The space should be located no more than one deck below the open deck.
Spaces where entrance from the open deck is not provided or which are located below deck are to be fitted with mechanical ventilation.
The exhaust duct (suction) should be lead to the bottom of the space.
Such spaces should be ventilated with at least 6 air changes per hour.
CO2 bottle requirements
.co2br
stamped pressure at 52 bar
bursting disc rapture at 177 – 193 bar at 63°C
hydraulically tested to 228 bar
level tested by weighing or radioactive level detection,
recharge if 5% lost,
have both manual and auto operation
clamped against movement
if more than 10 years, require internal and external exam
Store in temperature less than 55°C.
Class of fire, A, B, C, D
Class A – combustible material; not use CO2
Class B – oil fires; not use water
Class C – electrical fire; only can use dry powder and CO2
1) The capacity of air bottle should be at least 1200 liters.
2) It should be capable of working 30 minutes & provided with one face mask.
3) Fire proof line with the snap hook of at least 3 meters should be there and must have
enough length to reach any part of the space to be entered. The line should have a
breaking strength of 500 kg.
4) Adjustable safety belt or harness made of fabric.
5) It must have a by- pass valve.
6) It should have a pressure gauge with an anti bursting orifice in a high pressure air supply system.
7) Maximum weight should not increase above 19 kg including lifeline, safety belt, and harness.
8) Spare cylinders should be available of full 2400 liters of free air.
9) For ships carryings 5 sets or more, the total spare capacity of free air is 9600 liters or if charging facility is available, free air is 4800 liters.
10) It must give an audible warning when 20 % of air is left in the bottle.
11) Operating instructions should be present near the apparatus.
12) Marking of maker & year of manufacturer.
13) Maximum pressure should about 180-200 bars.
14) SCBA cylinders should be hydraulic pressure tested at intervals not exceeding 5 years and hydrostatic testdate must be permanently marked on the bottles.
As per SOLAS the minimum number of fire fighter outfit required on board are as follows:-
All ships shall carry at least two fireman’s outfits complying with the requirements.
For ship between 500-2500 tons, minimum two sets are required.
For ship between 2500-4000 tons, minimum three sets are required.
For ships, 4000 tons and above minimum four sets are required.
The fire fighter outfit is stored in the fire control room and in places that are easily accessible during emergencies.
A minimum of two two-way portable radiotelephone (VHF) apparatus for each fire party for fire-fighter’s communication shall be carried on board.
Those two-way portable radiotelephone apparatus shall be of an explosion-proof type or intrinsically safe.
To be consist of following
Rigid helmet
Waterproof & heat resistance protective clothing
Electrically nonconductive boots and gloves
SCBA set
Fire proof life line
Belt for carrying auxiliary
Axe with insulated handle
Battery operated safety lamp
4) Emergency fire pump
.emergency fire pump regulation .fire pump regulation
.emcy fire pump regulation .efpr
Regulation for emergency fire pump
Emergency fire pump to be provided in Passenger ships of 1000 grt and above
Emergency fire pump to be provided in cargo ships of 2000 grt and above
The emergency fire pump must be driven by a self-cooled compression ignition engine or by an electric motor powered from an emergency generator
In a motor-driven emergency fire pump, a heating arrangement must be provided which is also supplied from the emergency switchboard power
For engine driven pump, the fuel tank capacity should be such that the engine can run the pump at its full load for at least 3 hrs
It must be located outside the machinery space, in a compartment not forming the part of the engine room
The emergency fire pump must be provided with its independent suction arrangement and the total suction head should not exceed 4.5 meters under all conditions of list or trim
The suction valve of the emergency fire pump must be remotely operated or the suction valve is always kept open.
If the pump is located above the water level, a priming arrangement must be provided to fill the pump casing with water before starting
The emergency fire pump capacity to be at least 25m3/hr delivering two ½ inches bore jet of water having a horizontal throw not less than 40 ft
A separate reserve fuel tank to be provided outside the engine room machinery space
To be of proper workmanship and materials, Corrosion resistant, against seawater, sunlight, oil or fungal.
Be of highly visible color and to be fitted with reflective material, assist in detection.
Clearly marked with approval information and with clear instructions LSA into 3 categories
general
personal
distress signaling equipment
General LSA:
Life raft:
.lrr
PSC check for its structure
Hydrostatic release unit correctly installed and serviced(up to 4 m water pressure)
Launch procedure posted,Clear of obstructionEmbarkation arrangement in good condition
Inflated by CO2 gas with small amount nitrogen gas to act as anti-freeze
Capable of inflated by 1 person
Inflation shall be within 1 minute
Carrying capacity of more than 6 person
If dropped to water from height of 18 m, will not damage
Capable to withstand repeated jump from 4.5 m
Location on ship: forward of ship, and embarkation station on port and starboard of ship
Lifeboat:
.lifeboat requirement .lbr
Must have certificate of approval,
The people onboard determine the capacity of the lifeboat required on a vessel. The number of lifeboats and life rafts should be enough to accommodate at least 125% of the number of passengers and crew. The lifeboat should not be less than 7.3 m in length. Every ship shall carry at least one lifeboat on either side of the ships, i.e. the port and the starboard.
All the equipment described under the SOLAS code must be carried in a lifeboat to ensure survival at sea. The equipment mainly includes freshwater, compass, distress signaling equipment, food and ration and first aid.
Capable to be launch and towed when ship is at 5 knots.
Withstand drop from water at least 3 m
Rescue side impact against hull with speed 3.5 m/s
Minimum 1 lifeboat at each side
1 lifeboat can be assigned as rescue lifeboat
Gravity davit must work even heel at 15°
Lifeboat must be powered by IC engine
Engine shall be operating when the L/B is flooded up to centre line of crank shaft.
LIFEBOAT ENGINE:
fuel flash point must not be less than 43°C
Lifeboat engines start by batteries or hydraulic.
Starting within 2 minutes.
Gearbox capable to enable ahead and astern
Must be able to operate not less than 5 minutes when lifeboat is out of water
Speed 6 Knots/h for not less than 24 hrs. in calm water & Ahead direction with full capacity of person and equipment. (If the L/B is carrying 25% load and pulling a life raft then speed at least 2 knots/h).
The wires which lift or lower the lifeboat are known as falls and the speed of the lifeboat descent should not be more than 36m/ min which is controlled by means of centrifugal brakes.
The hoisting time for the boat launching appliance should not be less than 0.3 m/sec (18m/min) with the boat loaded to its full capacity.
The Lifeboat must be painted in international bright orange color with the ship’s call sign printed on it
To avoid rupture and damage, lifeboat maintenance must be done every 3 months by the ship staff to check and repair damage.
The engine of a lifeboat must be tested at least for 3 minutes every week.
The lifeboat battery which provides lighting to the lifeboat and helps start the engine should be renewed every 2-3 years.
PSC will check for its structure:
Hook release gear,
On load release gear correct set at required pressure
Flooring, no wastage !
Inventory not expired.
Life boat engine can start within 2 minute, operating instructions clearly posted
Lifeboat davit well maintained, wire serviced and launch instruction posted
Line throwing apparatus
At least 1 piece onboard
Reasonable accuracy
Line not easily breakable
Kept on bridge with safety pin provided
Breathing apparatus
Emergency Escape Breathing Device (EEBD)
.eebdr
Accommodation min 2 and 1 spare
Engine control room: 1
Workshop: 1
Each platform: 1
Service at least 10min
Only used to escape from the hazardous area and not used for fire fighting, entering Oxygen deficient area.
Carrying capacity for ship length under 100m = 8, 100-150m= 10, 150m-200m = 12, above 200m= 14.
Size: inner diameter not less 400mm, outer diameter not less 800mm
! Accessories:
a) Retro reflective tape,
b) Grab line, tensile strength 5kN
d) Buoyant life line,
c) Self-igniting light
Do not sustain burning or continue melting after full enveloping with fire for 2 seconds;
Installed in such a way as to withstand falling into water from the height at which it is laid above the waterline.
Port of registry of ship marked on lifebuoy.
Life jacket
.ljr
PSC checks correct number at correct location with marking
Carrying minimum capacity; each person onboard have personal lifejacket + additional for watch keeper +5% extra at muster station.
Worn: should be worn in 1 minute without any assistance, comfortable to wear
Jump: capable to jump from height of 4.5 m into water without injury
Buoyancy: should not reduce by more than 5% after 1 day in fresh water.
Not sustain burning or melt if catch fire for 2 sec.
Come with reflective tape, whistle, and manual igniting light.
Have a luminous intensity of not less than 0.75 cd in all directions of the upper hemisphere.
Have a source of energy capable of providing a luminous intensity of 0.75 cd for a period of at least 8 hours;
Be visible over as great a segment of the upper hemisphere as is practicable when attached to a lifejacket.
Be of white color. If the light referred above is a flashing light it shall, in addition:
Be provided with a manually operated switch; and
Flash at a rate of not less than 50 flashes and not more than 70 flashes per min with an effective luminous intensity of at least 0.75 cd.
3) Thermal protective aid
Have thermal conductance of not more than 7800 W/m^2.K ( watt.meter kelvin)
Capable of unpacked and easily donned, Worn: in 2 minute
TPAs should function in air temperature between -30 to +20 degrees
The wearer shall be able to remove the TPA in water within 2 minutes if it impairs the wearer’s ability to swim
4) Immersion suit
Carrying minimum capacity; each person onboard have personal Immersion suit.
Worn: should be unpacked and worn in 2 minute without any assistance,
Cover the whole body except face
Jump: capable to jump from height of 4.5 m into water without injury
Not sustain burning or melt if caught fire for 2 sec.
After wear must be capable to do normal work
Climb up and down vertical ladder at least 5 m
The wearer should be able to swim through water for at least 25 meters and board a survival craft
The suit does not allow the body temperature to drop by more than 1.5 degrees per hour for the first 30 minutes when the water temperature is 5 degrees
The wearer of the suit, with or without the lifejacket shall be able to turn from a face down position to a face-up position in not more than 5 seconds
5) Anti-exposure suit
Worn: should be unpacked and worn in 2 minute without any assistance,
Cover the whole body except face and hands. Glove and hood provided.
Equipped with a pocket to portable VHF
Not sustain burning or melt if caught fire for 2 sec.
After wear must be capable to do normal work
Climb up and down vertical ladder at least 5 m
Able to swim short distance 25 m
Wearer can turn face down to face up not more than 5 sec
Distress signaling equipment
1) Emergency position indicating radio beacon. (EPIRB)
Minimum 1 onboard
Battery storage of 5 years
Located on bridge wing
When activated emit radio signal at least 2 days
2) Search and Rescue Transponder (SART)
Min 2 onboard
Made of reinforce plastic ,Self-floating
SART mounted on bracket can be fixed to bulkhead of ship
Portable for use or carry to survival craft
Should have sufficient battery capacity
3) Global maritime distress signaling system (GMDSS)
Located on bridge
Main communication of ship and all external communication
Enclosed spaces are spaces that have limited openings for entry and exit, inadequate ventilation and are not designed for continuous worker occupancy. The atmosphere in any enclosed space may be oxygen-deficient or oxygen-enriched and/or contain flammable and/or toxic gases or vapours, thus presenting a risk to life.
The new regulation in SOLAS chapter XI-1– Atmosphere testing instrument for enclosed spaces, requires ships to carry an appropriate portable atmosphere testing instrument or instruments, capable, as a minimum, of measuring concentrations of oxygen, flammable gases or vapours, hydrogen sulphide and carbon monoxide, prior to entry into enclosed spaces
The most common confined spaces onboard ships are cargo holds, chain lockers, cofferdams, water tanks, void spaces, duct keels, fuel tanks, engine crankcases, exhaust and scavenge receivers.
Dangers and hazards associated with enclosed spaces can be –
.dangers of enclosed space
1. Lack of oxygen – the acceptable range of oxygen in an enclosed space is between 19.5% to 23.55. Oxygen in any compartment can reduce due to many factors- rusting of steel parts is the most common one. We all know that rusting is nothing but the process of oxidation-thus oxygen is consumed. Oxygen can also be consumed by activities like hot work, welding or the occurrence of fire.
Inert gases entering the space can also deplete the oxygen content. The remaining traces from discharged cargoes such as iron ore, coal can absorb oxygen.
2. Hazardous vapours– Because of zero ventilation, these enclosed places generate and store toxic gases which are either produced from chemicals stored in the place or leakage from pipelines. If a person enters such a place without taking precautions, he or she may suffer unconsciousness and sometimes even death.
3. Insufficient/no ventilation – there could be high chances of the presence of toxic gases or absence of oxygen, both cases being lethal for man entry.
4. Restricted space– restricted or limited space in any compartment can make rescue attempts from such chambers difficult and challenging. Personnel should understand the layout of an enclosed space before attempting entry.
Procedure for Entering an Enclosed Space : Enclosed Space Entry
.enclosed space entry procedure .esep .eser
The following are the points that need to be followed before entering an enclosed space:
Risk assessment to be carried out by a competent officer as enclosed or confined space entry is deficient in oxygen, making it a potential life hazard.
A list of work to be done should be made for the ease of assessment for e.g. if welding to be carried out or some pipe replacement etc. This helps in carrying out the work quickly and easily.
Potential hazards are to be identified such as the presence of toxic gases
Opening and securing has to be done and precaution should be taken to check if the opening of enclosed space is pressurized or not
All fire hazard possibilities should be minimized if hot work is to be carried out. This can be done by emptying the fuel tank or chemical tank near the hot workplace
The confined space has to be well ventilated before entering. Enough time should be allowed to establish a ventilation system to ensure that air containing enough oxygen to sustain life is introduced. Ventilation can either be natural or mechanical using blowers.
Space has to be checked for oxygen content and other gas content with the help of an oxygen analyzer and gas detector. Atmosphere testing instruments should be able to measure the presence of carbon monoxide and hydrogen sulphide. Tests should be carried out at different levels of the enclosed space, the top, middle and the bottom and through as many openings as possible to obtain a representative sample of the atmosphere in the space
.enclosed space hazard
METHANE – RISES TO THE TOP AS IT IS LIGHTER THAN AIR
CARBON MONOXIDE– STAYS IN THE MIDDLE AS IT IS THE SAME WEIGHT AS AIR
CARBON DIOXIDE – SINKS TO THE BOTTOM AS IT IS HEAVIER THAN AIR
The oxygen content should read 20% by volume. A percentage less than that is not acceptable and more time for ventilation should be given in such circumstances.
Enough lighting and illumination should be present in the enclosed space before entering.
A proper permit to work has to be filled out and a checklist to be checked so as to prevent any accident which can endanger life. A confined space should only be entered with an authorized and issued permit and by a trained and competent person. The permission to work in an enclosed space specifies: – The location of the work – The nature and limitations of the work – Details of the working team and tools to be used – Potential hazards – Precautions are taken – Protective equipment to be used – Time of issue and its validity – Agreed communication methods and intervals – Signature of the person on issuing the permit and on completion of the work – Signature of the person who is supposed to enter thus confirming he has been advised on the hazards and the precautions to be observed
Permit to work is to be valid only for a certain time period. If the time period expires then again new permit is to be issued and the checklist is to be filled out.
Permit to work has to be checked and permitted by the Master of the ship in order to work in a confined space
Proper signs and Men at work signboards should be provided at required places so that person should not start any equipment, machinery or any operation in the confined space endangering the life of the people working
The duty officer has to be informed before entering the enclosed space
The checklist has to be signed by the person involved in entry and also by a competent officer
One person always has to be kept on standby to communicate with the person inside the space.
Effective communication between the people inside the space and the person standing by is vitally important. The communication system must be agreed upon and tested. The standby person must, in turn, be able to communicate with the officer of the watch
Depending on the extent to which bulkheads can retain the fire and smoke to the affected side, they are classified into three categories. The bulkheads are classified as A B & C class.
The classification is based on fire resistance. So, accommodation bulkheads are classified as
Class A Bulkhead
Class B Bulkhead
Class C Bulkhead
Class A division Bulkhead as per SOLAS
.bulkhead regulation .types of bulkhead .bulkhead type
A” class divisions are those divisions formed by bulkheads and decks which comply with the following criteria:
They are constructed of steel or equivalent material.
They are constructed to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test.
They are suitably stiffened and made intact with the main structure of the vessel, such as the shell, structural bulkheads, and decks.
They are insulated with approved non-combustible materials such that the average temperature of the unexposed side will not rise more than 140’C above the original temperature nor will the temperature at any point including any joint rise more than 180’C above the original temperature with the time listed:
class “A-60”
60 min
class “A-30”
30 min
class “A-15”
15 min
class “A-0”
0 min
Class B division Bulkhead as per SOLAS
‘‘B’’ class divisions are those divisions formed by bulkheads, decks, ceilings or linings which comply with the following criteria:
They are constructed of approved non-combustible materials and all materials used in the construction and erection of “B” class divisions are non-combustible, with the exception that combustible veneers may be permitted provided they meet other appropriate requirements.
They are constructed so as to be capable of preventing the passage of flame to the end of the first half-hour(30 mins) of the standard fire test.
They have an insulation value such that the average temperature of the unexposed side will not rise more than 140 degrees C above the original temperature, nor will the temperature at any one point, including any joint, rise more than 225 degrees C above the original temperature, within the time listed below:
class ‘‘B-15’’
15 min
class ‘‘B-0’’
0 min
Class C division Bulkhead as per SOLAS
C” class divisions are divisions constructed of approved non-combustible materials. They need to meet neither requirements relative to the passage of smoke and flame nor limitations relative to the temperature rise.
Combustible veneers are permitted provided they meet the requirements.
The Administration required a test of a prototype division in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise.
IMO Symbol A Class Division IMO Symbol B Class Division
International shore connection
.isc
The international shore coupling SOLAS requirement under Chapter II-2, regulation 19 says; ships above 500 tons gross tonnage and upwards must have at least one international shore connection.
The international shore connection flange has a standard size and is same for all the countries and ships to ensure that if the ship faces an emergency out of the home port, firefighting assistance from any port is always available
ISC
Annex 1
Annex 4
Description
Outside Diameter (OD)
178mm
215mm
210mm
Inside Diameter (ID)
64mm
According to pipe, max 125 mm outer dia
According to pipe dia, max 100mm outer dia
Bolt Circle Diameter (PCD)
132mm
183mm
170mm
Slots in Flange
4 holes
6 holes
4 holes
Bolt Hole dia
19mm
22 mm
18mm
Bolt dia
16mm
20 mm
16mm
Flange Thickness
14.5 mm minimum
20 mm
16mm
Bolts & Nuts
4 bolts, 4 nuts
6 bolts, 6 nuts
4 bolts, 4 nuts
Bolt length
50mm
Suitable length
Suitable length
Washers
8 nos
12 nos
8 nos
Pressure
10 bar
6 bar
6 bar
This international shore connection flange is generally kept at a convenient and accessible location (Bridge or in Fire locker) of a ship so that in case of an emergency it is readily available and used.
The connection should be made up of steel or other suitable material and shall be designed for 1.0 N/mm2 services. The flange should have a flat surface on one side and another side should be permanently connected or attached to a coupling that can be easily fitted to ships hydrant and hose connection.
Both ships international shore connection flange is connected together with bolts and each ship fire hydrant is connected to their respective fire main.
Watertight Bulkheads In Ships: Construction and SOLAS Regulations
The safety of a ship in damaged condition is majorly dependent on the strength and integrity of its watertight bulkheads. There are a lot of factors that go into deciding the position of watertight bulkheads in a ship, and designing them structurally.
Watertight bulkheads are vertically designed watertight divisions/walls within the ship’s structure to avoid ingress of water in the compartment if the adjacent compartment is flooded due to damage in ship’s hull.
The position of the bulkheads along the length of the ship is primarily decided by the results of flood-able length calculations during the assessment of damaged stability of the ship. However, once their positions are fixed, there are a lot of factors coming into play, for example: types of watertight bulkheads, their uniqueness based on their position, structural design, etc.
Collision Bulkhead
.collision bulkhead .cbr
A collision bulkhead is the forward-most bulkhead in a ship. The collision bulkhead is a heavily strengthened structure, its main purpose being limiting the damage of a head-on collision. collision bulkhead is watertight bulkhead. It is stiffened by triangular panting stringers.
The final position of the collision bulkhead is decided on the factors below-
Factor 1: Position based on flood-able length calculations.
Factor 2: Position based on the classification society code books.
Factor 3: Position based on SOLAS rule,
which states that
As per SOLAS rules,
the collision bulkhead should be located aft of the forward perpendicular at a distance not less than 5 percent of the ship’s length of the ship or 10 meters (whichever is less). The distance must also not exceed 8 percent of the ship’s length.
However, the position of the collision bulkhead should be such that maximum cargo storage volume is achieved.
The collision bulkhead must be watertight upto the bulkhead deck. A bulkhead deck is basically the deck level upto which all the watertight bulkheads are extended.
There must be no doors, manholes, access hatches, ventilation ducts or any openings on the collision bulkhead below the bulkhead deck.
However, the bulkhead can only have one pipeline for pumping to and from forepeak ballast tank.
The passage of the pipe must be flanged and must be fitted with a screw-down valve which can be remotely operated from above the bulkhead deck. This valve is usually located forward of the collision bulkhead. However, the classification society certifying the ship may authorise a valve aft of the bulkhead provided it is easily serviceable at any condition, and is not located in the cargo area.
For providing access to chain locker room and the forward part of the bulkhead, steps may be provided on the collision bulkhead.
In case of ships having superstructures at the forward region, the collision bulkhead is not terminated at the bulkhead deck. It must be extended to the deck level next to the weather deck.
If the collision bulkhead is extended above the freeboard deck, the number of openings on the bulkhead should be restricted to a minimum in order to ensure sufficient buckling strength. All the openings should be watertight.
Watertight as defined in SOLAS is: capable of preventing the passage of water in any direction under the head of water – that is likely to occur in intact and damaged conditions.
it can withstand water pressure from both sides. They are designed to withstand continuous submersion and are therefore located below waterline like shaft tunnels, ballast tanks, bow thruster compartments etc.
Depending upon the construction
Hinged type: A door having a pivoting motion about one vertical or horizontal edge.
Sliding type: A door having a horizontal or vertical motion generally parallel to the plane of the door, powered by hydraulic cylinders or electric motors.
Solas Regulations Regarding Closure of Watertight Doors
(As per Solas regulation, SOLAS chapter II-1, watertight doors from regulation 14 to regulation 25)
1. All the power operated doors must be capable of closing simultaneously from bridge and Ship Control Center (SCC). Door Closing time not more than 60 seconds when the ship is in an upright condition.
2. The door shall have an approximate uniform rate of closure under power. The closure time, from the time the door begins to close to the time it closes completely, shall be in no case less than 20 seconds or more than 40 seconds with the ship in an upright condition.
3. In case of hand operation of the door, during a power failure, the door must be closed within 90 seconds.
4. Power-operated sliding doors shall be capable of closing with the ship listed to 15 degrees either side.
5. Power-operated sliding doors should be provided with a local audible alarm distinct from any other alarm in that area. The alarm shall sound for at least 5 seconds whenever the door is closed remotely. The alarm shall sound not more than 10 seconds before the door begins to move. The sound should be audible until the door is completely closed.
6. Controls for opening and closing the door should be provided on either side of the door. The door control shall also be provided on the central operating console at the bridge. The control handles are located at least 1.6m above the floor on passenger ships.
7. Visual indicator for the door “closed or open” provided in navigation bridge. A red light indicates a door is fully open and a green light indicates that the door is fully closed.
8. The direction of movement should be clearly indicated and displayed at all operating positions.
9. There is also a secondary control station above the bulkhead deck, so that the powered watertight doors can be closed when local control cannot be reached due to fire or flooding.
Different Types of Watertight Doors on Ships
TYPE A: This type of doors may be left open and are to be closed only during an emergency.
TYPE B: This type of watertight doors should be closed and are made to remain open only when personnel are working in the adjacent compartment.
TYPE C: This type of watertight doors is to be kept closed all the time. It may be opened only for sufficient time when personnel are passing through the door compartment.
TYPE D: This type of watertight doors is not SOLAS compliant. These doors shall be closed before the voyage commences and shall be kept closed during navigation. These doors cannot be upgraded to another category.
Maintenance of watertight door
It is also important to stick to the manufacturer’s maintenance guide. Before any maintenance work is carried out, warning notices should be posted.
The door should be free from dirt and loose particles. Door frame and gasket should be cleaned routinely. Gaskets can be lubricated with silicone oil.
Wheels and bearings must be checked for excessive wear and damage. The rails should be cleaned and checked for any damages.
The hydraulic system should be periodically checked for any leakages. Special attention to be paid to the condition of pumps, hydraulic cylinders, hydraulic hand pump, pipe connections. The oil level must be checked and refilled if necessary. The hydraulic oil and filter must be replaced as per the ship’s PMS.
Great care should be taken when the doors or areas near the doors are painted. Avoid painting the rubber gaskets and the piston rods on the cylinders.
Lubrication of the mechanical parts should be carried out Mechanical parts include the cleat bolts, the locking device, wheels, lifting cam and arm of the door
Structural damage in the frame or steel structure should be inspected during routine inspections – watch out for any cracks, indentations or corrosion.
All doors shall have the clear operating instructions posted on either side of the door. The assigned category whether A, B, C or D as well as their meaning should be marked on both sides of the door. The instructions should be in the ship’s working language and in a legible condition.
Failure in the proper maintenance and operation of watertight doors can draw the attention of Port State Control inspectors and can be a cause of vessel detention.
Missing portions of gaskets, leakage of hydraulic oil, faulty alarms, lack of door closed indication in remote operating positions are some deficiencies that have been observed during the inspection.
watertight door tightness check
Chalk method:
Watertight hatch cover and watertight doors’ tightness can be check by chalk method or hose methods.
Apply chalk to watertight flat sealing continuously.
Close the door tightly, then open
Check the watertight door sealing.
If the chalk mark is found continuously around the watertight sealing, then it has water tightness.
Hose method:
Close the watertight door or watertight hatch cover tightly.
Hosing with water jet with a pressure of 2 bar and directed to the sealing edges away from 1.5 m.
There must be no water leak through the other side.
That door or hatch are good in order for watertight.
general appearance and cleanliness of the ship. He can randomly check the garbage bins to get an idea weather garbage management plan is being followed onboard or not. There have been instances where fine was imposed on the ship when PSC inspector found oily rag in a paper bin.
oil record book (ORB) for up-to-date entries and can tally with other logs like sounding record book. He may check other Engine room documents like Engine room log book, sounding book, checklist for carrying out hot work, enclosed entry etc. UK port state even demands hour log of staff.
Safety equipment is a favourite for PSC. The inspector may check Emergency generator starting and simulation of blackout situation, may try out Emergency bilge suction, emergency compressor and emergency fire pump etc.
Life Saving Appliances (LSA) and Fire fighting appliances (FFA) and equipment’s. LSA includes emergency escape breathing device (EEBD), emergency escapes, Water tight doors closing, sounding pipe with self closing weighted cock, signs and ply card showing exit etc. In FFA (Fire fighting appliances) items he may check auto stop of pumps, machineries and ventilation fan from remote place. He may check fixed fire system, fire alarm and detector system and operation of quick closing valve from remote position.
alarms and safety trips for Main engine, all alarms and trips for Auxiliary engine and other machineries like compressor, boiler etc. He may also check the lifting of safety valve of a boiler etc.
Oily Water Separator (OWS) is a machinery PSC inspector will surely look for. He may check the log stored in the Oil content monitor (OCM) and compare it with ORB and sounding book. United States Coast Guard (USCG) normally removes and checks the discharge pipe of OWS for any oil residue. PSC inspector can ask engine staff to start and run OWS with skin valve open and overboard shut.
may thoroughly check bilge tank top for oil and any leakages, all machineries for any type of abnormality and leakage. He will definitely check for any loose and illegal rubber hose and portable pump in Engine room.
Steering room is one of the favourite areas of PSC inspector to check for any leakages and abnormality. He may ask any crew member to demonstrate practically the procedure for emergency steering.
bulkheads of tanks and ship side for any deformation and temporary repairs. He can inspect sea water, fuel oil or lube oil pipes, coolers, and system and overboard valves for any leakages and temporary repairs.
floor plates for any corrosion and thinning of metal. The floor plates should not be slippery and should be properly fixed at a given place. He may check railings at upper and tunnel platform for any loose or broken areas.
In the year 1978, a massive oil spill was caused on the coast of France by the grounding of the oil tanker named Amoco Cardiz. Because of this oil spill 12 European Maritime authorities and the European commission decided to develop a harmonized system to inspect foreign ship for defects and deficiencies in their ports.
An agreement was concluded in 1982 which is famously known as Paris Memorandum of Understanding on port state control (Often referred as the Paris MOU). Under this act, each administration decided to inspect at least 25 % of the foreign ships visiting their ports.
MOU’s
After Paris MOU in 1982, other regional MOU have also been signed. Some of the prominent ones are as follows such as: –
Tokyo MOU
United States Coast Guard (USCG)
Vina-Del-Mar Agreement (Latin America)
Caribbean MOU
Mediterranean Sea MOU
Indian Ocean MOU
Inspection would be carried out on ships coming to a port for the first time or after an absence of 12 months of more
Inspection would be carried out of ships which have been permitted to leave the port of a state with deficiencies to be rectified
Inspection would be carried out of ships which have been reported as being deficient by pilots or port authorities
Ships whose certificates are not in order would be inspected
Ships which has been involved in any kind of accident such as grounding, collision or stranding on the way to a port will be inspected
Inspection of ship which are carrying dangerous or polluting goods and have failed to report relevant information would be inspected
Ships which have been suspended from the class in the preceding 6 months would be inspected
Ships which have been subject of a report or notification by another authority would be inspected
Inspection of ships which are accused of an alleged violation of the provision of IMO as to pose a threat to the ship’s crew, property, or environment would be inspected
The purpose of (ERM) is to reduce the risk of accidents at sea. It is a method of using all available resources to conduct engineering operation and run a vessel. The resources involves are both equipment and people
key factors
leadership
a true leader always
share information
think positive
remain calm
avoid excessive workload
care about team members
decision making
it is an important quality of a true leader.
Collect information
Think about situation and take decision
Decision should not affect company, ship, environment and team members
Communication
Communication is one of the most important because everything else depends upon it.
It should be short, loud and clear
Always close loop communication
co operation
every team member should cooperate each other doe safe operation of ship
team work
all member should work as a team to finish a work safely and timely
A Certificate of Registry is a statutory certificate required by local law and the United Nations Convention on the Law of the Sea. Merchant ships must be registered in a flag state and carry a Certificate of Registry detailing and verifying this registration.
This trading certificate contains essential information about the vessel and the owner of the vessel, including the following.
Ship owner particulars: Details about the ship owner or owners, including their name, address, percent of ownership and other information
Ship particulars: Details about the vessel, including its length, breadth, depth, gross tonnage and where the ship was built
Ship engine particulars: Details about the ship’s engine, including the make and model and a description of the engine
Ship owners must meet specific requirements set by the flag state to qualify for a Certificate of Registry. These requirements may vary by country, but can include holding a classification certificate, a builder’s certificate with details of the vessel and a certificate of sale to the current owner or owners. Ships can receive a Certificate of Registry from government or private agencies called registries.
Convention name: International Convention on Tonnage Measurement of Ships, 1969
An International Tonnage Certificate (1969):
.tonnage certificate .tc
(1) An International Tonnage Certificate (1969) shall be issued to every ship, after determining the gross and net tonnages in according to International Convention on Tonnage Measurement of Ships, 1969
(2) this certificate shall be issued by the Administration. The Administration shall assume full responsibility for the certificate.
The certificate will contain
Name of Ship, Port of Registry, Registry date
Length
Breadth
Moulded Depth amidships to Upper Deck
GROSS TONNAGE
NET TONNAGE
Form of certificate
(1) The certificate shall be drawn up in English , French, Spanish or the official language or languages of the issuing country. If the language used is neither English nor French, a translation shall be provided.
Cancellation of Certificate
An International Tonnage Certificate (1969) will be invalid and shall be cancelled by the Administration if alterations have taken place in the arrangement, construction, capacity, total number of passengers the ship is permitted to carry as indicated in the ship’s passenger certificate, assigned load line or the permitted draught of the ship.
(2) The certificate will be invalid if the ship is transferred to the flag of another State
(3) After flag change the International Tonnage Certificate (1969) shall remain in force for a period not exceeding three months, or until the Administration issues another International Tonnage Certificate (1969) to replace it. The previous flag state shall transmit the certificate the new flag state as soon as possible after the transfer takes place.
Article 11 – Acceptance of Certificate
The certificate shall be accepted by the other Contracting Governments.
UNITED NATIONS CONVENTION ON THE LAW OF THE SEA : UNCLOS
