IBC Code applies to all ships which are carrying bulk cargo of dangerous chemicals and noxious liquid substances listed in chapter 17 of IBC code. Independent of the size of the ship
Chapters
Code consist of following chapters,
Chapter 1- General
Chapter 2- Ship survival capability and location of cargo tanks
Chapter 3- Ship arrangements
Chapter 4- Cargo containment
Chapter 5- Cargo transfer
Chapter 6- Material of construction, protective lining and coatings
Chapter 7- Cargo temperature control
Chapter 8- Cargo tank venting and gas freeing arrangements
Chapter 9- Environmental control
Chapter 10- Electrical installation
Chapter 11- Fire protection and fire extinguishment
Chapter 12- Mechanical ventilation in cargo area
Chapter 13- Instrumentation
Chapter 14- Personal protection
Chapter 15- Special requirements for certain cargo
Chapter 16- Operational requirements
Chapter 17- Summary of minimum requirements ( list of cargo can carry)
Chapter 18- List of product which the code does not carry
Chapter 19- Index of product carried in bulk
Chapter 20- Transport of liquid chemical wastes
Chapter 21- Criteria for assigning carriage requirements for products subjected to IBC code
MEPC 159(55)
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The amendment entered into force on 1 January 2010.
STANDARDS
A sewage treatment plant should satisfy some effluent standards when tested for its Certificate of Type Approval by the Administration:
These are:
.1 Thermotolerant Coliform Standard
The geometric mean of the thermotolerant coliform count of the samples of effluent taken during the test period should not exceed 100 thermotolerant coliforms/100 ml.
.2 Total Suspended Solids (TSS) Standard
(a) The geometric mean of the total suspended solids content of the samples of effluent taken during the test period shall not exceed 35 mg/l.
(b) On a shipboard test, the maximum allowed TSS must not be greater than 35 plus x mg/l.
Method of testing should be the filtration of representative sample through a 0.45 µm filter membrane at 105°C.
Or centrifuging of the sample at least 105 °C after drying.
Other internationally accepted equivalent test standard can also be used to test the sample.
.3 Biochemical Oxygen Demand and Chemical Oxygen Demand
The geometric mean of 5-day Biochemical Oxygen Demand (BOD5) of the sample should not exceed 25 mg/l
The Chemical Oxygen Demand (COD) should not exceed 125 mg/l..
.4 pH
The pH shall be between 6 and 8.5.
.5 Zero or non-detected values
→ For thermos tolerant coliforms, zero values should be replaced with a value of 1 thermotolerant coliform/100 ml to allow the calculation of the geometric mean.
→ For total suspended solids, bio chemical oxygen demand and chemical oxygen demand, values below the limit of detection should be replaced with one half the limit of detection to allow the calculation of the geometric mean.
MEPC 159(55) Effluent Standards
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Key Parameters
- Thermotolerant Coliform: ≤ 100 coliforms/100 ml (geometric mean)
- Total Suspended Solids (TSS): ≤ 35 mg/l (geometric mean)
- Biochemical Oxygen Demand (BOD5): ≤ 25 mg/l (geometric mean)
- Chemical Oxygen Demand (COD): ≤ 125 mg/l
- pH: Between 6 and 8.5
Testing Methods
- Use approved international standards for testing (e.g., ISO 15705:2002 for COD, ISO 5815-1:2003 for BOD5)
- Specific procedures for TSS measurement and adjustments
MEPC 157(55)
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Approval of Discharge Rate of Untreated Sewage from Sewage Holding Tank
→ Untreated sewage stored in holding tank may be discharged at more than 12 nautical miles from the nearest land but the discharge can not be instantaneously. the discharge should be at a moderate rate when the ship is en route and speed not less than 4 knots.
DISCHARGE RATE
3.1-The maximum permissible discharge rate is 1/200,000 (or one 200,000th part) of swept volume.
Swept volume is the product of breadth, draft and distance travelled
It can also be expressed by a formula. The formula is
| DRmax = 0.00926 V D B |
Where:
DRmax is maximum permissible discharge rate (m3 /h)
V is ship’s average speed (knots) over the period
D is Draft (m)
B is Breadth (m)
- The maximum permissible discharge rate is actually an average rate. It is calculated over any 24-hour period, or the period of discharge if that is less.
APPROVAL OF RATE BY ADMINISTRATION
→ The Administration should approve the rate of discharge based upon the ship’s maximum summer draft and maximum service speed.
→ Where sewage is to be discharged at a different combination of draft and speed one or more secondary discharge rates may also be approved.
METHOD OF CALCULATION
→ The calculated swept volume of the ship should be determined for drafts up to and including the summer draft.
→ Where a ship is to discharge sewage from a holding tank using a pump calibrated at a fixed rate, the pump can be calibrated at a the rate permitted at 4 knots; or
The pump can be calibrated for a specific minimum ship’s speed more than 4 knots.
→ Where the intended actual discharge rate exceeds the rate permissible at 4 knots, the actual discharge rate need to be reduced or the ship speed need to be increased.
→ The rate and speed need to be detailed in the type approval certificate issued by the Administration.
COMPLIANCE WITH THE RATE
→ Before undertaking a sewage discharge the crew member responsible for sewage operations should ensure that
→ the ship is en route,
→ the ship is more than 12 nautical miles from the nearest land and
→ the ship’s navigation speed is consistent with the discharge rate approved by the Administration.
→ Ships with high discharge requirements are encouraged to keep notes of calculations of the actual
discharges to demonstrate compliance with the approved rate.
MEPC 182(59)
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This amendment is adopted on 17 July 2009
Sampling methods
The sample should be obtained by one of the following methods:
.1 manual valve-setting continuous-drip sampler; or
.2 time-proportional automatic sampler; or
.3 flow-proportional automatic sampler.
4.2 Sampling equipment should be used according to manufacturer’s instructions.
Sampling and sample integrity
The sampling equipment need to be sealed during supply.
Attention should be given to the form of set up of the sampler
Attention should be given to the form of the primary sample container
Attention should be given to the cleanliness and dryness of the sampler and the primary sample container before use.
Attention should be given to the setting of the means used to control the flow to the primary sample container.
Lastly, Attention should be given to the securing method of the sample from tampering or contamination during the bunker operation.
5.3 The primary sample receiving container should be attached to the sampling equipment.
It should be sealed to prevent tampering or contamination of the sample throughout the bunker delivery period.
Sampling location
A sample should be collected from the receiving ship’s inlet bunker manifold.
Sample should be taken continuously and uniformly throughout the bunker delivery period.
Retained sample handling
7.1 The sample container should be clean and dry.
7.2 Before filling the sample container, the primary sample quantity should be shaken to ensure that it is homogeneous.
7.3 The retained sample quantity should be sufficient to perform the required tests.
Sample should not be less than 400 ml.
The container should be filled to 90% ± 5% capacity and sealed.
Sealing of the retained sample
Afte taking the sample, a tamper proof security seal with a unique means of identification should be installed by the supplier’s representative in the presence of the ship’s representative.
Sample label should contain-
.1 sample location and the sampling method
.2 sample delivery date;
.3 name of bunker tanker/bunker installation;
.4 name and IMO number of the receiving ship;
.5 signatures and names of the supplier’s representative and the ship’s representative.
.6 details of seal identification; and
.7 bunker grade.
→ For cross referencing the identification may also be recorded on the bunker delivery note.
Retained sample storage
→ The retained sample should be kept in a
→ safe storage location, outside the ship’s accommodation,
→ where personnel would not be exposed to vapours which may be released from the sample.
→ Entering into sample storage location should be done carefully.
9.2 The retained sample should be stored in a sheltered location
→ where it will not be subject to elevated temperatures, cool/ambient temperature is better, and
→ where it will not be exposed to direct sunlight.
9.3 The retained sample should be retained under the ship’s control
→ until the fuel oil is substantially consumed or for a period not less than 12 months from the time of delivery.
→ A system to keep track of the retained samples should be undertaken.
MEPC 76(40): STANDARD SPECIFICATION FOR SHIPBOARD INCINERATORS
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4 Operating requirements
4.1 The incinerator system design and construction should be such that –
- The Maximum combustion chamber flue gas outlet temperature: 1,200°C
- Minimum combustion chamber flue gas outlet temperature: 850°C
- Preheat temperature of combustion chamber: 650°C
- For Batch Loaded Incinerators, there are no preheating requirements.
- However, the incinerator should be designed that the temperature in the actual combustion space should reach 600°C within 5 minutes after start.
- before ignition the pre-purge should be at least 4 air changes in the chamber(s) and stack, but not less than 15 seconds.
- Time between restarts should be at least 4 air changes in the chamber(s) and stack, but not less than 15 seconds.
- Post-purge, after shut-off not less than 15 seconds after the fuel oil valve
- Incinerator discharge gases should be minimum 6% 02.
4.2 Outside surface of combustion chamber(s) should be shielded from contact so that people in normal work situations will not be exposed to extreme heat. The temperature must not exceed 20°C above ambient temperature or direct contact of surface temperatures exceeding 60°C.
4.3 Incinerating systems are to be operated with under pressure (negative pressure) in the combustion chamber such that no gases or smoke can leak out to the surrounding areas.
4.4 The incinerator should have warning plates attached in a prominent location on the unit,
→warning against unauthorized opening of doors to combustion chamber(s) during operation
→ and against overloading the incinerator with garbage.
4.5 The incinerator should have instruction plate(s) attached in a prominent location which will say:
4.5.1 Cleaning ashes and slag from the combustion chamber(s) and
cleaning of combustion air openings before starting the incinerator.
4.5.2 Operating procedures and instructions should be posted. These should include
→proper start-up procedures,
→normal shut-down procedures,
→ emergency shut-down procedures, and
→ procedures for loading garbage (where applicable).
4.6 To avoid building up of dioxins, the flue gas should be shock-cooled to a maximum 350°C within 2.5 metres from the combustion chamber flue gas outlet.
5 Operating controls
5.1 The entire unit should be capable of being disconnected from all sources of electricity by means of one disconnect switch located near the incinerator.
5.2 There should be an emergency stop switch located outside the compartment which stops all power to the equipment.
→ The emergency stop switch should also be able to stop all power to the fuel pumps.
→ If the incinerator is equipped with a flue gas fan, the fan should be to restart independently of the other equipment on the incinerator.
5.3 The control equipment should be so designed that any failure equipment will prevent operations and cause the fuel supply to be cut off if
5.3.1 Safety thermostat/draft failure
5.3.1.1 A flue gas temperature controller, with a sensor placed in the flue gas duct. This temperature controller will shut down the burner if the flue gas temperature exceeds the set temperature.
5.3.1.2 A combustion temperature controller, with a sensor placed in the combustion chamber. This will shut down the burner if the combustion chamber temperature exceeds the maximum temperature.
5.3.1.3 A negative pressure switch should be provided to monitor the draft and the negative pressure in the combustion chamber. The goal of this negative pressure switch is to ensure that there is sufficient draft/negative pressure is ensured during incinerator operations.
5.3.2 Flame failure/fuel oil pressure
5.3.2.1 The incinerator should have a flame failure alarm control which consists of flame sensing element and other essential equipment for shut down of the unit in the event of ignition failure and flame failure. The flame safeguard control designed in such a way that the failure of any component will cause a safety shut down.
5.3.2.2 The flame safeguard control should be able to close the fuel valves in not more than 4 seconds after a flame failure.
5.3.2.3 The flame safeguard control should have a time delay not more that 10 seconds during which fuel may be supplied to establish flame. If flame is not established within 10 seconds, the fuel supply to the burners should be automatically immediately shut off.
5.3.2.4 Whenever the flame safeguard control has operated because of failure of ignition, flame failure, or failure of any component, only one automatic restart may be provided. If this is not successful then manual reset of the flame safeguard control should be required for restart.
5.3.2.6 If fuel oil pressure drops below that set by the manufacturer, a failure alarm should be provided, and the program will lock out. This type of arrangement applies to a sludge oil burner because pressure if very important to burn sludge efficiently.
5.3.3 Loss of power
If there is a loss of power to the incinerator control/alarm panel (not remote alarm panel), the system should shut down.
5.4 Fuel supply
Two fuel control solenoid valves should be provided in series in the fuel supply line to each burner. On multiple burner units, a valve on the main fuel supply line and a valve at each burner will satisfy this requirement. The valves should be connected electrically in parallel so that both operate simultaneously.
5.5 Alarms
5.5.1 An audible alarm should be provided to local alarm system or a central alarm system. When a failure occurs, a visible indicator should show what caused the failure.
(The indicator may show more than one fault condition.)
5.5.2 The visible indicators should be designed in such way that, if the failure is due to safety related shutdown, manual reset is required.
5.6 After shutdown of the oil burner, system should be provided so that the fire box can cool sufficiently.