Добавил:
ivanov666
Опубликованный материал нарушает ваши авторские права? Сообщите нам.
Вуз:
Предмет:
Файл:Международные конвенции и кодексы. Том №3. Учебное пособие
.pdf
МЕЖДУНАРОДНЫЕ КОНВЕНЦИИ И КОДЕКСЫ
ТОМ 3
61
14.5 Familarization
It is very important that all personnel engaged in cargo transfer tank cleaning or
ballasting operations are fully conversant with the pipeline configuration on board, and
with the layout and capabilities of all pumps, etc. To this end the second and third officers
should as soon as possible on joining, make up their own plans of the deck, tank, and pump
room pipeline configurations and submit these to the Chief Officer for his perusal.
Similarly all other officers and crew members who will be involved in the transfer
operation must be made aware of the pipeline layouts especially on deck and in the pump
room. All personnel must know the PROCEDURE FOR EMERGENCY STOPPING of any
operation, and should be thoroughly familiar with the chain of reporting any abnormality
which may require a reduction in rate or cessation of any transfer operations.
14.6 Check Lists
Prior to any transfer operation commencing all relevant Ship to Shore check lists
must be properly completed. All terminals and lightering companies use check lists based
upon or copied from the list shown in the I.S.G.O.T.T. Guide Appendix A. This appendix
also goes into great detail of the requirements for complying with each item in the check
list and should be compulsory reading for all officers on board.
At any terminal where a Ship/Shore checklist that fully covers all the items listed in
I.S.G.O.T.T then the vessel does NOT have to complete the Company checklist.
14.7 Safe Condition of Loading
The loading computers (if fitted) must be run against test conditions, quarterly. Any
defect must be recorded and reported to shore-based management.
The ship must be loaded or ballasted so as to be in a safe condition of stability, stress
and trim throughout the voyage and to be manageable in a sea way without excessive
pounding, straining or vibration.
On a partly loaded or ballast voyage, ballast should be adjusted to achieve the proper
condition. Full and effective use shall be made of the ship’s loading computer for both
cargo and ballast operations and voyages.
Occasionally, provisions may have to be made for the transfer of cargo on passage to
correct a stress or trim condition which arises during the voyage. Full safety precautions
must be observed when the transfer takes place and an appropriate entry is to be made in
the Official and Deck Log Book (and Oil Record Book).
At sea the ship must never be loaded more deeply than is permitted by the Load Line
Regulations. Account must be taken at the planning stage of the voyage for any entry into
different loadline zones during the forthcoming passage.
МЕЖДУНАРОДНЫЕ КОНВЕНЦИИ И КОДЕКСЫ
ТОМ 3
62
14.8 Maintenance of Records
It is very important that a full and accurate account of all transfer operations,
including tank cleaning and ballast changing is maintained. All pertinent details of
operations should be recorded and these records must be kept on board throughout the
period in which the vessel is under management. These will be of great significance when
defending shortage claims, slow pumping claims etc. which may be brought against the
vessel by charterers or receivers at a very much later date than that to which they refer.
The deck log should in turn be completed from information contained within these
records.
The Chief Officer is responsible for supervising the proper maintenance of cargo
operation records and he should ensure that all personnel are fully aware of all the entries
which are required to be entered therein.
The following records should be maintained on board all company tankers:
(a) Port and Cargo Operations Log
(b) Pump Log
(c) C.O.W. / Water washing records
(d) Ballast Operations records
(e) Rate logs (for discharge, ballasting and loading)
(f) Pump record, (speed, pressure, time started, stopped etc.)
(g) I.G. log (O2 content, pressure etc.)
(h) The pre-load/discharge plan should be kept up to date as each section is
completed, so that in the eventuality of anyone being incapacitated, the operation can be
continued uninterrupted.
(i)The required company and charterers records and documents are to be carefully
completed as soon as possible after termination of operations at each port of call and either
forwarded to the correct addressee or retained on board, as appropriate.
The fixed gauging system must be cross checked against portable or alternative
gauging means prior to and during cargo handling operations.
14.9 Noting Protest
A ‘Note of Protest’ Form is simply a declaration by the Master of circumstances
beyond his control which give, or may give rise to, loss or damage. Protests are admissible
as evidence before legal tribunals and in many cases are regarded as a condition precedent
to the establishment of a claim.
When a ship is chartered to a third party it is of crucial importance that the Master
should note protest whenever he is confronted with a situation which prevents his
complying with the charterer’s instructions precisely and exactly, or when the charterer
himself, or his agent, is responsible for causing undue delay from whatever cause.
When noting protest the Master is seeking to protect the interests of both Shipowner
and Charterer, in that order. If in any doubt as to whether protest is justified, the Master
МЕЖДУНАРОДНЫЕ КОНВЕНЦИИ И КОДЕКСЫ
ТОМ 3
63
should proceed with the notation. Should a terminal or Agent refuse to acknowledge receipt
of a Note of Protest, the Master should endorse the documents to that effect, before
forwarding it to the Company.
14.10 Notice of Readiness
The Master must tender Notice of Readiness Form as soon as possible within the
Charter Party terms, and make an appropriate entry in the Deck Log.
If NOR is refused when tendered, the Master must notify the Company as soon as
possible.
14.11 Crude Oil Washing
Designated crude oil washing ships are statutorily required to crude wash a set
number of cargo tanks during each discharge. It is also a statutory requirement that ballast
(whether dirty or clean) is not to be loaded into the tanks of a C.O.W. ship unless the tanks
have previously been crude oil washed. This is to ensure that all crude oil sediments are
removed from ballast tanks during the cargo discharge and this, together with the efficient
draining of the tanks. National requirements must be complied with.
Company policy is to reduce sediment build up carrying out maximum allowable
Crude Oil Washing. If COW operations are restricted for any reason then the minimum
MARPOL 73/78 Regulations must be complied with.
If the vessel is restricted by the terminal the Master must insist on conducting
MARPOL minimum washing. Should this request be denied then the Master must inform
this office by the most direct means available and issue a NOP to the terminal.
Ships Officers are to make themselves fully familiar with the ships Crude Oil
Washing Operations and Equipment Manual and operate the systems accordingly.
Prior to arrival at a discharging port where COW is planned the vessel must give the
terminal at least 24 hrs notice.
Only fixed tank washing machines may be used for COW operations.
Prior to commencing COW the tank atmosphere must be checked, and must not
exceed 8% oxygen.
The person in charge of the COW operation must be suitably qualified and
experienced.
14.12 Ballast Operations
During the vessel’s Ballast Operations the following items must be taken into
consideration, by both Master and Chief Officer:
a) Calculate stability and ensure it is sufficient. Also ensure longitudinal stresses to
not exceed limits
b) Maintain sufficient drafts forward at sea
МЕЖДУНАРОДНЫЕ КОНВЕНЦИИ И КОДЕКСЫ
ТОМ 3
64
c) Avoid partly filled ballast top side tanks and especially ballast holds
d) Choose light or heavy weather ballast and change, if necessary, according to
conditions change
e) Check ballast tanks soundings daily so as to detect problems timely, and record all
soundings in the deck log book and the sounding book
f) Commence de-ballasting before arrival at loading berth if sea-keeping, air-draft,
and longitudinal stress allow. The ballast/Re-ballast as per international regulations and
instructions of vessel’s ballast water management plan.
g) Special care should be taken, when vessel is icebound, for blocked air/sounding
pipes
h) Drain ballast tanks dry, if possible. Presence of water in TST accelerates
corrosion
i) When ballasting continuously in rivers and estuaries, the amount of sediment will
increase vessels constants and should be removed when possible (during Drydocking, long
voyages, lying idle)
j) Ensure air pipes are not blocked
k) Close tanks properly and verify doors watertight especially in not frequented
quarters
l) Check tank atmosphere before entering
m) Calculate stability and ensure it is sufficient. Also ensure longitudinal stresses to
not exceed limits
n) Maintain sufficient drafts forward at sea
o) Avoid partly filled ballast top side tanks and especially ballast holds
p) Choose light or heavy weather ballast and change, if necessary, according to
conditions change
q) Check ballast tanks soundings daily so as to detect problems timely, and record all
soundings in the deck log book and the sounding book
r) Commence de-ballasting before arrival at loading berth if sea-keeping, air-draft,
and instructions of vessel’s ballast water management plan.
s) Special care should be taken, when vessel is icebound, for blocked air/sounding
pipes
t) Drain ballast tanks dry, if possible. Presence of water in TST accelerates
corrosion
u) When ballasting continuously in rivers and estuaries, the amount of sediment will
increase vessels constants and should be removed when possible (during Drydocking, long
voyages, lying idle)
v) Ensure air pipes are not blocked
w) Close tanks properly and verify doors watertight especially in not frequented
quarters
x) Check tank atmosphere before entering
Segregated ballast tanks are a MARPOL 73/78 related requirement for new ships
under that Convention. Such ships should make full use of the facility to reduce time
alongside and minimise light ship stresses. Tanks should be filled concurrently with
МЕЖДУНАРОДНЫЕ КОНВЕНЦИИ И КОДЕКСЫ
ТОМ 3
65
discharge of cargo, taking care that the draught and trim remain within acceptable limits,
and must be discharged before loading has been completed.
Segregated ballast tanks are often filled in river berths of restricted depth and are
therefore liable to accumulate bottom deposits of mud. Tanks should be washed
periodically (within intervals that not exceed the four (4) months) to prevent build up of
mud.
Loose scale should be removed periodically. The relevant provisions of the tank
entry permit must be strictly adhered to before entry into segregated ballast tanks is made.
It is a Statutory Requirement that where the overboard discharge for segregated or
clean ballast takes place below the waterline, the surface of the ballast water in the tanks
must be examined immediately before discharge to ensure that no contamination with oil
has taken place
Venting arrangements of segregated ballast tanks must be checked prior to
commencing ballasting operations. Vents are again to be checked after starting the
operation to confirm free ventilation.
Segregated ballast tanks should be checked prior to filling for oil contamination
S.B.T. may be filled to 100% of required capacity but overflow of ballast is to be
avoided especially in the case of double bottom tanks.
If oil contamination of S.B.T. is detected then all precautions should be taken to
ensure no oil or oily-water mixture is discharged overside.
14.13 Inert Gas Procedures
In addition to the procedures detailed in this section reference should be made to the
precautions and recommendations detailed in Chapter 7of the ISGOTT Manual, and the
IMO Inert Gas Systems booklet:
1. The inert gas system is an integral part of the ships cargo handling and fire
fighting system and must be operated so that a non-flammable atmosphere is maintained in
the cargo tanks including slop tanks and any other statutorily required spaces at all times,
except when tanks are required to be gas free for entry in order to effect repairs or carry out
inspections.
2. Should defects in any part of the inert gas system cause operating difficulties,
operations involving the cargo system shall be modified or, if necessary, suspended until
inert gas protection is restored.
3. If for any reason it is impossible to maintain the oxygen content of the inert
gas in the cargo tanks below 4-5% or there is a failure of the inert gas supply for any
reason, all operations involving cargo tank spaces must be suspended and the Company
informed by the quickest possible means giving fully details of the defects. A decision on
the resumption of cargo operations under these circumstances shall only be made by
Shoreside Management, in consultation with the Safety Function.
МЕЖДУНАРОДНЫЕ КОНВЕНЦИИ И КОДЕКСЫ
ТОМ 3
66
4. In a ship fitted with inert gas, a fully operative system is essential to the
seaworthiness of the ship. If a total failure of the system occurs whilst the ship is in port,
departure to sea must be deferred until any defects are rectified.
5. If, due to operating difficulties with the system, it becomes necessary to
modify procedures, care must be taken to maintain the integrity of the system. In particular,
by-pass valves at mast risers must not be opened in order to maintain full pumping speed.
6. Routine maintenance of the inert gas system requiring the plant to be rendered
inoperable shall only be carried out when the ship is on a ballast passage. All cargo tanks
shall be pressurised and proved tight before the work commences. The inert gas system is
part of the ships fire-fighting equipment and no work which would increase the risk of a
fire hazard shall be undertaken in the cargo tanks whilst the plant is inoperable.
Routine operations and maintenance to be carried out in accordance with the vessels
‘Inert Gas Manual’. An accurate detailed record of Inert Gas plant operation is to be
maintained in the Inert Gas System Log with appropriate entries being made in the Deck
and Engine Log books.
Oxygen and hydrocarbon gas readings are to be entered on appropriate logsheets.
Maintenance carried out on the system and components is to be entered on the
Maintenance programme, and records maintained.
14.14 Testing of Cargo Pumps, Cargo Systems prior to Discharge
It is the company’s policy that prior to arrival at the first discharge port (in ample
time) all cargo pumps will be run and tests made of all cargo pump alarms and stops.
High level alarms shall be operated.
All discharge and COW lines will have cargo pumped through them and be tested to
maximum working pressure.
Cargo pipelines should be tested annually to 1.25 times the working pressure.
- Cargo
- MARPOL and
- COW
lines must be tested once before discharge.
These tests shall be as thorugh as possible and should not be limited to an
electrical/function test that does not verify the full and complete operability of the system.
Where a vessel is engaged in voyages of short duration, it is sufficient to carry out
these tests at a maximum interval of 2 months, at the Master’s discretion.
Results of these tests will be noted in the PMS, Deck Log Book and Chief Officers
Cargo Log.
14.15 Inspection of Tanks and Spaces
МЕЖДУНАРОДНЫЕ КОНВЕНЦИИ И КОДЕКСЫ
ТОМ 3
67
Cargo, ballast, conferdams, void spaces must be inspected frequently. This
inspections is to be carried out in conjunction with the tank cleaning programme. Such
inspection is to be made by the Master, Chief Engineer & Chief Officer and is to include :
condition of tank coating, if any
any damage to fittings including gauges
pitting
debris
oil accumulation at after bays
details of suctions
details of blind spots
sludge/wax/scale build-up
details of number of bays and stringer decks
whether bottom fixed wash machines moveable
details of heights of bottom wash machines
cathodic protection anodes.
A report of tank condition should be sent to the Company after each inspection.
The frequency of the inspection should be as follows:
- Cargo Tanks : 12 months (In case that the inspection can not be carried out within
12 months, a written extension must be requested and issued by shore personnel which will
not exceed the 30th months)
- Ballast Tanks: 4 months
- Coated Void, Cofferdam: 12 months
- Not coated Void, Cofferdam: 6 months
Where possible, reports should be including sufficient amount of Phorographs of the
inspected space.
14.16 Duties of the OOW
Duties of the OOW in port should include the following:
a) Making frequent rounds of the ship
b) Checking the security of the mooring lines
c) Checking if the means of access to and from the ship is safe and properly
rigged
d) Checking if the designated secondary means of escape from the ship is rigged
or ready for use
e) Checking the correct rigging of the emergency towing wires (fire wires)
f) Ensuring that precautions are taken, to prevent pollution of the environment
g) Ensuring the readiness of fire fighting equipment and lifesaving appliances
h) Ensuring that the correct light or flag signals are displayed
i) Ensuring that the communication links to the shore are maintained
j) Ensuring that unauthorized persons are not permitted onboard
k) Ensuring the safety of all crew members going about their duties on deck
МЕЖДУНАРОДНЫЕ КОНВЕНЦИИ И КОДЕКСЫ
ТОМ 3
68
l) Ensuring the during cargo operations, the deck is manned at all times
m) Ensuring that port and terminal regulations are complied with
n) Ensuring that the cargo operation plan is followed
o) Ensuring the safety and effectiveness of any cargo operation
p) Ensuring that the ship does not develop excessive list or trim
q) Ensuring that the ship is within the limits for sheer force and bending moments
at all times
r) Ensuring that sufficient underkeel clearance is maintained at all times
s) Monitoring the weather and sea state and taking appropriate action in the event
of bad weather to protect the ship, cargo and all persons on board
t) Raising the alarm in the event of an emergency
u) Offering assistance to ships or persons in distress
v) Monitoring the draft to ensure the ship is not overloaded
w) Maintaining a proper record of all cargo operational activities
x) Monitoring the draft to ensure the ship is not overloaded
y) Maintaining a proper record of all cargo operational activities
z) Monitoring overside during deballast operations for possible pollution
aa) Monitoring the condition of loading/discharging arms/hoses, the loading
sequence and rate
bb) Calculating tonnages loaded or discharged
cc) Ensuring tank leds and deck oppenings are securely closed on completion of
work and before proceeding to sea
dd) Monitoring and recording weather conditions.
The function of tending moorings, gangway, fire wires etc may be delegated to the
Deck Rating on watch.
The Officer of the Watch is responsible for making entries in the Deck Log Book and
Cargo Log Book. The details of all cargo and other in port operations should be recorded in
the Cargo Log Book.
When this is done, only a brief reference is required to be made in the Deck Log
Book.
14.17 Records and Cargo Documentation
The Watch Officer is to record all operational events as they occur in the Cargo Log
Book, and in any other log/sheet as directed by the Chief Officer.
Entries in the Deck/Cargo Log Book should include but not be limited to the
following as appropriate:
a) Time gangway down
b) Time Authorities/Agents onboard
c) Time vessel cleared by Authorities
МЕЖДУНАРОДНЫЕ КОНВЕНЦИИ И КОДЕКСЫ
ТОМ 3
69
d) Time the ship is ready to load or discharge
e) Time shore is ready for loading/discharging operations to commence
f) Time the ship commences loading or discharging
g) Time the ship completes loading or discharging
h) Reason for any delays in cargo operations
i) Times of commencing and completing ballasting/de-ballasting operations
together with details of tanks operated
j) Details of bunkering operations
All cargo documentation is to be completed in English and in ink.
Only the Master may sign Bills of Lading and Letters of Protest relating to cargo
quantity or quality.
All documentation related to the cargo should be retained on board for the time
required.
All loose forms, separate log sheets, certificates etc., should be retained together and
filled by voyage number/date.
The documentation to be retained includes the following, as applicable:
Voyage orders
Cargo Operation Plans
Cargo Log Book
Notice of Readiness
Ship’s gas free certificate
Copies of all ship shore check lists and agreement forms
Copies of all notes of protest issued and received
Copies of any certificates issued by a terminal or cargo surveyor on completion
of discharge
Copies of any certificates issued by a terminal or cargo surveyor relating to
cargo quantity/quality or cargo remaining from a previous voyage
Cargo calculation sheets
Copy of Bills of Lading
Copy of Manifest
Time sheets
Copy of information given to agent on detailing port times etc.
Certificates of Origin
Any other documents relating to the cargo from the terminal, shipper, agent or
cargo surveyor.
Практическое занятие
Задание № 1
МЕЖДУНАРОДНЫЕ КОНВЕНЦИИ И КОДЕКСЫ
ТОМ 3
70
Данные
1.Ship’s particulars VLCC “Samail”
2.Порт погрузки – Растанура (Саудовская Аравия)
3.Дата окончания погрузки (ETS)– 10.10.2011
4.Порт выгрузки – Антифер (Франция)
5.Запасы на отход – HFO – 3500 MT, DO – 100 MT, FW – 600 MT
6.Расход топлива в рейсе/день– HFO – 75 MT, DO – 0 MT, FW – 0 MT
7. Погружен груз:
A) Arabian Heavy Crude oil – 1000000 BBLS
В танки 1с, 2с, 3с, 4с, 5с, 6с
В) Arabian Light Crude oil – 800000 BBLS
В танки 1 p&s, 3 p&s, 5 p&s, Slop p&s.
Заполните Oil Record Book
Задание № 2
Судовые трубопроводы ( Грузовая и зачистная линии) были опрессованы под
давлением 14 кг/см2 т.е. 1.5 рабочего давления. Протечек не обнаружено.
Сделайте запись в Oil Record Book
Контрольные вопросы:
1 В каких основных международных документах отражены принципы
обеспечения безопасности на танкерах?
2 Какое назначение и содержание Cargo plans?
3Назначение и содержание Oil Record Book.
4 Правила заполнения Oil Record Book.
5 Как вахтенный помощник должен контролировать грузовые операции на
танкере?
6 Опишите the PROCEDURE FOR EMERGENCY STOPPING на вашем судне.
7 Какие основные записи должен делать вахтенный помощник во время
грузовых операциях?
8 Основное назначение и порядок подачи Ship’s Protest.
9 Какие требования предъявляются к судну по минимальному количеству
танков, которые должны быть вымыты сырой нефтью в соответствии с МАРПОЛ?
10 Какие меры должны выполняться на судне для обеспечения безопасности
плавания в балласте?
Соседние файлы в предмете [НЕСОРТИРОВАННОЕ]