deck watch & prevention of marine pollution during cargo ops.rev

8/7/2019 Deck Watch & prevention of marine pollution during cargo ops.rev

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DECK WATCH




Duties of watchkeeping officer General safety and security

Supervising vessel operations

Liasising with shore personelSupervising deck crew on deckwatch

Supervising gangways

Moorings

Fire patrols

AccidentPollution prevention




Shipboard Operation in Port

1. Embarkation and disembarkation arrangement, boarding cardsystems,traffic control

2. Responsibility for acceptance of cargo.checking the suitability of vehicles for shipment, securing cargo, dangerous goods, liaison withshore, stowage plans,Continous monitoring of ship¶s stability andtrim.operation of loading ramps,moveable decks and other cargogear.operation of fork-lift and loading/unloading tractor vehicles.weight limitation and permissible deck loadings.Precautionsagainst pilferage.Ventilation of vehicle decks and other cargo decks

3. Harbour watches and security patrols.In-port maintenance includingprocedures to follow when the ship is temporarily immobilised.Liasonwith Port Authority and observance of Harbour Bylaws.

4. Bunkering and storing

5. Cargo operations,procedures,procedures for loading and discharge of tankers (inc. IGS),gas carriers,bulk carriers and other special shiptypes as well as general cargo ships

6. Special arrangements during lay-up or refit periods

7. Gas freeing of tanks and enclosed spaces.

8. Hot work and other special hazardous work procedures




(a) Watertight integrity of the hull, together with the opening andclosing of watertight doors.(b) Fire watch, with continual observation of smoke detector systems.(c ) Special cargo surveillance, as and when required.(d ) Correct display of all lights and shapes.

(e) Weather conditions affecting the ship and its course.( f ) Routine working of the deck, inclusive of rigging pilot ladders,streaming logs, organising boat and fire drills etc.(g ) All emergencies affecting the safety of the vessel.

General duties of Watchkeeping officer




Entry into enclosed spaces

1. Obtain correct authorization from the chieff officer 2. Ensure that the space has been well ventilated and tested for oxygencontent and/or toxic gases.

3. Check that ventilation arrangement are continued while persons areengaged inside the space.

4. Ensure that rescue and resuscitation equipment is available and readyfor immediate use at the entrance to the space

5. Has a communication system been established and tested between thepersons engaged in the space and the standby man to be in constantattendance at the entrance to the space while persons are engagedinside.

5. Ensure the space is illuminated before entry and that any portable lightsbeing employed are of the appropriate type.

6. Are there arrangements to regularly test the atmosphere inside the

space in operation?7. Is the permit to work displayed at the entrance of the space?




When the atmosphere is known to be unsafe entry should not be made into

The space.

When the atmosphere is suspect, the following additional safety precautions

should be observed with the use of breathing apparatus

11. Ensure that the wearer of the breathing apparatus is fully trained in its use.

12. Thorough checks on the breathing apparatus equipment must be made andthe mask seal on the face of the wearer must be a proper fit.

13. The standby man should monitor the times of entry and exit of all personnelto allow adequate time for leaving the compartment.

14. Rescue harness and lifelines must be worn and if the low-pressure alarmactivated persons should leave the space immediately.

15. Operational personnel should never take off the mask of the breathingapparatus when inside the space.

16. In the event of communication failure or ventilation breakdown all personsinside the space should withdraw immediately.

17. The function of the person on standby, outside the space, is to raise the alarmin the event of emergency. He should not attempt to effect a rescue on his own.

18. Emergency signals and communications must be effective and understood byall parties involved




Permit to work system

Permit to work forms should be used for any jobs which might behazardous.

The permit should contain a carefully planned checklist to identify andeliminate or control hazards, plus arrangements for emergencyprocedures should an accident occur. Examples

1. Work on electrical equipment

2. Work on remote control machinery

3. Working aloft or outboard

4. Hot work

Senior officer must ensure that the checks have been properly carried

out and he should sign the permit only when he is satisfied that it is safefor work to proceed




Preparing for sea

Verification of passenger numbers

Reading and recording draughts

Assessment of stability.What to do when calculated and observed figures differ Checking the securing of vehicles and other cargo

Checking for leakages from cargo pipelines and manifolds

Securing hatches and other openings in the hull

Closing of watertight doors

Testing of main engines,steering gear,navigation and communication

equipmentInstruction on Bridge/Engine room controls

Assessmentof actual and expected weather and sea state,using both officalforecasts and own observations

Plan of passage made and checked

Crew on board, at stations and fit for duty

Report to master by each responsible officer

Assessment by master of readiness to sail

Documentation of sailing condition

Clearance

Safety broadcast to passengers

Rounds of passenger,vehicle and other decks on clearing the berth




Safe access around the ship

Clearly marked Unobstructed (cargo,dunnage, leads from

lashings

Undamaged Clean (free from oil and grease)

Fitted with safety rails/ropes where

appropriate Illuminated at night

Any hazards must be highlighted




Pilot Ladder



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Accomodation ladder




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Accomodation ladder




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Accommodation Ladder




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Passing vessels




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Passing vessels




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Interaction




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Factors affecting turn




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Prevention of marinepollution during cargo

operations




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Marpol 73/78




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M arpol




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MAR PO L




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BUNKERING CHECK LIST




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BUNKERING CHECK LISTRESPONSIBILITIES OF THE OOW

ALL SCUPPERS ARE PLUGGED

ALL MOORINGS REMAIN TAUT, TO RESTRICT THE MOVEMENT OF THE SHIP, AND/ORTHE BUNKER BARGE.

CARGO AND BALLAST OPERATIONS KEEP THE SHIP UPRIGHT THE CHIEFF ENGINEER IS INFORMED OF ANY PLANNED LARGE CHANGE OF TRIM DUE

TO CARGO AND BALLAST OPERATIONS, BEFORE IT OCCURS.

APPROPRATE SIGNALS ARE SHOWN- RED µ LIGHT.

ALL CREW ARE INFORMED, SO THAT THE SHIP¶S EMERGENCY RESPONSE PLAN CANBE ACTVATED WITHOUT DELAY IF REQUIRED.

SHIP¶S CONTAINMENT EQUPMENT IS READY FOR IMMEDATE USE.

OIL ABSORBENT MATERIALS ARE PLACED AT RELEVANT POINTS.

ALL SAVE ALLS ARE EMPTIED ARE REPLUGGED.

IF BUNKERS ARE DELVERED BY BARGES, CREW ARE STANDNG-BY TO MAKE FASTTHE BARGE,ARRANGE ACCESS, AND PROVDE ADEQUATE FENDERS IF REQUIRED.

THE CHIEFF ENGINEER WILL COMPLETE THE SHIP¶S BUNKERNG CHECK LIST WITH AREPRESENTATIVE FROM THE SUPPLIERS. THE OOW MAY HAVE TO SIGN THIS TOVERFY THAT HE HAS COMPLETED THE ABOVE LISTED PROCEDURES.

FIREWIRES ARE RIGGED FORE AND AFT IF REQUIRED BY LOCAL REGULATIONS. IF IT RAINS DURING BUNKERING,OOW MUST ENSURE THAT ACCUMULATIONS OF

WATER ON DECK AND IN THE SAVE-ALLS, ARE DRAINED AWAY REGULARLY AND THEDRAINS RESEALED.

IF THERE IS AN OIL SPILL, THE OOW MUST MAKE ALL EFFORTS TO CONTAIN IT ASQUCKLY AS POSSIBLE. A FLOATING MOORING ROPE IS AN EXCELLENT EMERGENCYCONTAINMENT BOOM IF THERE IS NOT ALREADY ONE IN PLACE .HE MUST

MMEDATELY INSTGATE THE SHIP¶S EMERGENCY RESPONSE PLAN.




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C arg o spill s

The serious pollution which can result from a spillage of oil cargomeans the OOW must pay close attention when he is operating thecargo valves on tankers. These precautions are described in chapter 9. Identical precautions apply to all ships carrying potentiallydangerous or polluting cargo in a bulk liquid form, particularly gas andchemicals.

However, in these days when protection of the environment is beinggiven top priority in many places, the OOW must be on guard for allforms of pollution which may originate from the cargo. This could bespills from insecure packaging, or leaks from packages damagedduring loading or discharging. Packages already stowed on board,particularly those on deck, may begin to leak due to deterioration or damage. AllHuch leaks and spills should be contained and recoveredas soon as practicable. It is particularly important to take prompt

action to deal with spills of dangerous cargoes (see chapter 7.12.1). Bulk cargo which spills on deck should be swept up and, if not

damaged, should be returned to the hold. The OOW must beware of allowing anyone to




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C arg o spill s

throw spilt cargo on the quay, or into the water, as thiscan be interpreted as polluting the port. It has beenreported that coal dust washed overboard from the maindeck by overflowing ballast in Pohang, Korea, resulted inone ship being fined Won 10 million (about

US$13,000).27 Dunnage, packing and lashing equipment should not be

disposed of by throwing them overside or dumping themon the quay, as this can also be interpreted as pollutingthe port. All such unwanted items must always be

collected and stored until they can be disposed of in anenvironmentally friendly way. Cargo spills which are notrecovered are cargo loss, and may lead to claims for shortage, as discussed in chapter 13.




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Prevention of Air Pollution fromShips

The Marine Environment Protection Committee (MEPC) of theInternational Maritime Organization (IMO) unanimously adoptedamendments to the MARPOL Annex VI regulations to reduceharmful emissions from ships even further, when it met for its 58thsession at IMO's London headquarters.

The main changes to MARPOL Annex VI will see a progressivereduction in sulphur oxide (SOx) emissions from ships, with theglobal sulphur cap reduced initially to 3.50% (from the current4.50%), effective from 1 January 2012; then progressively to 0.50 %,effective from 1 January 2020, subject to a feasibility review to becompleted no later than 2018.

The limits applicable in Sulphur Emission Control Areas (SECAs)

will be reduced to 1.00%, beginning on 1 July 2010 (from the current1.50 %); being further reduced to 0.10 %, effective from 1 January2015.




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SOX & NOX TECHNICAL CODE

The limits applicable in Sulphur EmissionControl Areas (SECAs) will be reduced to1.00%, beginning on 1 July 2010 (from the

current 1.50 %); being further reduced to0.10 %, effective from 1 January 2015.

Air pollution



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Ai r pollution The OOW should be alert for heavy emissions of smoke from the

ship's funnel. Not only is this a sign that some machinery may beimproperly adjusted, so he should inform the duty engineer, but alsothis mav result in the ship being fined for air pollution.

Another source of air pollution is dust blown from the cargo. Severalports have local regulations which prohibit loading or discharge of dusty cargoes in winds above a certain force, or from a certaindirection, particularly where there are residential propertiesdownwind. The dust from dry bulk cargoes such as coal, grain,fertiliser, sulphur, and a whole range of 'light' commodities may causeannoyance to local residents. This can lead to protests, and other

actions which adversely affect the ship's operation. It may also lead tofines. The OOW must always try to encourage the stevedores tohandle the cargo in such a way as to minimise dust clouds. Notoverfilling the grabs, nor swinging them whilst cargo is still spillingfrom them, are useful constraints.

A source of pollution which is giving increasing concern in somecountries is vapours from tanks. When a tank is filled, the atmosphereinside the tank, which may contain such pollutants as evaporatedcargo or inert gases, may be displaced through the ventilators into thelocal atmosphere. Control of these vapours can only be achieved bycollection and recycling systems which will require modifications of vessels and terminals. Air pollution may be caused by-noxious fumesor vapours emanating from cargoes as the result of damagedpackaging."

deck watch & prevention of marine pollution during cargo ops.rev

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