International Convention for the Prevention of Marine Pollution - Assignment Example

SHIP OPERATION 1a. i) Describe the development of the International Convention for the Prevention of Marine Pollution from Ships, 1973 as modified by the Protocol of 1978 (MARPOL 73/78). The International Convention for the Prevention of Marine Pollution from Ships and the International Convention for the Safety of Life at Sea were drawn up in 1972 and 1974, respectively. The International Convention for the Prevention of Pollution from Ships (MARPOL) established some regulations covering internal arrangements of tankers in 1973, so as to reduce oil spillage from rupturing of ship hulls. Thus, Coast Guard inspectors can visit a ship even while it is still being constructed. A certificate is required before the ship can commence operations. This certificate can be posted aboard and would serve as evidence of compliance with the relevant federal laws, and also contains a list of safety equipments that have to be carried on the vessel and specifies the minimum number for the employed crewmembers. ii) Identify and briefly describe the content and function of each of the Annexes of MAROPL 73/78 The International Maritime Dangerous Goods (IMDG) Code was developed by the IMO, in a bid to supplement the principles stipulated by the MARPOL Convention and SOLAS Convention. Detailed technical specification is contained in the IMDG code, and these specifications enable the transportation of hazardous goods by sea in a relatively safe manner. 1b. i) Explain the principles of the International Maritime Dangerous Goods (IMDG) Code and identify the classification system of the code The IMDG code (International Maritime Dangerous Goods code) was developed as a consistent code for transportation of dangerous goods internationally on water. This code covers trafficking of containers, packaging, and stowage of goods, with particular emphasis on the segregation of goods that are deemed to be incompatible. The Principles of the International Maritime Dangerous Goods (IMDG) Code are based on a system which has been internationally agreed to, and this enables The Grouping of dangerous goods together o the basis of their potential hazardousness during transportation. “The principles of this code also contain the dangerous goods in packaging/tanks which are of appropriate strength and which will prevent the goods escaping, Use hazard warning labels and other identifying marks to identify dangerous goods in transport, Requires standard documentation to be provided when dangerous goods are being transported, Lay down principles for ensuring that dangerous goods which will react dangerously together are kept apart, and Lay down principles for where to place dangerous goods on board ship to ensure safe transport.” (http://www.imdgsupport.com/imdgintro.ppt) Another function of the Principles of the International Maritime Dangerous Goods (IMDG) Code is the Provision of emergency response advice for dangerous goods involved in a fire or spillage on board a ship The objective of the International Maritime Dangerous Goods (IMDG) Code include the Enhancement of safety in the transportation of hazardous goods, the Protection of the marine environment, and the facilitatation of movement of dangerous Goods The classification system of this code is usually made by the consignor (shipper) or by an appropriate and relevant as relates with the movement of the goods, as specified in the Code. All articles and Substances which are subject to the provisions of the IMDG Code can be classified into one of the 9 classes and sub-classes listed below, according to the predominance of the nature of their potential hazards. Class 1: Explosives Division 1.1: substances and articles which have a mass explosion hazard Division 1.2: substances and articles which have a projection hazard but not a mass explosion hazard Division 1.3: substances and articles which have a fire hazard and either a minor blast hazard or a minor projection hazard or both, but not a mass explosion hazard Division 1.4: substances and articles which present no significant hazard Division 1.5: very insensitive substances which have a mass explosion hazard Division 1.6: extremely insensitive articles which do not have a mass explosion hazard Class 2: Gases Class 2.1: flammable gases Class 2.2: non-flammable, non-toxic gases Class 2.3: toxic gases Class 3: Flammable liquids Class 4: Flammable solids; substances liable to spontaneous combustion; substances which, in contact with water, emit flammable gases Class 4.1: flammable solids, self-reactive substances and desensitized explosives Class 4.2: substances liable to spontaneous combustion Class 4.3: substances which, in contact with water, emit flammable gases Class 5: Oxidizing substances and organic peroxides Class 5.1: oxidizing substances Class 5.2: organic peroxides Class 6: Toxic and infectious substances Class 6.1: toxic substances Class 6.2: infectious substances Class 7: Radioactive material Class 8: Corrosive substances Class 9: Miscellaneous dangerous substances and articles (http://www.imdgsupport.com/imdgintro.ppt) ii) Describe how dangerous goods are identified and the purpose of PSN and UN numbers Dangerous goods are identified according to the potential hazard that they can cause or according to the most predominant hazards that they can cause. The purpose of PSN and UN numbers is to determine the hierarchy of the hazard potential of the goods to be transported. 2.1 An empty cylindrical drum 1 metre long and 0.6 metre in diameter has mass 20kg. Find the mass which must be placed in it so that it will float with half of its volume immersed in (a) Salt water Length = 1m Diameter = 0.6m Mass = 20kg Radius = ½ x diameter Radius = ½ x 0.6 Radius = 0.3 Volume = 3.14 x radius (squared) Volume = 3.14 x 0.3 x 0.3 Volume = 0.2826m cubed Half of volume = ½ x 0.2826 Half of volume = 0.1413 Coefficient for salt water = (b) Fresh water. Length = 1m Diameter = 0.6m Mass = 20kg Radius = ½ x diameter Radius = ½ x 0.6 Radius = 0.3 Volume = 3.14 x radius (squared) Volume = 3.14 x 0.3 x 0.3 Volume = 0.2826m cubed Half of volume = ½ x 0.2826 Half of volume = 0.1413 Coefficient for fresh water = 2.2 A deep tank is 4m x 3m. Find water pressure and thrust on the bottom plate when the tank is filled with fresh water to a height of 6.3m. Length = 4m Width = 3m Water Height = 6.3m Water pressure = 4 x 3 x 6.3 = 75.6 Thrust = the weight of water displaced Thrust = 3. A ship of 6500 tonnes displacement is floating upright and has initial GM = 0.15m. A weight of 50 tonnes already onboard, is moved 1.5m vertically downwards and 5m transversely to starboard. Find the list. 4. A ship 84 metres long is floating on an even keel at a draft of 5.5metres. 45 tonnes of cargo is then loaded in a position 30m abaft of amidships. The centre of floatation is 1m aft of amidships. TPC 15 tonnes. MCT1cm =200 tonnes metre. Find the final drafts. 5. Draw separate diagrams and write brief notes to explain a. Listing moment generated due to shifting, loading and discharging of a container b. Trimming moment generated due to shifting, loading and discharging of a container Where B is the Buoyancy Force provided by the vessel with level trim. Usually obtained from a "Curves of Form" plot. In this procedure B is numerically equal to the vessels displacement (i. e. B = D). W is the total weight applied to the vessel. Usually obtained from a "Weights and Moments" analysis. L is the length between the forward and after draft marks LCG is the Longitudinal Center of Gravity location, normally obtained from a "Weights and Moments" analysis. LCB is the Longitudinal Center of Buoyancy location, usually obtained from a "Curves of Form" plot. LCF is the Longitudinal Center of Floatation, normally obtained from a "Curves of Form" plot. TA is the draft and the Aft Draft marks TF is the draft at the Forward Draft marks TM is the Draft Amidships, located midway between forward and aft draft marks TLCF is the draft located at the Longitudinal Center of Floatation. The sign conventions adopted for this presentation are: Distances Aft of Amidships are Positive, applies to LCG and LCB Trim by the stern is defined as Positive Trim Moment causing trim by the stern is Positive Trim Lever that causes trim by the stern is Positive (http://www.hawaii-marine.com/templates/stability_article.htm) c. Righting lever and GM. The GM is the distance between the ship’s center of gravity and the meta-center position, and is one of the 3 vital quantities that should be considered during the ship’s load planning. REFERENCES Derrett, D R and Bryan Barrass, B (2006) SHIP STABILITY FOR MASTERS AND MATES Rawson, K.J. and E. C. Tupper (2001) Basic ship theory Mordecai Avriel, Michal Penn, Naomi Shpirer, and Smadar Witteboon (1998) Stowage planning for container ships to reduce the number of shifts Bureau Export. A-Z Dictionary of Export, Trade and Shipping Terms http://www.imdgsupport.com/imdgintro.ppt www.exportbureau.com/trade shipping terms/dictionary.html, 2007 www.ilo.org/public/english/dialogue/sector/sectors/pdp/index.htm, April 2002. www.wilhelmsen.com/SERVICES/MARITIME/COMPANIES/IMTC/COURSES/MANAGEMENTCOURSES/Pages/Commercialaspectsofshipoperation.aspx www.hawaii-marine.com/templates/stability_article.htm Read More