Carriage, Handling and Storage of Dangerous Goods along

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110 RECOMMENDATIONS tool that would allow navigators to ensure they are on course, and alert them of any hazards that might be approaching. By recording an ideal course with outer limits for safety and overtaking, it is possible to provide an accurate level of route guidance, whilst allowing for potential GPS accuracy issues. This system would allow the navigator to keep the vessel on a predetermined track and avoid underwater obstacles and rocky outcrops. During heavy rains, which seriously reduce visibility, the navigator could still reach the safety of port by steering with assistance from the digital chart. The proposed system would incorporate a number of other advantages: 1. The Estimated Time of Arrival (ETA) of vessels could be calculated with great accuracy as the pilots could determine instantly the distance remaining to reach the next destination; 2. Vessels could sail cautiously in conditions with bad visibility caused by dense rain, fog, and from sailing during twilight hours; 3. In emergency situations, vessels could continue to sail in extreme weather such as heavy rain and winds; and 4. Governments could have control and registration of accidents by checking the GPS readings and tracking logs of vessels. This data would be extremely useful during accident investigations. Vessels could continue to sail into the late evening and night just to reach a safe port. Due diligence would be required, however, as it is strongly advised only to sail during daylight hours. An initial "project area" along a stretch of river will provide an initial opportunity to test the technology and survey methodology to ensure its suitability for use in navigating the river. If this project is successful, the technology will be expanded to cover other stretches that are not suited to physical marking, including upstream from Huay Xay and downstream from Luang Prabang in Thailand and Lao PDR to Kompong Cham in Cambodia. From Kompong Cham downstream to the sea, navigation is easier as the gradient of the river flattens out, the riverbed is less rocky, and buoys and beacons work effectively there. Data collected from the early stages of the project must be combined with other spatial datasets. These include the updated digital hydrographic atlas which is then uploaded to the GPS units to provide a resource of hand-held devices containing a universal navigation dataset of the basin for use in future projects and research A bathymetric survey using a combination of Side-Scan Sonar technology with Single-Beam Echosounding should be conducted to verify the safety of the above identified course lines. The proposed survey area should extend to a maximum of 30m either side of the course line identified during the assessment stage. Sounding data should be collected during the sidescan survey, with information from the sidescan monitor used to direct the focus of the survey to collect concentrated depth information of rocks and other hazardous objects. If necessary the traditional navigation channel should be realigned to avoid any dangerous obstacles. However, any such realignment should be as minor as possible to preserve the general alignment of the traditional route. The results of the bathymetric survey should be analysed using software tools (ArcGIS, Hypak, etc) to interpolate a surface of the riverbed within the navigation corridor. An advanced GPS mapset should also be produced to create a comprehensive graphical map set of the project area. This information should be integrated with data layers from the existing hydrographic atlas and updated chart datum determination to produce graphical maps that can be displayed on large screens GPS instruments. It is important to note that this system is only a help for the vessel itself. River management and port services have no knowledge of the vessel’s position and the vessel itself has no knowledge of other
WATERWAYS 111 vessels in its neighbourhood or on its course. GPS is therefore seen as a valuable tool assistance for correctly positioning the ship in the channel. 4.3.6 Automatic Identification System (AIS) RECOMMENDATION AIS transponders should be installed on all tankers along the Mekong River in Cambodia and Viet Nam. CHALLENGE The Automatic Identification System (AIS) is an automated tracking system used on ships for actively (transceivers) identifying and locating vessels along the waterways. The system makes use of electronically exchanged data with other nearby ships and shore stations. AIS equipment complements marine radar information, which is still the primary method of collision avoidance between vessels s and identifying the outer dimensions of the waterway. AIS transmits, automatically and at set intervals, dynamic information relating to the vessel's course, speed and heading; static information related to the vessle's name, length, breadth; and voyage-related details such as cargo information and status (underway, at anchor). AIS is a Very High Frequency (VHF) radio-broadcasting system that transfers packets of data over the VHF data link and enables AIS-equipped vessels and shore-based stations to send and receive identification information that can be displayed on a computer or chart plotter. There are two classes of AIS: Class A and Class B. Class A has been mandated by the International Maritime Organization (IMO) for vessels of 300 gross tonnage and upwards engaged on international voyages, cargo ships of 500 gross tonnage and upwards not engaged on international voyages, as well as passenger vessels (more than 12 passengers), irrespective of size. Class B provides limited functionality and is intended for non-SOLAS vessels. It is not mandated by the International Maritime Organization (IMO) and has been developed for non-SOLAS commercial and recreational vessels. Although this rule does not apply on river navigation, it is strongly recommended that the same regulation should apply on all vessels transporting dangerous cargoes and all passenger vessels. A new generation of low-cost AIS transceivers could initiate a positive evolution in improving the safety of navigation in the Mekong countries, particularly in the Mekong Delta in Viet Nam. Navigation here is often extremely dense (in the neighbourhoods of ports, terminals and big cities) and the movements of bigger seagoing vessels a real challenge. However, the geometry of the terrain may be a hindrance to good transmissions when ships are hidden behind steep rocks or in canyon shaped channels. VHF/UHF frequencies require clear view to transmit the signals. 4.3.7 Assessment of Main Domestic IWT Routes in Viet Nam RECOMMENDATION Undertake further waterway assessment to determine the suitability of the 13 main domestic IWT routes in Viet Nam for the transport of dangerous goods. CHALLENGE The waterway assessment in Viet Nam included only the Mekong and Bassac Rivers and the Vam Nao Pass and does not include the 13 main domestic IWT routes. The scope of the project was to include only the Mekong and Bassac River. In the future, the same methodology can be used to assess the 13 main domestic IWT routes in Viet Nam.
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2 3 5.1 CARRIAGE, HANDLING AND STOR
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ACKNOWLEDGMENTS Key MRC staff, memb
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CONTENTS ACRONYMS AND ABBREVIATIONS
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CONTENTS III 3.3.3.2 Safety Managem
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ACRONYMS AND ABBREVIATIONS ADN Acco
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ILO International Labor Organisatio
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PPE Personal Protective Equipment P
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DEFINITIONS Administration: means t
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DEFINITIONS XIII Loading arm: an ar
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EXECUTIVE SUMMARY RECOMMENDATIONS (
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1. FROM RISK ANALYSIS TO RECOMMENDA
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FROM RISK ANALYSIS TO RECOMMENDATIO
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FROM RISK ANALYSIS TO RECOMMENDATIO
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1.3.3 Enforcement and Compliance FR
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2. PORTS AND TERMINALS 2.1 INTRODUC
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HAZARD HOT WORK RECOMMENDATIONS FOR
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2.3 RECOMMENDATIONS FOR PREVENTION
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PORTS AND TERMINALS 15 The ISPS Cod
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ACTIONS Technical and Management PO
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PORTS AND TERMINALS 19 • OISD-STD
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ACTIONS Technical and Management (c
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PORTS AND TERMINALS 25 Fire and gas
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References ILO Code of Practice on
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For the segregation table the follo
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2.3.4.3 Monitoring and Control of D
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References International Safety Gui
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2.3.4.6 Drug and Alcohol Policy REC
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Tier 1 PORTS AND TERMINALS 41 • S
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PORTS AND TERMINALS 43 • Planning
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PORTS AND TERMINALS 45 • Dangerou
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Technical and Management (continued
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2.4.2.2 Portable and Mobile Firefig
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3. VESSELS 3.1 INTRODUCTION RECOMME
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Page 81 and 82: References VESSELS 61 • ADN (Euro
Page 83 and 84: VESSELS 63 collisions. If a VTS sys
Page 85 and 86: VESSELS 65 important cause was "mai
Page 87 and 88: Drip Trays VESSELS 67 Suitable drip
Page 89 and 90: ACTIONS Technical and Management (c
Page 91 and 92: Institutional and Capacity Building
Page 99 and 100: 3.3.2.7 Bunkering Operations Target
Page 101 and 102: VESSELS 81 Special attention is nee
Page 103 and 104: VESSELS 83 To deliver the required
Page 105 and 106: For port facilities, the requiremen
Page 111 and 112: VESSELS 91 including the kind of PP
Page 113 and 114: guidelines are given as these are s
Page 115 and 116: References • IMO Resolution MSC.2
Page 119 and 120: VESSELS 99 oil pollution incident h
Page 121: ACTIONS Institutional and Capacity
Page 124 and 125: 104 RECOMMENDATIONS d. Navigation,
Page 126 and 127: 106 RECOMMENDATIONS Table 5: Summar
Page 128 and 129: 108 RECOMMENDATIONS 4.3.2 Minimum S
Page 132 and 133: 112 RECOMMENDATIONS 4.3.8 Establish
Page 134 and 135: 114 RECOMMENDATIONS Ship's skipper
Page 136 and 137: 116 RECOMMENDATIONS
Page 138 and 139: 118 RECOMMENDATIONS • ILO Code of
Page 140 and 141: 120 RECOMMENDATIONS Due to the lack
Page 142 and 143: 122 RECOMMENDATIONS With regard to
Page 144 and 145: 124 RECOMMENDATIONS 5.3.7 Examine M
Page 146 and 147: 126 RECOMMENDATIONS to enact or imp
Page 148 and 149: 128 RECOMMENDATIONS • Elevated le
Page 150 and 151: 130 RECOMMENDATIONS There is no sin
Page 152 and 153: 132 RECOMMENDATIONS 6.3.6 Environme
Page 154 and 155: 134 RECOMMENDATIONS that some oily
Page 156 and 157: 136 RECOMMENDATIONS The recommendat
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