Carriage, Handling and Storage of Dangerous Goods along

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60 RECOMMENDATIONS Challenge Tankers must satisfy a substantial number of design requirements when built for safety and pollutionprevention purposes. Ten basic characteristics must be considered when constructing a barge: 1. dimension; 2. hull form; 3. machinery size; 4. speed and endurance; 5. cargo capacity and deadweight; 6. accommodation arrangements; 7. cargo/ballast tank arrangements; 8. subdivision and stability accommodations; 9. relative amounts of steel; and 10. basic scantling and structural arrangement. The size of a vessel chosen for a particular trade route depends on: 1. the length of the voyage; 2. the type of cargo; 3. the storage capacity at the receiving end; and 4. physical port restrictions, e.g. available water depth, at the ports visited. There are many guidelines to study for the best design, and they are applied in many parts of the world. In many cases, vessel construction is based on previous experiences or on what other shipping fleets have to model from. The worst-case scenario is when there are no existing national or regional standards for cross-border and international transport. For vessel design and construction, it is necessary to consider past shipping accidents including direct and root causes. In the case of the Mekong River, there is limited or no accident data available that might relate casualties or pollution to the cause of the accident in relation to the vessel's structure. There is also no accident information available that allows for detailed analysis of how the vessel's structure, compartment arrangements, ventilation and safety systems may have contributed to major incidents including fatalities, pollution and commercial loss. Hence, there are no studies that have been conducted to demonstrate how a vessel's construction has contributed to accidents and how the incident could have been prevented. Wherever tank barges travel, the threat of pollution exists. The type and condition of tanker barges sailing on the Mekong River varies considerably. Moreover, traffic on the Mekong River is increasing. The absence of proper standards or failing to monitor and control the implementation of technical standards contributes further to risks and compromises safety. Numerous tanker barges, including an important number visited by the National Working Groups, were found to be in very poor condition . The need to improve safety for the crew and means for preventing pollution is critical to prevent major incidents.
References VESSELS 61 • ADN (European Agreement concerning the International Carriage of Dangerous Goods by Inland Waterways) Chapter 9; • Legislation 2006/137/EC; • Directive of the European Parliament and of the Council of 18 December 2006 amending Directive 2006/87/EC laying down technical requirements for inland waterway vessels; and • Port State Control (PSC). RECOMMENDATIONS Technical and Management Design requirements must be formulated and put in place based on a proper balance of three main categories: 1. Adopt existing international legal requirements such as ADN and Legislation 2006/137/EC: Directive of the European Parliament and of the Council of 18 December 2006 amending Directive 2006/87/EC- laying down technical requirements for inland waterway vessels. 2. Existing national laws, technical standards (as in Viet Nam) and classification society requirements. 3. Best practice to ensure that all Member Countries adopt the same technical requirements considering that cross-border and international navigation is already underway. It is important to distinguish that the balance should take a reasonable and feasible approach into account. Member Countries are not required to implement technical standards in a short time with limited technical capacity, budget and resources. For example, the implementation of ADN Code in Europe was a phased approach so level and cost transition should be applied. Pushing through very sudden and strict reforms could mean that the industry will either not be able or will choose not to adopt the technical standards. Certain adjustments, such as fitting a bulwark or fence, a spill belt or a slop tank, do not have to be very expensive and can be dealt with quite easily. There is, however, a need for certain changes among the highest priority areas which may be more difficult or expensive to follow. On the other hand, the transport of petroleum products is a lucrative business and some companies can afford to allocate higher budgets to pollution and accident prevention measures which could also help to reduce insurance premiums. The companies also have a moral responsibility to protect the safety of their employees and the environment. Tanker barges should be constructed in accordance with the rules of a classification society that are essentially concerned with the structural integrity of the vessel and its propulsion and steering systems. To maintain their classification, the barges must be presented for survey (especially hull and machinery) at regular intervals. Owners and operators should be aware that they have to invest in the short term to improve elementary standards of the existing barges, especially items such as slop tanks, spill belts, drip trays and navigation equipment to make navigation and cargo operations safer and prevent pollution. New buildings should comply with construction requirements according to regulations.
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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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Page 31 and 32: HAZARD HOT WORK RECOMMENDATIONS FOR
Page 33 and 34: 2.3 RECOMMENDATIONS FOR PREVENTION
Page 35 and 36: PORTS AND TERMINALS 15 The ISPS Cod
Page 37 and 38: ACTIONS Technical and Management PO
Page 39 and 40: PORTS AND TERMINALS 19 • OISD-STD
Page 41 and 42: ACTIONS Technical and Management (c
Page 45 and 46: PORTS AND TERMINALS 25 Fire and gas
Page 51 and 52: References ILO Code of Practice on
Page 53 and 54: For the segregation table the follo
Page 55 and 56: 2.3.4.3 Monitoring and Control of D
Page 57 and 58: References International Safety Gui
Page 59 and 60: 2.3.4.6 Drug and Alcohol Policy REC
Page 61 and 62: Tier 1 PORTS AND TERMINALS 41 • S
Page 63 and 64: PORTS AND TERMINALS 43 • Planning
Page 65 and 66: PORTS AND TERMINALS 45 • Dangerou
Page 67 and 68: Technical and Management (continued
Page 69 and 70: 2.4.2.2 Portable and Mobile Firefig
Page 77 and 78: 3. VESSELS 3.1 INTRODUCTION RECOMME
Page 79: VESSELS 59 Priority levels are base
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Page 85 and 86: VESSELS 65 important cause was "mai
Page 87 and 88: Drip Trays VESSELS 67 Suitable drip
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
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Page 126 and 127: 106 RECOMMENDATIONS Table 5: Summar
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110 RECOMMENDATIONS tool that would
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112 RECOMMENDATIONS 4.3.8 Establish
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114 RECOMMENDATIONS Ship's skipper
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116 RECOMMENDATIONS
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118 RECOMMENDATIONS • ILO Code of
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120 RECOMMENDATIONS Due to the lack
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122 RECOMMENDATIONS With regard to
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124 RECOMMENDATIONS 5.3.7 Examine M
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126 RECOMMENDATIONS to enact or imp
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128 RECOMMENDATIONS • Elevated le
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130 RECOMMENDATIONS There is no sin
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132 RECOMMENDATIONS 6.3.6 Environme
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134 RECOMMENDATIONS that some oily
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136 RECOMMENDATIONS The recommendat
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138 RECOMMENDATIONS Figure 20: The
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2 3 5.1 Office of the Secretariat i
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