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Figure 6: Enclosed life boat with self contained air support system For safety of navigation, installation of radio communication equipment is important. At least three (3) two‐way VHF radiotelephone apparatus shall be provided on every cargo ship of 500 gross tonnage and upwards. Furthermore, ships also need to be fitted with a Global Mari‐ time Distress and Safety System (GMDSS) for the purpose of providing a maritime mobile service identity. In this case, INMARSAT identity and ship’s serial number may be transmitted by the ship’s equipment and used to identify the ship in emergency situation (SOLAS Regulation 2). Figure 7: Layout cargo pump‐room with carbon dioxide fire‐ extinguishing system MIMET Technical Bulletin Volume 1 (2) 2010 A chemical tanker is a vessel that has high risk of explosion. Chemical tanker Kemal Ka suffered explosion on board on 13 th June 2010, 13 nautical miles off Almedina, near Chipiona and on 29 th Feb‐ ruary 2004, a chemical tanker The Bow Mariner sinks after an explosion off the coast of Virginia. As a result, under SOLAS Chapter II‐2 Regulation 7, fire detection and alarm system must be installed in the tanker especially at places periodically unattended such as machinery spaces, the main propulsion and associated machinery. Smoke detector should be fitted at all stairways, corridors and escape routes. Under regulation 10, ships constructed on or after 1 st July 2002, are required to be fitted with suitable fire fighting systems that can be operated from a readily accessible position outside the pump‐room. Cargo pump‐rooms shall be provided with a system suitable for machinery spaces for ships in category A. In this case, a carbon dioxide (CO2) fire‐ extinguishing system complying with the provisions of the Fire Safety Systems Code, such as the alarms giving audible warning of the release of fire extin‐ guishing medium shall be safe for use in a flamma‐ ble cargo vapour/air mixture. A notice shall be ex‐ hibited at the controls stating that, due to the elec‐ trostatic ignition hazard, the system is to be used only for fire extinguishing and not for inerting pur‐ poses. The extin‐ guishing method of CO2 gas is based on the reduction of the oxygen level in air to a certain level of CO2 concentration. Com‐ bustion cannot be sustained in an at‐ mosphere containing a minimum of 34% of CO2. | MARINE FRONTIER @ UniKL 117
When transporting a bulk cargo which is liable to emit a toxic or flammable gas, or cause oxygen depletion in the cargo space, an appro‐ priate instrument for measuring the concentra‐ tion of gas or oxygen in the air shall be provided together with detailed instructions for its use (SOLAS Chapter 6, Regulation 3). In Chapter VII of SOLAS (Carriage of Dangerous Goods) the chemi‐ cal tanker which carries dangerous and hazard‐ ous cargoes are required to carry an appropriate document as evidence of such compliance. The document of compliance is normally issued by a classification society at the same time as the safety equipment certificate is issued. CONCLUSION In a nutshell, each class of vessel needs special requirements due to its unique opera‐ tion. All safety requirements are very important in the process of designing any ship. This is to ensure the vessels to be in seaworthy condition and safe for navigation as well as to avoid any threat either to the crew or goods being carried. The rules and regulations are made after de‐ tailed examinations on the causes of previous accidents at sea. However, these conventions are soft laws and only impose minimum require‐ ments. Flag states, port states, ship classification societies and other law enforcement bodies will then enforce their regulations after adopting the conventions into their own laws or standards. Shipowners will strive to minimize cost and maxi‐ mise profit in the operation of chemical tankers and other vessels. The various legal require‐ ments imposed by IMO will inherently result in higher acquisition and operating costs. Neverthe‐ less, the safety assurance provided by the imple‐ mentation of the various provisions from the IMO conventions should never be underesti‐ mated. MIMET Technical Bulletin Volume 1 (2) 2010 REFERENCES 1. Baptist, C. (2000), Tanker Handbook for Deck Officers, 8th Edition, Brown, Son & Ferguson Ltd, Glasgow. 2. ExxonMobil (2002), Marine Environmental & Safety Criteria for Industry Vessels in Exxonmobil Service, Exxonmobil. 3. IMO (2004), SOLAS, Consolidated Edition, IMO Publication, London. 4. IMO (2006), MARPOL, Consolidated Edition, IMOPublication, London. 5. ICS (2002), Tanker Safety Guide Chemicals, Third Edition, International Chamber of Shipping, London. | MARINE FRONTIER @ UniKL 118
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EDITORIAL CHIEF EDITOR Prof. Dato
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DIRECTIONAL STABILITY ANALYSIS IN S
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The determinant from equations (3)
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Table 1 ‐ Results of Stability Cr
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DO 20 J=1,7 REFF(J)=1+((J‐1)*1.5/
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Skeg Effectiveness Skeg Effectivene
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Skeg Effectiveness Skeg Effectivene
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A WATER FUELLED ENGINE FOR FUTURE M
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Stainless steel pipes are used as e
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Current development Hydrogen Oceanj
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Car industry A small group of local
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Big oil companies. For business sur
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Websites: 1. http://www.schatzlab.o
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Table 1: Global maritime Fleet Rank
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No. of Ships No. of Ships 300 250 2
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time players is 30. The demand for
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References [1] UNCTAD, Review Marit
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Table 3 : Tug boat Registered in Ma
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NO SHIP NAME OWNER/OPERATOR GRT DWT
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MIMET Technical Bulletin Volume 1 (
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Table 8 : Tankers Registered in Mal
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Table 10: Passenger Ship Registered
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Table 11: Container Ships Registere
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age and appropriate steps must be t
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tends to oxidize rapidly, even at a
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Page 72 and 73: METHODOLOGY Description of Apparatu
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