OBJETIVO 1: Describir las causas que pueden predisponer al Síndrome de Down

6.12 Are officers aware of the requirements of MARPOL with respect to the disposal of bilge water and cargo slops?

Note: Under MARPOL Annex II the only Special Area applicable to chemical tankers is the Antarctic south of 60º south.

6.13 Is the condition of scupper plugs satisfactory and are scuppers effectively plugged?

Note: Scuppers on gas carriers will only be required to be plugged when bunkering or if carrying a MARPOL Annex 1 cargo.

6.14 Is the ship fitted with a maindeck boundary coaming?

Means shall be provided to keep deck spills away from the accommodation and service areas. This may be accomplished by means of a permanent continuous coaming of a height of at least 300mm, extending from side to side. Special consideration shall be given to the arrangements associated with stern loading.

(SOLAS II-2.4.5.1.6) Continuous coaming of suitable height shall be fitted to keep any spills on deck and away from the accommodation and service areas. (IBC 3.7.7) Notes: A secondary purpose of this coaming is to provide oil retention at the after end of the maindeck in the event of an oil spill, giving the crew sufficient time to deal with it and avoid oil entering the water. For gas carriers this question should be answered 'NA'.

6.15 Are means readily available for dealing with small oil spills?

Notes: Means should be provided for the prompt removal of any spillage on deck. Spill equipment should be readily available at the manifold and there should be an adequate method (spill pumps or dumping arrangements to a cargo tank or other equally effective means) for the rapid disposal of oil at the aft end of the main deck on both sides of the vessel.

If the use of a cargo tank or slop tank is not a viable option, an alternative enclosed container with a capacity of at least 2 m3 _{should be available for the disposal of spills and oily water from the deck.}

Portable spill pumps should be bonded to the vessel’s structure to prevent electrical discharge to earth. Bonding may be made by external means, or by the discharge hose, if this is attached by means of a flanged connection to the vessel’s structure. Pumps should also be mounted to prevent movement and subsequent damage during operation.

Where portable spill pumps are provided and the discharge is led to a cargo tank, there should be a suitable fixed connection. Disposal of a spill should not require the insertion of the spill pump discharge hose through a tank opening such as a sighting port.

Where dump valves are installed at the after end of the maindeck, ascertain whether opening the valves will actually result in the disposal of spilled oil to the tank. Excessive cargo tank vapour pressure can result in a release of pressure when the dump valve is opened, thereby aggravating the situation. U bends fitted in the dumping line to the tank may allow spills to be safely disposed of without first having to depressurise the tank, but this depends on the liquid level in the U-bend being adequate to prevent back-flow of vapour. The ullage of the cargo in the tank may also affect the ability to drain spills from the deck, particularly when the tank is full and the vessel is trimmed by the stern.

If effective draining of a spill cannot be achieved or if pressure release is required, an alternative method of immediately disposing of a spill should be provided.

It should be recognised that if the vessel is sagged a spill will accumulate amidships and if trimmed by the head then it will accumulate forward. The positioning of spill equipment and disposal equipment must take these conditions into account.

6.16 Is the vessel free from any visible bulkhead, valve or pipeline leakage liable to cause pollution? 6.17 Are cargo system sea and overboard valves suitably lashed, locked or blanked and are they

thoroughly checked to ensure that they are fully closed prior to commencement of cargo transfer?

At the start of loading and at regular intervals throughout loading, discharging, ballasting and tank washing, a watch should be kept to ensure that oil is not escaping through sea valves.

Sea and overboard discharge valves connected to the cargo and ballast systems must be securely closed and lashed and may be sealed when not in use. In line blanks should be inserted where provided. When

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lashing is not practical, as with hydraulic valves, some suitable means of marking should be used to indicate clearly that the valves are to remain closed.

For further information on this subject, reference should be made to the ICS/OCIMF publication ‘Prevention of Oil Spillages through Cargo Pump Room Sea Valves’. (ISGOTT 24.7.2) Notes: Records of such checks should be recorded in the Deck or Cargo Log Book. Anti-pollution warning notices should be posted in the vicinity of these valves.

6.18 If cargo sea suction valves are fitted, are adequate pollution prevention measures in place, are valve-testing arrangements provided, are they in good order and regularly monitored for leakage?

It is recommended that a device be installed to monitor pressure build-up and determine liquid make-up in the section of the pipeline which lies between the inboard and outboard sea valves. Such a device would both provide an early indication of leakage through either valve during cargo handling operations and enable the leaking valve to be identified. During cargo operations pressure build-up in this line would be apparent from the gauge reading and would indicate that one of the valves was leaking. (OCIMF Cargo Pump Room Sea Valves 4)

Devices should be positioned so that both readings and samples can be taken from a point far enough above the pump room lower platform level that there is no possibility of human exposure to gas concentrations which may accumulate below the floor plates. (OCIMF Cargo Pump Room Sea Valves 4) (OCIMF Cargo Pump Room Sea Valves 4)

The use of a pressure/vacuum gauge, rather than a pressure-only gauge, is preferable in that it will provide a reliable indication of a vacuum in the line prior to opening the sea valve for ballasting. (OCIMF Cargo Pump Room Sea Valves 4)

(OCIMF Cargo Pump Room Sea Valves 4) Note: Two valves should be fitted at cargo sea suctions, unless the sea suctions are blanked or a spool piece to the cargo system has been removed. Care should be taken that test pressures do not exceed 3.5.kg/cm2.

6.19 If ballast lines pass through cargo and/or Bunker tanks are they tested regularly and the results recorded?

6.20 Are adequate manifold spill containers and gratings in place under the cargo manifolds, fitted with suitable drainage arrangements and are they empty?

A permanently fitted spill tank, provided with suitable means of draining, should be fitted under all ship and shore manifold connections. If no permanent means are fitted, portable drip trays should be placed under each connection to retain any leakage. The use of plastic should be avoided unless provision for bonding is made. (ISGOTT 24.7.4)

Note: Suitable means of draining the spill container to a cargo tank or spill tank should be provided. On chemical tankers, spill containers should be drained to appropriate tanks with due regard to toxicity and compatibility requirements. Manifold spill containers should be clean and free from cargo residues.

6.21 Are bunker pipelines tested annually?

Note: Bunker pipelines are defined as any pipeline used for taking on, discharging or internally transferring any fuel for consumption on board.

A vessel's 'Bunker Transfer System' should be tested to 100% of their rated working pressure (Sometimes referred to as Maximum Allowable Working Pressure - MAWP) at least annually. 'Oil Transfer Systems' should be tested to 1.5 times their rated working pressure at least twice within any five-year period. Pipelines should be marked with the date of test and the test pressure. A vessel's 'Bunker Transfer System' includes the discharge pump and piping between the pump and the vessel's manifold, excluding any non-metallic hoses. In this case the MAWP can be assumed to be either the pressure at which the transfer piping relief valve is set or, where no relief valve (s) are fitted, the maximum discharge pressure that can be developed by the vessel's pump. For centrifugal pumps this is the pressure developed by the pump at zero flow conditions. Pressure testing should be a hydrostatic test, pressure testing using compressed air or inert gas is not acceptable.

6.22 Are unused cargo and bunker pipeline manifolds fully bolted and are all drains and vents and unused gauge stems, suitably blanked or capped?

All ship’s cargo and bunker pipelines not in use must be securely blanked at the manifold. The stern cargo pipelines should be isolated from the tanker’s main pipeline system forward of the aft accommodation by blanking or by the removal of a spool piece. (ISGOTT 24.7.5)

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Notes: This includes all pipelines and fittings which are in use or which might become pressurised during cargo operations, on both sides of the vessel.

Blanks should be fully bolted. Drains and vents should be fitted with valves and either capped or plugged. Pressure gauge stems should be fitted with valves and capped whenever gauges are not fitted.

6.23 Are suitable spill containers fitted around all fuel, diesel and lubricating oil tank vents?

Notes: The height of any savealls around bunker tank vents should not be greater than the vent heads themselves, because this could lead to the ingress of water in bad weather if the savealls become filled with water. The vent heads should be clearly labelled to indicate the space that they serve.

Containers should be empty of water and free of oil. Drain plugs should be in place in port.

6.24 Is a suitable containment fitted around hydraulic and other deck machinery?

6.25 Are the arrangements for the disposal of oily water in the foc's'le and other internal spaces adequate?

Note: Where there is a possibility of hydraulic, fuel or other oil accumulating in internal space bilge wells, adequate arrangements should be in place for its disposal. Where hand pumps or ejectors are fitted, pollution prevention notices should be posted and the overboard valves should be secured against accidental opening.