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Tankers
Intact Stability
MSC-67 further
discussed the means of determining compliance with the proposed
intact stability criteria for loading/unloading of oil tankers in
light of concern raised regarding the capability to achieve compliance
under “the worst possible conditions of cargo and ballast loading”.
Based on a rationale put forward by IACS, MSC-67 agreed that “the
worst possible conditions of cargo and ballast loading” should
be amended so that assumptions for compliance are “consistent
with good operational practice”. IACS has been tasked to clarify
its proposed phrase “good operational practice” by MSC-68
which meets from 28 May to 6 June 97.
Although oil
tankers would be required to meet an initial GM >0.15m with a
righting arm having adequate magnitude, area and range by “design
alone”, combination carriers would be permitted to use simple
operating procedures with their loading conditions.
Safe Access
to the Bow
MSC-67 approved
an amendment to SOLAS requiring oil and chemical tankers built on
or after 1 July 98 to be fitted with provisions for safe crew access
to the bow in severe weather conditions. The amendment refers to
guidelines which recommend a more substantial permanently constructed
gangway at least 1 meter wide and with one-man accommodation shelters
placed at intervals not exceeding 45 meters when distances to be
traversed exceed 70 meters.
Crew access
arrangements approved by the Flag Administration and fitted on existing
tankers built before 1 July 98 may continue to be acceptable provided
the Flag Administration considers that the arrangement provides
a level of safety equivalent to the new provisions.
Cargo Tank
Vent System
In addition
to cargo positive tank venting system requirements of SOLAS, a secondary
means of allowing full flow relief of vapor, air or inert gas mixtures
will be required to prevent over-pressure or under-pressure. Alternatively,
a pressure monitoring/alarm system may be fitted to the primary
vent system to indicate in the cargo control room the pressure of
each cargo tank and to alarm personnel when over- pressure or under-pressure
is detected.
The above requirements
apply to tankers built on/after 1 July 98; tankers built before
that date must comply by the first scheduled drydocking after 1
July 98 but not later than 1 July 2001.
Additionally,
where means are provided to isolate cargo tanks from the tank vent
system, such an arrangement, if installed on board oil tankers which
were built on/after 1 February 1992, shall include provisions to
ensure that the isolation valves: (1) can be locked; (2) are fitted
with operational status indication; (3) have a fail-safe
Cargo Pump
Room Monitoring
MSC-67 issued
a safety circular recommending measures to take to prevent explosions
in oil tanker cargo pump rooms. Included are provisions to provide
for : (1) temperature sensing to pump shafting, bearings and casings;
(2) an interlock for ventilation prior to activating the pump room’s
main lighting; (3) the continuous monitoring of hydrocarbon gas
concentration with audible and visual alarms when concentration
exceeds a preset level which is not to exceed 10% of the lower flammable
limit; and (4) bilge level monitoring and alarm.
Tonnage Deductions
MSC67 agreed
to extend to chemical tankers the volume deductions permitted under
resolution A.747(18) for oil tankers fitted with segregated ballast
tanks (SBT). The reduced gross tonnage together with the SBT volume
must be indicated on both Tonnage and MARPOL certificates.
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