Oil Record Book မွာ ေရးတာေလးေတြနဲ႔
ပတ္သက္ျပီး ေျပာခ်င္တာေလးေတြ ရွိေနတာ အေတာ္ၾကာပါျပီ… ဒါေပမဲ့ စာေရးရမွာ ပ်င္းေနတာရယ္…ျမန္မာစာရိုက္တာ မကၽြမ္းက်င္တာရယ္ေၾကာင့္ ၾကာေနတာပါ… အခုေတာ့ျမန္မာစာရိုက္တာ အတန္အသင့္
ကၽြမ္းက်င္လာတာေၾကာင့္ေရးျဖစ္သြားတာပါ… အခု ကၽြန္ေတာ္ေဆြးေႏြးတဲ့ အေၾကာင္းအရာေလးေတြမွာ
မွားေနတာပဲျဖစ္ျဖစ္… သေဘာထား မကိုက္ညီတာပဲျဖစ္ျဖစ္… Mail ေလးပို႔ျပီး ေထာက္ျပေပးပါလို႔
ေတာင္းဆို ပါရေစ…
အခု ကၽြန္ေတာ္ဟာ
Marshall Islands Flag သေဘာၤေတြပဲ ေတာက္ေလွ်ာက္စီးျဖစ္ေနေတာ့ကာ… Marshall Islands ရဲ႕
Oil Record Book ကိုပဲ အေျခခံျပီးေဆြးေႏြးသြားမွာျဖစ္ပါတယ္…
Marshall Islands Oil
Record Book ဟာ Part I နဲ႔ Part II အတြက္ တမ်ိဳးတည္းျဖစ္ပါတယ္… အဖံုးေပၚက Check
Box မွာ Part I အတြက္လား Part II အတြက္လား ဆိုတာကို Check လုပ္ျပီး အသံုးျပဳႏိုင္ပါတယ္…
Part I အတြက္ အသံုးျပဳမယ္ဆိုရင္… အနည္းငယ္ ေျပာစရာရွိပါတယ္… အဲဒါကေတာ့ Identification
of Ship’s Tanks (Plan View of Cargo & Slop Tanks) ဆိုတဲ့ စာမ်က္ႏွာကို တခ်ိဳ႕သူေတြက
ေရးထား ျဖည့္ထားတာပဲ ျဖစ္ပါတယ္… အဲဒါနဲ႔ပတ္သက္ျပီး Marshall Islands က ထုတ္ျပန္တဲ့
Marine Guide Line: MG-2-13-3 Oil Record Book Guide Lines ရဲ႕ စာမ်က္ႏွာ ၂၊ နံပါတ္
၁ မွာ ဒီလိုေရးထားတာကို ေတြ႔ႏိုင္ပါတယ္…
Quote
For Part I books, the
Plan View page need not to be completed and preferably, a single line should be
drawn diagonally across the page. For Part II books, this page should be
completed to accurately indicate the arrangement of cargo and slop tanks, as
well as the pump room. Each of these tanks and respective capacity should be
included in the table provided.
Unquote
အဲဒါကိုၾကည့္ျခင္းအားျဖင့္
Part I – Machinery Space Operations (All Ships) အတြက္ ဒီစာအုပ္ကို အသံုးျပဳမယ္ဆိုရင္
ဒီစာမ်က္ႏွာ (Plan View of Cargo & Slop Tanks) ကို ျဖည့္စရာ ေရးစရာ မလိုဘူးဆိုတာ
ေတြ႔ရမွာပါ…. ကန္႔လန္႔ျဖတ္မ်ဥ္းနဲ႔ တားထား လို႔လဲရပါတယ္… ဒါေၾကာင့္မို႔ ရဲရဲတင္းတင္း
မျဖည့္စြက္ပဲထားပါ… Auditor / Port State အစရွိသည္တို႔က ဒီဟာကို ဘာလို႔မျဖည့္တာလဲ ေမးလာရင္လဲ…
အဲဒီစာကို ထုတ္ျပျပီး ရွင္းလင္းလိုက္ပါ… Tankers ေတြအတြက္ Part II books အေနနဲ႔ အသံုးျပဳမွသာ
အဲဒီ Page ကို ျဖည့္ရေရးရမွာ ျဖစ္ပါတယ္…
ေနာက္တခုကေတာ့ (C) 11.4 ပါ…
1st January 2011ကစျပီး အက်ံဳးဝင္တာဆိုေတာ့ ေရးၾကသားၾကတာ အေလ့အက်င့္ရခဲ့ပါျပီ…
ဒါေပမဲ့ မသိေသးတဲ့သူေတြအတြက္ Information ေလးေပးခ်င္လို႔ပါ…. The Supplement to IOPP
Certificate ထဲက Section 3.1 မွာ မပါတဲ့ Tank ေတြကေန Section 3.1 ထဲမွာပါတဲ့ Tank ေတြဆီကို
Transfer လုပ္ရင္ေရးရတာပါ… ဥပမာ… ခင္ဗ်ားတို႔ Auxiliary Engine L.O sump ဆီအသစ္လဲတဲ့အခါ
ဆီအေဟာင္းေတြကို Sludge Tank ထဲထည့္တဲ့ အခါမ်ိဳး… Diesel Oil Tank Cleaning လုပ္လို႔
Tank ထဲက ဆီအက်န္ေတြကို Sludge Tank / Oily Bilge Tank (Listed under Section 3.1)
ထဲ ထည့္တဲ့ အခါမ်ိဳး…. Bilge Holding Tank ကို သန္႔ရွင္းေရးလုပ္ဖို႔ ေရေတြအကုန္စုတ္ထုတ္ျပီး…
က်န္ေနေသးတဲ့ Oily Water ေတြကို Oily Bilge Tank ထဲထည့္တဲ့ အခါမ်ိဳးေတြ မွာ ေရးရမွာ
ျဖစ္ပါတယ္…. ေရးရမဲ့ ပံုစံကေတာ့ ေအာက္ပါအတိုင္းျဖစ္ပါတယ္….
ေနာက္တခုကေတာ့ 1% Sludge
ျဖစ္ပါတယ္… တခ်ိဳ႕ေတြက အခုထိ အဲဒီ Rule ကို
သတိမထားပဲ Sludge quantity ကို မတြက္ခ်က္ပဲ ေရးေနၾကတာ ေတြ႔ရပါတယ္… တကယ္ေတာ့ သေဘာၤတစီးက
ထြက္ရွိလာတဲ့ Sludge ပမာဏဟာ Fuel Oil Consumption ရဲ႕ ၁ ရာခိုင္ႏႈန္း အနည္းဆံုး ရွိရမွာျဖစ္ပါတယ္…
ဥပမာ Daily Fuel Oil Consumption က တန္ ၁၀၀ ဆိုရင္ Daily Sludge က ၁ တန္ တိုးလာရမဲ့
သေဘာပါပဲ… ကၽြန္ေတာ္ကေတာ့ Weekly Fuel Oil Consumption နဲ႔ Weekly Collection of
Oil Residues ကေန Sludge ဘယ္ေလာက္တိုးတယ္ဆိုတာ တြက္ၾကည့္ျပီး အပတ္တိုင္း ၁.၀%
Sludge ရွိရဲ႕လားဆိုတာ ေစာင့္ၾကည့္ ပါတယ္…
တခ်ိဳ႕ကလဲ Sludge ၁% မတိုးဘူး
လို႔ေျပာပါတယ္… ၁% ထက္ပိုရင္ ျပႆနာမရွိေပမဲ့ ၁% ေအာက္ဆိုရင္ Port State Control (အထူးသျဖင့္
Germany) နဲ႔႔ ရွင္းရမွာအေသအခ်ာပါပဲ…. တျခားေနရာေတြမွာ အိုေကေနေပမဲ့
Europe ကိုသြားတဲ့ သေဘာၤဆိုရင္ေတာ့ ၁% Sludge ရေအာင္ ေသခ်ာဂရုစိုက္ပါလို႔ပဲ ေျပာခ်င္ပါတယ္…
တကယ္ေတာ့ ဘယ္ေနရာကိုသြားသြား Fuel Oil Consumption ရဲ႕ ၁% Sludge မရိွ၊ ရွိေအာင္ ေသခ်ာတြက္ခ်က္ျပီး
Oil Record Book မွာျဖည့္သင့္တယ္… Sludge ေတြကို Incinerator Waste Oil Service /
Settling Tank ေတြဆီ Transfer လုပ္ျပီး အပူေပးကာ အေငြ႔ပ်ံေအာင္လုပ္လို႔ရပါတယ္… အဲဒီ
အေငြ႔ပ်ံသြားတဲ့ Evaporation ပမာဏကိုလဲ ၁% ထဲ ထည့္တြက္ပါတယ္… ဒါမွမဟုတ္ အဲဒီ Tank ေတြကေန
ေရေတြကို Bilge Holding Tank ထဲ Drain လုပ္တာကိုလဲ
ေရးလို႔ရပါတယ္… ဒါေပမဲ့ ခင္ဗ်ားတို႔ Evaporation လုပ္တာ၊ Drain လုပ္တာေတြကို Oil
Record Book ထဲမွာ… (C) 12.4 (Other Method) နဲ႔ မွတ္တမ္းတင္မွသာ တရားဝင္ပါတယ္… မေရးပဲေနရင္ေတာ့ ျပႆနာတက္မွာ အေသအခ်ာပါပဲ… Sludge ၁% မတိုးတဲ့ ညီအစ္ကိုမ်ား ခင္ဗ်ား….
Transfer / Evaporation / Record လုပ္လိုက္ရင္ ခင္ဗ်ားတို႔လိုေနတဲ့ Sludge ေတြ ၁% ေက်ာ္လြန္သြားေအာင္
လုပ္လို႔ရပါတယ္လို႔ပဲ အၾကံေပးခ်င္ပါတယ္…
ကၽြန္ေတာ္တို႔ သေဘာၤကေတာ့
Sludge က ၁.၀% ထက္ပိုေနေတာ့ Long Voyage သြားတဲ့အခါ Incinerator မသံုးခ်င္ရင္ အဲဒီလိုပဲ
Incinerator Waste Oil Tank ေတြဆီ ပို႔လိုက္ အပူေပး အေငြ႔ပ်ံလိုက္နဲ႔ အေတာ္ေလး အဆင္ေျပပါတယ္…
ေရေတြကို Bilge Holding Tank ထဲ Drain လုပ္တာကေတာ့ မေကာင္းပါ… Bilge Tank ညစ္ပတ္သြားႏိုင္ပါတယ္…
အဲဒီကိစၥနဲ႔ ပတ္သက္တဲ့ ဒီစာေလးကိုဖတ္ၾကည့္ရင္
ျပႆနာရဲ႕ အတိမ္အနက္ကို သိႏိုင္ပါတယ္… ကဲ ဖတ္ၾကည့္ လိုက္ပါအံုး….
Sludge records:
MARPOL violations in Germany
The
International Convention for the Prevention of Pollution from Ships, 1973
(MARPOL Convention) is concerned with preserving the marine environment through
the prevention of pollution by oil and other harmful substances and the minimisation
of accidental discharge of such substances.
The technical
content is laid out in six Annexes, the first five of which were adopted by the
1973 Convention, as modified by a 1978 Protocol. These Annexes cover pollution
of the sea by oil, by noxious liquid substances in bulk, by harmful substances
in packaged form, and by sewage and garbage from ships. Annex VI was adopted by
a further Protocol in 1997 and covers air pollution from ships.
The shipping
industry is committed to a zero tolerance approach to any non-compliance with
MARPOL. The Managers have experienced many examples of bad environmental
practices on board ships which have resulted in severe financial consequences
for the Owner and potential criminal prosecution and imprisonment of crew
members for deliberate violation of MARPOL or falsification of records. Over a
series of articles in Risk Watch, Risk Management will seek to raise awareness
of such bad practices and put forward procedures to assist Members to avoid
similar pitfalls.
In common with
many other countries the German authorities take the policing of MARPOL Annex 1
very seriously. Their strict interpretation thereof and their adoption of a 1%
benchmark for sludge production has lead to oil record books being put under heavy
scrutiny.
The Association
has recently handled several incidents in Germany involving discrepancies in
the sludge record books which have been discovered following violations of MARPOL
Annex 1. Members face fines where there is insufficient documentation of sludge
quantities on board.
IMO resolution
MEPC.187 (59) defines ‘Sludge’ and ‘Sludge tank’ as:
Sludge –oil
residue
The residual
waste oil products generated during the normal operation of a ship such as those
resulting from the purification of fuel or lubricating oil for main or
auxiliary machinery, separated waste oil from oil filtering equipment, waste
oil collected in drip trays, waste hydraulic and lubricating oils.
Sludge tank –
oil residue
A tank which
holds oil residue from which sludge may be disposed directly through the standard
discharge connection or any other approved means of disposal. The German
authorities consider normal sludge quantity to be 1% of the total fuel consumed
and if there is a discrepancy between this allowance and the actual recorded figure
then the records and procedures will automatically be reviewed by the
authorities. In the cases submitted to the Club the authorities alleged that
there were incorrect entries made in the oil record books and that they
breached the 1% allowance for the consumption of heavy fuel oil.
Case 1:
·
sludge
on board was approximately 0.37 m/tons at the beginning of the voyage.
·
the
consumption of heavy fuel oil during the voyage was 729.65 mt = 7.29 mt of sludge.
·
the
recorded amount of sludge incinerated on board = 3.61 mt.
·
oil
record book recorded remaining quantity of sludge on board 2.8 mt
·
shortage
as determined by the German authorities = (0.37+7.29)-(3.61+2.8) = 1.25 mt.
The Chief
Engineer explained that the shortage resulted from the evaporation of the water
by heating up the sludge, but the treatment had not been recorded in the oil record
book.
Case 2:
Sludge was
reused as fuel from the ‘fuel oil drain tank’.
The Chief
Engineer made entries in the oil record book regarding the internal transfer from
‘fuel oil drain tank’ to ‘fuel oil settling tank’. It was pointed out by the
authorities that ‘fuel oil drain tank’ will be treated as ‘sludge tank’ because
it is listed as a sludge tank in the IOPP supplement, section 3.1, with other
sludge related tanks. Therefore entries made were not correct and the fuel from
this ‘fuel oil drain tank’ should not be reused for the main engine and these
should be disposed of by incineration or ashore. Consequently there was a
discrepancy between the 1% 'sludge generated' and the recorded quantity.
In this case,
the following breaches of the supplement of the International Oil Pollution Prevention
(IOPP) certificate were alleged by the German authorities:
- The
bilge tanks were incorrectly recorded under section 3.1 (Sludge system). They
should have been recorded under section 3.3.
- Either
the fuel oil drain tank should be treated as sludge tank or should be
deleted from section 3.1.
The vessel’s
classification society commented as follows:
There are no
rules or regulations to prohibit re-using or re-generating sludge in MARPOL
ANNEX I or the resolutions of MEPC.’
They also
advised the owner to disconnect the pipe line between ‘fuel oil drain tank’ and
‘sludge pump’ and to revise the supplement of the IOPP certificate by deleting
the fuel oil drain tank from the list of section 3.1.
Crew should
ensure compliance with best practice procedures at all times:
Best practice
The Chief
Engineer and senior engineers must be familiar with the on board sludge disposal
equipment and the requirement for MARPOL and the International Oil Pollution Prevention
(IOPP) certificate and its contents including the supplement. They must also be
familiar with the correct procedure to record events in the oil record book.
The Chief
Engineer should ensure that the following entries are correctly recorded:
1. Tank sounding
log
2. Incinerator
log
3. Oil record
book with particular emphasis on the identification of the sludge waste and
bilge tank from the supplement of IOPP certificates.
The Master
should carry out regular audits to ensure that correct entries are made and all
the sludge is recorded. The audit should include – but not be limited to – the
review of all records, reports, logs, training assessments, incident reports
and maintenance records.
ဒါဆိုရင္ ခင္ဗ်ားတို႔
Sludge ၁.၀% အေရးၾကီးတာ သိေလာက္ေရာေပါ့ေနာ္…
