Oil Record Book နဲ႔ ပတ္သက္လို႔ ေဆြးေႏြးခ်င္တာေလးေတြ... အပိုင္း (၁)

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…

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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.

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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… 1^st 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…