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Exam Number : ICDL-WINDOWS
Exam Name : The ICDL L4 Windows
Vendor Name : ICDL
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ICDL ICDL Questions and Answers
via Capt. Ranjith Weerasinghe
Ships are developed to conform to highest safety standards beneath the instructions of the overseas Maritime firms (IMO). The stringent regulatory regime is further strengthened by way of the latest expertise in modern day ships in ship design, building, operations, upkeep, administration and competency of crew. besides the fact that children, there will always be ships in misery, in spite of what stringent regulatory regimes are followed as has been the case ever on account that man took to water transportation even before the invention of the wheel. When a ship is in misery, completely helpless at sea, support is inevitably sought through the ship’s captain. A distressed vessel struggles to get to the closest coastal state for a place of refuge, and the denial of entry can lead to catastrophe. If a ship’s captain requested advice in case of a peril at sea, and all the ports on this planet decides not to take the ship to a spot of refuge, what would the world predict the ships’ crew to do?
historically and traditionally, ships in misery had been given some thing aid by way of vessels within the region and the coastal states authorities when they ensue to be in coastal waters. support contains providing a sheltered vicinity to manipulate the issue, to evade it from extra deterioration, assist the crew, provide fix facility, transfer cargo, firefighting, salvage, towage, or guidance to retailer lives and property and offer protection to the atmosphere. however with super oil tanker disasters resulting in unparalleled ambiance pollutants incidents, with the aid of mid 70s, the coastal states grew to be greater concerned about granting location of refuge to vessels in distress in danger of fireplace, explosion, grounding, sinking, and so on,. because of this, there's an ongoing overseas debate and a concept for introducing a global legislation to supply ‘place of refuge”. This debate acquired international attention in early 2000 when several incidents took place because of the “refusal or denial of area of refuge”. One was Motor Tanker Erika in Dec 1999; it broke in two and sank off the coast of France and the other was MT status in 2002, which broke up and sank off the coast of Spain; each vessels had been denied vicinity of refuge and they led to extensive environmental damage. similarly, a tanker named MT Castor with a structural failure couldn't discover a place of refuge and was towed round in the Mediterranean Sea for more than a month. ultimately, the Salvors removed the cargo oil at sea by means of ships to ship switch and saved the vessel.
in opposition t this backdrop, there changed into a compelling want for IMO to seek an contract amongst member states to make a legislation with admire to “place of refuge”. Up thus far it has no longer materialised as a result of issues of coastal states. in need of such an contract, the best the IMO could do became to undertake two resolutions in 2003, and that they relate to vessels in misery or wanting suggestions:
1. A949 (23);
meant to be used when a vessel is in distress and cannot be left within the region devoid of relocating to defense
2. A950 (23)
Requiring all coastal states to establish a Maritime assistance carrier.
CONTAINER CARGO FIRES
anyway oil tanker fires, in exact
times there were fires on board container ships. The international assurance trade says one container ship fire occurs every two weeks someplace in the world. In exact
times, container ships MSC Flaminia, Maersk Honam, and Yantian categorical suffered heavy damage and loss of existence because of fire, and a very long time become taken to locate a place of refuge for it to discharge the cargo. a fire on board a container vessel is first a possibility to the seafarers and the environment and secondly entails a very heavy financial can charge–first, the can charge of firefighting, salvage, towage and damage to the ship and cargo, and secondly, the cost of the ‘cargo related company interruptions’, which affects industries stylish on ‘simply-in-time’ logistics.
youngsters there has been no instance of denial of ‘place of refuge’ in Sri Lanka, ships passing via its territorial waters are all the time in probably, unintended “area of refuge”. We also have had just a few incidents of vessels in misery off our coast over the years. even if we offer a spot of refuge or not, as a coastal state, we now have an obligation to be prepared to aid any distressed vessel. Such preparedness is essential and elementary no longer handiest in view of the information sought by way of the vessels in predicament but additionally to keep away from in all likelihood environmental failures that observe if the timely and positive suggestions isn't supplied. in the referred to overseas context, Sri Lanka’s emergency preparedness for such contingencies is to be examined according to MAS 950(23) decision.
The case of the fireplace-bothered X-Press Pearl at Colombo anchorage and the fire on board MT New Diamond tanker off the East coast of Sri Lanka supply instructions. In each instances it was so unhappy to look two remarkable ships being engulfed in a fireplace for days and the crew members suffering harm. fortunately, New Diamond with 300,000MT crude oil didn't result in an environment catastrophe. but X-Press Pearl did.
within the case of X-Press Pearl, here have been mentioned in the media:
lengthy earlier than the vessel arrived in Sri Lanka its crew had observed an acid leak from a container after leaving Jebel Ali in the UAE for Hamad in Qatar. In Hamad, the ship’s captain requested the discharge of the container, but his request changed into became down.
Leaving the Hamad port, the Captain asked the ship homeowners to prepare for return to Jebel Ali to discharge the container, however the house owners idea such action become no longer necessary as arrangements were anticipated at subsequent port Hazira in Gujarat. The Port of Hazira refused to discharge the container at subject. ultimately, the vessel arrived in Colombo as the subsequent scheduled port and not as ‘a port of refuge’.
some of the questions that Sri Lanka should still ask in familiar are as follows;
within the case of vessel inquiring for a ‘a spot of Refuge’, do we have an comparison mechanism to make appropriate conclusions? will we have a well concept-out emergency response plan in region?
within the case of vessel wanting information, are we ready to honour our international tasks to deliver suggestions as regards fires, coming near near danger of grounding or sinking, fighting precise or possibly environmental failures, salvage and towage, calls for pressing medical emergencies.
whereas promotion Sri Lanka as a ‘maritime hub’, have we given severe idea to these facets.
As for the X-PRESS PEARL incident, we should still determine here:
at the time the X-Press Pearl suggested a presence of Nitric acid leaking container, and because of this indications of fire inner container, did the authorities panic carry out any assessment and assessment in an effort to taking fundamental motion?
Did the authorities have the assistance about the cargo on board the distressed ship—argo manifest and stowage plan – reference bay plan)?
Did the fireplace erupt within the container with 25MT of Nitric acid, which by means of nature isn't flammable with the aid of itself but a highly corrosive oxidant in the class eight in the “international Maritime dangerous items Code” (IMDG Code); if it leaks into other flamable materials, that can seize fire and become explosive.
If the Captain of the vessel had pronounced that the selected container recognized from cargo occur with nitric acid turned into leaking and there changed into a yellow fume, what should have been the contrast? for example, in India, dangerous cargo can not be handled with out the approval of the DG transport as the highest state authentic of the sector, however in Sri Lanka it is left to the Ports Authority to take the vital action
The vessel arrived at the Colombo Anchorage in early hours of 20 can also 2021, and for two three days a yellow smoke had been emanating from the ship, in response to media experiences. Nitric acid need to have leaked and combined with whatever else, causing the hearth.
whether it is authentic that the concern became in the beginning restrained to that particular container with a manageable nitric acid leak, what averted the SLPA from taking action to berth the very nearly brand new vessel on precedence basis and remove the container devoid of watching for her scheduled berthing slot? If we lack amenities to achieve this, we need to acquire them. If now not, ships will face mess ups for no fault of theirs as no ship crew or grasp inspects the stowage of cargo inside a container; it's left within the hands of shore authorities.
MT NEW DIAMOND AND THE instructions (now not) LEARNT
As for MT New Diamond, when the incident took vicinity about 20 miles off East Coast of Sri Lanka, with 300,000 MT of crude oil, we realised just a few shortcomings, however do not seem to have learnt any classes as can also be considered from the following among others:
* Absence of a “liable authority” prescribed with the aid of merchant transport Act to take charge of the circumstance within the adventure of any maritime emergency
* Absence of a fantastic Emergency Response Plan,
* Absence of described roles for DGMS, MEPA, SL NAVY, SLPA, NARA, and many others.,
* Absence of described Emergency facilities from other organizations similar to Airports, Customs, Immigration, local government authorities, etc.,
* Absence of appropriate and enough amenities for such emergency response.
(notably we didn't have firefighting capability, in particular with giant quantity excessive expansion foam device with high force pump that could be fitted on a tug with storage of as a minimum a hundred CBM foam in 1CBM Intermediate Bulk tanks that will also be loaded on to helping vessels).
* Lack of educated salvage group and machine on the disposal of the responsible authority
* Non-availability of a mechanism to mobilise enlisted assisting vessels, equipment and personnel.
* Absence of a accountable communique mechanism
* Lack of rewarding structure for all concerned in the rescue effort
Most of all, motion ought to be taken to raise the acceptance of the nation as a able maritime nation which in flip helps the Sri Lankan maritime business.
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