International safety guide for oil and tankers terminals | More Info | Notesale | Buy and Sell Study Notes Online | Extra Student Income | University Notes

Search for notes by fellow students, in your own course and all over the country.

Browse our notes for titles which look like what you need, you can preview any of the notes via a sample of the contents. After you're happy these are the notes you're after simply pop them into your shopping cart.

My Basket

Buy These Notes

You have nothing in your shopping cart yet.

Title: International safety guide for oil and tankers terminals
Description: fifth edition ISGOTT

Buy These Notes Preview

Document Preview

Extracts from the notes are below, to see the PDF you'll receive please use the links above

Introduction to Fifth Edition
Safety is critical to the tanker industry
...
To remain so, the Guide must keep abreast of changes
in vessel design and operating practice and reflect the latest technology and
legislation
...
The Ship/Shore Safety Check List has been
completely revised to better reflect the individual and joint responsibilities of
the tanker and the terminal
...
Care has been taken to ensure that where the guidance
given in previous editions was still relevant and fit-for purpose it has not been
changed or deleted in moving to the new format
...
All operators are urged to ensure that the
recommendations in this guide are not only read and fully understood, but
also followed
...
It
was first published in 1978 by combining the contents of the ‘Tanker Safety Guide
(Petroleum)’ published by the International Chamber of Shipping (ICS) and the
‘International Oil Tanker and Terminal Safety Guide’ published on behalf of the Oil
Companies International Marine Forum (OCIMF)
...
The scope has been extended by increasing the amount of
information on terminal safety systems and activities
...

This latest edition takes account of recent changes in recommended operating
procedures, particularly those prompted by the introduction of the International Safety
Management (ISM) Code, which became mandatory for tankers on 1st July 1998
...

This guide does not provide a definitive description of how tanker and terminal operations
are conducted
...
Effective management of risk demands
processes and controls that can quickly adapt to change
...
These alternative procedures
may exceed the recommendations contained in this guide
...
For shipboard operations, this course of action must satisfy the
requirements of the ISM Code
...

It is recommended that a copy of the guide be kept — and used — on board every tanker
and in every terminal to provide advice on operational procedures and the shared
responsibility for port operations
...
Where this is the case an
appropriate reference is made, and a list of these and other related publications is given in
the bibliography
...

Information on these matters may be obtained from national authorities and from
authorised bodies such as Classification Societies
...
g
...
It should also
be noted that the guide does not relate to cargoes other than crude oil that is carried in oil
tankers and combination carriers and petroleum products that are carried in oil tankers,

chemical tankers, gas carriers and combination carriers certified for the carriage of
petroleum products
...
Finally the guide is not intended to
encompass offshore facilities including FPSOs and FSUs
...

Comments and suggestions for improvement are always welcome for possible inclusion in
future editions
...

Oil Companies International Marine Forum
27, Queen Anne’s Gate,
London SW1H 9BU
United Kingdom
...

CONTENTS
FOREWORD TO FIFTH EDITION
INTRODUCTION TO FIFTH EDITION
PURPOSE AND SCOPE
BIBLIOGRAPHY
DEFINITIONS

PART 1: GENERAL INFORMATION
1
1
...
1
...
1
...
2

Toxicity
1
...
1
1
...
2
1
...
3
1
...
4
1
...
5
1
...
6
1
...
7
1
...
8
1
...
9
1
...
10

1
...
3
...
3
...
3
...
3
...
3
...
3
...
3
...
3
...
3
...
3
...
3
...
3
...
3
...
3
...
4

Flammability Classification
Gas Density

Introduction
Measurement of Hydrocarbon Concentration
Flammable Gas Monitors (Explosimeter)
Tankscope (Non-Catalytic Heated Filament Gas Indicator)
Inferometer (Refractive Index Meter)
Infra-Red Instruments
Measurement of Low Concentrations of Toxic Gases
Fixed Gas Detection Installations
Measurement of Oxygen Concentrations
Use of Oxygen Analysers
Multi Gas Instruments
Personal Gas Monitors
Gas Sample Lines and Sampling Procedures
Filters in Sample Lines

Hydrocarbon Gas Evolution and Dispersion
1
...
1
1
...
2
1
...
3
1
...
4
1
...
5
1
...
6

Introduction
Gas Evolution and Venting
Gas Dispersion
Variables Affecting Dispersion
Minimising Hazards from Vented Gas
Loading Very High Vapour Pressure Cargoes

1
...
5
...
5
...
5
...
6

Pyrophoric Iron Sulphide
Formation of Pyrophors
Prevention of Pyrophoric Ignition in Inerted Cargo Tanks

The Hazards Associated with the Handling, Storage and Carriage of
Residual Fuel Oils
1
...
1
1
...
2
1
...
3
1
...
4
1
...
5

General
Nature of Hazard
Flashpoint and Headspace Flammability Measurement
Precautionary Measures
Hydrogen Sulphide Hazard

2

BASIC PROPERTIES OF PETROLEUM

2
...
1
...
1
...
2

True Vapour Pressure
Reid Vapour Pressure

Flammability
2
...
1
2
...
2
2
...
3
2
...
4
2
...
5
2
...
6

General
Flammable Limits
Effect of Inert Gas on Flammability
Tests for Flammability
Flashpoint
Flammability Classification of Petroleum

2
...
1

Principles of Electrostatics
3
...
1
3
...
2
3
...
3
3
...
4
3
...
5

3
...
2
...
2
...
2
...
3

Summary
Charge Separation
Charge Accumulation
Electrostatic Discharge
Electrostatic Properties of Gases and Mists
Overview
Bonding
Avoiding Loose Conductive Objects

Other Sources of Electrostatic Hazards
3
...
1
3
...
2
3
...
3
3
...
4
3
...
5
3
...
6
3
...
7
3
...
8

Filters
Fixed Equipment in Cargo Tanks
Free Fall in Tanks
Water Mists
Inert Gas
Discharge of Carbon Dioxide
Clothing and Footwear
Synthetic Materials

4

GENERAL HAZARDS FOR SHIP AND TERMINAL

4
...
2

General Principles
Control of Potential Ignition Sources
4
...
1
4
...
2
4
...
3
4
...
4

4
...
3
...
3
...
3
...
3
...
3
...
3
...
4

Management of Electrical Equipment and Installations in Dangerous Areas
4
...
1
4
...
2
4
...
3
4
...
4
4
...
5

4
...
5
...
5
...
6
4
...
8

Lamps or Other Electrical Equipment on Flexible Cables (Wandering Leads)
Air Driven Lamps
Flashlights (Torches), Lamps and Portable Battery Powered Equipment
Cameras
Other Portable Electrical Equipment

Grit Blasting and Mechanically Powered Tools
Hand Tools

Equipment Made of Aluminium
Cathodic Protection Anodes in Cargo Tanks
Communications Equipment
4
...
1
4
...
2
4
...
3
4
...
4
4
...
5
4
...
6
4
...
7

General
Ship’s Radio Equipment
Ship’s Radar Equipment
Automatic Identification Systems (AIS)
Telephones
Mobile Telephones
Pagers

4
...
10

Spontaneous Combustion
Auto-Ignition

5

FIRE-FIGHTING

5
...
2

Theory of Fire-Fighting
Types of Fire and Appropriate Extinguishing Agents
5
...
1
5
...
2
5
...
3

5
...
3
...
3
...
3
...
1
6
...
3
6
...
1

SHIPBOARD SYSTEMS
Fixed Inert Gas System
7
...
1
7
...
2
7
...
3
7
...
4
7
...
5

General
Sources of Inert Gas
Composition and Quality of Inert Gas
Methods of Replacing Tank Atmospheres
Cargo Tank Atmosphere Control

7
...
6
7
...
7
7
...
8
7
...
9
7
...
10
7
...
11
7
...
12
7
...
13

7
...
3

Application to Cargo Tank Operations
Precautions to be Taken to Avoid Health Hazards
Cargo Tank Protection
Emergency Inert Gas Supply
Product Carriers Required to be Fitted with an Inert Gas System
Cold Weather Precautions for Inert Gas Systems
Inert Gas System Failure
Inert Gas Plant Repairs

Venting Systems
Cargo and Ballast Systems
7
...
1
7
...
2
7
...
3

Operation Manual
Cargo and Ballast System Integrity
Loading Rates

7
...
5
7
...
1

Shipboard Fire-Fighting Equipment
8
...
1
8
...
2
8
...
3
8
...
4

8
...
2
...
2
...
2
...
2
...
2
...
2
...
2
...
2
...
3

General
Tanker Fixed Fire-Fighting Installations – Cooling
Tanker Fixed Fire-Fighting Installations – Smothering
Portable Fire Extinguishers
Introduction
Summary of Gas Testing Tasks
The Provision of Gas Measurement Instruments
Alarm Functions on Gas Measuring Instruments
Sampling Lines
Calibration
Operational Testing
Disposable Personal Gas Monitors

Lifting Equipment
8
...
1
8
...
2

Inspection and Maintenance
Training

9

MANAGEMENT OF SAFETY AND EMERGENCIES

9
...
2

The International Safety Management (ISM) Code
Safety Management Systems
9
...
1

9
...
3
...
3
...
3
...
3
...
3
...
4

General
Permit to Work System – Structure
Permit to Work Systems – Principles of Operation
Permit to Work Forms
Operations Meetings

Hot Work
9
...
1
9
...
2
9
...
3
9
...
4

9
...
6
9
...
8

Risk Assessment

Permit to Work Systems

Control of Hot Work
Checks by the Responsible Officer
Hot Work Inside the Machinery Space
Hot Work Outside the Machinery Space

Welding and Burning Equipment
Other Hazardous Tasks
Management of Contractors
Repairs at a Facility Other Than a Shipyard
9
...
1

Introduction

9
...
2
9
...
3
9
...
4
9
...
5
9
...
6
9
...
7
9
...
8
9
...
9
9
...
10
9
...
11
9
...
12
9
...
13
9
...
14

9
...
9
...
9
...
9
...
1
10
...
2
...
2
...
2
...
2
...
2
...
2
...
3
10
...
5
10
...
6
...
6
...
6
...
7
10
...
8
...
8
...
8
...
8
...
8
...
8
...
8
...
8
...
9

Work in Enclosed Spaces
10
...
1
10
...
2
10
...
3
10
...
4
10
...
5
10
...
6

10
...
10
...
10
...
11

Pumproom Operational Precautions
10
...
1 General Precautions
10
...
2 Cargo and Ballast Line Draining Procedures

10
...
3
10
...
4
10
...
5
10
...
6
10
...
7

Routine Maintenance and Housekeeping Issues
Maintenance of Electrical Equipment in the Pumproom
Inspection and Maintenance of Pumproom Ventilation Fans
Testing of Alarms and Trips
Miscellaneous

11

SHIPBOARD OPERATIONS

11
...
1
...
1
...
1
...
1
...
1
...
1
...
1
...
1
...
1
...
1
...
1
...
1
...
1
...
1
...
2
11
...
3
...
3
...
3
...
3
...
4

General
Advance Notice
Tank Washing Machines
Control of Tank Atmosphere
Precautions Against Leakage from the Washing System
Avoidance of Oil/Water Mixtures
Isolation of the Tank Cleaning Heater
Control of Vapour Emissions
Supervision
Cautionary Notice

Ballast Operations
11
...
1
11
...
2
11
...
3
11
...
4
11
...
5
11
...
6

11
...
5
...
5
...
5
...
5
...
5
...
5
...
5
...
5
...
5
...
5
...
6

General
Supervision and Preparation
Cargo Tank Washing and Cleaning
Precautions for Tank Washing

Gas Freeing
11
...
1
11
...
2
11
...
3
11
...
4
11
...
5
11
...
6
11
...
7
11
...
8

11
...
7
...
7
...
7
...
7
...
7
...
8

Ship To Ship Transfer
11
...
1
11
...
2
11
...
3
11
...
4
11
...
5

11
...
9
...
9
...
9
...
1
12
...
2
...
2
...
2
...
2
...
3
12
...
4
...
4
...
5

Packaged Cargoes
12
...
1
12
...
2
12
...
3
12
...
4
12
...
5
12
...
6
12
...
7
12
...
8
12
...
9

Petroleum and other Flammable Liquids
Dangerous Goods
Entry into Holds
Portable Electrical Equipment
Smothering Type Fire Extinguishing Systems
Fire-Fighting Precautions
Forecastle Spaces and Midship Stores
Deck Cargo
Barges

13

HUMAN ELEMENT CONSIDERATIONS

13
...
2
13
...
3
...
3
...
4

Drug and Alcohol Policy
13
...
1 Industry Guidelines
13
...
2 Control of Alcohol
13
...
3 Drug and Alcohol Testing Programs

13
...
1

Combination Carriers
14
...
1
14
...
2
14
...
3
14
...
4
14
...
5

General Instructions
Types of Combination Carriers
Slack Holds in Combination Carriers
Sloshing
Longitudinal Stress

14
...
6
14
...
7
14
...
8
14
...
9
14
...
10
14
...
11
14
...
12
14
...
13

14
...
2
...
2
...
2
...
2
...
2
...
2
...
2
...
1
15
...
3
15
...
5

Compliance
Hazard Identification and Risk Management
Operating Manual
Terminal Information and Port Regulations
Supervision and Control
15
...
1
15
...
2
15
...
3
15
...
4

15
...
6
...
6
...
6
...
6
...
7

Documentation

16

TERMINAL OPERATIONS

16
...
2

Pre-Arrival Communications
Mooring

16
...
4

Limiting Conditions for Operations
Ship/Shore Access

16
...
1 Mooring Equipment

16
...
1
16
...
2
16
...
3
16
...
4
16
...
5
16
...
6
16
...
7
16
...
8

16
...
6
16
...
8

General
Access Equipment
Provision of Ship/Shore Access
Siting of Gangways
Safety Nets
Routine Maintenance
Unauthorised Persons
Persons Smoking or Intoxicated

Double Banking
Over-The-Tide Cargo Operations
Operations where the Vessel is not Always Afloat
Generation of Pressure Surges in Pipelines
16
...
1 Introduction

16
...
2 Generation of a Pressure Surge

16
...
9
...
9
...
9
...
10

Reduction of Pressure Surge Hazard
16
...
1 General Precautions
16
...
2 Limitation of Flow Rate to Avoid the Risk of a Damaging Pressure Surge

16
...
11
...
11
...
11
...
11
...
1
17
...
3

Lifting Equipment

17
...
1 Fender Operating Limits for Berthing
17
...
1 Inspection and Maintenance
17
...
2 Training in the Use of Lifting Equipment

17
...
5

Lighting
Ship/Shore Electrical Isolation
17
...
1
17
...
2
17
...
3
17
...
4
17
...
6

General
Ship to Shore Electric Currents
Sea Islands
Ship/Shore Bonding Cables
Insulating Flange

17
...
1

Metal Cargo Arms
18
...
1
18
...
2
18
...
3
18
...
4
18
...
5
18
...
6
18
...
7
18
...
8
18
...
9
18
...
10

18
...
2
...
2
...
2
...
2
...
2
...
2
...
2
...
2
...
2
...
2
...
2
...
2
...
2
...
3

Operating Envelope
Forces on Manifolds
Tanker Manifold Restrictions
Inadvertent Filling of Arms while Parked
Ice Formation
Mechanical Couplers
Wind Forces
Precautions when Connecting Arms
Precautions while Arms are Connected
Powered Emergency Release Couplings (PERCs)
General
Types and Applications
Performance
Marking
Flow Velocities
Inspection, Testing and Maintenance Requirements for Dock Cargo Hoses
Hose Flange Standards
Operating Conditions
Extended Storage
Checks Before Hose Handling
Handling, Lifting and Suspending
Adjustment During Cargo Handling Operations
Submarine and Floating Hose Strings

Vapour Emission Control Systems

19
19
...
1
...
1
...
1
...
2

Marine Terminal Fire Protection
19
...
1
19
...
2
19
...
3
19
...
4
19
...
5
19
...
6
19
...
7
19
...
8
19
...
9
19
...
10

19
...
3
...
3
...
3
...
3
...
3
...
3
...
4

Detection and Alarm Systems at Terminal Handling Crude Oil and
Petroleum Products
19
...
1 General
19
...
2 Control Rooms/ Control Buildings

19
...
5
...
5
...
5
...
6
19
...
8

Water-borne Fire Fighting Equipment
Protective Clothing
Access for Fire Fighting Services

20

EMERGENCY PREPAREDNESS

20
...
2

Overview
Terminal Emergency Planning – Plan Components and Procedures
20
...
1
20
...
2
20
...
3
20
...
4
20
...
5
20
...
6
20
...
7
20
...
8

20
...
3
...
3
...
3
...
4

Emergency Response Plan
20
...
1 Format
20
...
2 Preparation

20
...
3 Resource Availability
20
...
4 Miscellaneous Organisational Items

20
...
1

General
21
...
1 Ship Evacuation
21
...
2 Non-Essential Personnel

21
...
2
...
2
...
2
...
2
...
2
...
3
21
...
1

Procedures and Precautions
22
...
1 Communications Equipment
22
...
2 Communications Procedures
22
...
3 Compliance with Terminal and Local Regulations

22
...
2
...
2
...
2
...
2
...
3

Exchange of Security Information
Tanker to Appropriate Competent Authority
Tanker to Terminal
Terminal to Tanker

Pre-Berthing Exchange of Information
22
...
1 Tanker to Terminal and/or Pilot
22
...
2 Terminal and/or Pilot to Tanker

22
...
4
...
4
...
5
22
...
7

Agreed Loading Plan
Agreed Discharge Plan
Repairs
22
...
1 Repairs on the Tanker
22
...
2 Repairs on the Terminal
22
...
3 Use of Tools on the Tanker or Terminal

23

MOORING

23
...
2
23
...
3
...
3
...
3
...
4

Mooring at Jetty Berths
23
...
1 Type and Quality of Mooring Lines
23
...
2 Management of Moorings at Alongside Berths

23
...
5
...
5
...
5
...
5
...
1
24
...
3

External Openings in Superstructures
Central Air Conditioning and Ventilation Systems
Openings in Cargo Tanks
24
...
1
24
...
2
24
...
3
24
...
4

24
...
5
24
...
6
...
6
...
6
...
6
...
7

General
Sea and Overboard Discharge Valves
Scupper Plugs
Spill Containment
Ship and Shore Cargo and Bunker Pipelines not in Use

Fire Fighting Equipment
Proximity to Other Vessels
24
...
1
24
...
2
24
...
3
24
...
4

24
...
7
...
7
...
7
...
7
...
7
...
8
24
...
10
...
10
...
11
24
...
13

Manning Requirements
Control of Naked Flames and Other Potential Ignition Sources
Helicopter Operations

25

BUNKERING OPERATIONS

25
...
2
25
...
4

General
Bunkering Procedures
The Bunkering Operation
The Bunkering Safety Check List
25
...
1 General
25
...
2 Guidelines for Use
25
...
3 Bunkering Safety Check List

26

SAFETY MANAGEMENT

26
...
1
...
1
...
1
...
2

Personnel Safety
26
...
1
26
...
2
26
...
3
26
...
4

26
...
3
...
3
...
3
...
3
...
4
26
...
5
...
5
...
5
...
5
...

Anti-static additive
A substance added to a petroleum product to raise its electrical conductivity to a safe level above 50
picoSiemens/metre (pS/m) to prevent accumulation of static electricity
...
The authority should have certified the equipment as
safe for use in a specified hazardous atmosphere
...

Bonding
The connecting together of metal parts to ensure electrical continuity
...
It is possible for a brush discharge to ignite gases and vapours
...
On tankers it may be applied either
externally to the hull or internally to the surfaces of tanks
...

Clingage
Oil remaining on the walls of a pipe or on the internal surfaces of tanks after the bulk of the oil has
been removed
...

Combination carrier
A ship which is designed to carry either petroleum cargoes or dry bulk cargoes
...
For the purposes of this guide, the terms ‘combustible’ and
‘flammable’ are synonymous
...

Company
The owner of a ship or any other organisation or person such as the manager, or the bareboat
charterer who has assumed the responsibility for the operation of the ship from the owner of the ship
...

Competent Person
A person who has been adequately trained to undertake the tasks they are required to perform within
their job description
...

Corona
A diffuse discharge from a single sharp conductor (less than 5 mm in diameter) that slowly releases
some of the available energy
...
Corona may ignite vapours like hydrogen or acetylene, which require
much lower energies for ignition
...

Designated Person Ashore
Under the ISM Code, is a person or persons ashore within a ship’s managing office (Company) with
direct access to the highest levels of management, who has or have the responsibility and the
authority to monitor the safety and pollution prevention aspects of the operation of each ship, and to
ensure that adequate resources and shore-based support are applied, as required
...

Earthing (also referred to as ‘Grounding’)
The electrical connection of equipment to the main body of the earth to ensure that it is at earth
potential
...

Enclosed space
A space which has the following characteristics:
• Limited Openings for entry and exit;
•

Unfavourable natural ventilation; and

• Is not designed for continuous worker occupancy
...

Entry permit
A document issued by a responsible person allowing entry into a space or compartment during a
specific time interval
...

Explosion-proof (also referred to as ‘Flame-proof’)
Electrical equipment is defined and certified as explosion-proof when it is enclosed in a case which is
capable of withstanding the explosion within it of a hydrocarbon gas/air mixture or other specified
flammable gas mixture
...
The equipment must operate at such an external temperature that a
surrounding flammable atmosphere will not be ignited
...

Flame arrester
A permeable matrix of metal, ceramic or other heat resisting materials which can cool a deflagration
flame, and any following combustion products, below the temperature required for the ignition of the
flammable gas on the other side of the arrester
...
(Not to be confused with ‘Flame arrester’)
...
For the purposes of this guide the terms ‘flammable’ and
‘combustible’ are synonymous
...
Mixtures within this range are capable of being ignited and of burning
...
An approved flashlight is one which is approved by a competent
authority for use in a flammable atmosphere
...
It is measured in a laboratory in standard apparatus using a prescribed
procedure
...
The
determination of the Flow Rates at locations within cargo pipeline systems is essential when handling
static accumulator cargoes
...

Foam (also referred to as ‘Froth’)
An aerated solution which is used for fire prevention and fire fighting
...

Foam solution
The mixture produced by diluting foam concentrate with water before processing to make foam
...

Froth
See ‘Foam’
...
g
...

Gas free certificate
A certificate issued by an authorised responsible person confirming that, at the time of testing, a tank,
compartment or container was gas free for a specific purpose
...

Halon
A halogenated hydrocarbon used in fire fighting which inhibits flame propagation
...
Such hazardous areas are graded into hazardous zones depending upon the
probability of the presence of a flammable gas mixture
...

Hazardous zone
See ‘Hazardous area’
...
This includes any work requiring the use of welding, burning or soldering
equipment, blow torches, some power driven tools, portable electrical equipment which is not
intrinsically safe or contained within an approved explosion-proof housing, and internal combustion
engines
...

Hydrocarbon gas
A gas composed entirely of hydrocarbons
...

Inert gas
A gas or a mixture of gases, such as flue gas, containing insufficient oxygen to support the
combustion of hydrocarbons
...

Inert gas system (IGS)
An inert gas plant and inert gas distribution system together with means for preventing backflow of
cargo gases to the machinery spaces, fixed and portable measuring instruments and control devices
...

Insulating flange
A flanged joint incorporating an insulating gasket, sleeves and washers to prevent electrical continuity
between ship and shore
...

International Safety Management Code (ISM Code)
An international standard for the safe management and operation of ships and for pollution
prevention
...

Intrinsically safe
An electrical circuit or part of a circuit is intrinsically safe if any spark or thermal effect produced
normally (i
...
by breaking or closing the circuit) or accidentally (e
...
by short circuit or earth fault) is
incapable, under prescribed test conditions, of igniting a prescribed gas mixture
...

Loading rate
The volumetric measure of liquid loaded within a given period, usually expressed as cubic metres per
hour (m3/hr) or barrels per hour (bbls/hr)
...
Sometimes referred to as lower explosive limit (LEL)
...

The format and content of an MSDS for MARPOL Annex I cargoes and Marine Fuel Oils is prescribed
in IMO Resolution MSC
...

Mercaptans
A group of naturally occurring sulphur containing organic chemicals
...
They have a strong odour
...
Winch brakes will normally be designed to
hold 80% of the line’s MBL and will be set in service to hold 60% of the mooring line’s MBL
...

Mooring winch design heaving capacity
The power of a mooring winch to heave in or put a load on its mooring rope or wire
...

Naked lights
Open flames or fires, lighted cigarettes, cigars, pipes or similar smoking materials, any other
unconfined sources of ignition, electrical and other equipment liable to cause sparking while in use,
unprotected light bulbs or any surface with a temperature that is equal to or higher than the minimum
ignition temperature of the products handled in the operation
...

Odour threshold
The lowest concentration of vapour in air which can be detected by smell
...

Oxygen analyser/meter
An instrument for determining the percentage of oxygen in a sample of the atmosphere drawn from a
tank, pipe or compartment
...

Pellister
An electrical sensor unit fitted in a flammable gas detector for measuring hydrocarbon vapours and
air mixtures within the flammable range
...
The
system will provide risk assessment techniques and apply them to the varying levels of risk that may
be experienced
...

Petroleum
Crude oil and liquid hydrocarbon products derived from it
...
The main constituents of petroleum gases are hydrocarbons, but they
may also contain other substances, such as hydrogen sulphide or lead alkyls, as minor constituents
...
The three phases are the solid phase, the liquid phase and the vapour phase
...

Pour point
The lowest temperature at which a petroleum oil will remain fluid
...

Pressure/vacuum relief valve (P/V valve)
A device which provides for the flow of the small volumes of vapour, air or inert gas mixtures caused
by thermal variations in a cargo tank
...

Pyrophoric iron sulphide
Iron sulphide capable of a rapid exothermic oxidation causing incandescence when exposed to air
and potential ignition of flammable hydrocarbon gas/air mixtures
...
8ºC and with a ratio of gas to liquid volume of 4:1
...
See ‘True Vapour Pressure’
...
This time is typically one half
minute for static accumulator liquids
...

Resuscitator
Equipment to assist or restore the breathing of personnel overcome by gas or lack of oxygen
...

Self stowing mooring winch
A mooring winch fitted with a drum on which a wire or rope is made fast and automatically stowed
...
The movement can be
because of thermal currents, solids and/or water settling or of gas bubbles rising
...

SOLAS
The International Convention for the Safety of Life at Sea, as amended from time to time
...
The pipe is usually perforated to ensure the level of liquid in the pipe is the same as the
level of liquid in the body of the tank and to prevent the possibility of spillages
...

Sour crude oil
A crude oil containing appreciable amounts of hydrogen sulphide and/or mercaptans
...

Spread loading
The practice of loading a number of tanks simultaneously to reduce the velocity of the cargo in the
pipelines serving individual tanks to avoid static electricity generation when loading static accumulator
cargoes
...

Static electricity
The electricity produced by dissimilar materials through physical contact and separation
...

Stripping
The final operation in draining liquid from a tank or pipeline
...

Tank cleaning
The process of removing hydrocarbon vapours, liquid or residue from tanks
...

Tension winch (automated or self tensioning mooring system)
A mooring winch fitted with a device which may be set to automatically maintain the tension on a
mooring line
...

Terminal
A place where tankers are berthed or moored for the purpose of loading or discharging petroleum
cargo
...

Threshold Limit Value (TLV)
Airborne concentrations of substances under which it is believed that nearly all workers may be
exposed day after day with no adverse effect
...

There are three different types of TLV's:
• Time Weighted Average (TLV-TWA) — the airborne concentrations of a toxic substance
averaged over an 8 hour period, usually expressed in parts per million (ppm)
...

• Ceiling (TLV-C) – The concentration that should not be exceeded during any part of the working
exposure
...

Topping up
The introduction of inert gas into a tank which is already in the inert condition with the object of raising
the tank pressure to prevent any ingress of air
...

Toxicity
The degree to which a substance or mixture of substances can harm humans or animals
...

‘Chronic toxicity’ is the ability of a substance or mixture of substances to cause harmful effects over
an extended period, usually upon repeated or continuous exposure, sometimes lasting for the entire
life of the exposed organism
...

Ullage
The space above the liquid in a tank, conventionally measured as the distance from the calibration
point to the liquid surface
...
Sometimes referred to as upper explosive limit (UEL)
...

Vapour emission control system (VECS)
An arrangement of piping and equipment used to control vapour emissions during tanker operations,
including ship and shore vapour collection systems, monitoring and control devices and vapour
processing arrangements
...

Volatile petroleum
Petroleum, having a flash point below 60ºC as determined by the closed cup method of testing
...

Water spray
A suspension in the atmosphere of water divided into coarse drops by delivery through a special
nozzle for use in fire fighting
...

PART 1 – GENERAL INFORMATION

Chapter 1

HAZARDS OF PETROLEUM
In order to appreciate the reasons for the practices adopted to ensure safety in
tanker and terminal operations, all personnel should be familiar with the flammable
properties of petroleum, the effects of the density of petroleum gases and their
toxic properties
...

The Chapter also describes the principles, uses and limitations of gas detection
equipment and addresses issues relating to gas evolution and dispersal
...

Specific issues, including the handling of high vapour pressure cargoes, the
formation of pyrophoric iron sulphides in cargo tanks and the particular hazards
associated with the handling, storage and carriage of residual fuel oils, are also
discussed
...
1

FLAMMABILITY
When petroleum is ignited, it is the gas that is progressively given off by the liquid which
burns as a visible flame
...
A more informative measure of volatility is the True
Vapour Pressure but unfortunately this is not easily measured
...

Petroleum gases can be ignited and will burn only when mixed with air in certain
proportions
...
The
limiting proportions, expressed as a percentage by volume of petroleum gas in air, are
known as the Lower and Upper Flammable Limits
...
For gas mixtures from petroleum
liquids likely to be encountered in normal tanker trades, the overall range is from a
minimum Lower Flammable Limit of about 1% gas by volume in air to a maximum Upper
Flammable Limit of about 10% gas by volume in air
...
The
temperature of the liquid at which this concentration reaches the Lower Flammable Limit
is known as the Flashpoint
...
1
...

For the purpose of this guide, which deals primarily with the particular conditions
associated with handling petroleum cargoes in tankers and terminals, the division of such
liquids into the two broad categories of non-volatile and volatile, as defined below, is in
general sufficient to ensure that proper precautions can be specified
...

• Volatile
Flashpoint below 60ºC, as determined by the closed cup method of testing
...
Owing to their particular characteristics, residual fuel oils should always be
treated as volatile (see Section 1
...

1
...
2

GAS DENSITY
The gases from most petroleum liquids are heavier than air and inert gas, thus the
possibility of layering of gases is a very important consideration in cargo handling
operations
...
5 times that from a
typical crude oil
...

Flammable mixtures usually contain at least 90% by volume of air and consequently have
densities almost indistinguishable from that of air
...
3
...
2

TOXICITY

1
...
1

INTRODUCTION
Toxicity is the degree to which a substance or mixture of substances can harm humans or
animals
...
Toxic
substances can have local effects, such as skin or eye irritation, but can also affect other,
more distant, parts of the body (systemic effects)
...

Although not strictly a matter of toxicity, the effects of oxygen deficiency are also
described
...
2
...
2
...
1

LIQUID PETROLEUM
Ingestion
Petroleum has low oral toxicity, but when swallowed it causes acute discomfort and
nausea
...

1
...
2
...
They are also irritating to the
eyes
...

Direct contact with petroleum should always be avoided by wearing the appropriate
protective equipment, especially impermeable gloves and goggles
...
2
...
The inhalation of a sufficient quantity can be fatal
...

However, petroleum gases vary in their physiological effects and human tolerance to
these effects also varies widely
...

The smell of petroleum gas mixtures is very variable and in some cases the gases may
dull the sense of smell
...

The absence of smell should never be taken to indicate the absence of gas
...
2
...
1

Exposure Limits
The toxic hazards to which personnel are exposed in tanker operations arise almost
entirely from exposure to gases of various kinds
...

The term Permissible Exposure Limit has been discontinued in this publication, as
operational procedures should be aimed at reducing personnel’s exposure to a minimum
and not to a permissible level
...
Any limits established by regulation should not be exceeded
...
The
values quoted are expressed as Threshold Limit Values (TLVs) in parts per million (ppm)
by volume of gas in air
...
Best practice is to maintain
concentrations of all atmospheric contaminants as low as is reasonably practicable
...
Because they
are averages, TWAs assume short-term excursions above the TLV-TWA that are not
sufficiently high to cause injury to health and that are compensated by equivalent
excursions below the TLV-TWA during the conventional 8-hour working day
...
2
...
2

Effects
The main effect of petroleum gas on personnel is to produce narcosis
...
At high concentrations, these lead to paralysis, insensibility and death
...
Toxicity can be greatly influenced by the presence of some
minor components such as aromatic hydrocarbons (e
...
benzene) and hydrogen sulphide
...
Such a figure may be used as a general guide for petroleum gases but must not
be taken as applicable to gas mixtures containing benzene or hydrogen sulphide
...

The following are effects at higher concentrations of petroleum gas vapours as typified by
gasoline:

Concentration

% LFL

Effects

0
...
(500 ppm)

5

Possible irritation of the eyes after one
hour
...
1% Vol
...

0
...
(2,000 ppm)

20

Irritation of the eyes, nose and throat,
dizziness and unsteadiness within half an
hour
...
7% Vol
...

1
...
(10,000 ppm)

100

Rapid onset of ‘drunkenness’ which may
lead to unconsciousness and death if
exposure continues
...
0% Vol
...

Table 1
...

1
...
3
...

• When removing blanks for connecting the cargo hose or loading arm
...

• When draining lines to open containment and when mopping up spills
...

1
...
4

MATERIAL SAFETY DATA SHEETS (MSDS)
It is the responsibility of the supplier to provide any tanker that is to load a cargo or bunker
fuel that is likely to contain a toxic component, with a Material Data Safety Sheet (MSDS)
before loading commences
...
3
...

The MSDS should indicate the type and probable concentrations of toxic components,
amongst all of the constituents in the cargo or bunkers to be loaded
...

Absence of an MSDS should not be taken to indicate the absence of toxic components
...

It is the ship’s responsibility to advise the receiver of any toxic component(s) in the cargo
to be discharged
...

1
...
5

BENZENE AND OTHER AROMATIC HYDROCARBONS

1
...
5
...
These substances are
components, in varying amounts, in many typical petroleum cargoes such as gasolines,
gasoline blending components, reformates, naphthas, special boiling point solvents,
turpentine substitute, white spirits and crude oil
...
1
...
6 (closed
loading) and 11
...
4 (measuring and sampling) in order to minimise exposure due to cargo
handling operations
...

1
...
5
...

Minimum standards for ships carrying liquids in bulk containing benzene are contained in
the IMO MSC Circular 1095/2003
...
5% or more
...

• Occupational exposure limits
...

• Personal Protection Equipment (PPE)
...

• Enclosed space entry
...

• Medical monitoring
...

• Precautions during cargo operations
...

• Cargo measurement and sampling
...

Whilst the MSC Circular refers to benzene containing cargoes listed in MARPOL Annex I,
some of the precautions to be followed are defined by MARPOL Annex II and the IBC and
BCH Codes
...

Benzene primarily presents an inhalation hazard
...

Exposure to concentrations in excess of 1,000 ppm can lead to unconsciousness and
even death
...

Procedures
Cargoes containing benzene should be handled using the closed operation procedures
described in 11
...
6
...
Where
a vapour emission control system is available ashore, it should be used
...
This
will involve surveys to determine the potential for exposure of personnel to benzene
vapour during all operations such as loading, discharging, sampling, hose handling, tank
cleaning and gas freeing and gauging of cargoes containing benzene
...

Spot checks on vapour concentrations, using detector tubes and pumps, toxic analysers
or an electronic detector tube, should be carried out by ship’s personnel to ascertain if
TLV-TWAs are being exceeded and if personal protective equipment should therefore be
worn
...
7
...

Exposure Limits
The IMO MSC Circular gives the TLV-TWA for benzene as 1 ppm over a period of eight
hours
...

Personal Protective Equipment (PPE)
Personnel should be required to wear respiratory protective equipment under the following
circumstances:
• Whenever they are at risk of being exposed to benzene vapours in excess of the TLVTWA
...

• When monitoring cannot be carried out
...

The respiratory protective equipment to be worn at any given time should be determined
by the Company, but should not fall below that required by IMO MSC Circular 1095
...
Therefore, careful consideration should be given to the
type of respiratory protective equipment employed for specific tasks
...

Tank Entry
Prior to entry into a tank that has recently carried petroleum products containing benzene,
the tank should be tested for benzene concentrations
...

1
...
6

HYDROGEN SULPHIDE (H2S)
Hydrogen Sulphide (H2S) is a very toxic, corrosive and flammable gas
...
H2S is colourless and is heavier
than air, having a relative vapour density of 1
...
It is soluble in water
...
2
...
1

Sources of H2S
Many crude oils come out of the well with high levels of hydrogen sulphide (H2S), but a
stabilisation process usually reduces this level before the crude oil is delivered to the
vessel
...
Thus, a
tanker may receive a cargo with a hydrogen sulphide content higher than usual
...

Hydrogen sulphide can also be encountered in refined products such as naphtha, fuel oil,
bunker fuels, bitumens and gas oils,
Cargo and bunker fuels should not be treated as free of H2S until after they have been
loaded and the absence of H2S has been confirmed by both the results of monitoring and
relevant MSDS information
...
2
...
2

Expected Concentrations
It is important to distinguish between concentrations of hydrogen sulphide in the
atmosphere, expressed in ppm by volume, and concentrations in liquid, expressed in ppm
by weight
...

The H2S concentration in the liquid phase does not alone determine the concentration in
air
...

The effects of the H2S at various increasing concentrations in air are shown in Table 1
...

Note : Table 1
...

The H2S concentration in vapour will vary greatly and is dependent upon factors such as:
• Liquid H2S content
...

• Temperature of air and liquid
...

• Amount of agitation
...
2
...
3

Exposure Limits
The TLV-TWA for H2S is given as 5 ppm over a period of eight hours (ACGIH 2004 data)
...
However, working procedures should aim at
ensuring the lowest possible gas concentrations are achieved in work locations
...
1 – 0
...

25 ppm

Eye and respiratory tract irritation
...

50-100 ppm

Sense of smell starts to breakdown
...

150 ppm

Loss of sense of smell in 2-5 minutes
...

700 ppm

Rapidly induces unconsciousness (few minutes) and
death
...
Breathing will stop and death will result if not
rescued promptly
...

Note: Persons over-exposed to H2S vapour should be removed to clean air as
soon as possible
...

Table 1
...
2
...
4

Procedures for Handling Cargo and Bunkers Containing H2S
The following precautions should be followed when handling all cargoes and bunker fuels
likely to contain hazardous concentrations of hydrogen sulphide
...

Vapour Monitoring
Exposure levels in all work locations should be monitored by using suitable
instrumentation for detecting and measuring the concentration of the gas
...
High concentrations and the corrosive nature of the gas can have a
damaging effect on many electronic instruments
...
If H2S has
been detected, the bunker tank should be periodically tested
...

Bridge, control room, accommodation and engine spaces should be monitored if H2S may
be present
...
A low concentration of H2S over

time can cause discomfort to personnel and can also have a damaging effect on
electronic instruments
...
These instruments may provide either a warning
alarm at a preset level or an H2S reading and an alarm
...
Personnel should always
carry personal monitors when working in enclosed spaces, gauging, sampling, entering a
pump room, connecting and disconnecting loading lines, cleaning filters, draining to open
containments and mopping up spills
...
They should
never be used as an item of Personal Protective Equipment
...

Consideration should be given to providing Emergency Escape Breathing Devices to
personnel working in hazardous areas
...

Personnel should be required to wear respiratory equipment under the following
circumstances: • When TLV-TWAs specified by national or international authorities are exceeded, or are
likely to be exceeded;
• When monitoring cannot be carried out;
• When closed operations cannot be conducted for any reason and H2S concentrations
could exceed the TLV-TWA
Company and Terminal Procedures
The tanker’s Safety Management System (SMS) and the terminal’s Operations Manual
should contain instructions and procedures to ensure safe operations when handling
cargo and bunker fuels that are likely to contain H2S
...

1
...
6
...
Using the physiological effects table (Table 1
...
The
procedures should cover the following:
Respiratory Protective Equipment
Whenever high concentrations of H2S are likely to be present, Emergency Escape
Breathing Devices (EEBD) should be made available to all personnel working in
hazardous areas
...

Personnel should be instructed to don their EEBD should their alarm activate and
immediately leave the area to an upwind location
...

Self-contained breathing apparatus should always be worn if it is considered necessary to
breach the integrity of the cargo system and a vapour free atmosphere cannot be
guaranteed
...

Procedures should only allow for the use of air supplied by self-contained breathing
apparatus
...

Corrosion
H2S is very corrosive and enhanced inspection and maintenance regimes should be put in
place if H2S is likely to be present in high concentrations
...

Mechanical tank gauges are more likely to fail since H2S has a damaging effect on
stainless steel tension springs and metals such as brass and bronze
...

Computer and instrument components made of silver and gold are highly affected by even
low H2S concentrations
...
2
...
6

General Nuisances
...

Most local environmental regulations limit or ban the release of H2S concentrations to the
atmosphere and this is, in any case, good practice
...

The tank vapour pressure will rapidly increase if vapour space is exposed to heat or the
product is agitated
...

1
...
7

MERCAPTANS
Mercaptans are colourless, odorous gases generated naturally by the degradation of
natural organisms
...
Mercaptans may
occur on ships where seawater has remained beneath the oil cargo or where oil residues
are left in tanks that contain water, such as in a dirty ballast tank after it has been
incompletely drained
...

Mercaptans are also present in the vapours of pentane plus cargoes and in some crude
oils
...

Mercaptans can be detected by smell at concentrations below 0
...

The initial effects of Mercaptans on people are similar to those caused by H2S exposure,
i
...
irritation to the lungs, eyes, nose and throat
...
The
incidence of fatality due to Mercaptan exposure is extremely low
...
2
...
The effects of the gases from leaded gasolines are
therefore similar to those described for petroleum gases
...
2
...
2)
...
2
...
2
...
1

Inert Gas — General
Inert gas is principally used to control cargo tank atmospheres and so prevent the
formation of flammable mixtures
...
Its composition can, however, be variable
...
1 in Section 7
...
3 provides an
indication of typical inert gas components expressed as a percentage by volume)
...
2
...
2

Toxic Constituents
The main hazard associated with inert gas is its low oxygen content
...

The precautions necessary to protect personnel against the toxic components of inert gas
are given in Section 7
...
6
...
However, these precautions do not include requirements for
the direct measurement of the concentration of the trace constituents of flue gas
...

1
...
9
...

The majority is nitric oxide (NO), which is not removed by water scrubbing
...
As the gas stands in tanks the
total concentration of nitrogen oxide falls over a period of 1-2 days to a level of 10 - 20
ppm as the more soluble nitrogen dioxide goes into solution in free water, or by
condensation, to give nitrous and nitric acids
...

Nitric oxide is a colourless gas with little smell at its TLV-TWA of 25 ppm
...

1
...
9
...
Inert gas system water scrubbers
remove this gas with an efficiency that depends upon the design and operation of the
scrubber, giving inert gas with a sulphur dioxide content of typically between 2 and 50
ppm
...
It has a distinctive smell at its TLV-TWA of 2
ppm
...
2
...
5

Carbon Monoxide
Carbon monoxide (CO) is normally present in flue gas at a level of only a few parts per
million, but abnormal combustion conditions and slow running can give rise to levels in
excess of 200 ppm
...
It is
insidious in its attack, which is to restrict oxygen uptake by the blood, causing a
chemically induced form of asphyxiation
...
2
...
The most obvious one is if the space is in an inert condition, and the oxygen has
been displaced by the inert gas
...

As the amount of available oxygen decreases below the normal 21% by volume,
breathing tends to become faster and deeper
...
Most persons would fail to
recognise the danger until they were too weak to be able to escape without help
...

While individuals vary in susceptibility, all will suffer impairment if the oxygen level falls to
16% by volume
...
The rapidity of onset of unconsciousness increases
as the availability of oxygen diminishes, and death will result unless the victim is removed
to the open air and resuscitated
...
If resuscitation is delayed for
more than a few minutes, irreversible damage is done to the brain, even if life is
subsequently restored
...
3

GAS MEASUREMENT

1
...
1

INTRODUCTION
This Section describes the principles, uses and limitations of portable instruments for
measuring concentrations of hydrocarbon gas (in inerted and non-inerted atmospheres),
other toxic gases and oxygen
...
For detailed
information on the use of all instruments, reference should always be made to the
manufacturer’s instructions
...
3
...
The measurement of hydrocarbon gas in air at concentrations below the Lower
Flammable Limit (LFL)
...
These
readings are expressed as a percentage of the Lower Flammable Limit (LFL) and are
usually recorded as %LFL
...

2
...

Onboard a tanker, this is usually carried out to measure the percentage of hydrocarbon
vapour in an inerted atmosphere
...
The readings
obtained are expressed as the percentage of hydrocarbon vapour by volume and are
recorded as % VOL
...
Modern developments in gas detection technology have resulted in the
introduction of electronic instruments using infra-red sensors which, when suitably
designed, can perform the same function as the Tankscope
...
3
...

Pellistors rely on the presence of Oxygen (minimum 11% by volume) to operate efficiently
and for this reason Explosimeters must not be used for measuring hydrocarbon gas in
inert atmospheres
...
3
...
1

Operating Principle
A simplified diagram of the electrical circuit incorporating a pellistor in a Wheatstone
Bridge is shown in Figure 1-1
...
In general, it takes about 30
seconds for the pellistor to reach its operating temperature
...

Figure 1
...

• Hose and aspirator bulb (1 squeeze equates to about 1 metre of hose length)
...

Flammable vapours are drawn through a sintered filter (flash back arrestor) into the
pellistor combustion chamber
...
When no
gas is present, the resistances of the two elements are balanced and the bridge will
produce a stable baseline signal
...
This oxidisation can only take place if there
is sufficient oxygen present
...

Care should be taken to ensure that liquid is not drawn into the instrument
...
Most manufacturers offer these items as accessories
...

1
...
3
...

Inhibitors – these compounds act in a very similar way to poisons, except that the
reaction is reversible
...
If the presence of hydrogen sulphide is suspected, this should be tested for
before any measurements of hydrocarbon vapours are carried out
...
3
...

An explosimeter does not give a reliable reading with atmospheres deficient in oxygen,
such as those present in inerted or partially inerted tanks
...

Pellistor type instruments should not have their sensors subjected to pressure as this will
damage the pellistor
...
For example, when an infrared sensor is being utilised for taking a % Vol gas reading, any pellistor sensor in the
instrument may suffer damage if the inlet gas stream into the instrument is at a pressure
or has a high velocity
...

The performance of pellisters may be temporarily affected by condensation
...
Time should be allowed for instruments to acclimatise to the
operating temperature before they are used
...

1
...
3
...
The istrument will indicate a value
representing the mixture of hydrocarbon vapours present
...

The instrument is set up in the factory to be calibrated using a specific hydrocarbon
gas/air mixture
...

The instrument’s response should be checked prior to use
...

During operation, it is important to occasionally check the instrument and sample lines for
leakage, since the ingress of air would dilute the sample, resulting in false readings
...
The bulb should not expand as long as the sample line is pinched
...
3
...
4

Precision of Measurement
The response of the instrument depends upon the composition of the hydrocarbon gas
being tested and, in practice, this composition is not known
...
This ensures that any reading indicated will be “on the safe side”
...

The use of dilution tubes, which enable catalytic filament indicators to measure
concentrations in over rich hydrocarbon gas/air mixtures, is discouraged
...
3
...
5

Operational Features
Older instruments are fitted with flashback arresters in the inlet and outlet of the detector
filament chamber
...
Modern pellistor type instrument have sintered
filters usually built into the pellistor body
...

Only cotton filters should be used to remove solid particles or liquid from
the gas sample when hydrocarbons are being measured
...

Guidelines on the use of filters and traps will be found in the operating
manual for the instrument
...
3
...

1
...
4

TANKSCOPE (NON-CATALYTIC HEATED FILAMENT GAS INDICATOR)

1
...
4
...
The
composition of the surrounding gas determines the rate of loss of heat from the filament,
and hence its temperature and resistance
...
The initial zeroing operation
balances the bridge and establishes the correct voltage across the filament, thus ensuring
the correct operating temperature
...
As in the Explosimeter, there is a second identical
filament in another arm of the bridge which is kept permanently in contact with air and
acts as a compensator filament
...
The rate of heat loss from the filament is a
non-linear function of hydrocarbon concentration and the meter scale reflects this nonlinearity
...

In taking a measurement, the manufacturer’s detailed instructions should be followed
...
The bulb
should be operated until the meter pointer comes to rest on the scale (usually within 15-20
squeezes) then aspirating should be stopped and the final reading taken
...

The non-catalytic filament is not affected by gas concentrations in excess of its working
scale
...

1
...
4
...

The carrier gas may be air, nitrogen or carbon dioxide or a mixture of these
...
Test gas mixtures may be obtained in small aerosol-type
dispensers or small pressurised gas cylinders, or may be prepared in a special test kit
...
3
...
3

Precision of Measurement
Correct response from these instruments is achieved only when measuring gas
concentrations in mixtures for which the instrument has been calibrated and which remain
gaseous at the temperature of the instrument
...
If a space which is under
elevated pressure is sampled, it may be necessary to detach the sampling line from the
instrument and allow the sample pressure to equalise with the atmosphere pressure
...
3
...
4

Instruments with Infra Red Sensors
When selecting an instrument that uses an infra-red sensor for measuring the percentage
by volume of hydrocarbon in an inert gas atmosphere, care should be taken to ensure that
the sensor will provide accurate readings over the spectrum of gases likely to be present
in the atmosphere to be measured
...

1
...
5

INFEROMETER (REFRACTIVE INDEX METER)

1
...
5
...

In this type of instrument, a beam of light is divided into two, and these are then
recombined at the eyepiece
...

One light path is through chambers filled with air
...
Initially, the latter chambers are filled with air and the
instrument is adjusted so that one of the dark lines coincides with the zero line on the
instrument scale
...

The displacement is measured by noting the new position on the scale of the line which
was used initially to zero the instrument
...

The response of the instrument is linear and a one-point test with a standard mixture at a
known concentration is sufficient for checking purposes
...
As long as
the use of the instrument is restricted to the calibration gas mixture it provides accurate
measurements of gas concentrations
...
In this case the
use of soda-lime as an absorbent for carbon dioxide is recommended, provided the
reading is corrected appropriately
...
The instrument reading goes off the scale and remains in this position as long as
the gas chambers are filled with the gas mixture
...
3
...
2

Instrument Check Procedures
A mixture of known hydrocarbon, e
...
propane in nitrogen at a known concentration,
should be used to check the instrument
...

1
...
6

INFRA-RED INSTRUMENTS

1
...
6
...
2 - Infrared Sensor

The Infra-red (IR) sensor is a transducer for the measurement of the concentration
of hydrocarbons in the atmosphere, by the absorption of infra-red radiation
...
Infra-red light radiation from the light source, shines through a window into the
chamber, is reflected and focussed by the spherical mirror, and then passes through
another window and hits the beam splitter
...

The portion of the radiation reflected by the beam splitter passes the reference filter to
reach the reference detector
...
At the same time, the signal of the reference detector remains unchanged
...

Differences in the output of the IR light source, dirt on mirrors and windows as well as
dust of aerosols contained in the air have an identical impact on both detectors and are
therefore compensated
...
3
...
2

Instrument Check Procedures
This instrument should be checked using a check gas of a known mixture of
hydrocarbons
...
In general, these
instruments are very stable and require little maintenance
...

1
...
7

MEASUREMENT OF LOW CONCENTRATIONS OF TOXIC GASES

1
...
7
...

These consist of a sealed glass tube containing a proprietary filling which is designed to
react with a specific gas and to give a visible indication of the concentration of that gas
...

A colour change occurs along the tube and the length of discolouration, which is a
measure of the gas concentration, is read off a scale integral with the tube
...

It is important that all the components used for any measurement should be from the
same manufacturer
...
It is also important that the manufacturer’s operating
instructions are carefully observed
...

The tubes are designed and intended to measure concentrations of gas in the air
...

Under some circumstances, errors can occur if several gases are present at the same
time, as one gas can interfere with the measurement of another
...

For each type of tube, the manufacturers must guarantee the standards of accuracy laid
down in national standards
...

1
...
7
...
This can be measured and the
amount of gas determined as a result
...

There are numerous electrochemical sensors available, covering a number of gases
which may be present in the shipboard environment, such as, ammonia, hydrogen
sulphide, carbon monoxide, carbon dioxide and sulphur dioxide
...

These sensors may give erroneous readings due to cross-sensitivity
...

1
...
8

FIXED GAS DETECTION INSTALLATIONS
Fixed gas detection installations have been employed to a limited extent in a few
petroleum tankers to monitor the flammability of the atmosphere in spaces such as double
hull spaces, pumprooms and pipe tunnels in double bottoms
...

Signals are taken sequentially from them by a central control
...
Samples of the
atmospheres to be checked are drawn sequentially, usually by vacuum pump, through
sample lines to the central gas measurement system
...

• Infra-red sensors are located in the space being monitored and the electronics
necessary for processing the signals are located in a safe location, usually the central
control room
...
3
...
Fixed types of
analysers are used for monitoring the oxygen content of the boiler uptakes and the inert
gas main
...

• Electrolytic sensors
...
If so used, and subject to the limitations listed below, the
analysers may be regarded as reliable
...
3
...
3
...
1

Paramagnetic Sensors
Oxygen is strongly paramagnetic, whereas most other common gases are not
...

One commonly used oxygen analyser of the paramagnetic type has a sample cell in
which a lightweight body is suspended in a magnetic field
...
An equal and opposing torque is produced by an electric current
passing through a coil wound round the suspended body
...
e
...

Before use, the analyser should be calibrated, using nitrogen or carbon dioxide to purge
the sample cell for a zero check and with air at 21% oxygen for span
...

Calibration should therefore only be carried out in well ventilated areas
...
The
unit is calibrated to a specific atmospheric pressure and the small error due to
atmospheric pressure variations can be corrected if required
...
Continuous
samples should be supplied to the instrument by positive pressure
...

The filter should be cleared or replaced when an increase in sample pressure is required
to maintain a reasonable gas flow through the analyser
...
The need for filter cleaning or
replacement should be checked regularly
...
3
...
2

Electrochemical Sensors
Analysers of this type determine the oxygen content of a gas mixture by measuring the
output of an electrochemical cell
...

The current flow is related to the oxygen concentration in the sample and the scale is
arranged to give a direct indication of oxygen content
...

The analyser readings are directly proportional to the pressure in the measuring cell but
only small errors are caused by normal variations in atmospheric pressure
...
Sulphur dioxide and
oxides of nitrogen interfere if they are present in concentrations of more than 0
...
Mercaptans and hydrogen sulphide can poison the sensor if their levels are
greater than 1% by volume
...
In such cases reference
should be made to the manufacturer’s instructions
...
3
...
3

Maintenance, Calibration and Test Procedures
As these oxygen analysers are of vital importance, they should be carefully maintained
and tested strictly in accordance with the manufacturer’s instructions
...
During use, frequent checks should be made to ensure
accurate readings are obtained at all times
...
Zero calibration can be checked with nitrogen, for
electrochemical sensors, or carbon dioxide, for instruments with paramagnetic sensors
...
3
...
A typical configuration would comprise of sensors for measuring:
• Hydrocarbon vapour as a %LFL (Explosimeter function using a pellistor sensor)
...

• Oxygen (using an electrochemical sensor)
...

All these monitors should be tested at regular intervals in accordance with manufactuer’s
instructions
...

Care must be taken when using multi-gas instruments to check for hydrocarbons in an
inerted atmosphere under pressure as the pellistor within the instrument could be
damaged if subjected to pressure
...
3
...
2)
...
3
...
These personal monitors are capable of
continuously measuring the content of the atmosphere by diffusion
...

Disposable personal gas monitors are now available
...
The units should provide both audible and visual
warning at specified levels of vapour concentration, which should be at or below the TLVSTEL for the monitored vapour
...

1
...
13

GAS SAMPLE LINES AND SAMPLING PROCEDURES

1
...
13
...

Metal tubes are unsuited to most cargo tank gas measurements and flexible lines must be
used
...
The problem of material selection is more difficult for those gases
containing substantial proportions of aromatic hydrocarbons, in particular xylene
...

Sample tubing must be resistant to water
...
Users should check the condition of
the tubing regularly and replace any found to be defective
...
Operators should consider using these fittings but should
be aware of any limitations on their use to avoid static hazards
...
3
...
2

Sampling Procedures
Every tank has ‘dead spots’ where the rate of change of gas concentration during
ventilation or purging is less than the average in the bulk of the tank
...
Generally, but not invariably, the dead spots are to be found within the tank
bottom structure
...

The differences in gas concentration between the bulk volume of the tank and the dead
spots vary depending on the operating procedures in use
...
Similarly, the introduction of ventilating air or inert gas as powerful jets directed
downwards from the deckhead produces good mixing and minimises variations in
concentration
...

1
...
14

FILTERS IN SAMPLE LINES
Cotton filters are used in some hydrocarbon gas meters of either the catalytic or noncatalytic filament types, and additional filters are not normally needed
...
g
...
Suitable
materials are granular anhydrous calcium chloride or sulphate
...
However, it also
retains carbon dioxide and sulphur dioxide and must not be used in tanks inerted with
scrubbed flue gas
...

The use of water retaining filters is essential with oxygen meters, particularly of the
paramagnetic type, because the presence of water vapour in the sample can damage the
measuring cell
...

1
...
4
...
In this guide, a major objective is to avoid such a
flammable gas mixture being exposed to a source of ignition
...

However, it is impossible to cover every possibility of human error and every combination
of circumstances
...

There can be a flammability problem from gas concentrations external to cargo tanks in
the case of high vapour pressure volatile cargoes, the main types of which are:
• Crude oil
...

• Natural gasolines
...

The gases from these petroleum liquids are denser than air, and this has an important
bearing on how they behave, both inside and outside the tanks
...
3)
...
Situations, which lead to gas evolution, include loading, standing
of cargo in full or part filled tanks (including slop tanks), evaporation of tank residues after
discharge and crude oil washing
...

1
...
2

GAS EVOLUTION AND VENTING

1
...
2
...
Because of its high density, the gas forms a layer at the bottom of the
tank which rises with the oil surface as the tank is filled
...

The amount and concentration of gas forming this layer at the beginning of loading
depend upon many factors, including:
• The true vapour pressure (TVP) of the cargo
...

• The time required to load the tank
...

The hydrocarbon gas concentration in the layer varies with distance above the liquid
surface
...
For example, if the TVP is 0
...
Well above the surface,
the hydrocarbon gas concentration is very small, assuming that the tank was originally
gas free
...

When considering dispersion of gases outside cargo tanks, only high gas concentrations
in the vented gas are relevant
...
It should be remembered that hydrocarbon gas will be
detectable at heights above the liquid surface several times the layer depth defined in this
way
...
Its precise depth depends upon the factors listed above, and most of
the advice with respect to vented gas given in this guide is intended for such cargoes
...
Cargoes giving rise to these deeper gas layers may require special
precautions
...
4
...
2 and 11
...
8)

1
...
2
...
4
...
1, increases only very slowly
...
Above this layer the atmosphere originally
present in the tank persists almost unchanged and it is this gas which, in the early stages
of loading, enters the venting system
...

As loading proceeds, the hydrocarbon content of the vented gas rises
...

Subsequently, evaporation continues until an equilibrium hydrocarbon gas concentration
is established throughout the ullage space
...
However, this gas is only vented by breathing of the
tank, and thus only intermittently
...
If the tank is not initially gas free, the
hydrocarbon gas concentration in the vented gas during loading depends upon the
previous history of the tank
...
This gas is expelled immediately ahead of the layer which is
formed as fresh cargo enters the tank
...
When the
tank is next loaded, this is the gas that is expelled until the concentrated gas layer
immediately above the liquid surface begins to exert its influence
...

• In a crude oil tank that has been crude oil washed but not subsequently purged with
inert gas or gas freed, a uniform gas concentration exists throughout the tank
...
This mixture is
displaced from the tank throughout the subsequent loading until the possibly evenricher gas adjacent to the liquid surface approaches the top of the tank
...
If loaded at this stage, the gas enters the venting system immediately
ahead of the concentrated layer formed by the next cargo
...
This concentration is expelled to the vent
system throughout the next loading until the concentrated layer above the liquid
surface approaches the top of the tank
...

1
...
2
...
The gas concentration expected to enter the
venting system during ballasting will therefore be comparable to that in the examples
given above
...

1
...
2
...
1
...
If there is a uniformly high concentration throughout the tank,
for example, after crude oil washing, the hydrocarbon concentration of the vented gas
remains high throughout the purging process until the inert gas reaches the bottom of the
tank
...
1
...

1
...
2
...
The
resultant mixture is expelled to the outside atmosphere
...
For example, on a non-inerted ship,
gas freeing of a motor gasoline tank that has been battened down can give initial
concentrations as high as 40% by volume, but in most circumstances the concentration in
the vented gas is much lower, even at the start of the operations
...

1
...
3

GAS DISPERSION
Whether the hydrocarbon gas at the outlet is mixed with air or with inert gas will have no
bearing on the dispersion of the gas after it has left the outlet
...

The hydrocarbon concentration is progressively reduced until, at some distance from the
vent, it passes below the LFL
...
Thus, there exists in the vicinity of any
vent a flammable zone within which the gas concentration is above the LFL
...

• The cargo deck which, although it is usually regarded as free of sources of ignition, is a
work area and thoroughfare
...

• Adjacent vessels, such as, lightering vessels, bunker and stores craft, pilot and crew
transfer boats
...
4
...
4
...
1

The Dispersion Process
A mixture of hydrocarbon gas and air (or inert gas) issuing vertically from an outlet rises
under its own momentum as a plume above the outlet
...
The rise of the
plume due to its momentum is opposed by a tendency to sink because its density is
greater than that of the surrounding air
...
This air decreases the hydrocarbon gas
concentration and hence the gas density in the plume
...

The type of vent being used affects the dispersion of the gas plume
...

These high velocity vents and risers may not be placed closer than 10m to any
accommodation house vent to ensure that cargo vapours will be safely dispersed before
they reach these locations
...
4
...
2

Wind Speed
For many years, it has been recognised that the dispersion of hydrocarbon gas/air
mixtures is inhibited by low wind speeds
...
Much depends upon the quantity of gas being vented and how it
is vented, but experience at terminals seems to suggest that, at wind speeds above about
5 metres/sec, dispersion is sufficient to avoid any flammability risk
...
4
...
3

Rate of Flow of Gas
As the rate of flow of a hydrocarbon gas/air mixture of fixed composition is increased
through a given opening, several effects come into play
...
On the other hand, the higher the velocity, the more efficient is the mixing of the
initially hydrocarbon-rich gas with the air and this tends to counterbalance the first effect
...

The results of the interaction of these different processes at low wind speed are illustrated
(Figure 1
...
The gas mixture used in obtaining these diagrams was 50% by volume
propane and 50% by volume air and is typical of that to be expected when topping off a
crude oil cargo
...
3 (a)) the density effect predominates
and the gas sinks back towards the deck
...
3 (c)) mixing is
far more efficient and there is no tendency for the plume to sink
...
3 (a) and (b) The Effect of Gas Flow Rate on Flammable Zone
The flammable zones generated by the same operations with motor or aviation gasolines
would be similar but with a more pronounced density effect, and this effect would be even
more pronounced with a natural gasoline-type cargo
...
2
...
Thus, the dispersion problem becomes
progressively more pronounced as one goes from crude oils, through motor or aviation
gasolines, to natural gasoline-type cargoes
...
4
...
4

Concentration of Hydrocarbon Gas
With a constant total rate of flow of gas, changes in hydrocarbon concentration have two
effects
...
Also, the initial density of the gas mixture as it issues from the opening
becomes greater so that there is a greater tendency for the plume to sink
...
3
(c) is to be expected, but it is likely to be small because of the relatively small amount of
hydrocarbon gas
...
3 (b) and 1
...
In addition the overall size of the zone becomes greater due to the greater rate
of emission of hydrocarbon gas
...
3 (c) The Effect of Gas Flow rate on Flammable Range
The illustrations in Figures 1
...
4
...
5

50% by volume propane in air
1
...
Effects of this kind occur, for
example, in gas freeing
...
When using small portable blowers, which
normally have to be operated against a low back pressure, it is usual to exhaust the gas
through an open tank hatch
...

1
...
4
...

In certain operations, such as gas freeing, vapour may be vented from the tank through
apertures other than these designated tank vents
...
4
...
7

Position of the Vent Outlet
If vent outlets are situated near structures such as deckhouses, the shape of the
flammable zone is influenced by turbulence produced in the air as it passes over them
...
4
...

These movements can adversely affect the efficient dispersion of hydrocarbon gas
...
4 Pattern of Air Flow Over a Deck House
...

For example, Figure 1
...
5 metres upwind of a deckhouse; the plume is almost vertical and only just
touches the deckhouse
...
Figure 1
...
Partly as the result of eddies and
partly due to the denser combined plume, the flammable zone is in close contact with the
top of the deckhouse
...
5 to be inserted as close to this text as possible
...
5 Flammable Zones from Apertures near a Deck House
The illustrations above are based upon wind tunnel data of:
Gas mixture:
Diameter of openings:

152 millimetres

Wind speed:

1
...
4
...
In previous sections, means have been described of
promoting rapid dispersion of gas and minimising its tendency to sink to the deck
...

The following conditions are required by SOLAS for any operation where flammable
mixtures are displaced to the atmosphere or mixtures are displaced which could become
flammable on dilution with air, such as on inerted ships:
• An unimpeded vertical discharge at a high efflux velocity
...

• Placing the outlet an adequate distance from the superstructure and other enclosed
spaces
...
Vent outlets with
automatically variable areas (high velocity vent valve) may be fitted to maintain a high
efflux velocity under all loading conditions
...

The fitted venting arrangements should always be used during loading and ballasting
operations
...

When gas freeing by portable blowers, it may be necessary to open a tank hatch lid to act
as a gas outlet, resulting in a low gas outlet velocity and calling for vigilance to ensure that
gas does not accumulate on deck
...
If
practicable, it is preferable to gas free through a small diameter opening, such as a tank
cleaning opening, with a temporary standpipe rigged
...
g
...
Under such conditions, it may
be prudent to stop operations until conditions improve
...
4
...
4
...
1

Gas Evolution
This Section has so far dealt with gas evolution and dispersion from high vapour pressure
cargoes which give rise to concentrated hydrocarbon gas layers of a depth of 1 metre or
less when loaded (see Section 1
...
2
...
Cargoes yielding layers of greater depth are
sometimes encountered
...

Examples of the variation of gas layer depth (to the 50% by volume concentration level)
related to true vapour pressure (TVP) are shown in Figure 1
...
There are some cargoes with intermediate properties, for example flash
stabilised condensates, some distillation overhead products (which may be shipped as
clean petroleum products such as naptha, kerosene or even gas oil) and crude oils with
abnormally low methane and ethane contents
...
6 is for a series of blends of different TVPs and the
crude oil curve is for a series produced by adding increasing amounts of butane to a
crude oil
...
At greater TVPs, it becomes progressively
steeper, indicating that in this range a small increase in TVP could cause a very large
increase in gas evolution
...
6 Relationship Between Depth of Gas Layer and True Vapour
Pressure
...
In the case of the natural gasoline
blends this coincides quite closely with the steep increase in gas layer thickness
...
Crude oils may be stabilised so that their TVPs are
near, or somewhat above, 1 bar as they enter the ship
...

In boiling, gas bubbles form below the surface of the liquid, but only down to a depth at
which the total pressure (atmospheric plus hydrostatic) is equal to the TVP
...
Moreover, the latent
heat required to evaporate the gas results in cooling which also reduces the TVP
...

That is why crude oils can be handled with their TVPs somewhat above 1 bar
...
This means
that the availability of gas, where boiling is taking place, is far greater with the natural
gasolines than with crude oils
...

1
...
6
...

Excessive amounts of gas may then be present on or around the tanker, which may call
for special precautions to be taken
...
6 suggest that the TVP at the loading temperature of
the cargo should be used as the criterion for determining when special precautions are
necessary
...
However, it has proved to be
difficult to select TVP criteria because they depend ultimately on subjective judgements of
acceptable gas conditions on ships
...
75 bar
...
0 bar
...

Precautions that might then be applied are given in Section 11
...
8
...
5

PYROPHORIC IRON SULPHIDE

1
...
1

PYROPHORIC OXIDATION
In an oxygen-free atmosphere where hydrogen sulphide gas is present or, specifically,
where the concentration of hydrogen sulphide exceeds that of the oxygen, iron oxide is
converted to iron sulphide
...
This
oxidation can be accompanied by the generation of considerable heat so that individual
particles may become incandescent
...

Pyrophoric iron sulphide i
...
iron sulphide capable of pyrophoric oxidation in air,
can ignite flammable hydrocarbon gas/air mixtures
...
5
...
5
...
1

General
As described above, the formation of pyrophors is dependent on three factors:
• Presence of iron oxide (rust)
...

• Lack of oxygen
...
The presence of
oxygen will inhibit the conversion of iron oxide to iron sulphide
...
Experiments have supported the view that
there is no safe level of hydrogen sulphide below which a pyrophor cannot be generated
...
5
...
2

In Terminal Operations
In terminal operations, pyrophoric iron sulphide is well recognised as a potential source of
ignition
...
When such tanks or equipment are
taken out of service, it is normal practice to keep all internal surfaces thoroughly wet
during ventilation so that there can be no pyrophoric reaction before the equipment is
made hydrocarbon gas free
...
Numerous fires have occurred when deposits have dried
out prematurely
...
5
...
3

In Marine Operations
While pyrophoric iron sulphide is a widely recognised ignition source in shore-based
operations, it has rarely been cited as the cause of a marine ignition and in those few
cases the hydrogen sulphide levels were very high
...

However, the use of inert gas on crude carriers may, by decreasing the initial oxygen level
as well as that of subsequent replenishments, increase the possibility of forming
pyrophoric deposits
...
Furthermore,
as the cargo tanks are kept pressurised with inert gas with a low oxygen content no air will
enter the ullage space
...

1
...
3

PREVENTION OF PYROPHORIC IGNITION IN INERTED CARGO TANKS
As long as the cargo tanks remain inerted, there is no danger of ignition from a pyrophoric
exothermic reaction
...
Flammable atmospheres would inevitably arise if the tanks
are discharged while the inert gas plant is inoperable
...
Various factors may inhibit pyrophor formation or a pyrophoric
reaction
...

• Inclusion of elemental sulphur and crude oil in tank deposits
...

These inhibiting factors are not, however, predictable nor can one be confident that they
will always be effective
...
To ensure that
atmosphere control can be maintained, the following practices should be observed:
• Diligent maintenance of inert gas plants
...
g
...

• In the event of an inert gas plant failure prior to or during cargo or ballast discharge,
discharge should not commence or continue until the inert gas plant operation is
restored, or an alternative source of inert gas is provided
...
Therefore, the
atmosphere in the tanks should be maintained in an inert or non-flammable condition both
throughout the voyage and during the discharge of ballast
...
1 and 11
...

1
...
6
...
High Flashpoint fuels
sometimes contain residual quantities of light components that slowly migrate into vapour
spaces after loading, so raising the flammability
...
For this reason, ullaging, dipping and sampling
procedures must follow the recommendations given in Section 11
...
2
...

It should be noted that this guidance refers only to residual fuel oils and not distillate
fuels
...
(See also Section 1
...
6 and 1
...
5)
...
6
...
This can occur
even when the storage temperature is well below the measured Flashpoint
...

Although light hydrocarbons may be present in the headspaces of residual fuel oil tanks,
the risk associated with them is small unless the atmosphere is within the flammable
range and an ignition source is present
...
It is
therefore recommended that residual fuel oil headspaces are regarded as being
potentially flammable
...
6
...
6
...
1

Flashpoint
Fuel oils are classified for their safety in storage, handling and transportation by reference
to their closed cup Flashpoint
...
A flammable atmosphere can
therefore be produced in a tank headspace even when a residual fuel oil is stored at a
temperature below its Flashpoint
...
6
...
2

Headspace Flammability
Traditionally, gas detectors such as explosimeters have been used to check that enclosed
spaces are gas free and they are entirely suited to this purpose
...
Such detectors rely on a calibration carried out normally on a
single hydrocarbon, such as methane, which may have LFL characteristics that are far
removed from the hydrocarbons actually present in the headspace
...
This will result in a more conservative estimate of the flammability but
the readings should still not be regarded as providing a precise measurement of the
vapour space condition
...

In view of the problems associated with obtaining accurate measurements of the
flammability of residual fuel tank headspaces using readily available portable equipment,
the measured % LFL only broadly ranks fuels in terms of relative hazard
...

1
...
4

PRECAUTIONARY MEASURES

1
...
4
...

1
...
4
...

Particular care should be taken to ensure that flame screens/traps are in good condition
and that there are no ignition sources in the area immediately surrounding the venting
system
...

Fuel oil contacting hot, exposed heating coils could possibly lead to a flammable
atmosphere being rapidly generated
...
6
...
3

Headspace Classification
All residual fuel oil tank headspaces should be classified as “hazardous” and suitable
precautions taken
...

1
...
4
...

Should a measured value in excess of recommended levels be detected (IMO Resolution
A
...
Gases should be
vented to a safe area with no ignition sources in the vicinity of the outlet
...

When residual fuel oil is carried as cargo on board tankers fitted with inert gas, it is
recommended that the inert gas is utilised and that the headspace is maintained in an
inert condition
...
6
...
5

Ullaging and Sampling
All operations should be conducted such as to take due care to avoid the hazards
associated with static electrical charges
...
7
...

1
...
5

HYDROGEN SULPHIDE HAZARD
Bunker fuels containing high H2S concentrations may be provided by vendors without
advice being passed to the ship beforehand
...

Before loading bunkers, the ship should communicate with the supplier to ascertain
whether the fuel to be loaded is likely to have any H2S content
...

Ventilation, to lower the concentration of vapour in the ullage space and in specific areas
where vapours may accumulate, should be carried out as soon as practical
...

Periodic monitoring of the concentration of H2S should be continued until the bunker tank
is refilled with a fuel not containing H2S
...
2
...

Chapter 2

BASIC PROPERTIES OF PETROLEUM
This Chapter describes the physical and chemical properties which have the
greatest bearing on the hazards arising from handling petroleum liquids
...

2
...
1
...
e
...
The boiling
points of these compounds range from -162ºC (methane) to well in excess of +400ºC, and
the volatility of any particular mixture of compounds depends primarily on the quantities of
the more volatile constituents (i
...
those with a lower boiling point)
...
e
...
When a petroleum mixture is transferred to a gas
free tank or container it commences to vaporise, that is, it liberates gas into the space
above it
...

The pressure exerted by this gas is called the equilibrium vapour pressure of the liquid,
usually referred to simply as the vapour pressure
...
The vapour
pressure of a mixture depends on its temperature, constituents and the volume of the gas
space in which vaporisation occurs; that is, it depends upon the ratio of gas to liquid by
volume
...
It is the highest vapour pressure which is possible at any
specified temperature
...
If the TVP
exceeds atmospheric pressure the liquid commences to boil
...

Unfortunately, it is a property which is extremely difficult to measure, although it can be
calculated from a detailed knowledge of the composition of the liquid
...
In the case of products, reliable correlations exist
for deriving TVP from the more-readily measured Reid Vapour Pressure and temperature
...
1
...
It is conducted in a standard apparatus and
in a closely defined way
...
The container is sealed and immersed in a water bath where it is
heated to 37
...
After the container has been shaken to bring about equilibrium
conditions rapidly, the rise in pressure due to vaporisation is read on an attached pressure
gauge
...
8ºC
...
It is, however, of little value in itself as a means of estimating the likely gas
evolution in specific situations, mainly because the measurement is made at the standard
temperature of 37
...
For this purpose, TVP is much more
useful and, as already mentioned, in some cases correlations exist between TVP, RVP
and temperature
...
2

FLAMMABILITY

2
...
1

GENERAL
In the process of burning, hydrocarbon gases react with the oxygen in the air to produce
carbon dioxide and water
...
When the gas above a liquid hydrocarbon
is ignited, the heat produced is usually enough to evaporate sufficient fresh gas to
maintain the flame and the liquid is said to burn
...

2
...
2

FLAMMABLE LIMITS
A mixture of hydrocarbon gas and air cannot be ignited and burn unless its composition
lies within a range of gas in air concentrations known as the Flammable Range
...
The upper limit of the range, known as the Upper Flammable Limit (UFL), is
that hydrocarbon concentration above which there is insufficient air to support and
propagate combustion
...
Very roughly, the gas mixtures from
crude oils, motor or aviation gasolines and natural gasoline-type products can be
represented respectively by the pure hydrocarbon gases propane, butane and pentane
...
1 gives the flammable limits for these three gases
...
This type of information is very relevant to the ease with which vapours
disperse to a non-flammable concentration in the atmosphere
...

Gas

Flammable limits % vol
...
5

2
...
5

1
...
8

1
...
1 Flammable Limits of Propane, Butane and Pentane

2
...
3

EFFECT OF INERT GAS ON FLAMMABILITY
When an inert gas, typically flue gas, is added to a hydrocarbon gas/air mixture, the result
is to increase the lower flammable limit hydrocarbon concentration and to decrease the
upper flammable limit concentration
...
1 which
should be regarded only as a guide to the principles involved
...
Hydrocarbon gas/air mixtures without
inert gas lie on the line AB, the slope of which reflects the reduction in oxygen content as
the hydrocarbon contents increases
...

The lower and upper flammability limit mixtures for hydrocarbon gas in air are represented
by the points C and D
...
Only
those mixtures represented by points in the shaded area within the loop CED are capable
of burning
...
1 Flammability Composition Diagram – Hydrocarbon Gas/Air/Inert
Gas Mixture
This diagram is illustrative only and should not be used for deciding upon acceptable gas compositions in practical cases
...
Such lines are shown for the gas mixture represented by the point
F
...
1 that, as inert gas is added to hydrocarbon gas/air mixtures,
the flammable range progressively decreases until the oxygen content reaches a level,
generally taken to be about 11% by volume, when no mixture can burn
...

When an inerted mixture, such as that represented by the point F, is diluted by air its
composition moves along the line FA and therefore enters the shaded area of flammable
mixtures
...

Those below the line GA, such as that represented by point H, do not become flammable
on dilution
...
e
...

2
...
4

TESTS FOR FLAMMABILITY
Since hydrocarbon gas/air mixtures are flammable within a comparatively narrow range of
concentrations of hydrocarbon gas in air, and concentration in air is dependent upon
vapour pressure, in principle, it should be possible to evolve a test for flammability by
measuring vapour pressure
...

Instead, the oil industry makes use of two standard methods
...
1
...
However, with some residual fuel oils it has been shown that the
flashpoint test will not always provide a direct indication of flammability
...
6)
...
2
...
The flashpoint is the
lowest liquid temperature at which the small flame initiates a flash of flame across the
surface of the liquid, thereby indicating the presence of a flammable gas/air mixture above
the liquid
...

There are many different forms of flashpoint apparatus but they fall into two classes
...
In the other
class, the space above the liquid is kept closed except for brief moments when the
initiating flame is introduced through a small port
...

Because of the greater loss of gas to atmosphere in the open cup test, the open cup
flashpoint of a petroleum liquid is always a little higher (by about 6ºC) than its closed cup
flashpoint
...
For this reason, the
closed cup method is now more generally favoured and is used in this guide when
considering the classification of petroleum
...

2
...
6

FLAMMABILITY CLASSIFICATION OF PETROLEUM
There are many schemes for dividing the complete range of petroleum liquids into
different flammability classes based on flashpoint and vapour pressure and there is a
considerable variation in these schemes between countries
...

Generally, in this guide it has been sufficient to group petroleum liquids into two
categories entitled non-volatile and volatile, defined in terms of flashpoint as follows:
Non-volatile
Flashpoint of 60ºC or above, as determined by the closed cup method of testing
...
They include distillate fuel oils, heavy gas oils and diesel
oils
...
007 bar and are not usually measured
...
Some
petroleum liquids in this category are capable of producing an equilibrium gas/air mixture
within the flammable range when in some part of the normal ambient temperature range,
while most of the rest give equilibrium gas/air mixtures above the upper flammable limit at
all normal ambient temperatures
...
In practice, gasolines and crude oils are
frequently handled before equilibrium conditions have been attained and gas/air mixtures
in the flammable range may then be present
...
Since less stringent precautions are appropriate
for non-volatile liquids, it is essential that under no circumstances is a liquid capable of
giving a flammable gas/air mixture ever inadvertently included in the non-volatile category
...
The closed cup flashpoint
figure of 60ºC makes ample allowances for these factors and is also compatible with the
definitions adopted internationally by the International Maritime Organization (IMO) and by
a number of regulatory bodies throughout the world
...
6 for information on
the relationship between the flashpoint and flammability of residual fuel oils
...
3

DENSITY OF HYDROCARBON GASES
The densities of the gas mixtures evolved from the normal petroleum liquids, when
undiluted with air, are all greater than the density of air
...

The following table gives gas densities relative to air for the three pure hydrocarbon
gases, propane, butane and pentane, which represent roughly the gas mixtures that are
produced respectively by crude oils, by motor or aviation gasolines and by natural
gasolines
...

Density relative to air
Gas

Pure
hydrocarbon

50% by volume
hydrocarbon/ 50%
by volume air

Lower flammable
limit mixture

Propane

1
...
25

1
...
0

1
...
0

Pentane

2
...
8

1
...
2 Propane, Butane, Pentane: Densities Relative to Air

It will be seen that the density of the undiluted gas from a product such as motor gasoline
is likely to be about twice that of air, and that from a typical crude oil about 1
...

These high densities, and the layering effects that result from them, are only significant
while the gas remains concentrated
...

Chapter 3

STATIC ELECTRICITY
This Chapter deals with the hazards associated with the generation of static
electricity during the loading and discharging of cargo and during tank cleaning,
dipping, ullaging and sampling
...
1 introduces some basic principles of
electrostatics in order to explain how objects become charged and to describe the
effect of those charges on other objects in the neighbouring surroundings
...
The main protection for tankers against static risks is to
conduct operations with the cargo tanks protected by Inert Gas
...
2
describes, in general terms, precautions against electrostatic hazards in tanks that
are not protected by Inert Gas and these are discussed in more detail in Chapter 12
(Shipboard Operations)
...
3 considers other likely sources of electrostatic
hazards in tanker and terminal operations
...
1

PRINCIPLES OF ELECTROSTATICS

3
...
1

SUMMARY
Static electricity presents fire and explosion hazards during the handling of petroleum and
during other tanker operations such as tank cleaning, dipping, ullaging and sampling
...
There is, of course, no risk of ignition unless a flammable
mixture is present
...
Charge separation;
2
...
Electrostatic discharge
...

Electrostatic discharges can occur as a result of accumulations of charge on:
• Liquid or solid non-conductors, for example, a static accumulator oil (such as
kerosene) pumped into a tank, or a polypropylene rope; and
• Electrically insulated liquid or solid conductors, for example mists, sprays or particulate
suspensions in air, or an un-bonded metal rod hanging on the end of a rope
...

3
...
2

CHARGE SEPARATION
Whenever two dissimilar materials come into contact, electrostatic charge occurs at the
interface
...
At the interface, a charge of one sign (say positive) moves from

material A to material B so that materials A and B become respectively negatively and
positively charged
...
The voltage difference between the charges of opposite sign is
then very small, and no hazard exists
...

The charges can be separated by many processes
...

• Flow through fine filters (less than 150 microns) which have the ability to charge fuels
to a very high level, as a result of all the fuel being brought into intimate contact with
the filter surface, where charge separation occurs
...

• The settling of a solid or an immiscible liquid through a liquid (e
...
water, rust or other
particles through petroleum)
...

• Gas bubbles rising up through a liquid (e
...
air, inert gas introduced into a tank by the
blowing of cargo lines or vapour from the liquid itself released when pressure is
dropped)
...

• Turbulence and splashing in the early stages of loading oil into an empty tank
...

• The ejection of particles or droplets from a nozzle (e
...
during steaming operations)
...
g
...

• The vigorous rubbing together and subsequent separation of certain synthetic
polymers (e
...
the sliding of a polypropylene rope through gloved hands)
...

A voltage distribution is also set up throughout the neighbouring space and this is known
as an electrostatic field
...

If an uncharged conductor is present in an electrostatic field, it has approximately the
same voltage as the region it occupies
...
Charges
separated in this way are known as ‘induced charges’ and, as long as they are kept
separate by the presence of the field, they are capable of contributing to an electrostatic
discharge
...
1
...

This process is known as ‘charge relaxation’
...
The period of time for which the

charge is retained is characterised by the relaxation time of the material, which is related
to its conductivity; the lower the conductivity, the greater is the relaxation time
...
Such a highly conductive material can only retain
or accumulate charge if it is insulated by means of a poor conductor, and the rate of loss
of charge is then dependent upon the relaxation time of this lesser conducting material
...

Refined clean products tend to have very low conductivity, such that the relaxation time is
about half a minute
...
7
...
3
...
1
...
When breakdown
occurs, the gradual flow and charge recombination associated with relaxation is replaced
by sudden flow recombination that generates intense local heating (e
...
a spark) that can
be a source of ignition if it occurs in a flammable atmosphere
...

Electrostatic fields in tanks or compartments are not uniform because of tank shape and
the presence of conductive internal protrusions, such as probes and structure
...
A discharge may occur between a protrusion and an insulated
conductor or solely between a conductive protrusion and the space in its vicinity, without
reaching another object
...
1
...
1

Types of Discharge
Electrostatic discharge can take the form of a ‘Corona’, a ‘Brush Discharge’ or a ‘Spark’,
as described below:
Corona is a diffuse discharge from a single sharp conductor (less than 5 mm in diameter)
that slowly releases some of the available energy
...

Brush Discharge is a diffuse discharge from a single blunt conductor that is more rapid
than corona and releases more energy
...
Examples of a brush discharge are:
• Between a conductive sampling apparatus lowered into a tank and the surface of a
charged petroleum liquid
...
g
...

Spark is an almost instantaneous discharge between two conductors where almost all of
the energy in the electrostatic field is converted into heat available to ignite a flammable
atmosphere
...

• Between unearthed conductive equipment suspended in a tank and the adjacent tank
structure
...

Sparks can be incendive if various requirements are met
...

• Sufficient electrical energy to supply the minimum amount of energy to initiate
combustion
...
1
...
2

Conductivity
Materials and liquid products that are handled by tankers and terminals are classified as
being conductive, non-conductive or semi-conductive
...

Conductive Materials
In the case of solids these are the metals and, in the case of liquids, the whole range of
aqueous solutions, including seawater
...
Many alcohols are conductive liquids
...

Non-conductive Materials (or Non Conductors)
These materials have such low conductivities that once they have received a charge they
retain it for a very long period
...
Charged non-conductors are also of concern because
they can generate incendive brush discharges to nearby earthed conductors and because
they can transfer charge to, or induce charge on, neighbouring insulated conductors that
may then give rise to sparks
...
Such liquids are often referred to as Static
Accumulators
...
Chemical solvents and highly refined fuels can have
conductivities of less than 1 pS/m
...
They can become more conductive
if their surfaces are contaminated with dirt or moisture
...
1
...

Semi-conductive Materials (or Dissipative Materials or Intermediate Conductors)
These materials are a range of liquids and solids with conductivities between those of the
first two groups
...
Examples of semi
conductive liquids are black oils (containing residual materials) and crude oils, which
typically have conductivities in the range of 10,000 -100,000 pS/m
...
They owe their conductivity to their ready absorption of
water and they become more conductive as their surfaces are contaminated by moisture
and dirt
...

If materials in the intermediate conductivity group are not insulated from earth, their
conductivities are high enough to prevent accumulation of an electrostatic charge
...

For materials with intermediate conductivities the risk of electrostatic discharge is small,
particularly if current practices in this guideline are adhered to, and the chance of their
being incendive is even smaller
...

The following Table provides information on the typical conductivity value and
classification for a range of products:

Product

Typical Conductivity

Classification

(picoSiemens/metre)
Gasoline (straight run)

0
...
1 to 2

accumulator

Kerosene

1 to 50

accumulator

0
...
1 to 1000

accumulator

Toluene

1

accumulator

Cyclohexane

<2

accumulator

Xylene

0
...
1 Typical Conductivity of Products
** Some additives used for performance improvement can increase conductivity significantly

3
...
5

ELECTROSTATIC PROPERTIES OF GASES AND MISTS
Under normal conditions, gases are highly insulating and this has important implications
with respect to mists and particulate suspensions in air and other gases
...

• Wet steam condensing
...

• Crude oil during crude oil washing
...
Fine particles present in inert flue gas or created during discharge of pressurised
liquid carbon dioxide are frequently charged
...

3
...
2
...
This
includes metallic components of any equipment used for dipping, ullaging and
sampling
...

• Restricting the linear velocity of the cargo to a maximum of 1 metre per second at the
individual tank inlets during the initial stages of loading i
...
until after the bottom
structure is covered, all splashing and surface turbulence has ceased, and any water
that may have been present is cleared from the lines
...
After the 30 minute waiting period, metallic equipment may
be used for dipping, ullaging and sampling but it must be effectively bonded and
securely earthed to the structure of the ship before it is introduced into the tank and
must remain earthed until after removal
...
Cleaning with a high conductivity proprietary cleaner, a solvent such as 70:30%
IPA:toluene mix, or soapy water is recommended to reduce charge generation
...
It is not possible for any significant charge to accumulate on the
surface of the liquid within the sounding pipe and therefore no waiting time is required
...

See Section 11
...
2
...

3
...
2

BONDING
The most important countermeasure that must be taken to prevent an electrostatic hazard
is to bond all metal objects together to eliminate the risk of discharges between objects
that might be charged and electrically insulated
...
On ships,
bonding to earth is effectively accomplished by connecting metallic objects to the metal
structure of the ship, which is naturally earthed through the sea
...
(See Section 17
...

• Portable tank cleaning machines
...

• The float of a permanently fitted ullaging device if its design does not provide an
earthing path through the metal tape
...
Alternative means of bonding are available and have proved
effective in some applications, for example: semi-conductive (dissipative) pipes and ‘O’
rings, rather than embedded metallic layers for GRP pipes and their metal couplings
...

3
...
3

AVOIDING LOOSE CONDUCTIVE OBJECTS
Certain objects may be insulated during tanker operations, for example:
• A metal object such as a can floating in a static accumulating liquid
...

• A metallic tool lying on a piece of old lagging left behind after maintenance
Every effort should be made to ensure that such objects are removed from the tank, since
there is evidently no possibility of deliberately bonding them
...

3
...
3
...
These do not generate a significant amount of charge, and
require no additional precautions provided that they are kept clean
...
These can generate a significant amount of charge and
therefore require sufficient time for the charge to relax before the liquid reaches the tank
...
Flow velocity should be controlled to ensure that this
residence time requirement is met
...
To allow sufficient time for the charge to relax, the residence
time after microfine filters must be a minimum of 100 seconds before the product enters
the tank
...

3
...
2

FIXED EQUIPMENT IN CARGO TANKS
A metal probe, remote from any other tank structure but near a highly charged liquid
surface, will have a strong electrostatic field at the probe tip
...
During the loading of static accumulator oils, this strong
electrostatic field may cause electrostatic discharges to the approaching liquid surface
...

Alternatively, a support can be added running from the lower end of the probe downward
to the tank structure below, so that the rising liquid meets the support at earth potential
rather than the insulated tip of a probe
...
These measures are
not necessary if the vessel is limited to crude or black oil service or if the tanks are
inerted
...
3
...
This may produce
a charged mist as well as an increase in the petroleum gas concentration in the tank
...
1
...

3
...
4

WATER MISTS
The spraying of water into tanks, for instance during water washing, gives rise to electrostatically charged mist
...

The electrostatic levels vary widely from tank to tank, both in magnitude and in sign
...
It has been found that, among the many variables affecting the
level and polarity of charging, the characteristics of the wash water and the degree of
cleanliness of the tank have the most significant influence
...

Potentials are higher in large tanks than in small ones
...

The charged mist droplets created in the tank during washing give rise to an electrostatic
field, which is characterised by a distribution of potential (voltage) throughout the tank
space
...

The field strength, or voltage gradient, in the space is greatest near the tank walls and
structure, more especially where there are protrusions into the tank
...
Because
protrusions cause concentrations of field strength, a corona occurs preferentially from
such points
...
The corona discharges produced during tank washing are not strong enough to
ignite the hydrocarbon gas/air mixtures that may be present
...
Examples of such unearthed conductors
are a metal sounding rod suspended on a rope or a piece of metal falling through the tank
space
...
The unearthed conductor may then discharge to earth giving rise to a spark
capable of igniting a flammable hydrocarbon gas/air mixture
...

These conditions include the size of the object, its trajectory, the electrostatic level in the
tank and the geometrical configuration where the discharge takes place
...

Experiments have shown that high capacity, single nozzle, fixed washing machines can
produce water slugs, which, owing to their size, trajectory and duration before breaking
up, may satisfy the criteria for producing incendive discharges
...
This can be explained by the fact that if the jet is
initially fine, the length of slugs that are produced are relatively small so that they have a
small capacitance and do not to readily produce incendive discharges
...
3
...

Charged mists very similar to those produced during tank washing occur from time to time
in partly ballasted holds of OBOs
...
The impacts also give rise to free flying slugs of water in the tank,
so that if the atmosphere of the tank is flammable all the elements for an ignition are
present
...

3
...
5

INERT GAS
Small particulate matter carried in inert gas can be electrostatically charged
...
The
electrostatic charge carried by the inert gas is usually small, but levels of charge have
been observed well above those encountered with the water mists formed during
washing
...
Precautions are
then required during dipping, ullaging and sampling
...
7
...
1)
...
3
...
The charge can be significant with the
potential for incendive sparks
...

3
...
7

CLOTHING AND FOOTWEAR
People who are highly insulated from earth by their footwear or the surface on which they
are standing can become electrostatically charged
...

Experience over a very long period indicates that electrostatic discharges caused by
clothing and footwear do not present a significant hazard in the oil industry
...

3
...
8

SYNTHETIC MATERIALS
An increasing number of items manufactured from synthetic materials are being offered
for use on board ships
...

Chapter 4
GENERAL HAZARDS FOR SHIP AND TERMINAL
This Chapter deals primarily with the hazards and the precautions to be taken on
board a tanker whenever operational at sea or in port and berthed at a terminal
...

4
...
It is not always possible to exclude both these factors and precautions are
therefore directed towards excluding or controlling one of them
...

Cabins, galleys and other areas within the accommodation block inevitably contain
ignition sources such as electrical equipment and approved smoking rooms will contain
matches and/or electric cigarette lighters
...

Air conditioning intakes must be set to ensure that the atmospheric pressure inside the
accommodation is always greater than that of the external atmosphere
...

In engine and boiler rooms, ignition sources such as those arising from boiler operations
and electrical equipment cannot be avoided
...
3
...
It is therefore
essential to prevent the entry of flammable gases into such compartments
...
6) and the routine checking of
bunker spaces for flammability by tanker and terminal personnel is to be encouraged
...
However, the means for such control must be rigorously
maintained
...

Oil spillage and leakage presents a fire hazard and can lead to pollution
...
Spills and leaks should therefore be avoided and, should they occur,
immediate attention should be given to stopping the source and to cleaning contaminated
areas
...
2

CONTROL OF POTENTIAL IGNITION SOURCES

4
...
1

NAKED FLAMES
Naked lights must be prohibited on the tank deck and in any other place where there is a
risk that petroleum gas may be present
...
2
...
While the text of this Section is aimed at smoking, the controls
should also be applied to the practice of burning other products such as incense and joss
sticks, a practice that has become common around the world
...

4
...
2
...
Smoking must be prohibited on the tank deck or any other place
where petroleum gas may be encountered
...
2
...
3 list criteria that should be
taken into account in determining the location of designated smoking places
...
2
...
2

Smoking in Port and Controlled Smoking
Smoking in port should only be permitted under controlled conditions
...

Appropriate measures should be in place, both on the ship and the shore, to ensure full
compliance
...

Certain vessels, such as barges designed without a permanent propulsion system, may
have an accommodation block or lesser structure affixed directly to the tank deck
...

Some conventional vessels, typically smaller craft such as barges and inland watercraft,
are similarly at risk through their inability to maintain positive pressure in the
accommodation block and other spaces
...
Smoking on board such vessels should be strictly
prohibited while the vessel remains alongside the terminal or facility
...
2
...
3

Location of Designated Smoking Places
The designated smoking places on a tanker or on shore should be agreed in writing
between the responsible officer and the terminal representative before operations start
...

Certain criteria should be followed in the selection of smoking places whenever petroleum
cargoes are being handled or when ballasting, purging with inert gas, gas freeing and tank
cleaning operations are taking place
...

• The agreed smoking places should not have doors or ports which open directly on to
open decks
...

In the designated smoking places, all ports should be kept closed and doors into
passageways should be kept closed except when in use
...

When stern loading/discharge connections are being used, particular care must be taken
to ensure that no smoking is allowed in any accommodation or space, the door or ports of
which open on to the deck where the stern loading/discharge manifold is located
...
2
...
4

Matches and Cigarette Lighters
Safety matches or fixed (car-type) electrical cigarette lighters should be provided in
approved smoking locations
...

The use of all mechanical lighters and portable lighters with electrical ignition
sources should be prohibited onboard tankers
...
The
unprotected nature of their spark-producing mechanism allows them to be easily activated
accidentally
...
Severe
penalties may be levied under local regulations for non-compliance
...
2
...
5

Notices
Portable and permanent notices prohibiting smoking and the use of naked lights should
be conspicuously displayed at the point of access to the vessel and at the exits from the
accommodation area
...

4
...
3

GALLEY STOVES AND COOKING APPLIANCES
The use of galley stoves and other cooking appliances that employ naked flames should
be prohibited while a tanker is at a petroleum berth
...
Unauthorised and inexperienced persons should not be allowed to use such
facilities
...
Such areas require
frequent inspection to ensure that they are maintained in a clean condition
...

Galley staff should be trained in handling fire emergencies and appropriate fire
extinguishers and fire blankets should be readily available
...
2
...
1

Use of Portable Stoves and Portable Cooking Appliances
The use of portable stoves and cooking appliances onboard ship should be controlled
and, when in port, their use should be prohibited
...
2
...
2

Steam Cookers And Water Boilers
Cookers and other equipment heated by steam may be used at all times
...
2
...
2
...
1

Combustion Equipment
As a precaution against funnel fires and sparks, burners, tubes, uptakes, exhaust
manifolds and spark arresters should be maintained in good working condition
...
Any cargo,
ballasting or tank cleaning operations that are taking place must be stopped and all tank
openings closed
...
2
...
2

Blowing Boiler Tubes
Boiler tubes should be soot blown prior to arrival and after departure from a port
...
Boiler tubes should not be soot blown when the
vessel is in port
...
3

PORTABLE ELECTRICAL EQUIPMENT

4
...
1

GENERAL
All portable electrical equipment, including lamps, should be approved by a competent
authority and must be carefully examined for possible defects before being used
...
Special care should
also be taken to prevent mechanical damage to flexible cables (wandering leads)
...
3
...
Special care should be taken to prevent
any mechanical damage to flexible cables or wandering leads
...
4); and
• The adjacent compartments are also safe for Hot Work, or have been purged of
hydrocarbon to less than 2% by volume and inerted, or are completely filled with
ballast water, or any combination of these (see Section 9
...
Any flexible
cables should be of a type approved for extra hard usage, have an earth conductor,
and be permanently attached to the explosion-proof housing in an approved manner
...

The foregoing does not apply to the proper use of flexible cables used with signal or
navigation lights or with approved types of telephones
...
3
...

Permanently installed units should be earthed
...
3
...

UHF/VHF portable transceivers must be of an intrinsically safe type
...

Unless approved for use in a flammable atmosphere, portable radios, tape recorders,
electronic calculators, cameras containing batteries, photographic flash units, portable
telephones and radio pagers must not be used on the tank deck or in areas where
flammable gas may be present
...
4
...

Trimode gauging tapes are battery operated electronic units and should be certified as
being suitable for use in flammable atmospheres
...
3
...

There is a wide range of photographic equipment available and the following general
guidelines should be considered when deciding whether or not it is safe to use them
...

Camera equipment that contains batteries may produce an incendive spark from the flash
or the operation of electrically-powered items, such as aperture control and film winding
mechanisms
...
Photographic equipment is
available which does not have a flash, or any battery or power operated parts, such as the
non-flash plastic disposable types
...

Disposable cameras are available with a built-in flash capability and care must be taken to
ensure that these are not used in hazardous areas
...

4
...
6

OTHER PORTABLE ELECTRICAL EQUIPMENT
For guidance on the use of mobile telephones and pagers, see Sections 4
...
6 & 4
...
7
...
This
includes, but should not be limited to, radios, calculators, photographic equipment, laptop
computers, handheld computers and any other portable equipment that is electrically
powered but not approved for operation in hazardous areas
...
Personnel must be
advised of the prohibition of non-approved equipment and terminals should have a policy
for informing visitors of the potential dangers associated with the use of electrical
equipment
...

4
...
4
...
General guidance is given on the safety
precautions to be observed during maintenance and repair of electrical equipment
...

4
...
2

DANGEROUS AND HAZARDOUS AREAS

4
...
2
...

Area definitions detailed in the classification society rules are derived from the
International Electrotechnical Commission (IEC) publication ref
...
It should be noted that the
IEC definitions follow rigid classification based on a zonal concept (see 4
...
2
...

Classification society rules for ships do not at this time follow the same method of
determining hazard category, although it is envisaged that they may do so in the future
...
4
...
2

Hazardous Areas at a Terminal
At a terminal, account is taken of the probability of a flammable gas mixture being present
by grading hazardous areas into three zones
...

• Zone 1
A place in which an explosive atmosphere consisting of a mixture with air of flammable
substances in the form of gas, vapour or mist is likely to occur in normal operation
occasionally
...

4
...
2
...
If such a situation should
arise and, if the area in question contains unapproved electrical equipment, then such
equipment may have to be isolated whilst the tanker is at the berth
...
4
...
4
...
1

Fixed Electrical Equipment
Fixed electrical equipment in dangerous areas, and even in locations where a flammable
atmosphere is to be expected infrequently, must be of an approved type and be properly
maintained so as to ensure that neither the equipment nor the wiring becomes a source of
ignition
...
4
...
2

Closed Circuit Television
If closed circuit television is fitted on a tanker or on a jetty, the cameras and associated
equipment must be of an approved design for the areas in which they are located
...
When a tanker is at a berth, the
servicing of this equipment should be agreed between the ship and the shore
...
4
...
3

Electrical Equipment and Installations on Board Ship
Electrical equipment and installations in tankers will be in accordance with classification
society or national requirements, based on the recommendations of the International
Electro-technical Commission IEC Document 60092
...
3
...
9
...

4
...
3
...

4
...
4

INSPECTION AND MAINTENANCE OF ELECTRICAL EQUIPMENT

4
...
4
...
To ensure this they should be regularly inspected
...

4
...
4
...

Following any repair, adjustment or modification, those parts of the installation that have
been disturbed should be checked
...

4
...
4
...
Even
the simplest of repair and maintenance operations must be carried out in strict compliance
with the manufacturer’s instructions in order to ensure that such equipment remains in a
safe condition
...

In order to assist with routine servicing and repair, ships should be provided with detailed
maintenance manuals for the specific systems and arrangements as fitted on board
...
4
...
4

Insulation Testing
Insulation testing should be carried out only when no flammable gas mixture is present
...
4
...
5

Alterations to Equipment, Systems and Installations
No modification, addition or removal should be made to any approved equipment, system
or installation at a terminal without the permission of the appropriate authority, unless it
can be verified that such a change does not invalidate the approval
...

When equipment in a terminal hazardous zone is permanently withdrawn from service,
the associated wiring should be removed from the hazardous zone or should be correctly
terminated in an enclosure appropriate to the area classification
...
The cable cores of intrinsically safe circuits should
either be insulated from each other or bonded together and insulated from earth
...
4
...
6

Periodic Mechanical Inspections
During inspections of electrical equipment or installations, particular attention should be
paid to the following:
• Cracks in metal, cracked or broken glasses, or failure of cement around cemented
glasses in flameproof or explosion proof enclosures
...

• Each connection to ensure that it is properly connected
...

• Clamping of armouring of cable
...

4
...
5

ELECTRICAL REPAIRS, MAINTENANCE AND TEST WORK AT TERMINALS

4
...
5
...

4
...
5
...
The power should not be restored until work has been
completed and the above safety measures have been fully reinstated
...

4
...
5
...
When such Hot Work is considered
necessary on a berth where a tanker is berthed or on the berthed tanker, the joint
agreement of the terminal and tanker should first be obtained and a Hot Work Permit
issued
...

Before undertaking any Hot Work, reference should be made to Section 9
...

4
...
5
...

However, these activities have a significant potential for producing sparks and should be
carried out under the control of a Permit to Work system, or under the control of the
ship’s Safety Management System
...

• The area should be gas free, and tests with a combustible gas indicator should give a
reading of not more than 1% LFL
...

• There must be no cargo, bunkering, ballasting, tank cleaning, gas freeing, purging or
inerting operations in progress
...

The hopper and hose nozzle of a grit blasting machine should be electrically bonded and
earthed to the deck or fitting being worked on
...
Before commencing work on cargo lines on
deck, they should be flushed, drop line valves should be closed and bottom lines filled
with water
...

Similar precautions should be adopted for inert gas and crude oil washing lines, as
appropriate
...
5
...
Their use must be restricted to
the actual deck areas and fittings not connected to the cargo system
...
The ship must not
be engaged in any cargo, bunker, ballasting, tank cleaning, gas freeing, purging or
inerting operations
...
Particles of concrete, sand or other rock-like substances are likely to
become embedded in the working face or edge of such tools, and can then cause
incendive sparks on impact with ferrous or other hard metals
...

4
...
It is therefore recommended that the undersides of aluminium gangways
and other heavy portable aluminium structures are protected with a hard plastic or
wooden strip to prevent smears being transferred to steel surfaces
...

4
...
Therefore, such anodes must not be fitted in tanks where flammable gases can be
present
...
Moreover, as aluminium anodes could easily
be mistaken for zinc anodes and installed in potentially dangerous locations, it is
advisable to restrict their use to permanent ballast tanks
...

The location, securing and type of anode installed in cargo tanks will be subject to
approval by the appropriate authorities
...
With the advent of high capacity tank washing machines, anodes are more
susceptible to physical damage
...
8

COMMUNICATIONS EQUIPMENT

4
...
1

GENERAL
Unless certified as intrinsically safe or of other approved design, all communications
equipment on board ships such as telephones, talk-back systems, signalling lamps,
search lights, loud hailers, closed circuit television cameras and electrical controls for
ship’s whistles, should neither be used nor connected or disconnected when the areas in
which they are positioned come within the boundary of a shore hazardous zone
...
8
...

4
...
2
...
) that is capable of producing an incendive spark
...

It is therefore recommended that:
• All stays, derricks, and fittings should be earthed
...

• Transmissions should not be permitted during periods when there is likely to be a
flammable gas in the region of the transmitting antennae or if the antenna comes within
the shore hazardous zone
...

If it is necessary to operate the ship’s radio in port for servicing purposes, there should be
agreement between tanker and terminal on the procedures necessary to ensure safety
...
In any
case, a safe system of work must be agreed and implemented before energising such
equipment
...
8
...
2

VHF/UHF Equipment
The use of permanently and correctly installed (to SOLAS regulations) VHF and UHF
equipment during cargo or ballast-handling operations is considered safe
...

The use of portable VHF/UHF radios within a terminal or on board ship presents no
hazards as long as the equipment is certified and maintained to intrinsically safe
standards
...

4
...
2
...
6 GHz and the power levels generated are not
sufficient to present an ignition hazard
...

4
...
3

SHIP’S RADAR EQUIPMENT
Marine radar systems operate in the high radio frequency (RF) and microwave range
...
In port it will pick up cranes, loading arm gantries and other such structures, but it
will not normally spread down to the ship’s deck or jetty
...

Unlike X-rays and nuclear radiation, RF radiation does not penetrate the human body, but
at short ranges (<10m) can cause heating of skin or eyes
...

Commercial radar scanner motors are not rated for use in flammable atmospheres but,
apart from on smaller vessels, are generally situated well above shore hazardous zones
...
It is however advisable to consult with the
terminal before using radar equipment during cargo operations
...
8
...
Some
port authorities may request that the AIS is kept on when a vessel is alongside
...
The size of the ship and its positioning at the terminal berth may present
some risk of a VHF transmission affecting the terminal control systems or infringing the
terminal’s hazardous areas
...
Where this is not possible, the AIS should be switched off and, if
necessary, the port authority informed
...

The use of AIS equipment may impact upon the security of the ship or terminal at which it
is berthed
...

4
...
5

TELEPHONES
When there is a direct telephone connection from the ship to the shore control room or
elsewhere, telephone cables should preferably be routed outside the dangerous zone
...

4
...
6

MOBILE TELEPHONES
Most mobile phones are not intrinsically safe and are only considered safe for use in nonhazardous areas
...
Unless certified as being intrinsically safe (see below), their use should be
restricted to designated areas of the accommodation space where they are unlikely to
interfere with the ship’s equipment
Although transmission power levels of non-intrinsically safe mobile phones are insufficient
to cause problems with sparking from induced voltages, the batteries can contain
sufficient power to create an incendive spark if damaged or short-circuited
...

When taken through a terminal, or on to or off a ship, they should therefore be switched
off and should only be re-commissioned once they are in a non-hazardous area, such as
inside the ship’s accommodation
...

These phones must be clearly identifiable as being intrinsically safe for all aspects of their
operation
...
Other visitors to the ship or terminal should not
use mobile phones unless prior permission has been obtained from the ship or terminal,
as appropriate
...
8
...
Non-intrinsically safe pagers are considered safe for
use only in non-hazardous areas and when taken through a Terminal or on to or off a
ship, they should be switched off and should only be re-commissioned once they are in a
non-hazardous area, such as inside the ship’s accommodation
...
These pagers must be clearly
identifiable as being intrinsically safe for all aspects of their operation
...
Other visitors to the ship or terminal should not use pagers unless prior permission
has been obtained from the ship or terminal, as appropriate
...
9

SPONTANEOUS COMBUSTION
Some materials when damp or soaked with oil, especially oil of vegetable origin, are liable
to ignite without the external application of heat as the result of gradual heating within the
material produced by oxidation
...

Cotton waste, rags, canvas, bedding, jute sacking, sawdust or any similar absorbent
material should therefore not be stowed in the same compartment as oil, paint, etc
...
If such materials become damp, they should be dried before being stowed away
...

Certain chemicals used for boiler treatment are also oxidising agents and although carried
in diluted form, are capable of spontaneous combustion if permitted to evaporate
...
10

AUTO-IGNITION
Petroleum liquids when heated sufficiently will ignite without the application of a naked
flame
...
It also occurs when oil spills onto lagging, vaporises
and bursts into flame
...
Oil feeder lines require particular attention to avoid oil being sprayed from leaks
...

It is important to note that the removal of any lagging that entails the disturbance or
removal of asbestos, should be carried out by specialist contractors if possible
...
MSC Circular 1045
provides the necessary guidance on how to handle asbestos safely on board ships
...
Descriptions of fire-fighting equipment to be found on
tankers and in terminals are provided in Chapters 8 and 19 respectively
...
1

THEORY OF FIRE-FIGHTING
Fire requires a combination of fuel, oxygen, a source of ignition, and a continuous
chemical reaction, commonly referred to as combustion
...
The main objective of fire fighting is to either reduce the
temperature, remove the fuel, exclude the supply of air, or interfere chemically with the
combustion process with the greatest possible speed
...
2

TYPES OF FIRE AND APPROPRIATE EXTINGUISHING AGENTS
The classification of fires given below is that historically provided in ISGOTT and
conforms to the classifications used within the European Union (EU)
...

5
...
1

CLASS A - ORDINARY (SOLID) COMBUSTIBLE MATERIAL FIRES
Class A fires are those involving solid cellulosic materials such as wood, rags, cloth,
paper, cardboard, clothing, bedding, rope and other materials such as plastic, etc
...
Class A materials can support deep-seated and smouldering fires
long after visible flames are extinguished
...

5
...
2

CLASS B - FIRES INVOLVING
HYDROCARBON LIQUIDS

FLAMMABLE

AND

COMBUSTIBLE

Class B fires are those that occur in the vapour-air mixture over the surface of flammable
and combustible liquids such as crude oil, gasoline, petrochemicals, fuel and lubricating
oils, and other hydrocarbon liquids
...

These fires are extinguished by isolating the source of fuel (stopping flow of fuel),
inhibiting the release of combustible vapours or by interrupting the chemical reaction of
the combustion process
...

Class B liquids are generally divided into the two broad categories of non-volatile
(combustible) and volatile (flammable) materials
...
In short, ‘non-volatile’ materials have a flash point of 60°C (140°F) or above, as
determined by the closed cup method of testing
...
Flammable gases are volatile
materials that typically exhibit flash points at temperatures at or below the ambient range
and have relatively high vapour pressures, compared to flammable (volatile) liquids, when
in the liquid state
...

Low expansion foam, defined and discussed in Section 5
...
2
...
It should be applied so as to flow evenly and
progressively over the burning surface, avoiding undue agitation and submergence
...
If there is no vertical surface, the discharge should be
advanced in oscillating sweeps in the direction of the wind when possible, taking care to
avoid foam plunging into the liquid
...

Flammable liquid fires of limited size can be rapidly extinguished with dry chemical
agents, but are subject to re-ignition when hot surfaces are in contact with flammable
vapours
...
The
surface of the burning oil transfers its heat rapidly to water droplets which present a very
large cooling surface area
...
Any oil fire which has been
burning for some time is more difficult to extinguish with water, since the oil will have been
heated to a progressively greater depth and cannot readily be cooled to a point where it
ceases to give off gas
...
The use of a water jet may
spread the burning oil by splashing or overflow
...

5
...
3

CLASS C - ELECTRICAL EQUIPMENT FIRES
Class C fires involve energised electrical equipment
...
The immediate action should be to de-energise electrical equipment
...
Dry chemical
is an effective non-conductive extinguishing agent, but is difficult to clean up after use
...

5
...

5
...
1

COOLING AGENTS

5
...
1
...
A wetting agent added to water may reduce the amount of water needed to
extinguish fires in tightly packed Class A materials as it increases the effective penetration
of water by lowering its surface tension
...
Water spray and water fog may be used for making a
heat screen between the fire and fire-fighting personnel and equipment
...

Water in any form should not be applied to fires involving hot cooking oil or fat since it
may cause the fire to spread
...

Water streams applied to liquefied gas spills and fires will increase the hazard by
increasing vapour cloud size as the water vaporises more liquid
...

Water jets should not be directed at energised electrical equipment as this could provide a
path for electricity from the equipment with consequent danger of electric shock to firefighting personnel
...
3
...
2

Foam
Foam has a limited heat absorbing effect and should not normally be used for cooling
...
3
...
3
...
1

Foam
While all foams have a cooling effect to some degree, their primary extinguishing action is
by smothering
...
A good foam blanket seals against flammable vapour loss, provides
some cooling of the fuel surface by the absorption of heat, isolates the fuel surface from
the oxygen supply, and separates the flammable vapour layer from other ignition sources
(e
...
flame, extremely hot metal surfaces), thereby eliminating combustion
...
Foam is an electrical conductor and should
not be applied to energised electrical equipment
...
These include
standard protein foam, fluoro-protein foams and synthetic concentrates
...
Normally the protein, flouroprotein and AFFF concentrates are used at three percent to six percent by volume
concentration in water
...

High expansion foam, made from hydrocarbon surfactant concentrates, is available
having expansion ratios from about 200:1 to 1,000:1
...
High expansion foam has limited uses
...
High expansion foam
is generally unsuitable for use in outside locations as it cannot readily be directed onto a
hot unconfined spill fire and is quickly dispersed in light winds
...
Heated water and foam are mixed to reduce possible damaging
effects caused by rapid cooling
...
It is made
from the same concentrates as high expansion foam, but its aeration does not require a

fan
...

Low expansion foam has an expansion ratio from about 3:1 up to about 15:1
...
Good throw is possible and the foam is resistant to
wind
...

Foam should not come into contact with any electrical equipment
...
However, some foams separately generated with these concentrates
are compatible when applied to a fire in sequence or simultaneously
...
The systems should be thoroughly flushed out and cleaned before
changing agents, as the synthetic concentrates may dislodge sediment and block the
proportioning equipment
...
The degree of compatibility between
the various foams, and between the foams and dry chemical agents, varies and should be
established by suitable tests
...

Foam concentrates may deteriorate with time depending on the storage conditions
...
This may affect the extinguishing ability of the expanded foam
...

5
...
2
...
g
...
On an open deck or
jetty area, carbon dioxide is comparatively ineffective
...

Due to the possibility of static electricity generation, carbon dioxide should not be injected
into any space containing a flammable atmosphere
...
No one should
enter confined or partially confined spaces where carbon dioxide has been discharged
unless supervised and protected by suitable breathing apparatus and lifeline
...
Any compartment which has been flooded with
carbon dioxide must be fully ventilated before entry without breathing apparatus
...
3
...
3

Steam
Steam is inefficient as a total flooding (smothering) agent because of the substantial delay
that may occur before sufficient air is displaced from an enclosure to render the
atmosphere incapable of supporting combustion
...
However, steam can be effective for fighting flange or similar fires
when discharged from a lance type nozzle directly at a flange or joint leak, or a vent or
similar fire
...
3
...
4

Sand
Sand is relatively ineffective as an extinguishing agent and is only useful for small fires on
hard surfaces
...

5
...
3

FLAME INHIBITING AGENTS
Flame inhibitors are materials which interfere chemically with the combustion process and
thereby extinguish the flames
...

5
...
3
...
Dry chemicals have a negligible
cooling effect and, if re-ignition, due to the presence of hot metal surfaces is to be
prevented, the fuel must be removed or cooled using water
...

Dry chemical may be discharged from an extinguisher, a hose reel nozzle, a fire truck
monitor, or a fixed system of nozzles as a free flowing cloud
...
It is especially useful on burning liquids escaping from leaking pipelines and
joints
...
It must
be directed into the flames
...

Dry chemical is prone to settlement and compaction caused by vibration
...

5
...
3
...
New Halon
fire fighting installations have been prohibited on ships since July 1992
...

Vaporising liquids, in the same way as dry chemical powder, have a flame inhibiting effect
and also have a slight smothering effect
...

The halons are most effective in enclosed spaces such as computer centres, storage
rooms, tanker engine or pump rooms, generator enclosures and similar locations
...
All personnel should
therefore evacuate the area where halons are to be used, although it is possible to start
the discharge of halons before the evacuation is complete as the normal concentrations
encountered in extinguishing fires are acceptable for brief periods
...
If it is necessary to enter the area
before ventilation, suitable breathing apparatus should be used
...

6
...

Terminals should note that this is the first occasion on which the SOLAS Convention has
been applied to shore-based facilities in States that are party to the Convention
...
Ships
and terminals which are not required to comply with the SOLAS and ISPS Code
requirements are encouraged to consider the provisions of SOLAS and the ISPS Code
when developing their security plans
...
2

SECURITY ASSESSMENTS
The security assessment should include a risk analysis of all aspects of the ship's and
terminal's operations in order to determine which parts of them are more susceptible
and/or more likely to be the subject of a security incident
...
The security assessment should as a minimum encompass
the following items:
• Identification of existing security measures, procedures and operations in effect
onboard the ship or at the terminal
...

• Perceived threats to the ship or terminal facility and their likely occurrence
• Potential vulnerabilities and consequences of potential incidents to ships, terminals,
berths and vessels at the berths
• Identification of any weaknesses (including human factors) in the infrastructure,
policies and procedures
...
3

RESPONSIBILITIES UNDER THE ISPS CODE
For a terminal, responsibility for the security plan rests with the terminal management and
may, depending upon the circumstances at the facility, require a trained and designated
security officer who has the necessary skills and training to ensure full implementation of
the security measures at the terminal
...
A designated ship security officer, who has the necessary skills
and training to ensure full implementation of the required measures to be in place on
board the ship, will be appointed
...
4

SECURITY PLANS
The security plan will vary from terminal to terminal and from ship to ship depending on
the particular circumstances identified by the security assessment, requirements for
compliance with SOLAS and the ISPS Code, and local and national security
considerations
...

• Basic security measures for normal operation and additional measures that will allow
the ship and terminal to progress, without delay, to increased security levels as the
threat changes
...
g
...
These
procedures should contain links to ensure the necessary communications systems
allow for effective continuous operation of the organisation and its links with others,
including other ships at the terminal
...

• Measures designed to prevent unauthorised access to the ship and terminal, in
particular restricted areas and ships when moored at the facility
...

• Procedures for responding to security threats or breaches of security, including
evacuation
...

PART 2 – TANKER INFORMATION

Chapter 7

SHIPBOARD SYSTEMS
This chapter describes the principal ship systems which are used during cargo and
ballast operations in port
...

7
...
It also covers the
precautions to be taken to avoid hazards to health
...
The IMO publication ‘Guidelines for Inert Gas Systems’ should be
consulted for a more comprehensive explanation of the design and operating principles
and practices of typical inert gas systems
...
1
...
Accordingly, one
way to provide protection against fire or explosion in the vapour space of cargo tanks is to
keep the oxygen level below that figure
...

This can be explained by reference to Figure 7
...

Note : Figure 7
...

The flammable limits vary for different pure hydrocarbon gases and for mixtures derived
from different petroleum liquids
...

These values are indicated by points C and D on the line A B in Figure 7
...

Any point on the diagram represents mixtures of hydrocarbon gas, air and inert gas,
specified in terms of hydrocarbon gas and oxygen contents
...

Points to the left of line A B represent mixtures with their oxygen content reduced by the
addition of inert gas
...

As inert gas is added to the hydrocarbon gas/air mixture, the flammable range decreases
until a point, represented by E, is reached where the LFL and UFL coincide
...
No hydrocarbon gas/air mixture
can burn at this oxygen level
...
To prevent fire or explosion in a tank containing a hydrocarbon gas/air
mixture, it is therefore necessary to produce and supply inert gas having an oxygen
content not normally exceeding 5% and to displace the existing air in the tank until the
resultant oxygen level throughout the tank does not exceed 8% by volume
...
1 Flammability Composition Diagram – Hydrocarbon Gas/Air/Inert
Gas Mixture
This diagram is illustrative only and should not be used for deciding upon acceptable gas compositions in
practical cases
...
Existing systems are only required to be capable of producing inert
gas with an oxygen content not normally exceeding 5% by volume, and of maintaining the
tank inerted at all times except when it is necessary for the tank to be gas free
...
This means that all inert mixtures in the region above the line GA (critical
dilution line) pass through a flammable condition as they are mixed with air - for example,
during a gas-freeing operation
...
It will be noted that it is
possible to move from a mixture such as that represented by F, to one such as that
represented by H, by the introduction of additional inert gas, i
...
by purging
...
1
...

• An independent inert gas generator
...

7
...
3

COMPOSITION AND QUALITY OF INERT GAS
Inert gas must be delivered in the gas main with a maximum oxygen content of 5%
...

When using flue gas from a main or auxiliary boiler, an oxygen level of less than 5% can
generally be obtained, depending on the quality of combustion control and the load on the
boiler
...
5% to 2
...

In certain ports, the maximum oxygen content of inert gas in the cargo tanks may be set
at 5% to meet particular safety requirements, such as the operation of a vapour emission
control system
...

Efficient scrubbing of the inert gas is essential, particularly for the reduction of the sulphur
dioxide content
...

The table below provides an indication of the typical composition of inert gas generated
from boiler flue gas, expressed as a percentage by volume
...
044

Table 7
...
1
...

In practice, this is not the case and a volume of inert gas equal to several tank volumes
must be introduced into the tank before the desired result can be achieved
...
In each of these methods, one of two distinct processes, dilution or displacement,
will predominate
...
It is important that the incoming
inert gas has sufficient entry velocity to penetrate to the bottom of the tank
...

Where this is not clearly stipulated in the operations manual, only one tank should be
inerted or purged at a time
...
When using this method, it is important
that the inert gas has a very low velocity to enable a stable horizontal interface to be
developed between the incoming and escaping gas
...
This method
generally allows several tanks to be inerted or purged simultaneously
...
A mixture of inert gas and petroleum gas, when
vented and mixed with air, can become flammable
...

7
...
5

CARGO TANK ATMOSPHERE CONTROL

7
...
5
...
It follows that:
• Tanks should be kept in an inert condition at all times, except when it is necessary for
them to be gas free for inspection or work, i
...
the oxygen content should be not more
than 8% by volume and the atmosphere should be maintained at a positive pressure
...
In practice, this
means that before any tank is gas freed, it should be purged with inert gas until the
hydrocarbon content of the tank atmosphere is below the critical dilution line (line GA in
Figure 7
...

• When a ship is in a gas free condition before arrival at a loading port, the tanks must
be inerted prior to loading
...
1
...
1)
...
1
...
6
...
1
...
9)
...
1
...
10)
...
1
...
5 and 7
...
6
...

It must be emphasised that the protection provided by an inert gas system depends on
the proper operation and maintenance of the entire system
...
1
...
2

Inert Gas System Maintenance
There should be close co-operation between the deck and engine departments to ensure
the proper maintenance and operation of the inert gas system
...

To demonstrate that the inert gas plant is fully operational and in good working order, a
record of inspection of the inert gas plant, including defects and their rectification, should
be maintained on board
...
1
...
3

Degradation of Inert Gas Quality
Tanker personnel should be alert to the possible degradation of inert gas quality as a
result of air being drawn into the tanks due to inappropriate operation of the inert gas or
cargo systems, for example, by:
• Not topping-up the inert gas promptly if the pressure in the system falls, for example,
due to temperature changes at night
...

During tank entry operations, any draining of water from a non-inerted tank into the slop
tank will result in entrainment of air into the drainings and, ultimately, into the inerted tank
atmospheres via the slop tank
...
If the liquid is to be
drained to the slop tank, the inert gas quality in all tanks should be closely monitored
...
1
...
1
...
1

Inerting of Empty Tanks
Before the inert gas system is put into service, the tests required by the operations
manual or manufacturer’s instructions should be carried out
...
Portable oxygen and
hydrocarbon meters should also be prepared and tested
...

This operation should continue until the oxygen content throughout the tank is not more
than 8% by volume
...

If the tank is not gas free, the precautions against static electricity given in Section 7
...
6
...

When all tanks have been inerted, they should be kept common with the inert gas main
and the system pressurised with a minimum positive pressure of at least 100mm water
gauge
...
1
...
2

Loading Cargo or Ballast into Tanks in an Inert Condition
When loading cargo or ballast, the inert gas plant should be shut down and the tanks
vented through the appropriate venting system
...
The system should then be shut down and all safety isolating
valves secured
...
5
...

7
...
6
...
Depending on the
relative pumping rates, pressure in the tanks may be increased or a vacuum drawn, and it
may therefore be necessary to adjust the inert gas flow accordingly to maintain tank
pressures within normal limits
...
1
...
4

Vapour Balancing during Ship to Ship Transfers
Vapour balancing is used to avoid the release of any gases to the atmosphere through
vents and to minimise the use of the inert gas systems when transferring cargo from ship
to ship
...
As a
minimum, the following recommendations should be followed:
• Equipment should be provided on at least one of the vessels to enable the oxygen
content of the vapour stream to be monitored
...
The oxygen analyser and associated alarms should be tested for
proper function prior to each cargo transfer operation
...

• The vapour transfer hose should be purged of air and inerted prior to commencing
transfer of vapours
...

During the cargo transfer:
• The inert gas system on the discharging vessel should be kept operational and on
stand-by, with the inert gas main deck isolating valve closed
...
The inert gas system should be used if the
inert gas pressure in the discharging vessel falls to a low level (300mm wg)
...

• The cargo transfer rate must not exceed the design rate for the vapour balancing hose
...
1
...
5

Loaded Passage
A positive pressure of inert gas should be maintained in the ullage space at all times
during the loaded passage in order to prevent the possible ingress of air
...
1
...
3)
...

Loss of pressure is normally associated with leakages from tank openings and falling air
and sea temperatures
...
Gas leaks are usually easily detected by their noise and every effort must be
made to eliminate leaks at tank hatches, ullage lids, tank cleaning machine openings,
valves, etc
...

Certain oil products, principally aviation turbine kerosenes and diesel oil, can absorb
oxygen during the refining and storage process
...
Although
the recorded incidence of oxygen liberation is low, cargo tank oxygen levels should be
monitored so that any necessary precautionary measures can be taken prior to the
commencement of discharge
...
1
...
6

Discharge of Cargo or Ballast from Tanks in an Inert Condition
The inert gas supply must be maintained through cargo or ballast discharge operations to
prevent air entering the tanks
...
In this event, it
may be necessary to create a load on the boiler by using the main cargo pumps to
circulate the cargo around the ship’s pipelines until the inert gas quality is satisfactory
...

Throughout the discharge of cargo, particularly when the boiler load is low or fluctuating,
the oxygen content of the inert gas supply must be carefully monitored
...
To prevent this, it may be necessary to reduce the cargo pumping rate, and
discharge should be stopped immediately if there is a danger of the tanks coming under
vacuum
...

7
...
6
...
Whenever
pressure falls to the low pressure alarm level, the inert gas plant should be restarted to
restore the pressure, with due attention being paid to the oxygen content of the inert gas
delivered
...
1
...
8

Static Electricity Precautions
In normal operations, the presence of inert gas prevents the existence of flammable gas
mixtures inside cargo tanks
...
To avoid these hazards the following
procedures are recommended:
• If the inert gas plant breaks down during discharge, operations should be suspended
...
1
...
If air has entered the tank, no dipping, ullaging, sampling or other
equipment should be introduced into the tank until at least 30 minutes have elapsed
since the injection of inert gas ceased
...
This requirement for
bonding should be applied until a period of five hours has elapsed since the injection of
inert gas ceased
...
However, should
it be necessary to introduce a gas sampling system into the tank to establish its
condition, at least 30 minutes should elapse after stopping the injection of inert gas
before inserting the sampling system
...
(See also Chapter 3 and
Section 11
...

7
...
6
...
At neither of these locations
should it exceed 8% by volume
...
The
oxygen content and pressure of the inert gas being delivered during the washing process
should be continuously recorded
...
(See also Section 7
...
12)
...
1
...
10

Purging
When it is required to gas free a tank after washing, it should first be purged with inert gas
to reduce the hydrocarbon content to 2% or less by volume
...

The hydrocarbon content must be measured with an appropriate meter designed to
measure the percentage of hydrocarbon gas in an oxygen deficient atmosphere
...

If the dilution method of purging is used, it should be carried out with the inert gas system
set for maximum capacity to give maximum turbulence within the tank
...

7
...
6
...
When either
portable fans or fixed fans connected to the cargo pipeline system are used to introduce
air into the tank, the inert gas inlet should be isolated
...

7
...
6
...

If the presence of a toxic gas, such as benzene or hydrogen sulphide, is suspected, gas
freeing should be continued until tests indicate that its concentration is below its TLV
...

When other tanks in an inert condition are either adjacent or interconnected (e
...
by a
pipeline) to the tank being entered, personnel should be alert to the possibility of inert gas
leaking into the gas free tank through, for example, bulkhead fractures or defective valves
...
When a gas free tank is re-connected to the inert gas main, it should
immediately be re-inerted
...

7
...
7

PRECAUTIONS TO BE TAKEN TO AVOID HEALTH HAZARDS

7
...
7
...
Furthermore, if gases are vented at low level from cargo
hatches, ullage ports or other tank apertures, the surrounding areas can contain levels of
gases in harmful concentrations and may also be oxygen deficient
...

When the last cargo carried was a sour crude, tests should also be made for hydrogen
sulphide
...
(See Sections 1
...
6
and 11
...
9)
...
1
...
2

Ullaging and Inspection of Tanks from Cargo Hatches
The low oxygen content of inert gas can cause rapid asphyxiation
...
(See Section 11
...
3)
...
1
...
3

Entry into Cargo Tanks
Entry into cargo tanks should be permitted only after they have been gas freed, as
described in Sections 7
...
6
...
1
...
11
...
If the hydrocarbon and oxygen levels specified in Section 7
...
6
...

Personnel must wear breathing apparatus under such circumstances
...
7
for further details)
...
1
...
4

Scrubber and Condensate Water
Inert gas scrubber effluent water is acidic
...

Care should be taken to avoid unnecessary skin contact with either effluent or condensate
water
...

7
...
8

CARGO TANK PROTECTION
A number of serious incidents have occurred on oil tankers due to cargo tanks being
subjected to extremes of over or under pressure
...
Once operations have
started, further checks should be made for any abnormalities, such as unusual noises of
vapour escaping under pressure or pressure/vacuum valves lifting
...

7
...
8
...
These are designed to protect the cargo tanks against
excessive pressure or vacuum and must therefore be kept in good working order by
regular maintenance in accordance with the manufacturer’s instructions
...
The level can normally only be checked when there is
no pressure in the inert gas main line
...

In heavy weather, the pressure surge caused by the motion of liquid in the cargo tanks
may cause the liquid in the pressure/vacuum breaker to be blown out
...

7
...
8
...
To avoid unnecessary operation of the pressure/vacuum
breaker, the pressure/vacuum valves should be kept in good working order by regular
inspection and cleaning
...
1
...
3

Full Flow Pressure/Vacuum Venting Arrangements
In inert gas systems fitted with tank isolating valves, protection from over and under
pressurisation of the cargo tanks may be provided by using high velocity vent and vacuum
valves as the full flow protection device
...

Planned maintenance procedures should be established to maintain and test these safety
devices
...
1
...
4

Individual Tank Pressure Monitoring and Alarm Systems
In inert gas systems fitted with tank isolating valves, indication of the possible over and
under pressurisation of the cargo tank is provided by using individual tank pressure
sensors connected to an alarm system
...

7
...
9

EMERGENCY INERT GAS SUPPLY
The International Convention for the Safety of Life at Sea (SOLAS 1974), as amended,
requires that suitable arrangements are provided to enable the inert gas system to be
connected to an external supply of inert gas
...
The design
of the flange should be compatible with the design of other connections in the ship’s cargo
piping system
...
1
...
1
...
1

General
The basic principles of inerting are exactly the same on product carriers as on crude
carriers
...

7
...
10
...
e
...

However, when cargoes with a flashpoint exceeding 60ºC are carried at a cargo
temperature higher than their flashpoint less 5ºC, the tanks should be maintained in an
inert condition because of the danger that a flammable condition may occur
...
(See also Section 1
...

When a non-volatile cargo is carried in a tank that has not been previously gas freed, the
tank should be maintained in an inert condition
...
1
...
3 Additional Purging and Gas Freeing
Gas freeing is required on product carriers more frequently than on crude carriers,
because of the greater need both for tank entry and inspection, especially in port, and for
venting the vapours of previous cargoes
...
(See Section 7
...
6
...

It should be recognised, however, that purging is not essential before gas freeing when
the hydrocarbon gas content of a tank is already below 2% by volume
...
1
...

7
...
11
...
However, in extreme cold
conditions, carried-over water in the inert gas may freeze in the inert gas main
...

7
...
11
...

Water separators in control air systems should be drained frequently and the control air
dryers should be checked regularly for efficient operation
...
1
...
3

Safety Devices
In extremely cold weather, ice may prevent the pressure/vacuum valves from operating
and may block the flame screens on the pressure/vacuum valves and mast risers
...

Deck water seals are filled with heating coils and these coils should be put into operation
prior to experiencing cold weather conditions
...
1
...
4

Sea chests
To ensure the water supply to the scrubber and deck seal is maintained when
experiencing ice conditions at sea or in estuaries, the low sea water suctions should be
used
...
Steam
injection connections to sea chests should be fully operational to assist in clearing sea
chests, should it become necessary
...
1
...
The
manual must include guidance on procedure to be followed in the event of a fault or failure
of the inert gas system
...
1
...
1

Action to be Taken on Failure of the Inert Gas System
In the event of the failure of the inert gas system to deliver the required quality and
quantity of inert gas, or to maintain a positive pressure in the cargo tanks and slop tanks,
action must be taken immediately to prevent any air being drawn into the tanks
...

Masters are reminded that national and local regulations may require the failure of an inert
gas system to be reported to the harbour authority, terminal operator and to the port and
flag state administrations
...
1
...
2

Follow up Action on Crude Oil Tankers
In crude oil tankers, pyrophoric iron sulphide deposits, formed when hydrogen sulphide
gas reacts with rusted surfaces in the absence of oxygen, may be present in the cargo
tanks and these deposits can heat to incandescence when coming into contact with air
...

7
...
12
...
Therefore, if it is considered totally impracticable to repair the inert gas system,
discharge may be resumed with the written agreement of all interested parties, provided
that an external source of inert gas is provided or detailed procedures are established to
ensure the safety of operations
...

• Valves on the vent mast risers are opened
...

• No dipping, ullaging, sampling or other equipment is introduced into the tank unless
essential for the safety of the operation
...
(See Section 7
...
6
...
1
...

• All metal components of any equipment to be introduced into the tank should be
securely earthed
...

7
...
13

INERT GAS PLANT REPAIRS
As inert gas causes asphyxiation, great care must be taken to avoid the escape of inert
gas into any enclosed or partly enclosed space
...

Continuous positive ventilation must be maintained before and during the work
...
(See also Chapter 10 Enclosed Space Entry)
...

7
...
They are a fundamental safety system and it is essential that they are
correctly operated and properly maintained
...
This facilitates dilution of
the hydrocarbon vapours in the atmosphere clear of the tanker’s deck
...
(See Section
1
...

Ship’s personnel should be fully conversant with the operation and maintenance of all
components of the venting system and should be aware of its limitations in order to
prevent over or under pressurisation of the tank(s) the system is serving
...
3

CARGO AND BALLAST SYSTEMS
This Section describes the pipelines and pumps used for the loading and discharging of
the cargo and ballast
...

7
...
1

OPERATION MANUAL
The operator of the cargo and ballast systems should have access to up-to-date drawings
and information on the systems as fitted to the ship
...

The cargo system is one of the primary locations where loss of cargo containment may
occur and care should be taken not to over-pressurise sections of the system or to subject
it to shock loads
...

7
...
2

CARGO AND BALLAST SYSTEM INTEGRITY
The cargo and ballast systems are subjected to many conditions that may ultimately lead
to failure resulting in loss of containment
...

• The main fore and aft pipeline runs are usually located at the bottom of the tanks and
on the main deck where the effects of hogging, sagging and the cyclical motions of a

ship in a seaway are most pronounced
...

• The handling of cargoes for which the system has not been designed
...

• Corrosion due to oxidation (rusting) when pipe systems are used for both water and oil
service
...
This localised corrosion may be accelerated when the
water is allowed to lie in the bottom of pipelines, in association with sulphurous
products from cargo or inert gas, or if electrolytic corrosion cells are set up when
pipeline connections are not securely bonded
...
It is good practice to pressure test
cargo lines on a periodic basis, depending on the trade of the vessel
...

The presence of any latent defect in the ballast system will usually reveal itself when the
system is being used during the deballasting operation
...

7
...
3

LOADING RATES
SOLAS requires a ship’s master to be provided with information on maximum permissible
loading rates for each cargo and ballast tank and, where tanks have a combined venting
system, for each group of cargo or ballast tanks
...

Other considerations will also need to be taken into account when determining maximum
loading rates for oil tankers and include precautions against static electricity hazards
...
3
...
2)
...
3
...
1

Venting Arrangements
Venting capacity is based on the maximum volume of cargo entering a tank, plus a 25%
margin to account for gas evolution (vapour growth)
...
Actions to consider to ensure that the
capacity of the venting system is not exceeded include a close monitoring of vapour line
pressures on inerted vessels and limiting loading rates on non-inerted vessels throughout
the loading period
...
On inerted vessels, close attention should be given to
monitoring inert gas system pressures, particularly when topping-off during loading
operations or on commencing crude oil washing during discharge operations
...
This flow rate should be calculated for each diameter of line used
...

7
...
3
...
These loading rates will be dependent on the maximum flow rates in
the cargo lines for different products and loading operations
...

• A loading rate based on a linear velocity of 1 metre/second for the initial loading rate
for static accumulator cargoes into non-inerted tanks
...

• A loading rate based on a linear velocity of 12 metre/second for the maximum loading
rate for non-static accumulator cargoes
...

Where a number of tanks are loaded through a common manifold, the maximum loading
rate may be determined by the flow rate through the manifold or drop lines
...

Offshore floating hose supplied to OCIMF Standards and having a nominal diameter of
less than 400 mm is suitable for continuous operation at a flow velocity of 21 m/s
...
However, the maximum loading rate may
be controlled by the size of the ship’s loading line inboard of where the hose is connected
...
3
...
3

Rate of Rise of Liquid in the Cargo Tank
Some small tanks, such as slop tanks, may have larger filling or suction valves than their
size would normally require due to certain operations that they may be used for, such as
recirculatory crude oil washing
...

It is then necessary to also consider the rate of rise of the liquid in the tank if risks
associated with over-filling are to be addressed
...

7
...
3
...
Liquid filling rates can be calculated using a pipeline flow rate of 12
metres/second and a similar rate of rise of liquid of 150 mm/minute should also be
considered
...
4

POWER AND PROPULSION SYSTEMS
While a tanker is berthed at a terminal, its boilers, main engines, steering machinery and
other equipment essential for manoeuvring, should normally be kept in a condition that will
permit the ship to be manoeuvred away from the berth in the event of an emergency
...

However, the tanker must obtain permission from the terminal or local authority before
taking any action affecting the readiness of the ship to manoeuvre
...

7
...

• Proprietary systems for recovering petroleum liquid or vapour from the vapour being
vented during the loading operation or during the loaded passage
...

(See Section 11
...
12)
...
6

STERN LOADING AND DISCHARGING ARRANGEMENTS
The use of a stern manifold for cargo transfer operations introduces additional hazards
and operational concerns
...

• Additional trip hazards from working in a mooring area
...

• Provision of drip trays beneath the stern manifold
...

• Connection and disconnection of hoses where no lifting gear is available
...
Reference is also made to
the need for testing and maintenance procedures for this equipment
...
1

SHIPBOARD FIRE-FIGHTING EQUIPMENT

8
...
1

GENERAL
The requirements for ships’ fire-fighting equipment are laid down by the regulations of the
particular country in which the tanker is registered
...

The theory of fire-fighting and the types of fire that may be encountered are discussed in
Chapter 5
...
1
...
A sufficient number of
hydrants are provided and located so as to ensure that two jets of water can reach any
part of the ship
...

An International Shore Fire Connection must be provided on tankers so that an external
water supply can be coupled to any hydrant in the ship’s fire main
...
(See Section 26
...
3)
...
1
...

8
...
3
...
The
system normally consists of a battery of large carbon dioxide cylinders
...
An
alarm should be activated in the compartment before the carbon dioxide is released to
give personnel time to evacuate the compartment
...
1
...
2

Foam Systems
Foam systems are used for fighting fire in the cargo spaces, on the cargo deck, in the
pumproom or in the engine spaces
...
Water from the fire pumps pick up the correct proportion of foam concentrate
from the tank through a proportioner and the foam solution is then conveyed through
permanent supply lines to offtake points, fixed foam monitors or, in the case of engine
room installations, to fixed dispersal nozzles
...
1
...
3

Water Fog
A water fog system comprises of high pressure water lines and special fog nozzles
...
Some ships are also fitted with fixed pressurised water fog systems for protecting
specific parts of the engine room, such as oil fuel treatment spaces, boiler firing platforms,
small machinery spaces and pumprooms
...
1
...
4

Water Curtain
Some ships have a fixed system to give a protective water curtain between the cargo
deck and the superstructure
...
1
...
5

Inert Gas System
The purpose of an inert gas system is to prevent cargo tank fires or explosions
...

8
...
4

PORTABLE FIRE EXTINGUISHERS
All tankers are provided with portable fire extinguishers to meet the requirements of their
Flag Administration
...
In the case of CO2 extinguishers,
spare fully charged extinguisher cylinders are carried
...

The Safety Management System should contain procedures for onboard maintenance,
including that provided by service agents
...

(Guidelines for the maintenance and inspection of fire protection systems and appliances
are contained in MSC Circular 850, dated June 1998)
...

8
...
4
...

• Foam fire extinguishers – suitable for both Class A (combustible materials) and Class
B (flammable liquids) fires
...

• Dry powder fire extinguishers - suitable for Class A, B and C fires and fires involving
flammable gases, such as propane and butane
...

(See Section 5
...

A range of portable fire extinguishing media and their applications are summarised in
table 8
...

Note : Table 8
...

Type of Fire

Class A

Class B

Combustible
Materials

Flammable
and
Combustible
Hydrocarbon
Liquids

(e
...
wood,
paper,
fabrics)

Medium

Class C
Electrical
Equipment
Fires

Flammable
Gases

Cooking Oil
and Fats

Water
Water with Additive
Spray Foam
Dry Powder
CO2 Gas
Wet Chemical
Hose Reels
Fire Blanket

Table 8
...
2

GAS TESTING

8
...
1

INTRODUCTION
This Section provides operational guidance on the use of the gas measuring instruments
described in Section 1
...

The safe management of operations onboard tankers is often dependent upon the
operator’s ability to determine the composition of the ambient atmosphere or the
atmosphere of an enclosed space
...
This will enable them to detect the presence of any
explosive mixtures, toxic vapours and any oxygen deficiency that may present a risk of
explosion or hazard to personnel
...

8
...
2

SUMMARY OF GAS TESTING TASKS

8
...
2
...
This is achieved by using a
flammable gas indicator, capable of measuring gas to the lower flammable limit (LFL)
and with the scale graduated as a percentage of this limit
...
3
...

• Toxic vapours when loading cargoes containing toxic components and when
undertaking gas freeing operations following the carriage of such cargoes
...
(See Section 1
...
7)
...
2
...
2

Enclosed Space Monitoring
Prior to permitting entry into an enclosed space, measurements must be taken to detect
the presence of hydrocarbon gas, to confirm normal oxygen levels and, if applicable, to
detect the presence of any toxic vapours
...
3)
Measurement to ensure that the atmosphere is free of harmful hydrocarbon vapour is
undertaken using a flammable gas indicator capable of measuring gas to the lower
flammable limit (LFL) and with the scale graduated as a percentage of this limit (%LFL)
...

Where toxic vapour may be present in the space to be entered, it should also be tested
with an instrument capable of measuring concentrations of toxic gases in the human
toxicity range, usually calibrated in parts per million
...
2
...
3

Inert Gas Atmosphere Management
To ensure compliance with statutory requirements, vessels fitted with an inert gas system
must be equipped with an oxygen analyser for determining the quality of the inert gas and
for measuring the levels of oxygen in the cargo tanks
...

8
...
3

THE PROVISION OF GAS MEASUREMENT INSTRUMENTS
The SOLAS Convention requires that ships carrying cargoes that are likely to emit a toxic
or flammable gas, or to cause oxygen depletion in a cargo space, are provided with an
appropriate instrument for measuring the concentration of gas or oxygen in the air,
together with detailed instructions for its use
...
It should be noted that the different gas testing
functions may be incorporated into a multi-function gas measuring instrument
...
3
The gas measurement instrumentation on board a tanker should form a comprehensive
and integrated system that addresses all the necessary applications identified by the
operator
...

Users of gas measuring instruments should be trained in the proper use of the equipment,
to a level suited to their work duties
...

8
...
4

ALARM FUNCTIONS ON GAS MEASURING INSTRUMENTS
Consideration should be given to the provision of instruments with an alarm facility
...

Analytical instruments that are used to provide numerical values for gases and vapours,
for dangerous space entry certification, do not need to have an alarm function
...

This is to avoid the possibility of inappropriate or accidental inhibition of the alarm
function
...
It is therefore not
recommended that the testing instrument is also used as the personal alarm instrument
during the entry operation
...
2
...
They should also be resistant to the effects
of hot wash water
...
3
...

8
...
6

CALIBRATION
The accuracy of measurement equipment should be in accordance with the
manufacturer's stated standards
...
Thereafter,
equipment should be periodically landed to a recognised testing facility for calibration,
either during a vessel’s refit or when the accuracy of the equipment is considered to be
outside the manufacturer's stated accuracy
...

Calibration certificates, showing the instrument’s serial number, the calibration date and
the calibration gas or the method of calibration used, together with reference to applicable
standards, should be provided for retention on board
...
The calibration gas used should be marked on the
instrument
...

Calibration should not be confused with operational testing, for which, see Section 8
...
7
below
...
2
...
Instruments should only be used if the checks indicate that
the instrument is giving accurate readings and their alarms, if fitted, are operating at the
pre-determined set points
...

Instruments not passing these operational checks should be re-calibrated before they are
returned to operational use
...
These procedures should be
documented in the Safety Management System (See Section 9
...

8
...
8

DISPOSABLE PERSONAL GAS MONITORS
Disposable personal gas monitors should be periodically function tested in accordance
with the manufacturer’s recommendations to confirm that they are operating correctly
...
For this reason, it is important
to record when disposable instruments are first commissioned, in order to establish their
expiry date
...
3

LIFTING EQUIPMENT

8
...
1

INSPECTION AND MAINTENANCE
All lifting equipment used, for example, for the handling of cargo transfer equipment
and/or gangways, should be examined at intervals not exceeding one year and load
tested at least every 5 years, unless local, national or company regulations requirements
are more frequent
...

• Gangways and associated cranes and davits
...

• Chain blocks, hand winches and similar mechanical devices
...

• Strops, slings, chains, and other ancillary equipment
...

The ship should ensure that all maintenance of lifting equipment is carried out in
accordance with manufacturer's guidelines
...

All records of tests and inspections should be recorded in the vessel’s Lifting Equipment
Register
...

8
...
2

TRAINING
Lifting equipment should only be operated by personnel who are trained and proven
competent in its operation
...
It introduces a risk-based approach to
the planning and execution of hazardous work, following the principles set out in
the International Safety Management (ISM) Code
...

Safety on board ship also extends to the activities of contractors and repair teams
working on board
...

Finally, advice is provided on the emergency management structure and
organisation that should be in place on board to facilitate effective responses to
shipboard emergencies
...
1

THE INTERNATIONAL SAFETY MANAGEMENT (ISM) CODE
All tankers, as defined in the SOLAS and MARPOL Conventions, of 500 gross tonnes and
over, are required to comply with the International Safety Management (ISM) Code
...

Under the ISM Code, safety management processes are based on risk assessments and
risk management techniques
...

The purpose of the ISM Code is to provide an international standard for the safe
management and operation of ships and for pollution prevention
...

• Establish safeguards against all identified risks
...

The Code requires the ‘Company’ to develop a Safety Management System (SMS) which
should include certain functional requirements, particularly “instructions and procedures to
ensure safe operation of ships and protection of the environment”
...
It is left to the company to develop the SMS elements suitable to the
operation of a specific ship
...

Guidelines to the ISM Code identify that cargo loading and discharge operations,
including those related to dangerous goods, should be included within the scope of the
operations documentation
...
2

SAFETY MANAGEMENT SYSTEMS
The Safety Management System (SMS) enables effective implementation of the
company’s Health, Safety and Environmental protection policy
...

Although a range of safety management topics is specified in the Code, the content and
form of the SMS is developed by the company
...

To deliver the required levels of safety, the SMS will need to address all activities
undertaken in the operation of the vessel, together with possible situations that may arise
and affect the vessel or its operation
...
Careful assessment of these hazards, and the probability
of their occurrence, will determine the severity of the risks involved
...

• Documentation of the verification carried out by the Responsible Person of day-to-day
operation, when relevant to ensure compliance
...

9
...
1

RISK ASSESSMENT
A risk assessment is intended to be a careful examination of what, in the range of
operations, could cause harm so that decisions can be made as to whether enough
precautions have been taken, or whether more should be done to prevent harm
...

The assessment should first establish the hazards that are present at the place of work
and then identify the significant risks arising out of the work activity
...
The types of question that should be answered when carrying out a
risk assessment are as follows: -
...

How bad and how likely?
An evaluation of the risk factors
...

What is the effort and how much better would it be?
A determination of the benefit and effectiveness of each risk control option
...

9
...
3
...

A Permit to Work system is a formal written system that is used to control certain types of
work
...

The Permit to Work system must ensure that protective and precautionary measures are
taken which will reduce the risks associated with a task to a level that is considered to be
As Low As Reasonably Practicable - ALARP
...

The Permit to Work system may include one or more of the following documents to control
hazardous activities:
• A Work Instruction
...

• A Local Procedure
...

• A Checklist
...

The measures to be employed in carrying out a particular task are determined by a risk
assessment and recorded in the Permit to Work System
...
3
...

The Permit to Work system should define: • Company responsibility
...

• Training in the use of the system
...

• Types of Permit and their application
...

• Isolation processes
...

• Permit cancelling procedures
...

• Record keeping
...

• System updating
...
3
...

The system should not require all tasks to be undertaken under the control of a formal
permit
...

9
...
3

PERMIT TO WORK SYSTEMS – PRINCIPLES OF OPERATION
A Permit to Work system should contain the following steps:
• Identify the task and location
...

• Ensure appropriate competency
...

• Determine communication procedures
...

• Obtain formal approval to perform the work
...

• Prepare the work
...

• Return work site to a safe condition
...

9
...
4

PERMIT TO WORK FORMS
The Permit to Work form is designed to lead the operator through an appropriate process
in a logical, detailed and responsible manner
...
The permit should
ensure that all safety concerns are fully addressed
...
The format used will be determined by the SMS:
• Type of permit
...

• Supporting documents - e
...
details of isolations, gas test results
...

• Description of work
...

• Precautions necessary
...

• Authorisation for the work including duration, endorsement by the master or
department head
...

• Management of changes, to workforce or conditions
...

• Cancellation
...
The system should also identify any conflicts between tasks being
carried out simultaneously onboard
...
3
...
These meetings may include discussion of:
• Risk assessments
...

• Isolation and tagging requirements
...

The format and frequency of such meetings should meet the requirements of the
company’s SMS and will be determined by the ship’s activities
...

9
...

The SMS should include adequate guidance on the control of hot work and
should be robust enough to ensure compliance
...

9
...
1

CONTROL OF HOT WORK

9
...
1
...
Should the company designate such a place, it
should be assessed for possible risks, and the conditions defined under which hot work
can be undertaken in that place
...

9
...
1
...

The master should decide whether the use of hot work is justified, and whether it can be
safely undertaken
...

Consideration should be given to only performing one hot work operation at a time, due to
the resource limitations usually present onboard a tanker
...

The Master should inform the company of details of the work proposed
...
This will result in a number of risk reduction measures that will need to be taken
to allow the task to be carried out safely
...

This plan should define the preparations needed before work commences, the procedures
for actually carrying out the work and the related safety precautions
...
(See also Section 9
...

The work area should be carefully prepared and isolated before hot work commences
...
Adequate
fire-fighting equipment must be prepared and laid out and be ready for immediate use
...
g
...
The fire watch
should monitor the work and take action in case of ignition of residues or paint coatings
...

A separate risk assessment should be carried out with regard to the need for personal
protective equipment and the means of evacuation of the fire watch personnel in an
emergency
...

Personnel carrying out the work should be adequately trained and have the competency
required to carry out the proposed job
...

The work area must be adequately and continuously ventilated and the frequency of
atmosphere monitoring must be established
...
In
the event of a delay to the start of the work, all safety measures should be re-checked and
recorded before work actually commences
...
The permit should be withdrawn or cancelled until all conditions and
safety precautions have been checked and re-instated to allow the permit to be re-issued
or re-approved
...

A Responsible Officer, not involved in the hot work, should be designated to ensure that
the plan is followed
...
1 depicts how guidance for hot work on an inerted ship may be presented within
the SMS
...
1 to be inserted as close to this text as possible
...
4
...

Immediately before hot work is started, the Responsible Officer should examine the area
where the work is to be undertaken and ensure that all the requirements of the permit are
being fully complied with
...

Atmospheres should be re-tested after each break in work periods, and at regular
intervals
...

9
...
3

HOT WORK INSIDE THE MACHINERY SPACE
Hot work inside the main machinery space, when associated with fuel tanks and fuel
pipelines, must take into account the possible presence of hydrocarbon vapours in the
atmosphere, and the existence of potential ignition sources
...

9
...
4

HOT WORK OUTSIDE THE MACHINERY SPACE

9
...
4
...

Hot work should be prohibited during cargo, ballast, tank cleaning, gas freeing, purging or
inerting operations
...
On completion of the operation,
all safety checks should be carried out once more and the permit re-approved or a new
procedure developed
...
4
...
2

Hot Work in a Dangerous or Hazardous Area
Dangerous or hazardous areas are locations on board or within the terminal where an
explosive atmosphere could be present, as defined in Section 4
...
2
...

Work in designated space with
shield or curtain erected
...

Confirmation from Master or
designate that work is OK to
proceed
...

Hot work permit issued in
agreement with Company
...

Tank atmosphere checks carried
out and entry permit issued
...

Cargo tanks to be purged and
inerted to <8% O2 and not more
than 2% HC
...

Work to be carried out >500 mm
from a F
...
tank deck or
bulkheads
...

All inter-connecting pipelines
flushed and drained
...

Work planning meeting to be held
and risk assessment completed
...
1 Example of SMS Guidance for Hot Work on an Inerted Ship

Cargo or ballast tanks

Cargo Pumprooms

Work on any cargo-related pipelines incl
...

Work on fixtures/fittings in the
main deck area

Maindeck (deck plating)

Dangerous Spaces (other than
Pumprooms)

Other parts of non-hazardous
area

Minimum Requirements

ER Workshop

Work Location

Open deck aft of accommodation

No hot work should be undertaken in a dangerous or hazardous area until it has been
made safe, and has been proven to be safe, and all appropriate approvals have been
obtained
...
4
...
3

Hot Work in Enclosed Spaces
Where hot work involves entry into an enclosed space, the procedures outlined in Chapter
10 for enclosed space entry should be followed
...

Particular attention should also be given to the condition of any adjacent spaces
...
4
...
4

Hot Work in Cargo Tanks
General
All sludge, cargo-impregnated scale, sediment or other material likely to give off
flammable vapour, should be removed from the work area
...

Special attention must be given to the reverse side of frames and bulkheads
...

Table 9
...
Cleaning distances are based on the type of work being carried out and the
height above the tank bottom
...

Height of
Work Area

Operator’s Side
Gas Cut
Welding
Gouging

Opposite Side
Gas Cut
Welding Gouging

0 – 5 metres

1
...
0 m

4
...
5 m

2
...
0 m

5 – 10 metres

1
...
0 m

5
...
0 m

2
...
0 m

10 – 15 metres

1
...
0 m

7
...
0 m

2
...
0 m

> 15 metres

1
...
0 m

10
...
0 m

2
...
0 m

Table 9
...

All inter-connecting pipelines to other compartments should be flushed through with
water, drained, vented and isolated from the compartment where hot work will take place
...

Heating coils should be flushed or blown through with steam and proved clear of
hydrocarbons
...

Non–inerted ships
The possibility of using an external source of inert gas should be considered if practicable
...

Adjacent cargo tanks, including diagonally positioned cargo tanks, should either have
been cleaned and gas freed to hot work standard, or completely filled with water
...

Vapour lines to the compartment should also be ventilated to less than 1% LFL and
isolated
...

All other cargo tanks should be cleaned and the hydrocarbon vapour content reduced to
not more than 2% by volume and maintained at that level, or should be completely filled
with water
...

Inert gas lines to the compartment should be purged with inert gas to not more than 2%
by volume and isolated
...

9
...
4
...

Non-inerted ships
Hot work on the tank deck plating, or on a structure within 500 mm of the deck plating
when the tank is empty, will require precautions for local cleaning and the preparation of
surrounding tanks to the same standard as if hot work was being undertaken within the
enclosed space below the work location
...

Inerted ships
Hot work should be carried out with all adjacent spaces, including the space below the
work location, cleaned and inerted as for hot work within an enclosed space
...

9
...
4
...

Non-inerted ships
If hot work is to be undertaken at a height greater than 500 mm above the tank deck,
cargo and slop tanks within a radius of at least 30 metres around the working area must
be cleaned and gas freed to less than 1% LFL
...
If adjacent ballast tanks and
compartments are found to contain hydrocarbon liquid or vapours, they should be cleaned
and gas freed
...
Tanks containing slops should be kept closed and should be more than 30
metres from the work area
...
All other cargo tanks in the cargo area must be inerted with openings closed
...
If adjacent ballast tanks and
compartments are found to contain hydrocarbon liquid or vapours, they should be cleaned
and gas freed
...
4
...
7

Hot Work on Pipelines
Wherever possible, sections of pipelines and related items, such as strainers and valves,
should be removed from the system and repaired in the designated space
...
4
...
1)
...
The item to be worked on should be cleaned and gas freed to a
‘safe for hot work’ standard, regardless of whether or not it is removed from the hazardous
cargo area
...

Heating coils should be flushed or blown through with steam and proved clear of
hydrocarbons
...
5

WELDING AND BURNING EQUIPMENT
Welding and other equipment used for hot work should be carefully inspected before each
occasion of use to ensure that it is in good condition
...
Special attention must be paid when using electric arc equipment to ensure that:
• Electrical supply connections are made in a gas free space
...

• Insulation of flexible electric cables is in good condition
...

• The earth return cable leads directly back to the welding machine
...

9
...

It follows that for each hazardous task, a work permit or controlled procedure should be
developed and approved
...
3 and should be discussed with the personnel who are performing
the task
...

Hazardous tasks should only be carried out alongside a terminal with prior agreement of
the Terminal Representative
...

• Tank inspections
...

• Blanking sea chests
...

• Heavy or unusual lifting operations
...

• Testing and launching of lifeboats
...
7

MANAGEMENT OF CONTRACTORS
The Master should satisfy himself that, whenever contractors or work gangs are
employed, arrangements are made to ensure their understanding of, and compliance with,
all relevant safe working practices
...
Contractors should be effectively supervised and
controlled by a Responsible Officer
...
Where applicable, he should sign the formal approval relevant to work being
undertaken by his workforce, thereby verifying his awareness of the hazards and safety
precautions required to reduce the risks to an acceptable level
...
8

REPAIRS AT A FACILITY OTHER THAN A SHIPYARD

9
...
1

INTRODUCTION
This Section deals with repairs that are to be carried out on board a tanker that is at a
facility other than a shipyard
...

9
...
2

GENERAL
When a ship is operational at sea or in port, ship's personnel carry out their duties in
accordance with the shipboard Safety Management System (SMS)
...
While it may be monitored and checked by ship's personnel, the safety of
the ship and anyone on board is generally dependent on the shipyard's safety
management system
...
In these
cases, the safety of all on board will be dependent on the ship's SMS and all activities
should therefore be carried out in accordance with the SMS
...

• Alongside at a lay-by berth, not normally used for cargo operations
...

• At sea
...

The guidance given in this Section is intended to supplement, not replace, the guidance
given elsewhere in this publication
...
8
...

The master, company superintendent or other specifically appointed person, should
maintain full control of the repair work, ensuring that the vessel is maintained in a safe
condition at all times and that all work is carried out in a safe and proper manner
...

9
...
4

PRE-ARRIVAL PLANNING
Prior to arrival at the repair berth, anchorage or other facility, the following should be taken
into consideration when undertaking the initial planning:
• Type and location of the berth or anchorage
...

• Condition of the vessel – gas free / inert
...

• Number of persons involved, including contractors
...

• Facilities for disposal of slops / sludge
...

• Understanding of port / terminal requirements
...

• Emergency procedures, onboard and ashore
...
g
...

• Connection to shore side services – water, power etc
...

• Draught / trim limitations (to avoid unnecessary ballast handling)
...

9
...
5

MOORING ARRANGEMENTS
When moored to a repair berth, the number and size of mooring lines used should be
adequate for all likely weather and tidal conditions
...

On repair berths, the mooring pattern may be restricted due to crane movements or other
activity on the dock side
...

Moorings should be clear of hot work areas or other locations where the lines may be
damaged by the repair work in progress
...

9
...
6

SHORE FACILITIES
Whenever practicable, the vessel should be physically isolated from regular terminal
facilities or berths where other vessels are being worked
...

The master should establish whether any significant operations are to take place involving
other vessels in the vicinity of the berth at which repairs are being undertaken i
...

departure / arrival of other vessels, bunkering, fuel oil transfer etc
...

A gangway watch should be posted to restrict visitors and to control access to the vessel
...
”
Port security plans should be implemented and followed as may be appropriate
...

Procedures for the use of cranes or other lifting equipment should be determined upon
arrival
...

Emergency alarm signals should be agreed and, whenever practicable, a drill held prior to
commencing repair work
...

Any restrictions on activities such as bunkering, storing or taking luboils are to be agreed
...
8
...

Work planning meetings will normally include representatives from the vessel and all the
contractors involved
...

9
...
8

WORK PERMITS
Permits should be issued for the relevant repair work jobs, including any repairs being
carried out by ship’s staff
...

• Hot work
...

• Electrical isolation
...
Copies should also be
retained by the person in charge of the operation
...

9
...
9

TANK CONDITION
Whether the vessel is gas free or not will depend on the work being undertaken and the
specific port or facility regulations
...
The conditions of all tanks and void spaces should be included on
the chemist’s certificate
...

If cargo tanks are not required to be gas free and the vessel is inert, positive IG pressure
should be maintained within the tanks at all times
...
8
...
This includes any ‘dead ends’ in the system
...

The hydraulic valve system should be isolated in such a way as to prevent unintentional
operation of cargo valves during the work process
...

9
...
11

FIRE FIGHTING PRECAUTIONS

9
...
11
...

There should be an agreed pressure for the fire main, which should be maintained at all
times
...
8
...
2

Fire patrols
...

Fire patrols can be provided either by ship’s staff or by the shore side contractors
...

All areas where hot work is being carried out should be supervised by fire patrols at all
times
...
8
...

The safety officer should be fully aware of all his duties and responsibilities
...
9
...
, as may be appropriate
...

The number of access points should be sufficient to enable timely evacuation of all
personnel onboard
...
8
...
4 which should be followed for
any repair activities involving hot work
...

Where the vessel, or compartments within the vessel, are not gas free, then hot work
should not be carried out within 30 metres of any non-gas free spaces
...
Welding current should not be returned to the transformer via the
vessel’s hull
...
g
...

Hot work should be suspended immediately if any of the specific safety requirements
cannot be complied with
...
If it is found necessary to
release tank pressure to atmosphere, all work should be suspended until the operation
has been completed
...
g
...
A new permit should be issued prior to resuming work
...
9

SHIPBOARD EMERGENCY MANAGEMENT

9
...
1

GENERAL
The ISM Code requires that companies establish procedures to identify, describe and
respond to potential emergency shipboard situations
...

9
...
2

TANKER EMERGENCY PLAN

9
...
2
...
The master and other officers should consider what they
would do in the event of various types of emergency, such as fire in cargo tanks, fire in
the engine room, fire in the accommodation, the collapse of a person in a tank, the ship
breaking adrift from her berth and the emergency release of a tanker from her berth
...

The following information should be readily available:
• Type of cargo, amount and disposition
...

• General arrangement plan
...

• Fire-fighting equipment plans
...
9
...
2

Emergency Organisation
An emergency organisation should be set up for mobilisation in the event of an
emergency
...

• Locate and assess the incident and possible dangers
...

The following provides guidance for use in planning an emergency organisation, which
should cover the following four elements:
Command Centre
There should be one group in control of the response to the emergency, with the master
or the senior officer on board in charge
...

Emergency Party
This group should be under the command of a senior officer and should assess the
emergency and report to the command centre on the situation, advising what action
should be taken and what assistance should be provided, either from on board or, if the
ship is in port, from ashore
...
g
...

Engineering Group
This group should be under the command of the chief engineer or the senior engineering
officer on board and should provide emergency assistance as instructed by the command
centre
...
It may be called on to provide additional
manpower elsewhere
...

9
...
2
...
While this is being done, those on the scene should attempt immediate
measures to control the emergency until the emergency organisation takes effect
...
Personnel not directly
involved should stand by to act as required
...
9
...
4

Ship’s Fire Alarm Signal
At a terminal the sounding of the ship’s fire alarm system should be supplemented by a
series of long blasts on the ship’s whistle, each blast being not less than 10 seconds in
duration, or by some other locally required signal
...
9
...
5

Fire Control Plans
Fire control plans must be permanently displayed in prominent positions showing clearly,
for each deck, the location and particulars of all fire-fighting equipment, dampers, controls,
etc
...

9
...
2
...
The dates and details of such checks should be recorded and indicated on the
appliance, as appropriate
...

As soon as possible after an incident, there should be a thorough check of all the
equipment used
...
Foam systems should be
flushed through with water
...
9
...
7

Training and Drills
Ship’s personnel should be familiar with the theory of fire-fighting outlined in Chapter 5
and should receive instruction in the use of fire-fighting and emergency equipment
...

If an opportunity arises for a combined fire practice or ‘table-top’ drill with shore personnel
at a terminal, (see Section 20
...
8), the master should make an officer available to show
the shore personnel the location of portable and fixed fire-fighting equipment on board
and also to instruct them on any design features of the ship which may require special
attention in case of fire
...
9
...
9
...
1

ACTIONS IN THE EVENT OF AN EMERGENCY
Fire on a Tanker at Sea or at Anchor
Ship’s personnel who discover an outbreak of fire must immediately raise the alarm,
indicating the location of the fire
...

Personnel in the vicinity of the fire should apply the nearest suitable extinguishing agent to
attempt to limit the spread of the fire, to extinguish it, and thereafter to prevent re-ignition
...

Any cargo, ballast, tank cleaning or bunkering operations should be stopped immediately
and all valves closed
...

Once all personnel have been evacuated from the vicinity, all doors, openings and tank
apertures should be closed as quickly as possible and mechanical ventilation should be
stopped
...

The tanker should be manoeuvred so as to resist the spread of the fire and allow it to be
attacked from windward
...
9
...
2

Emergencies in Port
Emergencies occurring either onboard or adjacent to the tanker when it is in a port, are
addressed in Section 26
...

9
...
3
...
A decision to jettison cargo should therefore not be taken
until all the alternative options have been considered in the light of available information
on stability and reserve buoyancy
...
Depending on the circumstances prevailing
at the time, consideration should be given to changing over engine room intakes from
high to low level
...

• All non-essential inlets should be closed
...

• All safety precautions, relating to operations which involve the presence of flammable
gas in the vicinity of the deck, must be observed
...

Chapter 10

ENCLOSED SPACE ENTRY
This Chapter describes the hazards associated with entry into enclosed spaces
and the tests to be carried out to determine whether or not an enclosed space has
been made safe for entry
...

Masters should be aware that terminal requirements for enclosed space entry
might differ from this guidance as a result of national legislation
...

10
...

• Unfavourable natural ventilation
...

Enclosed spaces include, but are not limited to, cargo spaces, double bottoms, fuel tanks,
ballast tanks, pumprooms, compressor rooms, cofferdams, void spaces, duct keels, interbarrier spaces, engine crankcases and sewage tanks
...
These are contained in Section 10
...

It is the responsibility of the ship’s operator to establish procedures for safe entry of
personnel into an enclosed spaces
...
It is the master’s responsibility to ensure
that the established procedures for entry into an enclosed space are implemented
...
It is the duty of the responsible officer to ensure:
• That the space is ventilated
...

• That safeguards are in place to protect personnel from the hazards that are identified
...

Personnel carrying out work in an enclosed space are responsible for following the
procedures and for using the safety equipment specified
...
In almost every case, the casualty would have
been avoided if the simple guidance in this Chapter had been followed
...
It is a human reaction to go to the aid of a colleague in difficulties,
but far too many additional and unnecessary casualties have occurred from
impulsive and ill-prepared rescue attempts
...
2

HAZARDS OF ENCLOSED SPACES

10
...
1

ASSESSMENT OF RISK
In order to ensure safety, a risk assessment should be carried out as described in Section
9
...
1
...

When preparing for entry into a ballast tank or void space where hydrocarbon vapours
may not normally be present, it is prudent to test the space for hydrocarbon vapour or H2S
if the space is adjacent to a cargo or bunker tank
...

10
...
2

RESPIRATORY HAZARDS
Respiratory hazards from a number of sources could be present in an enclosed space
...

• Toxic contaminants associated with organic vapours, such as aromatic hydrocarbons,
benzene, toluene, etc
...

• Oxygen deficiency caused by the presence of inert gas, oxidation (rusting) of bare
steel surfaces, or by microbial activity
...

10
...
3

HYDROCARBON VAPOURS
During the carriage and after the discharge of hydrocarbons, the presence of hydrocarbon
vapour should always be suspected in enclosed spaces for the following reasons:
• Cargo may have leaked into compartments, including pumprooms, cofferdams,
permanent ballast tanks and tanks adjacent to those that have carried cargo
...

• Sludge and scale in a tank that has been declared gas free may give off further
hydrocarbon vapour if disturbed or subjected to a rise in temperature
...

The presence of gas should also be suspected in empty tanks or compartments if nonvolatile cargoes have been loaded into non-gas free tanks or if there is a common
ventilation system which could allow the free passage of vapours from one tank to
another
...

To be considered safe for entry, whether for inspection, cold work or hot work, a reading
of less than 1% LFL must be obtained on suitable monitoring equipment
...
2
...
2
...
1

Benzene
Checks for benzene vapour should be made prior to entering any compartment in which a
cargo that may have contained benzene has recently been carried
...
(See Section 1
...
3
...
Tests for benzene vapours
can only be undertaken using appropriate detector equipment, such as detector tubes
...

10
...
4
...
Where the
concentration is high, the crude is often referred to as ‘sour’ crude
...

H2S is very soluble in water
...

However, prior to entry into an enclosed space which has previously carried oil containing
H2S, or where the presence of H2S vapour may be expected, the space should be
ventilated to a reading of less than 1% LFL on a combustible gas indicator and tested for
the presence of H2S using a gas detector tube
...

Since H2S is heavier than air, it is very important that the bottom of any space is
thoroughly tested
...
The presence of H2S in ballast tanks has a high probability due to the gas
being drawn into the tank when deballasting during the loading operation
...
2
...
3

Mercaptans
Mercaptans are present in the vapours of pentane plus cargoes and in some crude oils
...

The presence of Mercaptans can be detected by the use of chemical detector tubes
...
5ppm to avoid discomfort to personnel and
nuisance smells
...
2
...
This is of particular
importance when considering entry into any space, tank or compartment that has been
previously inerted
...

10
...
6

PRODUCTS OF INERT GAS
By-products of combustion when inert gas is produced from boiler flue gas or from an
inert gas generator include carbon monoxide and carbon dioxide
...

Carbon dioxide is not toxic but presents a smothering hazard
...

10
...
(See Section 8
...

The appropriate atmosphere checks are:
• Oxygen content is 21% by volume
...

• No toxic or other contaminants are present
...
When tests are being carried out from deck level, ventilation should be
stopped and a minimum period of about ten minutes should be allowed to elapse before
readings are taken
...

If extensive work is to be carried out within a large space, such as a cargo tank, it is
recommended that a full assessment of the tank atmosphere is undertaken after the initial
tests have been satisfactorily carried out and recorded
...
The tank atmosphere
should be frequently checked during this entry, with particular attention being placed on
testing the work location(s) and places that are inaccessible for testing from the deck
...

While personnel are in a tank or compartment, ventilation should be continuous
...
Continual checks on the atmosphere in the space
should be made as specified in the Safety Management System
...

Sufficient samples should be drawn to ensure that the resulting readings are
representative of the condition of the entire space
...

10
...
The resulting safe
working practice should be documented and approved by the responsible officer before
being countersigned by the master, who confirms that the practice is safe and in
compliance with the ship’s Safety Management System
...

The controls required for safe entry vary with the task being performed and the potential
hazards identified during the risk assessment
...
The adoption of an Entry Permit System, which may include the
use of a check list, is therefore recommended
...
Under no circumstances should the period exceed one day
...

The permit should be rendered invalid if ventilation of the space stops or if any of the
conditions noted in the check list change
...
However, if such a system is used, there must be rigorous control
to ensure cancellation of existing permits, and that the atmospheres of all named tanks
are correctly tested at the time of issue so that an effective extension of a period of validity
does not occur by default
...

Inspection of cargo tanks after cleaning and before loading can require an independent
surveyor to enter the tank
...

10
...

• Piping, inert gas and ventilation systems have been isolated
...

• Fixed lighting, such as air-turbo lights, are ready for extended entry periods
...

• A rescue harness, complete with lifeline, is ready for immediate use at the entrance to
the space
...

• A responsible member of the crew is in constant attendance outside the enclosed
space, in the immediate vicinity of the entrance and in direct contact with a responsible
officer
...

• Lines of communications have been clearly established and are understood by all
concerned
...

The personal protective equipment to be used by people entering the space must be
prescribed
...

• For large spaces, or where climbing access will be undertaken, the wearing of safety
harnesses may also be appropriate
...

• Approved UHF radio
...

• Emergency Escape Breathing Device(s)
...
6

EMERGENCY PROCEDURES

10
...
1

EVACUATION FROM ENCLOSED SPACES
If any of the conditions that are stated on the permit for entering the space change, or the
conditions in the tank are suspected of becoming unsafe after personnel have entered the
space, they should be ordered to leave the space immediately and not be permitted to reenter until the situation has been re-evaluated and the safe conditions stated on the
permit have been restored
...
6
...
Although speed is often vital in the interests
of saving life, rescue operations should not be attempted until the necessary
assistance and equipment has been mustered
...

Prior organisation is of great value in arranging quick and effective response
...
An agreed means of communication should be agreed in advance
...

The officer in charge of a rescue team should remain outside the space, from where the
most effective control can be exercised
...
Regular drills and exercises in rescue from enclosed spaces should be carried out
...
6
...

Most tankers and terminals are provided with special apparatus for use in resuscitation
...
It is important that personnel are
aware of its location and are trained in its proper use
...
The
instructions provided with it should be clearly displayed
...
Adequate spare bottles should be carried
...
7

ENTRY INTO ENCLOSED SPACES WITH ATMOSPHERES KNOWN
OR SUSPECTED TO BE UNSAFE FOR ENTRY
It is stressed that entry into any space that has not been proven safe for entry
should only be considered in an emergency situation when no practical alternative
exists
...

Breathing apparatus, of the positive pressure type, should always be used whenever it is
necessary to make an emergency entry into a space which is known to contain toxic
vapours or gas, or to be deficient in oxygen, and/or is known to contain contaminants
which cannot be effectively dealt with by air purifying equipment
...

A Statement should be issued by the master stating that there is no practicable alternative
to the proposed method of entry and that such entry is essential for the safe operations of
the ship
...

A responsible officer must continuously supervise the operation and should ensure that:
• The personnel involved are well trained in the use of breathing apparatus and are
aware of the dangers of removing their face masks while in the unsafe atmosphere
...

• The number of persons entering the tank is kept to a minimum consistent with the work
to be performed
...

• Means of continuous communication are provided and a system of signals is agreed
and understood by the personnel involved
...

• All essential work that is to be undertaken is carried out in a manner that will avoid
creating an ignition hazard
...
8

RESPIRATORY PROTECTIVE EQUIPMENT
A number of different types of respiratory protective equipment are available for use on
board ship
...
However, under the provisions of the ISM Code, the shipowner is
responsible for providing the level of equipment needed to safely manage all aspects of
shipboard operational and safety activities
...

10
...
1

SELF CONTAINED BREATHING APPARATUS (SCBA)
This consists of a portable supply of compressed air contained in a cylinder or cylinders
attached to a carrying frame and harness worn by the user
...
A pressure gauge
indicates the pressure in the cylinder and an audible alarm sounds when the supply is
running low
...

When using the equipment, the following should be noted:
• The pressure gauge must be checked before use
...

• The face mask must be checked and adjusted to ensure that it is airtight
...

• The pressure gauge should be monitored frequently during use to check on remaining
air supply
...
In any
event, the user must leave immediately if the low pressure alarm sounds
...

If the user suspects at any time that the equipment may not be operating satisfactorily or
be concerned that the integrity of the face mask seal may be damaged, he should vacate
the space immediately
...
8
...

This equipment consists of a face mask which is supplied by air through a small diameter
hose leading outside the space where it is connected to either compressed air cylinders or
an air line served by a compressor
...
The hose
is attached to the user by means of a belt or other arrangement, which enables rapid
disconnection in an emergency
...

If the air supply is from a compressor, the arrangement will include an emergency supply
of air cylinders for use in the event of the compressor failing
...

A trained and competent person must be in control of the air line pressure and be alert to
the need to change over to the alternative supply should normal working pressure not be
maintained
...

• Check the working pressure before each use
...

• To avoid damage, keep the air lines clear of sharp projections
...

• Allow ample time to vacate the space when the low pressure alarm sounds
...

Should there be any doubt about the efficiency of the equipment, the user should vacate
the space immediately
...
It is recommended that the
user should carry an Emergency Escape Breathing Device (EEBD, see below)
...
8
...
It is primarily for use in accordance with the SOLAS
requirements for escape from machinery or accommodation spaces in the event of a fire
...
Each set has a duration of not less than 10 minutes
...
They are normally constant flow devices
providing compressed air to the wearer at a rate of approximately 40 litres per minute,
giving a duration of 10 (as a minimum) or 15 minutes, depending on the capacity of the
bottle
...

The pressure gauge, supply valve and hood should be checked before use
...
They are designed for
single use by the wearer
...

EEBDs should not be used for fighting fires or for entering oxygen deficient
compartments
...
(See Section 10
...
1)
...
8
...
It is important that they are only used
for their designed purpose and within the limits prescribed by manufacturers
...

Cartridge or canister face masks will not protect the user against concentrations of
hydrocarbon or toxic vapours in excess of their design parameters, or against
oxygen deficiency, and they should never be used in place of breathing apparatus
...
8
...
It is cumbersome and provides no seal against the entry of
gases
...

10
...
6

EQUIPMENT MAINTENANCE
All respiratory protective equipment should be examined and tested by a responsible
officer at regular intervals
...
Air bottles must be recharged as soon as possible after
use
...

Masks and helmets should be cleaned and disinfected after use
...

10
...
7

STOWAGE
Breathing apparatus should be stowed fully assembled in a place where it is readily
accessible
...
Units
should be sited so as to be available for emergencies in different parts of the ship
...
8
...
Only trained personnel should use selfcontained and air line breathing apparatus, since incorrect or inefficient use can endanger
the user’s life
...
9

WORK IN ENCLOSED SPACES

10
...
1

GENERAL REQUIREMENTS
All work carried out in enclosed spaces should be carried out under the control of the
Safety Management System
...
Effective ventilation should be maintained and, where practicable,
directed towards the work area
...
9
...
However, even after flushing, there will always be a
possibility of some cargo remaining, which could be a source of further flammable or toxic
gas
...

10
...
3

USE OF TOOLS
Tools should not be carried into enclosed spaces, but should be lowered in a plastic
bucket or canvas bag to avoid the possibility of their being dropped
...

10
...
4

ELECTRIC LIGHTS AND ELECTRICAL EQUIPMENT USE
Unless a compartment is designated safe for hot work by an approved safe system of
work, such as a hot work permit, non-approved lights or non-intrinsically safe electrical
equipment must not be taken into an enclosed space
...

In port, any local regulations concerning the use of electric lights or electrical equipment
should be observed
...
9
...

There may be increases in gas concentrations in the immediate vicinity of the work and
care should be taken to ensure that the atmosphere remains safe for personnel
...

10
...
6

WORK BOATS
Any work involving the use of workboats in cargo tanks presents additional hazards,
which must be managed by the operator’s Safety Management System
...
Before and during their use within an enclosed space, the
standard enclosed space entry procedures should be used
...
5)
...

• The work boat should only be used when the water surface is calm
...

• The water level in the tank should be either stationary or falling
...

• All personnel working in the compartment should wear a buoyancy aid
...
10

PUMPROOM ENTRY PRECAUTIONS
Cargo Pumprooms are to be considered as enclosed spaces and the requirements
of this Chapter should be followed to the extent possible
...

10
...
1 VENTILATION
Because of the potential for the presence of hydrocarbon gas in the pumproom, SOLAS
requires the use of mechanical ventilation to maintain the atmosphere in a safe condition
...

Throughout cargo handling operations, the pumproom ventilation system must be in
continuous operation and the gas detection system, if fitted, should be functioning
correctly
...

10
...
2

PUMPROOM ENTRY PROCEDURES
Before anyone enters a pumproom, it should be thoroughly ventilated, the oxygen content
of the atmosphere should be verified and the atmosphere checked for the presence of
hydrocarbons and any toxic gas associated with the cargo being handled
...
The procedure used
should be based on a risk assessment, should ensure that risk mitigation measures are
followed, and that entries into the space are recorded
...

A communications system should provide links between the pumproom, navigation
bridge, engine room and cargo control room
...

Arrangements should be established to enable effective communication to be maintained
at all times between personnel within the pumproom and those outside
...

VHF/UHF communication should not be used as a primary communication method where
it is known that reception may not be reliable or practicable due to noise
...

Notices should be displayed at the pumproom entrance prohibiting entry without formal
permission
...
11

PUMPROOM OPERATIONAL PRECAUTIONS
A pumproom contains the largest concentration of cargo pipelines of any space
within the ship and leakage of a volatile product from any part of this system could
lead to the rapid generation of a flammable or toxic atmosphere
...

10
...
1

GENERAL PRECAUTIONS
Before starting any cargo operation:
• An inspection should be made to ensure that strainer covers, inspection plates and
drain plugs are in position and secure
...

• Any bulkhead glands should be checked and adjusted or lubricated, as necessary, to
ensure an efficient gas-tight seal between the pumproom and the machinery space
...

• If the pumps are in use, pump glands, bearings and the bulkhead glands (if fitted)
should be checked for overheating
...

• No attempt should be made to adjust the pump glands on rotating shafts while the
pump is in service
...
11
...
This is an unsafe practice and it is recommended that cargo procedures
are reviewed with the aim of preventing a volatile product being drained to the bilge
...

Where ballast lines have to be drained to the pumproom bilge on completion of
deballasting, care must be taken to ensure that such drainings do not contain petroleum
...
11
...

Pumproom bilges should be kept clean and dry
...

Pipelines should be visually examined and subjected to routine pressure tests to verify
their condition
...

Procedures should be established to verify that mud boxes and filters are properly sealed
after they have been opened up for routine cleaning or examination
...

Bulkhead penetrations should be routinely checked to ensure their effectiveness
...
In addition,
requirements for their examination should be included in routine maintenance procedures
...

Emergency escape routes should be regularly checked to ensure that they are properly
marked and clear of obstructions
...

10
...
4

MAINTENANCE OF ELECTRICAL EQUIPMENT IN THE PUMPROOM
The integrity of the protection afforded by the design of explosion proof or intrinsically safe
electrical equipment may be compromised by incorrect maintenance procedures
...

Maintenance of explosion proof and intrinsically safe equipment should only be carried out
by personnel qualified to undertake such work
...

In order to assist with routine servicing and repair, ships should be provided with detailed
maintenance instructions for the specific systems and arrangements as fitted on board
...
11
...
As a
consequence, should gas be present in the pumproom the vapours will be drawn through
the blades of the fan impeller and could be ignited if the blades contact the casing or if the
fan bearings or seals over-heat
...

The condition of the fan trunking should be inspected and the proper operation of
changeover flaps and fire dampers confirmed
...

10
...
6

TESTING OF ALARMS AND TRIPS
Pump alarms and trips, level alarms, etc
...

These tests should be as thorough as possible and should not be limited to an
electrical/function test that does not verify the full and complete operability of the system
...
11
...
Where such equipment is fitted, procedures should be developed to
ensure it is regularly inspected and calibrated
...
Whenever practicable, gas
detection should monitor a number of levels within the pumproom, not just the lower
area
...
Where such an
arrangement is fitted it should ensure that remote parts of the pumproom can be
monitored
...

Where such equipment is fitted, procedures should be developed with regard to the
action to be taken in the event of an alarm occurring
...

• Manually activated trips for the main cargo pumps provided at the lower pumproom
level and at the top (maindeck) level
...

• Examining the feasibility of fitting a double seal arrangement to contain any leakage
from the primary seal and to activate a remote alarm to indicate that leakage has
occurred
...

• Particular attention to be given to the adequacy of fire protection in the immediate
vicinity of the cargo pumps
...

• On ships fitted with an inert gas system, the provision of an emergency facility for
inerting the pumproom could be an option, although careful attention must be paid to
the safety and integrity of the arrangement
...

Chapter 11

SHIPBOARD OPERATIONS
This Chapter provides information on the full range of shipboard operations,
including loading and discharging of cargo, hose clearing, tank cleaning and gas
freeing, ballasting ship to ship transfers and mooring
...

Other operations that are addressed include the use of vapour emission control
systems, crude oil washing and ship to ship transfers
...
1

CARGO OPERATIONS

11
...
1

GENERAL
All cargo operations must be carefully planned and documented well in advance of their
execution
...
Plans may need to be modified following consultation with the
terminal and following changing circumstances, either onboard or ashore
...
Chapter 22 contains details of cargo plans and communications regarding
them
...
1
...

11
...
3

VALVE OPERATION
To avoid pressure surges, valves at the downstream end of a pipeline system should not,
as a general rule, be closed against the flow of liquid, except in an emergency
...
(See Section 11
...
4 below)
In general, where pumps are used for cargo transfer, all valves in the transfer system
(both ship and shore) should be open before pumping begins, although the discharge
valve of a centrifugal pump may be kept closed until the pump is up to speed and the
valve then opened slowly
...

If the flow is to be diverted from one tank to another, either the valve on the second tank
must be opened before the valve on the first tank is closed, or pumping should be stopped
while the change is being made
...

The time taken for power operated valves to move from open to shut, and from shut to
open, should be checked regularly at their normal operating temperatures
...
1
...

These surges may be sufficiently severe to damage the pipeline, hoses or metal arms
...
Pressure
surges are produced upstream of a closing valve and may become excessive if the valve
is closed too quickly
...

Where the risk of pressure surges exists, information should be exchanged and written
agreement reached between the ship and the terminal concerning the control of flow
rates, the rate of valve closure, and pump speeds
...
These arrangements should be
included in the operational plan
...
8)
...
1
...
These failures are usually due to the valve disc not being
completely parallel to, or fully withdrawn from, the flow when in the open position
...
It is therefore
important to check that all such valves are fully open when they are passing cargo or
ballast
...
1
...
1
...
1

General
The responsibility for safe cargo handling operations is shared between the ship and the
terminal and rests jointly with the master and the Terminal Representative
...

11
...
6
...

11
...
6
...

The agreement should designate those circumstances in which operations must be
stopped immediately
...
(See Section 16
...

11
...
6
...
A continuous watch of the tank deck must be
maintained
...

• The agreed ship to shore communications system must be maintained in good working
order
...

• The stand-by requirements for the normal stopping of shore pumps on completion of
loading, and the emergency stop system for both the tanker and terminal, must be fully
understood by all personnel concerned
...
1
...
5

Inert Gas Procedures
The inert gas plant should be closed down and the inert gas pressure in the tanks to be
loaded reduced prior to the commencement of loading, unless simultaneous loading of
cargo and discharge of ballast from cargo tanks is to take place
...
1
...
6

Closed Loading
For effective closed loading, cargo must be loaded with the ullage, sounding and sighting
ports securely closed
...
Devices fitted
to mast risers or vent stacks to prevent the passage of flame must be regularly checked to
confirm they are clean, in good condition and correctly installed
...
1
...
6) which allow the tank contents to be
monitored without opening tank apertures
...

Due to the reliance placed on closed gauging systems, it is important that they are fully
operational and that back-up is provided in the form of an independent overfill alarm
arrangement
...

Under normal operations, the cargo tank should not be filled higher than the level at which
the overfill alarm is set
...

On vessels without inert gas systems, this equipment should comply with the precautions
highlighted in Sections 11
...
7 and 11
...
2
...

11
...
6
...
Whenever possible, the initial
flow should be by gravity, at slow rate and to a single tank
...
When the pumps have been started, the ship/shore
connections must be checked for tightness until the agreed flow rate or pressure has been
reached
...
1
...
8

Commencement of Loading at Offshore Buoy Berths
Before commencing to load at a buoy berth offshore, the ship should confirm its full
understanding of the communications system which will be used to control the operation
...

After an initial slow loading rate to test the system, the flow rate may be brought up to the
agreed maximum
...
During darkness, where safe and practical, a
bright light should be shone on the water in the vicinity of the hoses
...
1
...
9

Commencement of Loading through a Stern Line
Before commencing loading through a stern loading line, the dangerous area extending
not less than 3 metres from the manifold valve should be clearly marked and no
unauthorised personnel should be allowed within this area during the entire loading
operation
...

Fire fighting equipment must be laid out ready for use in the vicinity of the stern loading
manifold
...
1
...
10 Commencement of Loading through a Bow Line
Vessels involved in bow loading will necessarily be designed for use at particular
terminals (normally single point moorings) for which detailed operating and safety
procedures will be specified
...

• The cargo hose connection should be carefully inspected for correct alignment and
security of coupling
...

• Any emergency release systems provided for the mooring and cargo connection
should be operational
...

• Mooring load monitoring systems should be activated and tested
...

A continuous watch by a responsible crew member should be maintained on the bow
throughout loading
...

11
...
6
...
Whenever possible, cargo should be loaded through drop lines
within the cargo tank area, with all pump room valves closed
...
1
...
12 Cargo Sampling on Commencement of Loading
Where facilities exist, a sample of the cargo should be taken as soon after the
commencement of loading as possible
...
This should be done before opening up
subsequent tanks for loading
...
(See Section 11
...
7)
...
1
...
13 Periodic Checks during Loading
Throughout loading, the ship should monitor and regularly check all full and empty tanks
to confirm that cargo is only entering the designated cargo tanks and that there is no
escape of cargo into pumprooms or cofferdams, or through sea and overboard discharge
valves
...
Cargo figures and
rates should be compared with shore figures to identify any discrepancy
...
This information should be checked against the required loading
plan to confirm that all safe limits are adhered to and that the loading sequence can be
followed, or amended, as necessary
...

Any unexplained drop in pressures, or any marked discrepancy between tanker and
terminal estimates of quantities transferred, could indicate pipeline or hose leaks,
particularly in submarine pipelines, and require that cargo operations be stopped until
investigations have been made
...
Overside areas should likewise be regularly checked
...

11
...
6
...

11
...
6
...
4)
...
1
...
16 Topping Off on Board the Tanker
The ship should advise the terminal when the final tanks are to be topped off and request
the terminal, in adequate time, to reduce the loading rate sufficiently to permit effective
control of the flow on board the ship
...
The
ullages of topped-off tanks should be checked from time to time to ensure that overflows
do not occur as a result of leaking valves or incorrect operations
...

The tanker should not close all its valves against the flow of oil
...

Where possible, the completion of loading should be done by gravity
...
Shore control
valves should be closed before the ship’s valves
...
1
...
17 Checks after Loading
After the completion of loading, a responsible officer should check that all valves in the
cargo system are closed, that all appropriate tank openings are closed and that
pressure/vacuum relief valves are correctly set
...
1
...
1
...
1

General
Petroleum distillates often have electrical conductivities of less than
picoSiemens/metre (pS/m) and thus fall into the category of static accumulators
...
(See Section 11
...
7
...
A static accumulator may carry sufficient charge to constitute an
incendive ignition hazard during loading into the tank, and for up to 30 minutes after
completion of loading
...
2
...
However, while bonding
facilitates relaxation, it does not prevent accumulation and the production of hazardous
voltages
...
This Section describes methods for controlling electrostatic
generation, by preventing charge separation, which is another essential precaution
...
1
...

11
...
7
...

If a flammable atmosphere is possible within the tank, then specific precautions
will be required with regard to maximum flow rates and safe ullaging, sampling
and gauging procedures when handling static accumulator products
...
1
...
3

During Initial Filling of a Tank
Minimum Flow Rate in the Pipeline System
Any water remaining within the shore and ship’s pipeline system will increase the
generation of static charge to an unsafe level when loading at the maximum loading rate
...
The minimum
product velocity in the connected ship and shore pipeline system to achieve this flushing
effectively is 1 metre/sec
...

The 1 metre/second limit applies in the branch line to each individual cargo tank and
should be determined at the smallest cross sectional area including valves or other piping
restrictions in this last section before the tank’s loading inlet
...
1 provides a ready reckoner for determining volumetric flow rates in piping of
various diameters that correspond to a linear velocity of 1 metre/second
...
At the beginning of filling a tank, there is the greatest likelihood of water being mixed
with the oil entering the tank
...

2
...
This
helps reduce the generation of static electricity and also reduces the dispersal of any
water present, so that it more quickly settles out to the bottom of the tank where it can
lie relatively undisturbed when the loading rate is subsequently increased
...
A low loading rate minimises the formation of mists that may accumulate a charge,
even if the oil is considered not to be a static accumulator
...
A mist can result in a flammable
atmosphere even if the liquid has a high flash point and is not normally capable of
producing a flammable atmosphere
...
1 provides a flow chart to assist in deciding the precautions that need to be
taken when loading static accumulator cargoes
...
1 to be inserted as close to this text as possible
...
1
...
4

Limitation of Loading Rates after the Initial Filling Period
...
This is also
done by controlling the flow rate, but the maximum acceptable speed is higher than for the
initial filling period, provided there is no water mixed with the product
...
e
...

When the bottom structure is covered, after all splashing and surface turbulence has
ceased and after all water has been cleared from the line, the rate can be increased to the
lesser of the ship or shore pipeline and pumping system maximum flow rates consistent
with proper control of the system
...

Some national Codes of Practice also suggest 7 metres/second as a maximum value
...
(All the empirical relationships for safe loading have been derived on the
basis of experiments limited to a maximum flow of 7 metres/second)
...

Operators should be aware that the maximum velocity may not occur at the minimum
diameter of the pipeline when the pipeline feeds multiple branch lines
...
For example, where
a 150mm diameter pipeline feeds three 100mm branches lines, the highest velocity will be
in the 150mm pipeline, not in the branch lines
...

No Controls on Initial
Flow Rates are Necessary

No
Is ‘Spread Loading’ being
Considered?

Yes
Assess Risks and Agree
Required Controls

No
Calculate Maximum Initial
Rate to Limit Flow to
1m/sec at Tank Inlet(s)

Can Minimum Initial Flow
Rate be Achieved?

No

Yes
Yes

Is a Flow Controller
Installed in Shore System?

Operation should not be
Conducted Under
Prevailing Conditions

No
Flow Controller to Limit
Flow Rate to max
...
1 m/sec

When tank bottom is
covered and all surface
turbulence has ceased, flow
rate may be increased to a
max
...
1 The Control of Hazards Associated with the Initial Loading of
Static Accumulator Cargoes
11
...
7
...
2 to be inserted as close to this text as possible
...
2 shows the pipeline arrangements for a vessel loading a static accumulator
product at a berth
...
For initial loading to two cargo tanks, the limitation will allow a
loading rate of 366 m3/hour to be requested in the example given
...
This will allow the
water to be cleared from the shore line whilst keeping the velocity at the tank inlets below
1 metre/second
...
2 also shows that the smallest diameter section of piping in the system is the
cargo hose which has a diameter of 250mm
...

360mm Main Pipeline

305 mm Branch pipe
Interface
250 mm
Cargo Hose

305mm Cargo line & drop line

Determining the Initial Loading Rate

250mm tank inlets
Line

Diameter

Flow Rate (M3/Hr)at 1 M/S flow

Main Shore Pipeline

360

320

Shore Branch Line

305

262

Hose

250

183

Ship’s Cargo and Drop Line

305

262

Tank Inlets

250

183 x 2 = 366

Therefore an initial loading rate of not more than 366 M3/Hr should be requested for loading to two tanks simultaneously
...

Determining the Maximum Bulk Loading Rate
The smallest pipeline in the loading system is the cargo hose with a diameter of 250mm
...
2 Determining Loading Rates for Static Accumulator Cargoes
11
...
7
...
Some terminals achieve, or try to achieve, a low loading rate
by commencing loading by gravity flow alone
...
The aim of this practice is to achieve a loading rate that will give a
maximum velocity at each of the tank inlets of 1 metre per second
...
1
...
7

Spread Loading
Spread loading presents a number of potentially significant static generation risks which
must be assessed and properly managed if this practice is to be used safely
...
This eductor effect will create a two
phase mixture of product and vapour which will result in increased turbulence and mist
formation within the tank
...

The following precautions should be taken to manage the risks associated with the spread
loading of static accumulator cargoes:
• The overall loading rate should be selected so as to ensure a maximum product
velocity of 1 metre/second into any one tank, assuming even distribution of cargo
between tanks
...

• Not more than four cargo tanks should be loaded at any one time
...

Their use will reduce the cross sectional area of the inlet, resulting in increased tank
inlet velocity and greater turbulence and mist formation
...
The risk assessment should consider:
• The terminal piping configuration, including flow control capability
...

• Ship’s cargo tank condition, for example, previous cargo, tank atmosphere and
physical condition, such as the integrity of heating coils
...

Spread loading should only be carried out when the ship and the terminal are both
satisfied that the risks have been identified and that appropriate risk response measures
have been taken to minimise, avoid or eliminate them
...
1
...
8

Avoiding Contamination
During loading, it is not uncommon to encounter water from operations, such as water
washing, ballasting or line flushing, and charge separation can occur at the interface as
the water settles out
...
For example, cargo tanks and lines that have been flushed with
water should be drained before loading and water should not be permitted to accumulate
in tanks
...

11
...
7
...

Although in theory this means that the precautions applicable to a static sccumulator can
be relaxed, it is still advisable to adhere to them in practice
...
It

can never be certain that the product’s conductivity is above 50 pS/m, unless it is
continuously measured
...
1
...
g
...
75 bar
• For crude oils, with or without added gas: 1
...

For some intermediate cargoes, for example, flash stabilised condensates, some
distillation overhead products, and crude oils with abnormally low methane and ethane
contents, TVP limits may lie between these two values
...

The necessary information should be supplied by the terminal
...
(See Section 11
...
6
...

• Avoiding loading when the wind speed is less than 5 knots
...

• The use of very low topping off rates
...

• Avoiding loading hot oil which has been lying in shore lines exposed to the sun
...
g
...

• Providing additional supervision to see that gas dispersion is monitored and to ensure
compliance with all safety requirements
...
A maximum pressure in the order of 1,000 mm wg should be used and the
loading rate adjusted accordingly
...
1
...
1
...
1

General
The number of cargoes containing significant quantities of hydrogen sulphide (H2S) is
increasing
...
Guidelines on H2S toxicity are to be found in Section 1
...
3 and 8
...

This Section provides practical guidance on operational measures that can be taken to
minimise the risks associated with loading cargoes containing H2S, commonly referred to
as ‘sour’ cargoes
...
1
...
2

Precautions when Loading Cargoes Containing H2S
The following precautions should be considered when preparing to load sour cargoes:
• Before arriving at the loading port, ensure that the cargo system is free of leaks from
cargo piping system, tank fittings and the venting system
...

• Any liquid filled pressure vacuum breakers should be checked to ensure that they are
correctly filled
...
1
...
6 should be used
• Venting to the atmosphere at a relative low pressure should be avoided, in particular in
calm wind conditions
...

• Only personnel actively engaged in vessel security and cargo handling should be
permitted on open decks
...
Visitors should be escorted to and
from the accommodation spaces and briefed on the hazards of the cargo and
emergency procedures
...
Their operational condition should be frequently checked
...

• In ship to ship transfers, particular attention should be given to the difference in
freeboards of the ships and the possibility of vapour not being freely dispersed
...

11
...
10

LOADING HEATED PRODUCTS
Unless the ship is specially designed for carrying very hot cargoes, such as a bitumen
carrier, cargo heated to a high temperature can damage a tanker’s structure, the cargo
tank coatings and equipment, such as valves, pumps and gaskets
...

The following precautions may help to alleviate the effects of loading a hot cargo:
• Spreading the cargo throughout the ship as evenly as possible to dissipate excess
heat and to avoid local heat stress
...

• Taking great care to ensure that tanks and pipelines are completely free of water
before receiving any cargo that has a temperature above the boiling point of water
...
1
...

There may be specific port or terminal regulations relating to loading from the top
...

• If prior agreement is reached between the master and the terminal representative
...

Ballast or slops must not be loaded or transferred from the top into a tank which contains
a flammable gas mixture
...
1
...
1
...
1 General
The fundamental concept of a vapour emission control system is relatively simple
...
However,
the operational and safety implications are significant because the ship and terminal are
connected by a common stream of vapours, thereby introducing into the operation a
number of additional hazards which have to be effectively controlled
...
IMO has developed
international standards for the design, construction and operation of vapour collection
systems on tankers and vapour emission control systems at terminals and OCIMF has
promulgated guidance on vapour manifold arrangements
...

11
...
12
...

In addition, a cylindrical stud should be permanently attached to each presentation flange
face at the 12 o’clock position on the flange bolt circle
...
4mm (1
inch) perpendicular to the flange face, and should be 12
...
Blank flanges, inboard
ends of reducers and hoses for the vapour line will have an extra hole to accommodate
the lug on the presentation flange
...
3)
...

Note : Figure 11
...

11
...
12
...
It is therefore important to ensure that the individual cargo
tank pressure/ vacuum protection devices are fully operational and that loading rates do
not exceed maximum allowable rates
...

Figure 11
...
1
...
4 Cargo Tank Overfill
The risk of overfilling a cargo tank when utilising a VEC system is no different from that
when loading under normal closed conditions
...
The alarm should
provide audible and visual indication and should be set at a level which will enable
operations to be shut down prior to the tank being overfilled
...

Individual overfill alarms should be tested at the tank to ensure their proper operation prior
to commencing loading, unless the system is provided with an electronic self-testing
capability which monitors the condition of the alarm circuitry and sensor and confirms the
instrument set point
...
1
...
5 Sampling and Gauging
A cargo tank should never be opened to the atmosphere for gauging or sampling
purposes while the ship is connected to the shore vapour recovery system unless loading
to the tank is stopped, the tank is isolated from any other tank being loaded and
precautions are taken to reduce any pressure within the cargo tank vapour space
...

11
...
12
...
Unless adequate protective devices are installed and operational
procedures are adhered to, a fire or explosion occurring in the vapour space of a cargo
tank onboard could transfer rapidly to the terminal, and vice versa
...

The design of the terminal vapour collection and treatment system will determine whether
or not flammable vapours can be safely handled and, if they cannot, will include
provisions for either inerting, enriching or diluting the vapour stream and continuously
monitoring its composition
...
1
...
7 Liquid Condensate in the Vapour Line
The ship’s systems should be provided with means to effectively drain and collect any
liquid condensate that may accumulate within vapour pipelines
...
It is important that drains are installed at the low points in the ship’s
piping system and that they are routinely checked to ensure that no liquid is present
...
1
...
8 Electrostatic Discharge
The precautions contained in Section 11
...
7
...
7, with regard to measuring and sampling procedures, should be followed
...
The bonding arrangements should be inspected periodically to check their
condition
...

11
...
12
...

11
...
12
...
Pre-transfer discussions should provide
both parties with an understanding of each others’ operating parameters
...
(See Section 26
...

A summary of the terminal’s vapour emission control system should be included in the
terminal information booklet
...
1
...
1
...
1 Operation of Pumps and Valves
Throughout pumping operations, no abrupt changes in the rate of flow should be made
...
Where possible, such pumps
should not be used
...
A close watch should be kept on the vibration level
throughout the cargo discharge
...
This
effect may damage the pump and other equipment on the ship or at the terminal
...
1
...
2 Closed Discharging
Vessels correctly operating their inert gas systems may be considered to be conducting
‘closed’ discharging operations
...
Air should be admitted to the tanks by the dedicated venting
system
...

When cargo is being run between tanks during discharge operations, care should be
taken to ensure that vapours are vented to deck via the deck apertures protected by flame
screens
...
1
...
3 Inert Gas Procedures
Ships using an inert gas system must have the system fully operational and producing
good quality (i
...
low oxygen content) inert gas at the commencement of discharge
...
Section 7
...

Cargo discharge must not be started until:
• All relevant cargo tanks, including slop tanks, are common with the IG main
...

• The inert gas main is isolated from the atmosphere and, if a cross connection is fitted,
also from the cargo main
...

• The deck isolating valve is open
...

11
...
13
...
g
...
If an inert gas system is installed, it can be used for pressurising
cargo tanks in order to improve pump performance
...
1
...
5 Crude Oil Washing
If the ship needs to crude oil wash all or some of its tanks during discharge, the
responsible officer should incorporate a crude oil washing plan in the required discharge
plan set out in Section 22
...

A full description of the requirements relating to crude oil washing is given in Section 11
...

11
...
13
...
If there is a possibility that, owing to the elevation of the shore tanks above the
level of the ship’s manifold, pressure might exist in the shore line and no non-return
(check) valves are fitted in the shore line, the ship must be informed and the tanker’s
manifold valves should not be opened until an adequate pressure has been developed by
the pumps
...

11
...
13
...
The ship must not open its manifold valves
or start its pumps until a clear signal has been received from the shore that the terminal is
ready
...
A close watch should
be kept on the sea in the vicinity of the hoses to detect leaks
...

11
...
13
...

A close watch must be maintained for any leakage and all openings, air inlets and doors
to enclosed spaces should be kept tightly closed
...

11
...
13
...

The ship should check tank ullages hourly and calculate a discharge rate
...
These
checks should, where possible, include the observations and recording of the shear
forces, bending moments, draught and trim and any other relevant stability requirements
particular to the ship
...
Any discrepancies should be immediately reported
to the responsible officer
...

The ship should carry out frequent inspections of the cargo deck and pumproom to check
for any leaks
...
During darkness,
where safe and practical, the water around the vessel should be illuminated
...
1
...
10 Fluctuations in Discharge Rate
During discharge, the flow of cargo should be controlled by the tanker in accordance with
the agreement reached with the terminal
...

11
...
13
...

Section 11
...
8 should be referred to for guidance on the control of emissions during and
after crude oil washing
...
1
...
12 Failure of the Inert Gas System during Cargo Discharge
Reference should be made to the guidance provided in Section 7
...
12 regarding actions to
be taken in the event of failure of the inert gas system during cargo discharge
...
1
...
13 Stripping and Draining of Cargo Tanks
If, during the discharge of the main bulk of cargo, a slop tank or other selected tank is
used to receive the drainings of tanks being stripped, personnel should be alert to the fact
that the ullage in the receiving tank will be decreasing
...

11
...
13
...

11
...
14

PIPELINE AND HOSE CLEARING FOLLOWING CARGO OPERATIONS

11
...
14
...
The relative heights of the ship and shore manifolds may also
influence procedures
...
1
...
2 Line Displacement with Water
On tankers that have a segregated ballast system, the practice of using cargo pumps on a
sea suction should be avoided if at all possible
...
Due to the added risk of pollution, this
practice should only be undertaken if it is essential and must be carefully planned and
executed
...

Particular attention must be paid to venting the cargo pumps and guaranteeing that no
outflow of oil occurs when opening the sea valve
...

11
...
14
...
The hoses or arms, and perhaps a part of the pipeline system
between the shore valve and the ship’s manifold, are also usually drained into the ship’s
tanks
...

On completion of discharge, the ship’s cargo deck lines should be drained into an
appropriate tank and then be discharged ashore or into a slop tank
...
Cargo
manifolds and arms or hoses should be securely blanked after being disconnected
...

11
...
14
...

• There must be adequate ullage in the reception tank
...

• The inlet to the receiving tank should be located well above any water that may be in
the bottom of the tank
...

11
...
14
...

• Compromising inert gas quality
...

• Oil mists emanating from tank vents
...
1
...
6 Clearing Ship’s Cargo Pipelines
When compressed air or inert gas is used to clear ship’s pipelines, for example, when
evacuating the liquid column above a deep well pump, similar hazards to those identified
above may arise and similar precautions must be observed
...

11
...
14
...
If water or particulate matter is present in the
cargo, the effect is made worse, as the rising gas bubbles will disturb the particulates and
water droplets
...

Therefore, a settling period of 30 minutes should be observed after any blowing of lines
has taken place into a tank
...
However, it is best to avoid the practice of blowing lines
back to tanks containing cargo
...

11
...
14
...
A risk
assessment should be carried out and the operation should only proceed if appropriate
risk responses are in place and operating
...
1
...
4 must be observed
...

Where vapour control and emission regulations require closed operation, the incoming
flow of nitrogen must be restricted to a rate equal to, or less than, the maximum flow of
vapour possible through the vapour return line
...
A small hose or reducer prior to the manifold can be used to restrict the flow
rate, but pressure must be controlled by the terminal
...

It is not appropriate to attempt throttling a gas flow by using a ship’s manifold valve that is
designed to control liquid flow
...
It should be noted that the effect of pressure surge in a gas
is not as violent as in a liquid
...
In such cases, it is
preferable to purge the entire cargo tank before loading
...
This significantly reduces the risk of over-pressurisation that is present when
padding with shore supplied nitrogen as a separate procedure on completion of loading
...

The volume and flow rate may be difficult to control and the agreed delivery rates may be
unexpectedly and suddenly exceeded
...
Should any of this expansion occur in the delivery pipeline,
the flow rate will become uncontrolled and high pressures may be reached extremely

quickly
...

If the ship has reason to believe that traces of liquid nitrogen are arriving at the manifold
valve, as possibly indicated by ice formation on the ship’s lines or valves, or that other
agreed procedures are not being followed, the operation should be suspended until any
non-conformities have been satisfactorily resolved
...
1
...
9 PIGGING
Pigging is a form of line clearing in which an object, most often in the form of a rubber
sphere or cylinder and known as a “pig”, is pushed through the line by a liquid or by
compressed gas
...

A common arrangement for catching the pig is for the shore terminal to provide a pig
receiver, which is mounted outboard of the ship’s manifold, and from which the pig may
be removed
...
7 bar (40 psig) is considered to be the minimum necessary to drive
the pig but pressures of up to 7 bar (100 psig) may be used
...

Propelling gas/liquid volumes; pressures; time required for the pig to travel along the line;
volume of residual cargo in the line and the amount of ullage space available should be
discussed and agreed
...
Failure of the pig to arrive within the expected
time frame will also indicate that free movement of the pig has been restricted
...
Any residual pressure in the shore line must then be bled off before opening
the pig trap or disconnecting cargo arms or hoses
...

11
...
While
tanker personnel have always had to take account of longitudinal bending moments and
vertical shear forces, the actual stability of the ship has seldom been a prime concern
...

Free Surface Effect
The main problem likely to be encountered is the effect on the transverse metacentric
height of liquid free surface in the cargo and ballast tanks
...
The situation will
be most severe in the case of a combination of wide cargo tanks with no centreline
bulkhead and ballast tanks also having no centreline bulkhead (‘J’ tanks)
...
If
sufficient cargo tanks and ballast tanks are slack simultaneously, the overall free surface
effect could well be sufficient to reduce the transverse metacentric height to a point at
which the transverse stability of the ship may be threatened
...
A large free surface area is especially
likely to threaten stability at greater soundings (innages), with associated high vertical
centre of gravity
...

Where they are fitted, interlock devices to prevent too many cargo and ballast tanks from
being operated simultaneously, thereby causing an excessive free surface effect, should
always be maintained in full operational order, and should never be over-ridden
...

It is imperative that masters and officers be aware that partially loading a cargo tank with
heavy weather ballast may present a potential problem due to ‘sloshing’
...

Loading and Discharge Planning
Ballasting and deballasting must be planned and programmed around the cargo
operations so as to avoid exceeding specified draught, trim or list requirements, while at
the same time keeping shear force and bending moments within prescribed limits
...
3

TANK CLEANING

11
...
1

GENERAL
This Section deals with the procedures and safety precautions to be taken for cleaning
cargo tanks and other enclosed spaces after the discharge of volatile petroleum, or nonvolatile petroleum carried in a non-gas free tank
...
3
...
3
...
1

Supervision
A responsible person must supervise all tank cleaning operations
...
3
...
2

Preparation
Both before and during tank cleaning operations, the responsible officer should be
satisfied that all the appropriate precautions set out in Chapter 4 are being observed
...
If craft are
alongside the tanker, their personnel should also be notified and their compliance with all
appropriate safety measures should be checked
...

• The appropriate personnel ashore should be consulted to ascertain that conditions on
the jetty do not present a hazard and to obtain agreement that operations can start
...
3
...

11
...
3
...
For the purposes of this guide, the
oxygen content of the tank atmosphere must not exceed 8% by volume
...
2)
...

Over rich:
An atmosphere that is above the Flammable Range
...

11
...
3
...
1
...
9
...
3
...
3

Washing in a Too Lean Atmosphere
The following precautions must be observed:
(a) Before washing, the tank bottom should be flushed with water and stripped
...
The flushing water should be drained to the tank designed
or designated to receive slops
...
Gas tests must be
made at various levels and due consideration should be given to the possible
existence of local pockets of flammable gas
...

Ventilation should, as far as possible, provide a free flow of air from one end of the
tank to the other
...

(d) If portable washing machines are used, all hose connections should be made up and
tested for electrical continuity before the washing machine is introduced into the tank
...
To drain the hose, a coupling may be partially opened and then re-tightened
before the machine is removed
...
Consideration
should be given to the possible effect of water on the efficiency of the gas measuring
equipment
...
Washing may be resumed when continued ventilation has reduced the gas
concentration to 20% of the LFL and has maintained it at or below that level for a short
period
...
Washing should be stopped to clear
any build-up of wash water
...

(h) Steam should not be injected into the tank
...
(See
Section 11
...
3
...

(j) Chemical additives may be employed provided the temperature of the wash water
does not exceed 60ºC
...
If the wash water temperature is 60ºC or less, washing
should be discontinued if the gas concentration reaches 50% of the LFL
...

11
...
3
...

11
...
3
...

The only way to guarantee that an explosion cannot occur during washing in an
undefined atmosphere, is to make certain that there can be no source of ignition
...

(b) The total water throughput per cargo tank should be kept as low as practicable and
must in no case exceed 180m3 /h
...

(d) Chemical additives must not be used
...

(f) Steam must never be injected into the tank
...
Washing should be stopped to clear
any build-up of wash water
...
Connections should not be broken until
after the machine has been removed from the tank
...

(i) The introduction of sounding rods and other equipment must be done through a full
depth sounding pipe, if fitted
...
This precaution should be observed during washing and for five hours
thereafter to allow sufficient time for any mist carrying a static charge to dissipate
...
During this period:

• An interface detector of metallic construction may be used if earthed to the ship by
means of a clamp or bolted metal lug
...

• A metal sounding rod suspended on a fibre rope should not be used, even if the
end at deck level is fastened to the ship because the rope cannot be relied upon to
provide an earthing path
...

• Ropes made of synthetic polymers should not be used for lowering equipment into
cargo tanks
...
3
...
3
...
1

Portable Tank Washing Machines and Hoses
The outer casing of portable machines should be of a material that will not give rise to an
incendive spark on contact with the internal structure of a cargo tank
...

Washing machines should be electrically bonded to the water hose by means of a suitable
connection or external bonding wire
...

11
...
4
...
Couplings should be connected to the hose in such a way that
effective bonding is ensured between them
...
A record should be kept showing
the date and the result of electrical continuity testing
...
3
...
3

Testing of Tank Cleaning Hoses
All hoses supplied for tank washing machines should be tested for electrical continuity in a
dry condition prior to use and in no case should the resistance exceed 6 ohms per metre
length
...
3
...
4

Tank Cleaning Concurrently with Cargo Handling
As a general rule tank cleaning and gas freeing should not take place concurrently with
cargo handling
...

11
...
4
...
The liquid level should
always be such that the discharge inlets in the slop tank are covered to a depth of at least
one metre to avoid splashing
...

11
...
4
...
Tanks that contain static accumulator oil should always be pumped out
before they are washed with water, unless the tank is kept in an inert condition
...
3
...

11
...
4
...

11
...
4
...

Steaming of Tanks
Because of the hazard from static electricity, the introduction of steam into cargo tanks
should not be permitted where there is a risk of a flammable atmosphere
...

Steaming can produce mist clouds, which may be electrostatically charged
...
The time required to
reach maximum charge levels is also very much less
...

Steaming may only be carried out in tanks that have been either inerted or water washed
and gas freed
...
Precautions should be taken to avoid the build-up of steam pressure
within the tank
...

Use of Chemicals
Constraints on the use of chemicals in tank cleaning will depend on the type of tank
atmosphere
...
Personnel should be made aware of the Threshold Limit
Value (TLV) of the product
...

Tank cleaning chemicals capable of producing a flammable atmosphere should normally
only be used when the tank has been inerted
...

In addition to the above, any manufacturer’s instructions or recommendations for the use
of these products should be observed
...

A Material Safety Data Sheet (MSDS) for tank cleaning chemicals should be onboard the
vessel before they are used and the advice on any precautions to be taken should be
followed
...
3
...
9

Removal of Sludge, Scale and Sediment
Before the removal by hand of sludge, scale and sediment, the tank atmosphere must be
confirmed as safe for entry, with appropriate control measures implemented to protect the

safety and health of personnel entering the space
...
9
...

Equipment to be used for further tank cleaning operations, such as the removal of solid
residues or products in tanks which have been gas freed, should be so designed and
constructed, and the construction materials so chosen, that no risk of ignition is
introduced
...
3
...
12 Cleaning of Contaminated Ballast Spaces
Where leakage has occurred from a cargo tank into a ballast tank, it will be necessary to
clean the tank for both MARPOL compliance and to effect repairs
...

As far as possible, tank cleaning, particularly in the initial stages, should be carried out by
methods other than hand hosing
...
Hand hosing should only be permitted for small areas of contamination, or
for final cleaning
...

After a machine or detergent wash, prior to entry for final hand hosing, the tank must be
ventilated in accordance with the procedures referred to in Section 11
...
6, until readings
at each sampling point indicate that the atmosphere meets the ‘safe for entry’ criteria in
Chapter 10
...

11
...
4
...
This is true whether gas freeing for entry, gas freeing for hot work or for
product quality control
...
It is
therefore essential that the greatest possible care is exercised in all operations connected
with gas freeing
...
4
...
(See Section 10
...

Gas freeing to any other standard for a purpose other than entry without breathing
apparatus, must be thoroughly assessed and understood before operations commence, in
order that all necessary safety measures can be established and implemented
...
4
...

• A responsible officer must supervise all gas freeing operations
...

• Appropriate ‘No Smoking’ regulations should be enforced
...

• Sampling lines should, in all respects, be suitable for use with, and impervious to, the
gases present
...

• Venting of flammable gas should be by the vessel’s approved method
...

• Intakes of central air conditioning or mechanical ventilation systems should be adjusted
to prevent the entry of petroleum gas, if possible, by recirculation of air within the
spaces
...

• Gas vent riser drains should be cleared of water, rust and sediment, and any steam
smothering connections tested and proven satisfactory
...

• If petroleum vapours persist on deck in high concentrations, gas freeing should be
stopped
...

• If at any time it is suspected that gas is being drawn into the accommodation, central
air conditioning and mechanical ventilation systems should be stopped and the intakes
covered or closed
...

If for any reason this is necessary, there should be close consultation with, and
agreement by, both the terminal representative and the port authority
...

• If craft are alongside the tanker, their personnel should also be notified and their
compliance with all appropriate safety measures should be checked
...
When the
gas level within the tank has fallen to 25% of the LFL or less, openings in enclosed or
partially enclosed spaces may be opened to complete the ventilation
...

Additional considerations which apply when tanks have been inerted are given in Section
7
...
6
...

11
...
4

GAS TESTING AND MEASUREMENT
In order to maintain a proper control of the tank atmosphere and to check the
effectiveness of gas freeing, a number of gas measuring instruments should be available

on the ship
...
3 provides details of these instruments and Section 8
...

Atmosphere testing should be undertaken regularly during the gas freeing operation to
monitor progress
...
In large compartments, tests should be made
at widely separate positions
...
This allows relatively stable
conditions to develop within the space
...

On completion of gas freeing, all openings, except the tank hatch, should be closed
...
If the valves or vent risers are fitted with devices designed
to prevent the passage of flame, these should also be checked and, if necessary,
cleaned
...
4
...

Where cargo tanks are gas freed by means of one or more permanently installed blowers,
all connections between the cargo tank system and the blowers should be blanked,
except when the blowers are in use
...

Valves on the systems, other than those required for ventilation, should then be closed
and secured
...
4
...
Their construction materials should be such that no hazard
of incendiary sparking arises if, for any reason, the impeller touches the inside of the
casing
...

The capacity and penetration of portable fans should be such that the entire atmosphere
of the tank on which the fan is employed can be made non-flammable in the shortest
possible time
...
Where these
extension tubes incorporate synthetic materials, care should be taken to ensure that they
are effectively bonded to the ship’s structure
...

Ventilation outlets should generally be as remote as possible from the fans
...

11
...
7

VENTILATING DOUBLE HULL BALLAST TANKS
The complexity of the structure in double hull and double bottom tanks makes them more
difficult to gas free than conventional ballast tanks
...

Whenever possible, these guidelines and procedures should be developed in conjunction
with the shipbuilder and should be based on actual tests and experiments, as well as on
calculation
...
Details should also include the time required for
each method of ventilation to gas free the tank for entry
...

Where portable fans are used for ventilation purposes, the above information should be
provided for a range of drive pressures and different numbers of fans
...
Otherwise the
tests referred to above should be carried out for each tank
...

11
...
8

GAS FREE IN PREPARATION FOR HOT WORK
In addition to meeting the requirements of Section 11
...
2, the requirements of Chapter 9
must also be complied with
...
5

CRUDE OIL WASHING

11
...
1

GENERAL
A crude oil tanker fitted with an inert gas system and approved fixed washing equipment
in its cargo tanks, can use crude oil from the cargo as the tank washing medium
...
It is most
frequently carried out while the tanker is discharging cargo and permits the removal of oil
fractions adhering to, or deposited on, tank surfaces
...
As a
consequence, the need to water wash the discharged tanks during the ballast voyage for
the removal of residues is much reduced and, in some cases, entirely eliminated
...

11
...
2

ADVANCE NOTICE
When it is required to carry out crude oil washing during cargo discharge, the master
should inform the competent authority and the terminal (or vessel when ship to ship
transfer is involved) at least 24 hours in advance, or in such time as is required
...

11
...
3

TANK WASHING MACHINES
Only fixed tank washing machines may be used for crude oil washing
...
5
...
1
...
9
...
5
...

The system should be drained down after testing to avoid the risk of thermal expansion of
the oil causing leaks
...

During crude oil washing, the system must be kept under constant observation so that any
leak can be detected immediately and action taken to deal with it
...

11
...
6

AVOIDANCE OF OIL/WATER MIXTURES
Mixtures of crude oil and water can produce an electrically charged mist during washing
having potentials considerably in excess of that produced by ‘dry’ crude oil
...
Before washing begins, any tank which is to be used as a
source of crude oil for washing, should be partly discharged to remove any water which
has settled out during the voyage
...

For the same reason, if the slop tank is to be used as a source of oil for washing, it should
first be completely discharged ashore and refilled with dry crude oil
...
5
...

11
...
8

CONTROL OF VAPOUR EMISSIONS
During crude oil washing, hydrocarbon gas is generated within the cargo tanks beyond
normally existing levels
...
Some port authorities
prohibit such discharges
...

(b) By containing gas in empty cargo tanks by simultaneous ballasting and cargo
discharge, where the ullage spaces of the tanks being ballasted are directly connected
to those of the tanks being discharged
...
This requires that, on completion of the discharge,
the tank pressure is at a minimum and all cargo tanks are made common via the inert
gas line
...
closed, the gases are compressed within the vessel up to a safe
margin below pressure/vacuum valve and breaker settings
...

All non-return devices must be closed to prevent the backflow of inert gas into the inert
gas plant
...

Generally, the ullage spaces of all cargo tanks are connected by the inert gas main line
...
Where the ballast rate exceeds
the discharge rate, it may be necessary to reduce or even temporarily stop the flow of
inert gas to the tank system
...
5
...

11
...
10

CAUTIONARY NOTICE
A notice should be prominently displayed in the cargo and engine control rooms, on the
bridge and on the notice boards of ships which have crude oil washing systems fitted
...

VALVES MUST NOT BE OPERATED BY UNAUTHORISED PERSONNEL

11
...
6
...
Additionally, it addresses the question of segregated ballast tank
(SBT) vessels taking extra ballast in cargo tanks as storm ballast, or to meet air draft
restrictions for navigational purposes
...
6
...

The specific agreement of the terminal representative must be obtained before the
simultaneous handling of cargo and non-segregated ballast takes place
...
6
...
1

Allowance for Stress
Ballast must be loaded and discharged in such a way as to avoid the ship’s hull being
subjected to excessive stress at any time during the operation
...
6
...
Closed loading
procedures should be followed
...

• When taking ballast into cargo tanks that contain hydrocarbon vapour, gas is expelled
which may be within the flammable range on mixing with air
...

• When taking ballast into tanks that previously contained cargoes that required closed
operations, the ballast should also be loaded ‘closed’ by following the procedures in
Section 11
...
6
...

• Ballast must not be loaded over the top (overall) into tanks containing hydrocarbon
vapour
...
6
...
1

Operation of Cargo Pumps
When starting to ballast, cargo pumps should be operated so that no oil is allowed to
escape overboard when the sea suction valve is opened
...

11
...
3
...

• The initial flow of ballast should be restricted at the pump discharge, so that the
entrance velocity into the tank is less than 1 metre/second until the longitudinals are
covered or, if there are no longitudinals, until the depth of the ballast in the tank is at
least 1
...

These precautions are required to avoid the spraying effect that may lead to a build up of
an electrostatic charge in a mist or spray cloud near the point where the ballast enters the
tank
...

11
...
4

LOADING SEGREGATED BALLAST
In general, there are no restrictions on ballasting segregated ballast tanks (SBT) during
the cargo discharge operation
...

• Ballast should not be loaded if it may cause the vessel to exceed the maximum safe
draft for the berth
...

• Care should be taken when ballasting that excessive free surface is not allowed to
occur which may result in the vessel assuming an angle of loll, jeopardising the
integrity of the loading arms
...
(See
also Section 11
...

11
...
5

DEBALLASTING IN PORT

11
...
5
...

11
...
5
...
In some ports ballast may be sampled and tested for contaminants before
deballasting can commence
...
The operation should be stopped immediately in the
event of contamination being observed
...
6
...
3

Deballasting of a Ship Fitted with an Inert Gas System
Ships fitted with an inert gas system must replace the ballast discharged from cargo tanks
with inert gas, so as to maintain the oxygen content of the tank atmosphere at not more
than 8% by volume
...
6
...
When segregated
ballast is being discharged, it is prudent to monitor the ballast being discharged overboard
by means of a ballast water monitor
...

11
...
6
...
Care must be
taken, however, not to exceed the maximum draught for the berth and to include the
ballast weights in the hull stress calculations
...
6
...
2

Discharging Segregated Ballast to Shore
Some terminals require that segregated ballast is discharged into shore tanks to meet
environmental restrictions
...

Operators should produce carefully considered procedures for managing this operation
which should address the following issues:
• Cross connection fitting
...

• Draft and air draft requirements
...

• Cargo line setting procedure
...

• Segregation of ballast and cargo
...

• Removal of cross connection and isolation of the systems
...
6
...

11
...
7
...

Wherever possible, this should be achieved by use of closed gauging and sampling
equipment
...
The use of closed sampling
equipment may cause cross contamination of product samples and, where this is the
case, the terminal operator may wish to undertake open sampling
...
Risk mitigation measures, including the use
of appropriate personal protective equipment, if necessary, should be put in place before
starting the operation
...
Such equipment will enable
ullages, temperatures, water cuts and interface measurements to be obtained with a
minimum of cargo vapours being released
...

When it is not possible to undertake closed gauging and/or sampling operations, open
gauging will need to be employed
...

As cargo compartments may be in a pressurised condition, the opening of vapour lock
valves, ullage ports or covers and the controlled release of any pressure should be
undertaken by authorised personnel only
...
Personnel should
therefore keep their heads well away from the issuing gas and stand at right angles to the
direction of the wind
...
In addition, depending on the nature of the cargo
being handled, consideration may have to be given to the use of appropriate respiratory
protective equipment
...
8 and 11
...
3)
...

11
...
2

MEASURING AND SAMPLING NON-INERTED TANKS

11
...
2
...
The discharges may come from charges on the equipment itself or
charges already present in the tank, such as in the liquid contents, on water or oil mists or
on inert gas particulates
...

Precautions are necessary to deal with two distinct types of hazard:
• The introduction of equipment that may act as a spark promoter into a tank that already
contains charged materials
...

Each requires different mitigation measures
...
1 provides a summary of the precautions to be taken against electrostatic
hazards when ullaging and sampling non-inerted cargo tanks
...
1 to be inserted as close to this text as possible
...
7
...
2]

Flow of static accumulator
liquids
[Sections 11
...
7 & 11
...
2
...
7
...
3 &
11
...
3
...
7
...
3]

(Sections 11
...
3
...
3
...
5(i)]

(i) metallic equipment not
earthed or bonded:

Use of ropes or tapes made
of synthetic materials for
lowering into cargo tanks
not permitted at any time

Not permitted at any time

Not permitted during
washing and for 5
hours thereafter
No restrictions

“

Not permitted during
loading and for 30
minutes thereafter

“

No restrictions

No restrictions

Sounding pipe is used

(a) Sounding pipe is
used
or
(b) Tank is continuously
mechanically ventilated,
when 5 hours can be
reduced to 1 hour

Electrostatic Hazard
[Chapter 3]

[Section 3
...
4 & 11
...
2
...
1 Summary of Precautions against Electrostatic Hazards when
Ullaging and Sampling Non-Inerted Tanks
11
...
2
...
Metallic components of any equipment to be lowered into a tank should be
securely bonded together and to the tank before the sampling device is introduced, and
should remain earthed until after removal
...

Equipment should be designed to facilitate earthing
...
The stud should have electrical continuity
through the frame to the metal measuring tape
...

Those responsible for the supply of non-conductive and intermediate conductive
equipment to ships must be satisfied that the equipment will not act as spark promoters
...
For example, if a plastic sample bottle holder includes a metallic
weight, the weight must be bonded as described above or fully encapsulated in a
minimum of 1 cm thick plastic
...
4 to be inserted as close to this text as possible
...
6
...
6
...
6
...
3 are
Complied With

Yes

Permitted
Provided that all Metallic or
Conducting Components are
Bonded and Earthed before
Introduction into the Tank
and Remain so until after
Removal from Tanks, and
that no Synthetic Tapes or
Ropes are Used
...
4 Precautions Required when using Portable Measuring and
Sampling Equipment

Measures to avoid introducing charged objects
The suitability of equipment made wholly of non-metallic components depends upon the
volume and surface resistivity of the materials employed and their manner of use
...
Natural fibre rope should be used because
synthetic rope generates significant static charge when sliding rapidly through an
operator’s gloved hand
...

A material of intermediate conductivity, such as wood or natural fibre, generally has
sufficient conductivity as a result of water absorption, to avoid the accumulation of
electrostatic charge
...
There should be a leakage path to
earth from such materials, so that they are not totally insulated, but this need not have the
very low resistance normally provided for the bonding and earthing of metals
...

11
...
2
...
Metallic
dipping, ullaging and sampling equipment should be bonded and earthed to avoid sparks
...
Since such discharges can be
incendive, no dipping, ullaging or sampling with metallic equipment should take place
while a static accumulator is being loaded due to the possibility of the presence of a
flammable gas mixture
...
This is to allow the settlement of gas
bubbles, water or particulate matter in the liquid and the dissipation of any electrical
potential
...
4
...
Dipping, ullaging or sampling with non-metallic
equipment lowered on clean natural fibre line is therefore permissible at any time
...
2
...

Sounding Pipes
Operations carried out through sounding pipes are permissible at any time, because it is
not possible for any significant charge to accumulate on the surface of the liquid within a
correctly designed and installed sounding pipe
...
The pipe should be slotted in order to
prevent any pressure differential between the inside of the pipe and the tank and to
ensure that true level indications are obtained
...
Dipping, ullaging and sampling within a
metal sounding pipe are therefore permissible at any time, provided that any metallic
equipment is properly earthed
...

11
...
2
...
7
...
4 should be followed
...
7
...
5

Ullaging and Dipping in the Presence of Water Mists
When tank washing operations are performed, it is essential that there should be no
unearthed metallic conductor in the tank, and that none should be introduced while the
charged mist persists, that is, during washing and for 5 hours after the completion of the
operation
...
The equipment can
contain or consist entirely of non-metallic components
...
(See Section 3
...
4)
...
If there is any doubt about earthing, the operation should not be
permitted
...

11
...
3

MEASURING AND SAMPLING INERTED TANKS
Ships fitted with inert gas systems will have closed gauging systems for taking
measurements during cargo operations
...

Ships equipped with a vapour lock on each cargo tank can measure and sample cargo
without reducing the inert gas pressure
...
When using the equipment, the valves of the vapour lock should
not be opened until the instrument is properly attached to the standpipe
...

Sonic tapes, temperature tapes etc
...
The requirements for portable electrical
equipment apply to these measurement devices
...
3)
...

When it is necessary to reduce the pressure in any tank for the purposes of measuring
and sampling, the following precautions should be taken:
• A minimum positive inert gas pressure should be maintained during measurement and
sampling
...
7
...
No cargo or ballast operations are
to be permitted in cargo compartments while the inert gas pressure is reduced to allow
measuring and sampling
...
In the intervals between the different stages of cargo measurement (e
...

between ullaging and taking temperatures) the relevant access point should be kept
firmly closed
...
(See

Section 7
...

• Measuring and sampling which require the inert gas pressure to be reduced and cargo
tank access points opened, should not be conducted during mooring and unmooring
operations or while tugs are alongside
...
To minimise this risk in such
circumstances, care should be taken to maintain sufficient positive pressure within the
tank being measured or sampled
...
In order to avoid the ingress of air or
an excessive release of inert gas, it is essential that during this operation tanks are not
opened which are still being discharged
...
7
...
1

Static Accumulator Cargoes in Inerted Cargo Tanks
...

However, very high electrostatic potentials are possible due to particulates in suspension
in inert gas
...
1
...
8 and 11
...
2
...

• In the event of air ingress
...

• During initial inerting of a tank containing a flammable gas mixture
...
Therefore, no object should be introduced until the
initially very high potential has had a chance to decay to a more tolerable level
...
After 30
minutes, equipment may be introduced, subject to the same precautions as for water
mists caused by washing
...
7
...
5)
...
7
...

Loading terminals have a responsibility to advise the master if the cargo to be loaded
contains hazardous concentrations of toxic substances
...
This transfer of information is covered by the Ship/Shore Safety Check List
(see Section 26
...

The ship must also advise the terminal and any other personnel, such as, tank inspectors
or surveyors, if the previous cargo contained toxic substances
...

When closed gauging or sampling cannot be undertaken, tests should be made to assess
the vapour concentrations in the vicinity of each access point when open, in order to
ensure that concentrations of vapour do not exceed the Threshold Limit Value (TLVSTEL) of the toxic substances that may be present
...
Access points should be
opened only for the shortest possible time
...

Reference should be made to Section 1
...

11
...
5

CLOSED GAUGING FOR CUSTODY TRANSFER
The gauging of tanks for custody transfer purposes should be effected by use of a closed
gauging system or via vapour locks
...

Corrections for datum levels, and for list and trim, should be checked and approved by the
vessel’s classification society
...
Such instruments should have the appropriate approval certificates and
should also be calibrated
...

11
...
8
...
If the safety precautions are not being observed on
either vessel, the operations must not be started or, if in progress, must be stopped
...

A full description of the safety aspects of transfer operations is contained in the
ICS/OCIMF publications ‘Ship to Ship Transfer Guide (Petroleum)’ and ‘Ship to Ship
Transfer Guide (Liquefied Gas)’
...

11
...
2

SHIP TO BARGE TRANSFERS
In tanker/barge transfers of petroleum, only authorised and properly equipped barges
should be used
...
If the safety
precautions are not being observed on either the barge or the tanker, the operations must
not be started or, if in progress, must be stopped
...

The rate of pumping from ship to barge must be controlled according to the size and
nature of the receiving barge
...

If there is a large difference in freeboard between the ship and the barge, the barge crew
must make allowance for the contents of the hose on completion of the transfer
...
If the tanker is at anchor, it may be appropriate
for the barge to drop anchor clear of the tanker, where it could remain secured to wait for
assistance
...

11
...
3

SHIP TO SHIP TRANSFERS USING VAPOUR BALANCING
Specific operational guidance should be developed to address the particular hazards
associated with vapour emission control activities during ship to ship transfer operations
using vapour balancing techniques
...
1
...
4
should be followed
...
8
...
The co-operation of the terminal in establishing these
arrangements and procedures is essential
...
8
...

In ships dedicated to ship to ship transfers, an insulating flange or a single non-conducting
length of hose should be used in the hose string
...
For the same reason, when such a dedicated ship is involved in ship to shore
cargo transfers, care should be taken to ensure that there is no insulated conductor
between the ship and shore through, for example, the use of two insulating flanges on one
line
...
If both have properly functioning
impressed current cathodic protection systems, this is probably best achieved by leaving
them running
...

However, if one of the ships is without cathodic protection, or its impressed system has
broken down, consideration should be given to switching off the impressed system on the
other ship well before the two ships come together
...
9

SHIP’S MOORINGS

11
...
1

GENERAL
The OCIMF Publication ‘Mooring Equipment Guidelines’ describes how tankers can be
most effectively moored at a jetty or sea island
...

11
...
2

TANKER’S MOORING EQUIPMENT
Before arrival at a port or a berth, all necessary mooring equipment should be made ready
for use and all mooring machinery should be inspected and proven to be in working order
...
Unless anchoring is
prohibited, anchors should be cleared ready for use
...
9
...
All personnel engaged in mooring operations should be formally trained to
ensure they are competent and are aware of the hazards involved
...

Chapter 12

CARRIAGE AND STORAGE OF HAZARDOUS MATERIALS
This Chapter provides guidance on the carriage and stowage of hazardous
materials carried on board tankers as cargo, ship’s stores, or as cargo samples
...

Guidance on the properties of such cargoes may be obtained from the ICS Tanker
Safety Guide (Chemicals) or from the shipper
...

12
...
5 below, the following safeguards should be
observed when handling packaged liquefied gas cargoes:
• Pressurised receptacles should be suitably protected against physical damage from
other cargo, stores or equipment
...

• Pressurised receptacles should be stowed in such a position that the safety relief
device is in contact with the vapour space within the receptacle
...

• Cylinders stowed below deck should be in compartments or holds capable of being
ventilated and away from all sources of heat, accommodation and working areas
...

Temperatures should be kept down and hold temperatures should not be permitted to rise
above 50ºC
...

• The liquefied gas containers should be sprayed with water if loading or discharge
operations are carried out in direct tropical sunlight
...

• The deck should be dampened down
...
2

SHIP’S STORES

12
...
1

GENERAL
Any chemical or hazardous material placed onboard ship as cargo or ship’s stores should
be accompanied by a Material Safety Data Sheet (MSDS)
...
It should not be put into
use until satisfactory user information is provided
...
2
...
(SOLAS II-2, Regulation 18
...

12
...
3

CHEMICALS
All chemicals should be stowed in a designated and dedicated storage location
...
Information
on the fire fighting medium for each chemical should be readily available by means of the
product’s MSDS
...
2
...
If flammable
liquids are used, they should have a high flashpoint
...

Flammable cleaning liquids should be kept in closed, unbreakable, correctly labelled
containers and should be stored in a suitable compartment when not in use
...
All such liquids should be stowed and
used in compliance with the manufacturer’s instructions
...

12
...
Consideration should be given to storing samples in a location protected
by a fixed fire fighting system, such as a paint locker
...

Owners should have a policy that addresses the disposal of samples with the aim of
minimising the period of retention after the relevant cargo has been discharged
...

12
...
4
...
If sawdust
is stored on board, care should be taken to ensure that it is stowed in a dry condition and,
if possible in a cool location
...
(See
Section 4
...

When sawdust has been used to clean up a minor oil spill, the contaminated sawdust
should be stowed separately, in a sealed container and in a safe location, clear of the
accommodation and hazardous areas
...

Oil impregnated sawdust and absorbent granules should be disposed of as early as
possible, either ashore or via the ship’s waste incinerator
...
4
...

Particular consideration should be given to the storage of garbage that is designated as
‘special waste’, such as batteries, sensors and fluorescent tubes, to ensure that only
compatible materials are stowed together
...
5

PACKAGED CARGOES

12
...
1

PETROLEUM AND OTHER FLAMMABLE LIQUIDS
Packaged petroleum cargoes are usually shipped in steel drums of approximately 200
litres capacity
...

In addition to the general safety precautions for handling bulk petroleum, the following
procedures should be observed when handling packaged petroleum products
...
5
...
1

Loading and Discharging
Packaged petroleum and other flammable liquids should not be handled during the
loading of volatile petroleum in bulk, except with the express permission of both the
responsible officer and the terminal representative
...

12
...
1
...
The following precautions should be taken:
• Stevedores must comply with smoking restrictions and other safety regulations
...

• All hoists should be of a size suitable for passing through hatches with ample
clearance
...

• Goods should preferably be palleted and secured
...
If goods are not presented on pallets, cargo trays or fibre
rope slings may be used
...

• Loose gas cylinders should be handled with cargo nets of a sufficiently small mesh
...

• Packages should be placed on dunnage on the deck or in the hold
...

• Cans and drums should be stowed with caps and end plugs uppermost
...
The
height to which cargo can be safely stowed should be related to the nature, size and
strength of the packages
...

• Sufficient suitable dunnage should be used to prevent possible damage during the
voyage
...

• During darkness, adequate approved lighting should be provided overside and in the
hold
...

• No materials liable to spontaneous combustion should be used as dunnage or stowed
in the same compartment as the packages
...

• On completion of loading or discharge and prior to closing hatches, the hold should be
inspected to check that everything is in order
...
5
...

The master should only permit packaged dangerous goods aboard the ship which have
been properly identified by the shipper of the goods and declared as being properly
packaged, marked and labelled in compliance with the appropriate provisions of the
International Maritime Dangerous Goods (IMDG) Code, taking into consideration, as
appropriate, the IMO Recommendations on the Safe Transport, Handling and Storage of
Dangerous Substances in Port Areas
...

Attention is drawn to the advice for dealing with spillage or fire contained in the IMO guide
‘Emergency Procedures for Ships Carrying Dangerous Goods — Group Emergency
Schedules’
...

12
...
2
...
Extreme care is necessary when handling anti-knock compounds because of the
toxic hazards arising from skin contact or vapour inhalation
...

12
...
2
...
Any such product should be accompanied by an appropriate
MSDS and the guidelines for handling and stowage should be complied with
...
5
...
(See Chapter 10)
...
If handling operations are
interrupted and hatches are closed, the atmosphere should be re-tested before resuming
work
...
5
...
(See Section 4
...

12
...
5

SMOTHERING TYPE FIRE EXTINGUISHING SYSTEMS
When packaged petroleum or other flammable liquids are being handled, the control
valves of any smothering system in the holds should be closed and precautions taken to
prevent unauthorised or accidental opening of these valves
...

12
...
6

FIRE-FIGHTING PRECAUTIONS
In addition to the precautions outlined in Section 24
...

12
...
7

FORECASTLE SPACES AND MIDSHIP STORES
Packaged petroleum or other flammable liquids should not be carried in the forecastle
spaces, midship stores or any other space unless such spaces have been specifically
designed and classified for the purpose
...
5
...

All packages should be stowed well clear of all deck fittings, including tank and valve
controls, fire hydrants, safety equipment, steam pipes, deck lines, tank washing openings,
doorways and ladders
...

12
...
9

BARGES
Barge personnel should comply with the relevant requirements of Chapter 4, particularly
with regard to restrictions on smoking, naked lights and the use of cooking appliances
...
During the hours of darkness, barges containing packaged petroleum or other
flammable liquids should only be allowed to remain alongside a tanker if adequate safe

illumination is provided and there are means of ensuring compliance with smoking
restrictions and other safety requirements
...

Guidance on manning levels, the management of fatigue and the control of drugs
and alcohol are contained in this Chapter
...
1

MANNING LEVELS
The International Convention on Standards of Training, Certification and Watchkeeping
for Seafarers (STCW) and SOLAS 74/78 as amended, require the flag State to issue each
ship with a Minimum Safe Manning Certificate
...
It is the master’s
responsibility to ensure that the ship does not proceed to sea unless the manning level
complies with at least the statutory minimum
...

13
...
The Code contains specific requirements for personnel serving on oil tankers,
chemical tankers and gas carriers
...
They also establish a minimum level
of fire fighting training for ship’s personnel, according to their duties and responsibilities
...
3

HOURS OF REST

13
...
1

STATUTORY REQUIREMENTS
The STCW Code requires tanker personnel to have sufficient hours of rest to ensure that
they are 'fit for duty' and are therefore able to carry out their duties safely
...
The definition of the rest period
enables some flexibility of operation to be achieved
...
However, when complex or protracted operations are
undertaken, in order to comply with Code’s provisions, it may be necessary to suspend
operations to provide an adequate rest period for those personnel most heavily engaged
in the operation
...
Any additional personnel involved with the operations must be competent and
familiar with the risks associated with handling petroleum
...
3
...

Guidance on fatigue mitigation and management is contained in IMO MSC Circular 1014,
dated 12th June 2001
...
4

DRUG AND ALCOHOL POLICY

13
...
1

INDUSTRY GUIDELINES
The international oil tanker industry has operated a voluntary Drug and Alcohol Policy for
a number of years and guidance for operators is provided in publications, such as:
• Guidelines for the Control of Drugs and Alcohol Onboard Ship (OCIMF)
...

The implementation of policies and operating procedures aimed at providing a work place
with personnel unaffected by drugs and alcohol, will greatly improve operational safety
and employee’s health
...

13
...
2

CONTROL OF ALCOHOL
The consumption of alcohol should be controlled to ensure no person is intoxicated while
on board
...

Controls on consumption should ensure that personnel are able to carry out scheduled
duties free from the effects of alcohol
...

On vessels operating with an Unmanned Machinery Space (UMS), the officer on standby
duty, on call to answer UMS alarms, is considered to be on duty
...

The issue of alcohol onboard should be carefully controlled under the guidelines set out in
the company’s policy and should be monitored by the master
...
4
...

Tests may be performed for the following reasons:
• Reasonable suspicion
...

• Pre-employment and random
...

Alcohol testing may be performed with an Evidential Breath Testing Device, which should
conform to an industry-accepted standard
...
5
...

Procedures should require the Master to immediately notify the ship’s owner/operator,
together the authorities at the next port of call:
• of any suspicious circumstances during the voyage that can be related to the trafficking
of drugs or other contraband
...

• if any drugs or other contraband are found aboard
...

Chapter 14

SPECIAL SHIP TYPES
This Chapter sets out safety measures to be taken on combination carriers in
addition to those necessary for conventional tankers
...

Other types of combination carriers, which may for example carry liquefied gas and
petroleum, or containers and general cargo, are not covered
...
Section 14
...

14
...
1
...

Attention should be paid to the gas contents of wing tanks when the vessel is discharging
bulk ore
...

Between cargo holds there may be a void space, through which various piping systems
can pass and which provide access to tank valves and double bottom tanks
...
On some ships, two duct keels are
fitted, one on either side of the centre line
...
These spaces may be fitted with fixed
lighting, fixed washing systems and a fixed gas monitoring system
...

Furthermore, they are adjacent to cargo holds and ballast tanks, so both hydrocarbon
vapour and inert gas may leak into them
...
Enclosed space
entry requirements given in Chapter 10 should be strictly applied
...

14
...
2

TYPES OF COMBINATION CARRIERS

14
...
2
...
This type of ship is also designed to carry other
types of dry bulk cargo, such as grain or coal
...
In some cases, holds may have
wing tanks
...
In addition, oil may be carried in
one or more sets of upper hopper tanks, and where there are wing tanks, they may also

be used
...
Permanent
ballast may be carried in top and bottom hopper tanks and in double bottom tanks
...

Conventional bulk carrier hatches, normally of the side rolling type, are fitted with a
special sealing arrangement
...

14
...
2
...
They were not usually designed to carry light
bulk cargoes
...

Heavy ore concentrates are carried only in the centre holds
...

Holds are constructed so as to extend approximately one half of the total breadth of the
ship
...
Holds are always constructed with double bottom
spaces beneath them
...

Cargo pipelines are usually installed in the wing tanks, whilst ballast pipelines are typically
installed in the double bottom tanks
...

14
...
3

SLACK HOLDS IN COMBINATION CARRIERS
Because of the broad beam and size of the holds, the very large free surface in slack
holds, i
...
holds not filled to within the coaming, permits substantial movement of liquid,
which can result in both loss of stability and ‘sloshing’
...

In compliance with government requirements, all combination carriers are supplied with
stability data and loading and unloading instructions
...
Generally, these instructions will specify a maximum
number of cargo holds or tanks which may be slack at any one time
...

Where double bottom ballast tanks extend across the whole width of the vessel, the free
surface effect of water in these tanks will be as great as that of full cargo holds and
account must be taken of this fact
...
Such systems may fail or can
be bypassed, and it is recommended that a conspicuous notice is displayed at the cargo
control station warning of the danger of free surface effect and stating the maximum
number of holds that can safely be slack at any one time
...

Terminal operators should appreciate that combination carriers may be subject to loading
rate limitations and to specific discharge procedures
...

If a loss of stability becomes evident during loading or discharge, all cargo, ballast and
bunker operations must cease and a plan be prepared for restoring positive stability
...

The specific action required to restore stability will be determined by the vessel’s detailed
stability information in relation to a particular condition
...

• Where slack double bottom tanks exist, these should be filled, starting with those on
the low side, followed by those on the high side
...
It must be
recognised that this will initially result in a further loss of stability caused by the
additional free surface effect
...

• No attempt should be made to correct a list by filling compartments on the high side as
this is likely to result in a violent change of list to the opposite side
...
To attempt to control a list
by adjusting mooring rope tension could be dangerous and is therefore not
recommended
...

14
...
4

SLOSHING
‘Sloshing’ is the movement of liquid within a hold when the vessel is rolling or pitching
...

• An electrostatically charged mist in the ullage space in holds partially filled with a
mixture of oil and water, such as dirty ballast or retained tank washings
...

In order to eliminate these problems, slack holds should be avoided wherever possible
...

14
...
5

LONGITUDINAL STRESS
Consideration should be given to the distribution of the weights along the ship, taking
account of the ship’s longitudinal strength
...
1
...

Owing to the movement of liquid within the cargo hold in rough sea conditions, the
possibility of liquid entering the vent line is greater than on a conventional tanker
...
A blockage may also
occur if the vessel has been in very hot weather which has caused the cargo to expand
above the gas line outlet
...

These drains may become blocked, particularly during the carriage of high pour point
cargoes, and gas lines should be blown through with inert gas to ensure they are clear
...
Wing tanks should be maintained either in a gas free or an inert condition
...
1
...

However, differences in design and operation give rise to certain particular considerations
for combination carriers
...
These holds may extend to the full width of the ship and, even at small angles
of roll, agitation of clean or dirty ballast in a slack hold may result in the generation of
static electricity
...

The cargo holds of combination carriers are adjacent to ballast and void spaces
...

Consequently gas pockets may form which, because of the complex structure of these
spaces, could be difficult to disperse
...

If slops are retained on board due to the lack of reception facilities, the slop tank or tanks
should be maintained in an inert condition and at a minimum pressure of 100 mm water
gauge at all times
...
The tanks should be reinerted if the oxygen level is found to be more than 8%
...

Additionally, all cargo lines to and from the slop tanks should be isolated by means of
blanks
...
These blanks should remain in
place at all times when cargoes other than oil are being handled or carried
...
1
...

Regular attention should be paid to the closing devices, for example, by adjusting them
evenly and by lubrication of screw threads
...

A positive test of the efficiency of the sealing arrangements can be carried out by
pressurising the holds with inert gas or other fixed gas-freeing system and applying a
soapy solution to the sealing arrangements
...

The cover joints should be examined for gas leakage when the compartment is loaded
with liquid cargo
...
Additional sealing by means of tape
or compound may be necessary
...

Most combination carriers use synthetic rubber for the hatch seals, and this material
should be examined whenever a suitable opportunity occurs
...

The hatch covers on combination carriers generally work when the ship is in a seaway
and it is thus possible for the steel hatch cover to rub on the steel coaming or remnants of
a previous dry bulk cargo
...

In order to ease the opening and closing of hatches, it is important to keep hatch cover
runways clear of foreign matter
...

Owing to the height of hatch coamings, which are partially filled on completion of loading a
liquid cargo, all maindeck openings into cargo holds may have to withstand a positive
pressure
...
, provide an oil tight and gas tight seal
...

14
...
9

TANK WASHING
Any tank washing is to be carried out in accordance with the Crude Oil Wash Manual
when carrying oil, or when converting from oil to dry bulk cargoes
...
Holds containing dirty ballast should not be discharged when the ship is rolling
or pitching
...
All closing
devices should be kept secured to prevent movement of the hatch covers
...
They should then be
inspected internally to confirm this condition
...

Most dry bulk ports require a gas free certificate to be issued in respect of a combination
carrier presenting to load or discharge dry bulk cargo
...

14
...
10

CARRIAGE OF SLOPS WHEN TRADING A DRY BULK CARRIER
Before a combination carrier is to be operated as a dry bulk carrier, every effort should be
made to ensure that any oil contained in the slop tanks is discharged ashore
...

If, however, slops cannot be discharged and have to remain on board, the following
precautions should be taken:
• All slops must be collected in the slop tank specially designated for this purpose
...

• The slop tank should be purged with inert gas and a positive pressure maintained
within the tank at all times
...

• Unless the tank is fully inerted, the slops should be handled in such a way as to avoid
a free fall of slops into the receiving tank, as this may cause a build up of an
electrostatic charge
...
If, however, it is impossible to remove the slops because of the
lack of shore reception facilities for oily residues, the slop tank should be treated as
indicated above and a report forwarded to the owner and the appropriate administration
...
1
...

The known weak structural points are as follows:
• On vessels with vertically corrugated transverse bulkheads, cracks may occur in the
welded seams between these bulkheads and the upper hopper tanks
...

14
...
12

TESTING OF CARGO TANKS AND ENCLOSED SPACES ON DRY BULK
VOYAGES
Before loading a dry bulk cargo, all spaces which have previously contained oil should be
cleaned, gas freed and inspected internally
...
If no hydrocarbon gas has been detected
after 14 days, the frequency of the readings may be reduced to every two days, unless
the ship passes through areas with higher sea or air temperatures, in which case the daily
checks should continue
...

If hydrocarbon gas is detected during any dry cargo voyage, the space should be
ventilated with air
...

14
...
13 CARGO CHANGEOVER CHECK LISTS
The following check lists are of a general nature and each ship should use them as a
guide when developing their own comprehensive checklists
...

• Flush all main suctions into cargo holds and tanks and strip dry
...

• Hose off, blow through, disconnect and stow portable heating coils as required
...

•

Ensure fixed heating coils are free of oil before blanking ends
...

• Drain cargo holds and suction wells
...
Ensure the stripping discharge line to
after hold is securely blanked
...

• Fit main and stripping suction recess doors as necessary
...

• Wash cargo pipeline system thoroughly, including pumps, deck lines, bottom lines and
pumproom
...

• Drain, vent and prove gas free all gas lines and risers
...

• Set venting system to the requirements of the next cargo
...

• Check ballast tanks, void spaces, cofferdams and pumprooms for flammable gas
...

• If slops are retained, ensure designated pipeline segregations are fitted, slop tanks are
fully inerted and the relevant venting system adopted, as necessary
...

• Wash cargo remains off bulkheads with a high pressure water jet, stripping slowly to
remove water, leaving solid residues
...

• Remove suction doors and attach securely to stowage positions
...

• Remove blanks from main cargo suctions and stripping discharges to after hold
...

• Remove requisite blanks from gauging system and render fully operational
...
As far as possible, test
stripping valves for tightness to ensure valve seats are not damaged by solid residues
...

• Check and clean hatch cover sealing arrangements, trackways, etc
...

• Remove blanks from gas lines, as necessary
...

• Prove all valves and non-return valves in cargo system operational
...
During inerting, prove tightness of hatch covers, tank
cleaning covers, access hatches and all openings into cargo spaces
...
2

LPG CARRIERS CARRYING PETROLEUM PRODUCTS

14
...
1

GENERAL
Some LPG carriers are certified to carry other petroleum products such as light naphtha,
jet fuel, mogas, etc
...
The vessel’s
Classification Society will also have laid down carriage criteria related to maximum
tonnages in each tank, maximum densities and, where applicable, sloshing limits
...
In this
case, special rules apply as per MARPOL Annex II, including the requirement to maintain
a dedicated “Cargo Record Book for Ships carrying NLS in Bulk”
...
Benzene precautions may need
to be taken, as described in Section 1
...

14
...
2

PRODUCT LIMITATIONS
The master should be provided with the correct cargo specification and full carriage and
handling details in the form of an MSDS
...

The specification should give details on colour, specific gravity, olefins, residues, lead,
MTBE contents, copper strip corrosion test and final boiling point
...
For this reason, vessels should use designated metal spool pieces
in areas where such corrosion can occur
...

Unless proper precautions are taken, cargo tank safety valves could lift at quite low
pressures once the ship has reverted to LPG carriage, with potentially serious implications
in terms of safety
...

Products such as low density pentane derivatives penetrate some gaskets
...

Only gaskets compatible with the product should be used
...
2
...
Portable pumps should be lowered into cargo tanks inside canvas bags so as to
prevent ‘aluminium grazing’ on the steelwork structures
...
This can be achieved with air or nitrogen
...
Some
vessels may require the use of a compressor for inert gas cooling and additional
measures must be taken in order to ensure safe operation in the vicinity of the petroleum
products
...
This is especially important
with pentane derivatives, where water mixed with the product will create a noxious liquid
...
This can take the form of a deck seal or similar arrangement
...

The setting of the cargo tank safety valve must be such as to ensure that it lifts before the
deck seal arrangement safety valve
...
If ammonia was
the previous cargo, the operators should be consulted regarding the maximum allowable
ammonia vapour content (ppm)
...
2
...
This means that there must be no heel of liquefied gas present in the tank
...
Some absorption will occur during
this process
...

However, it must be kept in mind that some terminals do not allow this practice of loading
cargo into tanks containing LPG vapour
...
2
...

Closed loading and sampling are to be carried out at all times
...

14
...
6

LOADING, CARRIAGE AND DISCHARGE PROCEDURES
During loading, carriage and discharge, a positive pressure must always be maintained in
the cargo tanks
...

The holds or void spaces adjacent to the cargo tanks should always be inerted during the
entire carriage period
...

Regular inspections should be made of drains on these lines so as to ensure that there is
no liquid build-up
...

It is possible for paraffin waxes to crystallise if the cargo tank becomes too cold
...

Petroleum products are normally very close to the maximum density that cargo pumps are
rated to handle
...

During discharge, the inert gas generator should be run to maintain positive pressure in
the cargo tanks
...

14
...
7

TANK CLEANING / CHANGEOVER PROCEDURES
Each vessel will have specific changeover procedures
...
In addition to checking for hydrocarbon vapour and oxygen content, it must
be remembered that other hazardous vapours, such as benzene, may be present in
varying quantities
...
Tank atmospheres should be continuously
monitored for all types of gas until traces of any by-products have been brought down
to acceptable limits
...
This could pose serious problems later on, specifically
in regard to future hot work or cargo contamination
...
Cargo pumps should be inspected and, if necessary, chambers should be
drained
...

PART 3 – TERMINAL INFORMATION

Chapter 15

TERMINAL MANAGEMENT AND ORGANISATION
This Chapter describes the risk-based systems and processes that should be in
place to ensure the safe and efficient operation of the terminal
...
It also deals with the need for a clear documented
definition of the requirements for ship and berth compatibility
...

15
...
Where a self-regulatory regime exists, terminals
should meet the spirit and intent of any applicable codes and the guidelines for their
implementation
...

Terminals should maintain current copies of regulations and guidelines applicable to their
operations
...
7)
...

Terminals should have a management system in place, which is able to demonstrate and
document proof of compliance with regulatory requirements and company policy and
procedures
...

15
...
This will usually be managed by the use of a Permit to Work
System
...
1
...

The risk management process should include formal risk assessments, which address any
changes in design, manning or operation, and should follow-on from the design case risk
assessment for the facility
...
The output of the risk assessment should provide recommendations on prevention,
mitigation and recovery
...
They should
also be carried out as part of the safety management process that is used to permit the
conduct of operations whose scope is not covered in the current operational procedures
...
Reviews should also be carried out
when there are changes to the terminal facilities or operations, for example, changes in
equipment, organisation, the product being handled, or the type of vessels visiting the
terminal
...

Records of all reviews and assessments should be kept for inspection
...
3

OPERATING MANUAL
Terminals should have a written, comprehensive, and up-to-date Marine Terminal
Operating Manual
...
The Manual should be available
to all appropriate personnel in the accepted working language
...
However, a separate emergency response manual should
be provided to cover such topics as emergency call-out procedures and interaction with
local authorities, municipal emergency response organizations, or other outside agencies
and organisations
...

Terminals should also have a documented management of change process for handling
temporary deviations and when making permanent changes to the procedures in the
operating manual, including defining the level of approval required for such deviations and
changes to a prescribed procedure
...
4

TERMINAL INFORMATION AND PORT REGULATIONS
Terminals should have procedures in place to manage the exchange of information
between the vessel and the terminal, before the vessel berths, to ensure the safe and
timely arrival of the vessel at the berth, with both parties ready to commence operations
...

Reference should also be made to Chapter 6 for information on security at the ship/shore
interface
...
5

SUPERVISION AND CONTROL

15
...
1

MANNING LEVELS
Personnel should be trained in the operations undertaken and have site-specific
knowledge of all safety procedures and emergency duties
...

•

Size of the facility
...

•

Number and size of berths
...

•

Degree of mechanisation employed
...

•

Tank-farm duties for personnel
...

•

Liaison with port authorities and adjacent/ neighbouring marine terminal operators
...

•

Fluctuations in manpower availability due to holidays, illness and training
...

•

Terminal involvement in port response plans, including mutual aid
...

When considering the effective monitoring of the ship/shore interface, good operating
practice requires a competent member of the shore organisation to be on continuous duty
in the vicinity of the ship to shore connections
...

In establishing manning levels, due account should be taken of any local or national legal
requirements
...

15
...
2

DE-MANNING OF BERTHS
Terminal operators may wish to reduce overall manning levels by reducing manning or demanning berths during cargo transfer operations
...

The ship shore connections should remain under continual observation
...

Supervision by systems incorporating television should only be used where they are
continuously manned and give effective control over the cargo operations
...

15
...
3

CHECKS DURING CARGO HANDLING
The terminal representative should regularly check the pipeline and hose or metal arm
pressures, in addition to the estimated quantity of cargo loaded or discharged
...

15
...
4

TRAINING
Terminals should ensure that the personnel engaged in activities relating to the ship/shore
interface are trained and competent in the duties that are assigned to them
...

Personnel should be aware of national and local rules and port authority requirements that
affect the terminal operations and the manner in which they are implemented locally
...
This
document will assist in determining the training needs of the terminal
...
6

VESSEL AND BERTH COMPATIBILITY
Terminals should have a definitive, comprehensive list of vessel dimensional criteria for
each berth within the terminal
...
Some typical examples of criteria are given in the following
sections
...
6
...

A minimum under keel clearance (UKC) should be defined taking into account speed,
squat, ship motion (e
...
, due to wave action), and the nature of the seabed
...

When defining maximum draft, due regard should be given to unusual tidal or
environmental conditions that may affect water depth
...
6
...

A maximum displacement figure may also be quoted for the berthing operation where
there are restrictions on loading (berthing energy) on fendering systems
...
6
...

15
...
4

OTHER CRITERIA
In addition, terminals may specify further dimensional limitations, for example:
•

Minimum Length Overall (LOA): May be specified to ensure that small ships can tie
up to, or lay safely alongside the fendering at, berths designed for larger ships
...

•

Minimum Parallel Body Length forward and aft of the manifold: This is to ensure
that the vessel will rest against the fenders when in position with the cargo connection
made
...

•

Maximum Allowable Manifold Height above the Water: To ensure that the vessel
can keep the cargo arms connected throughout the discharge and at all states of the
tide
...

•

Minimum Allowable Manifold Height above the Water: Required, for example, to
ensure that a loaded vessel can be connected to the cargo arms
...

•

Maximum Air Draft: This is specified to ensure that vessels can pass beneath bridges
and overhead obstructions, power cables etc
...

In defining these criteria, care should be taken in establishing the baseline data from which
they are derived and ensuring that they are correctly reconciled
...

15
...
This should provide comprehensive
information on facilities and equipment associated with the management of the ship/shore
interface
...

•

Industry guidelines, company policies, HSE Policy
...

•

Records, for example, of internal and external audits, inspections, meetings, HSE
records, permits and local procedures
...

Documentation available on site should include a comprehensive set of ‘as-built’
construction drawings and specifications of the berth and associated terminal facilities,
including any and all modifications made since it was first commissioned
...

A record of the major equipment items should be kept
...
Major equipment
could include transfer arms, access towers, large valves, pumps, meters, fenders and
mooring hooks
...
These include
the assessment of limiting environmental criteria for safe operations and issues
associated with the provision of a safe means of access between the ship and
shore
...

The Chapter also includes a brief explanation of the phenomenon of pressure surge
in pipelines and discusses the manner in which it may be controlled
...

16
...

Detailed information on communications at the ship/shore interface is given in Chapter 22
...
2

MOORING
Mooring equipment should be appropriate for the sizes of vessel using the berths
...

(See Chapter 22)
...
1
...

The Safe Working Load (SWL) of each mooring point or lead should be known to the berth
operating personnel or marked on each mooring point
...

16
...

Operating limits will normally be based on ambient environmental conditions, such as:
•

Wind speed and direction
...

•

Current speed and direction
...

•

Electrical storms
...

•

Extremes of temperature that might affect loading or unloading
...

•

Stopping loading or discharging
...

•

Summoning tug assistance
...

•

Manoeuvring for unberthing and departure
...
Routine local weather forecasts received by the terminal should be passed to
the vessel, and vice versa
...
Alternatively, other means may be used, for example, wind
reports from a reliable local source, such as a nearby airport or a ship
...

16
...
4
...
Any means of access must meet these
regulated standards and should be correctly rigged by the ship or by the terminal, as
appropriate
...

16
...
2

ACCESS EQUIPMENT

16
...
2
...
This may be similar to a ship's gangway
...
The
bridge section is adjusted for height depending on the vessel's freeboard
...

16
...
2
...
The walking surface has a non-slip surface or transverse bars to

provide foot grips for when it is inclined
...

16
...
2
...
The steps are self-levelling or formed as large radius nonslip treads
...
The ladder is limited in its use as an access to the shore
as it is fixed in its location and cannot be used if the ship's deck is below the level of the
berth working deck
...
4
...

At locations that commonly handle vessels, including barges, that are unable to provide a
gangway due to the physical limitations of the berth or the nature of the vessel’s trade, the
terminal should provide a shore based gangway or alternate arrangements to ensure safe
ship/shore access
...

Where the terminal does not provide a shore gangway, it should provide space on the
berth for the vessel to land its gangway, allowing for changes in tide and vessel freeboard
...
(See Section 26
...

All ship and shore gangways should meet the following criteria:
•

Clear walkway
...

•

Electrically insulated to eliminate continuity between ship and shore
...

•

For gangways without self-levelling treads or steps, a maximum safe operating
inclination should be established
...

All shore gangways should also meet the following additional criteria, as appropriate:
•
•

Provide for locking against motion in the stored position
...

•

Provide back-up power or manual operation in event of primary power failure
...
4
...

Be designed for a specified operating envelope
...

It should be borne in mind that the means of access also provides a means of escape
...
(See Chapter 21)
...

Particular attention to safe access should be given where the difference in level between
the decks of the tanker and jetty becomes large
...
4
...
For other types of gangways
and those fitted with rope or chain handrails or removable posts, correctly rigged safety
nets should be provided
...
4
...
This
requirement should be included within the terminal’s planned maintenance programme
...
Self adjusting gangways
should be fitted with alarms which should be routinely tested
...
4
...
The terminal, in agreement with the
master, should restrict access to the jetty or berth
...

16
...
8

PERSONS SMOKING OR INTOXICATED
Personnel on duty on a jetty or on watch on a tanker must ensure that no one who is
smoking approaches the jetty or boards a tanker
...

16
...
Double banking is sometimes used as a means for conducting multiple transfers
between the shore and more than one vessel at the same jetty at the same time
...
This causes significant complication
in respect of management of the ship/shore interface
...
As a minimum, before such activities are
agreed, consideration and agreement must be reached by all parties concerned regarding
safe arrival and departure, strength of jetty construction, mooring fittings, mooring
arrangements, personnel access, management of operational safety, liability, contingency
planning, fire fighting and emergency departure
...
6

OVER-THE-TIDE CARGO OPERATIONS
Terminals with draft limitations and significant tidal variations should have procedures in
place if discharging or loading over-the-tide operations are to be permitted
...

Procedures to control over-the-tide operations should be developed from a full risk
assessment process with the aim of ensuring that the vessel remains safely afloat, taking
under keel clearance requirements and contingency measures into account
...

16
...
1

DISCHARGING OVER THE TIDE
Where a vessel is nominated to carry a cargo to a berth where the nominated quantity will
cause the vessel to arrive at a draft which will exceed the maximum ‘always afloat’ draft for
the berth, it may be possible for the vessel to berth and discharge sufficient cargo before
the next low water to enable her to remain afloat
...

16
...
2

LOADING OVER THE TIDE
This may be undertaken where a vessel cannot remain safely afloat during the final stages
of loading during the low water period
...

Loading should not recommence unless equipment critical for the departure of the vessel
from the berth, for example, main engines, is ready for use
...

16
...
This
type of operation is considered exceptional and should only be permitted following a
comprehensive risk assessment and the implementation of all safeguards identified to
deliver a safe operation
...

In both cases the following points are amongst those that need to be addressed:
•

The seabed should be proven to be flat with no protuberances or high spots present
that could result in local or general stresses on the hull
...

•

The vessel’s hull strength should be sufficient to take the ground without excessive
stress being placed on the structure
...

•

The operation should not result in the vessel losing any of its essential services, such
as cooling water for the machinery or its firefighting capability
...

•

As it will not be possible to remove the vessel from the berth in the event of an
emergency, port operations will need to address specific emergency procedures and
the provision of appropriate firefighting equipment
...

16
...
8
...
In tanker loading operations, it is most likely to occur as a
result of one of the following:
•

Closure of an automatic shut down valve
...

•

Slamming shut of a butterfly type valve
...

If the pressure surge in the pipeline results in pressure stresses or displacement stresses
in excess of the strength of the piping or its components, there may be a rupture, leading
to an extensive spill of oil
...
8
...
In a tank with its ullage space
communicating to atmosphere, this pressure is that of the atmosphere
...

•

Pressure generated by the pump
...

Of these three components, the first two can be considered constant during pressure
surge and need not be considered in the following description, although they are always
present and have a contributory effect on the total pressure
...
To illustrate the
sequence of events, the simplest hypothetical case will be considered, i
...
when the valve
closure is instantaneous, there is no expansion of the pipe wall, and dissipation due to
friction between the fluid and the pipe wall is ignored
...

When the valve closes, the liquid immediately upstream of the valve is brought to rest
instantaneously
...
In any consistent set of units:
P = wav
where:

w is the mass density of the liquid
...

v is the change in linear velocity of the liquid i
...
from its linear flow rate before
closure
...
Therefore, a steep pressure front of height P travels up the pipeline at the
speed of sound, a disturbance known as a pressure surge
...
Behind it the liquid is stationary and its pressure has
been increased at all points by the constant amount P
...
These pressure adjustments also travel through the liquid at the speed of
sound
...
The process of pressure equalisation continues
downstream of the pump
...

The maximum magnitude of the pressure wave is the sum of P and the pump outlet
pressure at zero throughput
...
One pressure wave cycle therefore takes a time 2L/a from
the instant of valve closure, where L is the length of the line and a is the speed of sound in
the liquid
...

In this simplified description, therefore, the liquid at any point in the line experiences an
abrupt increase in pressure by an amount P followed by a slower, but still rapid, further
increase until the pressure reaches the sum of P and the pump outlet pressure at zero
throughput
...
The results are that the
magnitude of the pressure surge is less than in the hypothetical case, and the pressure
front is less steep
...
If the effective closure time of
the valve is several times greater than the pipeline period, pressure relief through the
valve and the pump is extensive and a hazardous situation is unlikely to arise
...
However, the pressure drop is often relieved by gas evolution from
the liquid so that serious results may not occur immediately, although the subsequent
collapse of the gas bubbles may generate shock waves similar to those upstream of the
valve
...
9

ASSESSMENT OF PRESSURE SURGES

16
...
1

EFFECTIVE VALVE CLOSURE TIME
In order to determine whether a serious pressure surge is likely to occur in a pipeline
system, the first step is to compare the time taken by the valve to close with the pipeline
period
...
e
...
It
depends upon the design of the valve, which determines the relationship between valve
port area and spindle position
...

If the effective valve closure time is less than, or equal to, the pipeline period, the system
is liable to serious pressure surges
...

16
...
2

DERIVATION OF TOTAL PRESSURE IN THE SYSTEM
In the normal type of ship/shore system handling petroleum liquids, where the shore tank
communicates to the atmosphere, the maximum pressure applied across the pipe wall at
any point during a pressure surge is the sum of the hydrostatic pressure, the output
pressure of the pump at zero throughput and the surge pressure
...

If the effective valve closure time is less than or equal to the pipeline period, the value of
the surge pressure used in determining the total pressure during the surge should be P,
derived as indicated above in Section 16
...
2
...

16
...
3

OVERALL SYSTEM DESIGN
In this Section, the simple case of a single pipeline has been considered
...
For example, the
combined effects of valves in parallel or in series have to be examined
...
This can occur with two lines in parallel if closure of the
valve in one line increases the flow in the other line before this line, in its turn, is shut
down
...

Transient pressures produce forces in the piping system which can result in large piping
displacements, pipe rupture, support failure, and damage to machinery and other
connected equipment
...
In addition, restraints are usually required to avoid damage ensuing from large
movements of the piping itself
...
The restraints must both allow for this thermal
expansion and absorb the surge forces without overstressing the pipe
...
10

REDUCTION OF PRESSURE SURGE HAZARD

16
...
1

GENERAL PRECAUTIONS
If as a result of the calculations summarised in Section 16
...
Where manually operated valves are used, good
operating procedures should avoid pressure surge problems
...

Where motorised valves are installed, several steps can be taken to alleviate the problem:
•
•

Increase the effective valve closure time
...
Valve closure rates should
be steady and reproducible, although this may be difficult to achieve if spring return
valves or actuators are needed to ensure that valves fail safe to the closed position
...

•

16
...
2

Reduce the linear flow rate, i
...
the rate of transfer of cargo, to a value that makes the
likely surge pressure tolerable
...

LIMITATION OF FLOW RATE TO AVOID THE RISK OF A DAMAGING
PRESSURE SURGE
In the operational context, pipeline length and, very often, valve closure times are fixed
and the only practical precaution against the consequences of an inadvertent rapid
closure, e
...
during topping off, is to limit the linear flow rate of the oil to a maximum value
vmax
...
8
...
1 x 10 -7 d2 Pmax
where Qmax is in cubic metres/second, d in metres and Pmax in Newtons/square metre
...
025d2 Pmax
where Qmax is in cubic metres/hour, d in metres and Pmax in kilograms force/square metre;
or Qmax = 0
...

16
...
11
...
(See Chapter 3)
...
11
...
(Transfer rates equivalent to flow rates of 1
metre/second through pipelines of various diameters, can be determined from Table 16
...

Once cargo has covered the tank inlet, the transfer rate can be increased to provide the
maximum allowable linear flow rate as determined by the limiting pipe diameter in the ship
or shore piping, whichever is the smaller
...
1
...
3 to 11
...
7
...

Minimum Diameter of Piping*
(mm)

Approx
...
1 Rates Corresponding to 1 Metre/Second
* Note that the diameters given are nominal diameters, which are not necessarily the same as the actual
internal diameters
...
11
...

Similarly, if terminals expect ships to discharge to empty shore tanks, it may be necessary
to use flow control or flow measuring equipment in order to determine that the flow rates in
the shore lines and tank inlets are not exceeded, particularly in the initial phase of filling a
tank
...
11
...

For a side entrance (horizontal entrance), the inlet is considered adequately covered if the
distance between the top of the inlet and the free surface exceeds 0
...
An inlet
pointing downwards is considered sufficiently covered if the distance between the lower
end of the pipe and the free surface exceeds twice the inlet diameter
...
In floating roof
tanks, the low initial flow rate should be maintained until the roof is floating
...

Chapter 17

TERMINAL SYSTEMS AND EQUIPMENT
This Chapter describes equipment that is provided by the terminal at the ship/shore
interface, including fendering, lifting, lighting and bonding and earthing equipment
...

17
...
4
...

Terminals should ensure that any electrical equipment is provided in accordance with a
site-specific area electrical classification drawing, which shows hazardous zones at the
berths in plan and elevation
...
National legislation, international standards and company
specific guidelines, where available, are all to be complied with
...

Personnel carrying out maintenance on equipment within hazardous zones should be
trained and certified as competent to carry out the work
...
All electrical maintenance should be carried
out under the control of a Permit to Work system
...
2

FENDERING
Fendering systems at each berth should be engineered to suit the range of ship sizes and
types that use the berth and should be capable of withstanding expected loads
...

In calculating the berthing energy to be absorbed by the fendering system, the speed at
which a vessel closes with the berth is the most significant of all factors
...

The spacing of the fenders should allow the vessel to lie alongside with the fenders on the
parallel sides of the vessel at all freeboards and all expected heights of the tide
...
2
...
If speed of approach equipment is provided on the berth, it is strongly
recommended that allowable approach speeds for each generic size of ship are included
in the operating procedures
...
3

LIFTING EQUIPMENT

17
...
1

INSPECTION AND MAINTENANCE
All equipment used for the lifting of cargo transfer equipment and/or means of access
should be examined at intervals not exceeding one year and loads tested at intervals not
exceeding five years, or more frequently if mandated by local regulation or company
requirements
...

•

Gangways and associated cranes and davits
...

•

Store cranes and davits
...

•

Chain blocks, hand winches and similar mechanical devices
...

Tests should be carried out by a suitably qualified individual/authority and the equipment
should be clearly marked with its Safe Working Load (SWL), serial number and test date
...

If certified equipment is modified or repaired, it should be retested and certified prior to
being placed back in service
...

17
...
2

TRAINING IN THE USE OF LIFTING EQUIPMENT
All personnel engaged in operating lifting equipment should be formally trained in its use
...
4

LIGHTING
Terminals should have a level of lighting sufficient to ensure that all ship/shore interface
activities can be safely conducted during periods of darkness
...

Particular consideration should be given to the following areas:
•

Jetty head working areas
...

•

Jetty perimeters
...

•

Mooring dolphins and walkways
...

•

Emergency escape routes
...

17
...
5
...
To protect against this risk, there should be means of electrical
isolation at the ship/shore interface
...

It should be noted that the subject of ship to shore currents is quite separate from static
electricity which is discussed in Chapter 3
...
5
...
The sources of these currents are:
•

Cathodic protection of the jetty or the hull of the ship provided by either a DC
impressed current system or by sacrificial anodes
...

An all-metal loading or discharge arm provides a very low resistance connection between
ship and shore and there is a very real danger of an incendive arc when the ensuing large
current is suddenly interrupted during the connection or disconnection of the arm at the
tanker manifold
...

To prevent electrical flow between a ship and a terminal during connection or
disconnection of the shore hose or loading arm, the terminal operator should ensure that
cargo hose strings and metal arms are fitted with an insulating flange
...
The insertion of such a resistance completely
blocks the flow of stray current through the loading arm or the hose string
...

All metal on the seaward side of the insulating section should be electrically continuous to
the ship, and that on the landward side should be electrically continuous to the jetty
earthing system
...

The insulating flange or single length of non-conducting hose must not be short-circuited
by contact with external metal, for example, an exposed metallic flange on the seaward
side of the insulating flange or hose length should not make contact with the jetty
structure, either directly or through hose handling equipment
...

In the past, it was usual to connect the ship and shore systems by a bonding wire via a
flameproof switch before the cargo connection was made and to maintain this bonding
wire in position until after the cargo connection was broken
...
It was an attempt to short-circuit the ship/shore
electrolytic/cathodic protection systems and to reduce the ship/shore voltage to such an
extent that currents in hoses or in metal arms would be negligible
...
The
use of ship/shore bonding wires is therefore not supported
...
5
...
below) or a single length of
non-conducting hose as described above
...

Current flow can also occur through any other electrically conducting path between ship
and shore, for example mooring wires or a metallic ladder or gangway
...
However, it is extremely unlikely that a flammable atmosphere would be
present at these locations while electrical contact is made or interrupted
...
A jetty which is handling a
succession of ships would need to have this cathodic protection switched off almost
continuously and would therefore lose its corrosion resistance
...
In any case,
the polarisation in an impressed current system takes many hours to decay after the
system has been switched off, so that the ship would have to be deprived of full protection,
not only while alongside, but also for a period before arrival in port
...
5
...
e
...

It should be noted that switching off a cathodic protection system is not a substitute for the
installation of an insulating flange or a length of non-conducting hose
...
5
...
Use of ship/shore bonding cable may be dangerous and should
not be used
...

If a bonding cable is insisted upon, it should first be inspected to see that it is
mechanically and electrically sound
...
There should always be a switch on the jetty in
series with the bonding cable and of a type suitable for use in a Zone 1 hazardous
area
...

Only when the cable is properly fixed and in good contact with the ship should the
switch be closed
...

17
...
6

INSULATING FLANGE

17
...
6
...

•

In a wholly flexible hose arrangement, where the insulating flange is at the end of the
jetty pipeline, the hose must always be suspended to ensure the hose to hose
connection flanges do not rest on the jetty deck or other structure which may render
the insulating flange ineffective
...

•

For all-metal arms, care should be taken to ensure that, wherever it is convenient to fit
the flange, it is not short-circuited by guy wires
...

Insulating flanges should be inspected and tested at least every 6 months to ensure that
the insulation is clean, unpainted and in an effective condition
...
The measured value after installation should be not less than
1,000 ohms
...

The terminal should maintain records of all tests on all the insulating flanges within the
terminal
...
1 to be inserted as close to this text as possible
...
5
...
2 Testing of Insulating Flanges
An insulating flange is designed to prevent arcing caused by low voltage/high current
circuits (typically 0
...
It is not
intended to give protection against the high voltage, low current sparks associated with
static discharge
...
Conversely, trying
to earth (ground) a low voltage/high current circuit with a bonding cable is impossible
because, even if a very low resistance cable is used, there will be a contact resistance of
at least several ohms where the cable is secured to the vessel, restricting current flow to
only a few amps and thus preventing the equalisation of potential between ship and shore
...
Because this value needs to be known under ‘live’
conditions, the ‘megger’ uses a relatively high voltage (normally 500 volts) to ascertain this
value of resistance
...
e
...

Because the insulating flange is protecting against voltages of less than 1 volt, it is more
appropriate to use a multimeter to check the resistance than a ‘megger’
...
1 Insulating Flange Details
17
...
6
...

17
...

•

Atmospheric discharges (lightning)
...

Earthing is achieved by the establishment of an electrically continuous low resistance path
between a conducting body and the general mass of the earth
...

Bonding occurs where a suitable electrically continuous path is established between
conducting bodies
...
Bonding may arise by construction
through the bolting together of metallic bodies, thus affording electrical continuity, or may
be by the provision of an additional bonding conductor between them
...

The acceptable resistance in the earthing system depends upon the type of hazard that it
is required to guard against
...
g
...
For lightning protection, the value depends on national
regulations, and is typically in the range of 5-25 ohms
...
However, a bond of 1 megohm is hard to measure and
impractical to maintain, therefore, bonds should be made with a resistance of about 500
ohms or less
...

This focus of this Chapter is on the equipment used to make the ship/shore
connection, namely, hard arms and flexible hoses
...

18
...
1
...

•

Freeboard of the largest and smallest tankers for which the berth is designed
...

•

Limited changes in horizontal position due to drift off and ranging
...

The limits of this operating envelope should be thoroughly understood by terminal
operators
...

The person in charge of operations on a berth should ensure that the tanker’s manifolds
are kept within the operating envelope during all stages of loading and discharging
operations
...

18
...
2

FORCES ON MANIFOLDS
Most metal cargo arms are counterbalanced so that no weight, other than that of the liquid
content of the arm, is placed on the manifold
...

Some arms have integral jacks that are also used to avoid overstressing of the tanker’s
manifold by the weight of the arm or other external forces such as the wind
...
This information should be readily available to the jetty operator
...

Where supports or jacks are utilised, they should be fitted in such a way that they stand
directly onto the deck or some other substantial support
...

Some counterbalanced arms are made slightly ‘tail heavy’ to compensate for clingage of
oil and to facilitate the arm’s return to the parked position if released, not under power,

from the ship’s manifold
...
For both these reasons, manifolds should also be
secured against upward forces
...
1
...
Manifold flanges should be vertical and parallel to the ship’s side
...
In most cases, cast iron manifolds
will be subjected to excessive stress, unless jacks are used
...
1
...

18
...
5

ICE FORMATION
As ice formation affects the balance of the arm, any ice should be cleared before removing
the parking lock
...
1
...
Care should be taken when connecting a
mechanical coupler to ensure that the coupler is centrally placed on the manifold flange
and that all claws or wedges are pulling up on the flange
...

18
...
7

WIND FORCES
Wind loading of metal arms may place an excessive strain on the tanker manifolds, as well
as on the arms, and the terminal should establish appropriate wind limits for operation
...
If wind limits are approached, operations should be suspended and the arms
should be drained and disconnected
...
1
...
When
connecting manually operated arms, consideration should be given to fitting two lanyards
to control the movement of the connection end
...
1
...

•

If drift or range alarms are activated, all transfer operations should be stopped and
remedial measures taken
...
Care should be taken to
ensure that hydraulic or mechanical locks cannot be inadvertently engaged
...

•

Excessive vibration should be avoided
...
1
...
2

CARGO HOSES

18
...
1

GENERAL
Oil cargo hose should conform to recognised standard specifications, as laid down by a
national authority, such as the British Standards Institution or as recommended by the Oil
Companies International Marine Forum (OCIMF) and confirmed by established hose
manufacturers
...

Special hose is required for use with high temperature cargoes, such as hot asphalt
...

The information on cargo hoses in the following sections (18
...
2 to 18
...
5) is condensed
from British Standards BS EN 1765 and BS 1435 (Rubber Hose Assemblies for Oil
Suction and Discharge Services)
...

Reference may also be made to the OCIMF publication “Guide to Purchasing,
Manufacturing and Testing of Loading and Discharge Hoses for Offshore Moorings” for
conventional buoy and SPM facilities
...
2
...
It is used for cargo handling at terminal jetties
...

Smooth bore (S)
Smooth bore hose is also used for cargo handling at terminal jetties, but is of lighter
construction than the rough bore type and the lining is not supported by a wire helix
...

Lightweight (L)
Lightweight hose is for discharge duty or bunkering only, where flexibility and light weight
are important considerations
...

There are a number of special hose types having the same basic construction, but which
are modified for particular purposes or service
...

18
...
3

PERFORMANCE
Hose is classified according to its rated pressure and this pressure should not be
exceeded in service
...

Standard hoses are usually manufactured for products having a minimum temperature of
-20°C to a maximum of 82°C and an aromatic hydrocarbon content not greater than 25%
...
2
...

•

Factory test pressure
...

•

Manufacturer's serial number
...
2
...

Indication that the hose is electrically continuous or electrically discontinuous
...
The hose manufacturer's recommendations and certification should
provide details
...
These should include, but not be limited to, the following:
•

The factor of safety being applied
...

•

Weather conditions causing movement of the hose
...

•

Other local considerations
...
For dock facilities, the BS1435 or other equivalent standards are applicable
...

Throughput at 12 metres/second Velocity
Hose Nominal Inside Diameter

Throughput

Inches

Millimetres

M3/hour

Barrels/hour

6
8
10
12
16
20
24
30

152
203
254
305
406
508
610
762

788
1,400
2,180
3,150
5,600
8,750
12,600
19,700

4,950
8
...
1 Throughput v
...
2 Throughput v
...
2
...

18
...
6
...
This should include:
•

A visual check for deterioration/damage
...
5 times the Rated Working Pressure (RWP) to check for leakage
or movement of end fittings
...

•

Electrical continuity test
...

This guidance also applies to any ship’s cargo hoses used for ship/shore connections and
any other flexible hose connected to ship or shore cargo systems, for example, a jumper
hose at the end of ramp serving a pontoon berth
...

Details of the various inspections and tests are given in the following sections
...
2
...
2 Visual Examination
A visual examination should consist of: •

Examining the hose assembly for irregularities in the outside diameter, e
...
kinking
...

•

Examining the end fittings for signs of damage, slippage or misalignment
...
When a hose assembly is withdrawn from service following a
visual inspection, the reason for withdrawal and the date should be recorded
...
2
...
3 Pressure Test (Integrity Check)
Hose assemblies should be hydrostatically tested to check their integrity
...
Testing intervals should be shortened for hoses
handling particularly aggressive products or products at elevated temperatures
...

A record should be kept of the service history of each hose assembly
...

(i)

Lay out the hose assembly straight on level supports, which allow free movement of
the hose when the test pressure is applied
...
Fill the hose assembly with water until a constant stream of water is
delivered through the vent
...

(iv) Measure and record the overall length of the hose assembly
...

(v) Hold the test pressure for a period of 5 minutes whilst examining the hose assembly
for leaks at the nipples or for any signs of distortion or twisting
...
Ascertain the temporary elongation and
record the increase as a percentage of the original length
...
5 times the Rated Working Pressure and hold this
pressure for 5 minutes
...

Conduct an electrical continuity test with the hose at test pressure
...
Re-test for electrical
continuity
...

If the integrity of the hose lining of smooth bore rubber hoses is in doubt, the hose should
be additionally subjected to a vacuum test as follows: (i)

Remove the blanks used for the pressure test and fit suitable Plexiglas plates to the
hose ends
...

(iii) Inspect the interior of the hose for blisters, bulges or separation of the lining from the
carcass
...

(iv) Release the vacuum
...

It should be noted that lightweight hoses, composite hoses and rough bore hoses should
not be subjected to a vacuum test
...
2
...
4 Electrical Continuity and Discontinuity Test
When using flexible hose strings, one length only of hose without internal bonding
(electrically discontinuous hose) may be included in the hose string as an alternative to

using the insulating flange referred to in Section 17
...
6
...
Since electrical continuity can be
affected by any of the physical hose tests, a check on electrical resistance should be
carried out prior to, during and after the hydrostatic tests
...
The testing of electrically
discontinuous hoses should be carried out using a 500V tester
...
75 ohms/meter
measured between nipples (end flange to end flange)
...
2
...
5 Withdrawal from Service
In consultation with the hose manufacturer, retirement age should be defined for each
hose type to determine when it should be removed from service, irrespective of meeting
inspection and testing criteria
...
2
...
3 above, should not
exceed 1
...

for example:

temporary elongation of new hose assembly:

4%

temporary elongation at test:

6% maximum

or
(b) for hose assemblies where the temporary elongation of a new assembly was 2
...

18
...
6
...
The individual terms are briefly described below:

Note : Figure 18
...

Operating Pressure
A common expression to define the normal pressure that would be experienced by the
hose during cargo transfer
...

Working Pressure
This is generally considered to mean the same as ‘Operating Pressure’
...
This pressure rating is not expected to account for dynamic surge pressures
but does include nominal pressure variations as expected during cargo transfer
operations
...
Allowable
Working Pressure

Integrity Check Pressure

Burst Test Pressure

BS EN 1765 &
EN 13765

Burst Pressure

MWP – Maximum
Working pressure
Working Pressure

Operating Pressure

0

RWP – Rated Working
Pressure

1
...
1 Illustration of Terminology used for Defining Hose Pressures
Maximum Working Pressure (MWP)
This is the same as Rated Working Pressure and is used by BS and EN Standards for
designing hoses to these standards
...
MAWP is
referenced by the United States Coast Guard and is commonly used by terminals to define
their hose equipment limitations
...

Proof Pressure
This is a one-time pressure that is applied to production hoses to ensure integrity following
manufacture and is equal to 1
...

Burst Test Pressure
This is a test requirement for a single prototype hose to confirm the hose design and
manufacture of each specific hose type
...

Burst Pressure
This is the actual pressure at which a prototype hose fails
...

18
...
7

HOSE FLANGE STANDARDS
Flange dimensions and drilling should conform to the common standard of BS1560 Series
150, or equivalent, as recommended for flanges on shore pipeline and ship manifold
connections
...
2
...

•

18
...
9

Oil temperatures in excess of those stipulated by the manufacturer, generally 82°C,
should be avoided
...
2
...

The hose life will be shorter in white oil service than with black oils
...
They should be drained and washed out with fresh water and laid out
horizontally on solid supports spaced to keep the hose straight
...

If the hose is stored outside, it should be well protected from the sun
...

18
...
10

CHECKS BEFORE HOSE HANDLING
It is the responsibility of the terminal to provide hoses that are in good condition but the
master of a tanker may reject any which appear to be defective
...
When hose assemblies
are in constant or frequent use, the assembly should be inspected before each loading/
unloading operation
...

Visual inspection should consist of:
•

Examining the hose assembly for irregularities in the outside diameter, e
...
kinking;

•

Examining the hose cover for damaged or exposed reinforcement or permanent
deformation
...

Any hose assembly exhibiting any of the above defects should be removed from service
for more detailed inspection
...
2
...
Hoses should not be allowed to come
into contact with a hot surface such as a steam pipe
...

Lifting bridles and saddles should be provided
...
Hoses should not be lifted at a single point with
ends hanging down, but should be supported at a number of places so that they are not
bent to a radius less than that recommended by the manufacturer
...
If there is an excessive
overhang, or the ship’s valve is outside the stool support, additional support should be
given to the manifold
...
Adequate support for
the hose when connected to the manifold should be provided, unless the hoses are

specifically designed to be unsupported
...

18
...
12

ADJUSTMENT DURING CARGO HANDLING OPERATIONS
As the tanker rises or falls as a result of tide or cargo operations, the hose strings should
be adjusted so as to avoid undue strain on the hoses, connections and ship’s manifold and
to ensure that the radius of curvature of the hose remains within the limits recommended
by the manufacturer
...
2
...

Particular attention should be paid to kinked or damaged sections, oil seepage from the
hose flange areas, heavy marine growth and scuffing on the seabed
...

Particular care should be paid when lowering hose strings to avoid them coiling down
...

Before attempting to lift a hose string on board, the responsible officer should check that
the total weight involved does not exceed the safe working load of the ship’s derrick or
crane which it is proposed to use
...
6 metres inboard
...
In these circumstances, the load to be lifted may be as
much as 1
...
(See Section 18
...
13
...

During the lifting of hose strings, contact with the ship’s side and any sharp edges should
be avoided
...

In order to prevent spillage, precautions must be taken to ensure that, prior to the removal
of blanks from submarine or floating pipelines, the section between the last valve and the
blank does not contain product under pressure
...

If any damage to the hose is found which is likely to impact on its integrity, the hose should
be withdrawn from use to allow further inspection and repair
...
2
...
1 Hose String Weights
The following tables gives the approximate weights of hose strings in tonnes
(including fittings, floats and pick-up buoy) with all hoses full of crude oil having a
specific gravity of 0
...
The assumed lift is 7
...
These tables are for general guidance only and terminals
should check their own arrangements
...
D
...
D
...
D
...
D
...
D
...
5
16
...
4
15
...
3
13
...
4
13
...
4

18
...
2
15
...
1
13
...
1
12
...
3
11
...
0
15
...
9
14
...
9
12
...
0
11
...
0

17
...
9
14
...
9
12
...
9
11
...
1
10
...
3
14
...
2
13
...
1
11
...
2
10
...
2

14
...
9
13
...
9
11
...
0
10
...
0

13
...
2
11
...
1
10
...
4
9
...
9
11
...
9
10
...
1
9
...
2
10
...
3
9
...
2

10
...
0
9
...
0

9
...
4
8
...
5
11
...
4
11
...
1
9
...
4
9
...
7

13
...
2
10
...
5
9
...
2
8
...
6
8
...
4
10
...
3
10
...
9
8
...
3
8
...
6

12
...
3
10
...
6
8
...
2
8
...
7
7
...
8
10
...
8
9
...
4
8
...
8
7
...
1

9
...
6
9
...
2
7
...
6
7
...
9

9
...
1
8
...
7
7
...
2
6
...
9
7
...
5
7
...
0
6
...
7
7
...
1
6
...
4

7
...
9
6
...
2

6
...
4
6
...
9
7
...
6
7
...
6
6
...
3
6
...
8

8
...
4
7
...
0
6
...
1
5
...
7
5
...
2
7
...
8
6
...
9
5
...
5
5
...
1

8
...
8
6
...
4
5
...
5
5
...
1
4
...
8
6
...
5
6
...
6
5
...
2
5
...
7

6
...
4
6
...
4
5
...
1
4
...
6

6
...
0
5
...
1
4
...
8
4
...
9
5
...
0
4
...
6
4
...
1
4
...
7
4
...
2

4
...
6
4
...
1

4
...
3
4
...
2
5
...
2
5
...
6
4
...
3
4
...
0

5
...
1
5
...
8
4
...
2
4
...
9
3
...
7
4
...
7
4
...
1
3
...
8
3
...
5

5
...
7
4
...
4
3
...
8
3
...
5
3
...
4
4
...
5
4
...
8
3
...
6
3
...
2

4
...
4
4
...
7
3
...
5
3
...
1

4
...
1
3
...
5
3
...
2
3
...
0
3
...
4
3
...
1
2
...
4
3
...
2
3
...
8

3
...
1
2
...
7

3
...
8
2
...
4
3
...
7
3
...
3
3
...
1
3
...
9

4
...
7
3
...
5
3
...
0
2
...
9
2
...
1
3
...
4
3
...
9
2
...
8
2
...
5

4
...
4
3
...
2
2
...
7
2
...
5
2
...
9
3
...
2
3
...
7
2
...
5
2
...
3

3
...
1
3
...
6
2
...
4
2
...
2

3
...
9
2
...
4
2
...
2
2
...
8
2
...
3
2
...
1
2
...
3
2
...
1
2
...
9

2
...
0
1
...
8

1
...
8
1
...
3 Weight of Hose Strings (in tonnes) for Conventional Buoy Moorings

Inside Diameter of Hose in Inches

Size of Tanker
20
500,000 DWT
330,000 “
270,000 “
200,000 “
100,000 “
70,000 “
50,000 “
35,000 “
18,000 “

16

12

10

8

16
...
6
13
...
5
10
...
0
9
...
4
8
...
4
9
...
1
8
...
5
7
...
8
6
...
0

8
...
8
6
...
2
5
...
1
4
...
7
4
...
6
5
...
2
5
...
3
4
...
9
3
...
5

4
...
9
3
...
6
3
...
9
2
...
7
2
...
4 Weight of Hose Strings (in tonnes) for Single Buoy Moorings

18
...
The
terminal’s operating manual should include a full description of the installed system and
the requirements for its safe operation
...

It is important that all shore personnel in charge of transfer operations complete a
structured training programme covering the particular vapour emission control system
installed in the terminal
...

Ship and shore personnel should agree any constraints associated with the operation of
the vapour emission control system during pre-transfer discussions
...

Section 11
...
12 should be referred to for information on the primary safety issues relating
to the conduct of transfer operations using vapour recovery
...

The guidance on fire fighting equipment in this Chapter should be referenced in
conjunction with Chapter 5 which addresses fire-fighting theory
...
1

SAFETY

19
...
1

DESIGN CONSIDERATIONS
The layout and facilities at a terminal will be determined by many factors, including:
•

Local topography and bathymetry
...

•

Types of cargo to be handled
...

•

Local facilities and infrastructure
...

•

Local regulations
...
However, many terminals have developed over
time and may be required to handle a greater variety of products, larger quantities of
cargoes and larger vessels than were anticipated when the terminal was originally
designed
...

All terminals should be subjected to regular review to determine that the facilities provided
are fit for purpose in the context of the operations being undertaken and current
legislation
...

19
...
2

SAFETY MANAGEMENT
Every terminal should have a comprehensive safety programme designed to deliver a high
level of safety performance
...

•

Periodic fire and oil spill drills
...

•

Feedback from emergency drills and exercise
...

•

Permit to Work systems
...

•
•

Incident and near-miss investigation and feedback
...

•

Safe work practices and standards of housekeeping
...
The equipment provided and requirements for its use
should include third party contractors, such as tug and mooring boat crews, mooring
gangs and cargo surveyors
...

•

Work team safety briefings
...

•

Safety management of visitors, contractors and vessel crew
...
1
...

On-site training and familiarisation
...
The permit is
essentially a document which describes the work to be done and the precautions to be
taken in doing it, and which sets out all the necessary safety procedures and equipment
...

•

Work with a spark potential
...

•

Diving Operations
...

The permit should clearly specify the particular item of equipment or area involved, the
extent of work permitted, what conditions are to be observed, and the time and duration of
validity
...
At least two copies of the permit
should be made, one for the issuer and one for the person at the work site
...
If any of the conditions cannot be met, the permit should not be
issued until remedial measures have been taken
...
The
number of permits required will vary with the complexity of the planned activity
...
For example, a permit should not be issued to break a flange adjacent to an
area where a hot work permit is in force
...

Permit to Work Systems are fully described in Section 9
...

19
...
2
...

•

Fire detection and alarm facilities
...

•

Emergency and escape routes
...

•

Evacuation procedures
...

Fire protection alone will not provide an acceptable level of safety if preventive measures
are not effective in limiting the frequency and size of spills or in minimising sources of
ignition
...

Fire protection facilities should be designed to contain and control fires that may occur in
identifiable areas and to provide time for emergency exit
...

19
...
2

FIRE PREVENTION AND ISOLATION
Safety at marine terminals begins with fire prevention features inherently designed into the
overall facility
...
To be effective, the equipment should be maintained in a
constant state of readiness and should be tested periodically to ensure reliable operation
...
Periodic simulated
emergency drills, both announced and unannounced, are recommended to ensure
operability of the equipment, operator proficiency in the use of equipment and familiarity
with emergency procedures
...
2
...
This topic is discussed in more detail in Section 19
...
1
...
Other considerations,
such as the ability of flame detectors to ‘see’ flames, should be taken into account
...

In general terms, automatic detection and alarm systems have the purposes of alerting
personnel and initiating a system to respond with the aim of reducing loss of life and
property due to fires or other hazardous conditions
...
They may also be
equipped with one or more indicating device circuits to which alarm indicating signals,

such as control panel indicator and warning lamps, outdoor flashing lights, bells and horns
are connected
...
2
...
Fire detectors operate on one of three principles, sensitivity
to heat, reaction to smoke or gaseous products of combustion, and sensitivity to flame
radiation
...
2
...
1 Heat Sensing Fire Detectors
Heat detectors fall into two general categories, fixed temperature devices and rate-of-rise
devices
...
Generally,
heat detectors are best suited for fire detection in confined spaces subject to rapid and
high heat generation, directly over hazards where hot flaming fires are expected, or where
speed of detection is not the prime consideration
...
2
...
2 Smoke Sensing Fire Detectors
Smoke sensing detectors are designed to sense smoke produced by combustion and
operate on various principles, including ionisation of smoke particles, photo-electric light
obscuration or light scattering, electrical resistance changes in an air chamber and optical
scanning of a cloud chamber
...
2
...
3 Gas (Product of Combustion) Sensing Fire Detectors
Gas sensing fire detectors are designed to sense and respond to one or more of the gases
produced during the combustion of burning substances
...

19
...
4
...
Flame detectors responsive to infrared or ultraviolet radiation are available,
but ultraviolet-sensitive detectors are generally preferred
...
2
...
The type and quantity of fuel, possible
ignition sources, ranges of ambient conditions, and the value of the protected property,
should all be considered
...
Since the heat generated by small fires tends to dissipate fairly rapidly, heat
detectors are best used to protect confined spaces, or if located directly over hazards
where flaming fire could be expected
...

Smoke detectors respond faster to fires than heat detectors
...

Photoelectric smoke detectors are best used in places where smouldering fires, or fires
involving low temperature pyrolysis, may be expected
...

Flame detectors offer extremely fast response, but will warn of any source of radiation in
their sensitivity range
...
Their sensitivity is a function of flame size and distance from the detector
...

19
...
6

LOCATION AND SPACING OF FIRE DETECTORS
Fire detection at marine terminals is usually provided at remote, unmanned, high-risk
facilities, such as pumping stations, control rooms, and electrical switchgear rooms
...

To function effectively, fire detection devices must be properly positioned
...

As a minimum, heat, smoke and fire gas detectors should be installed in a grid pattern at
their recommended spacing, or at reduced spacing for faster response
...

Detection systems for actuation of fire extinguishing systems should be arranged in a
cross-zone array
...
The first detector actuated should activate
the fire alarm system, while the operation of a detector on the adjacent circuit should
activate the fire extinguishing system
...
2
...
They are installed to continuously monitor potentially hazardous
areas to safeguard against fire or explosion and for personnel protection from toxic gas
leaks
...
See also Sections 1
...
3
(Gas Measurement)
...
Consideration should be given to placing sensors in locations where leaks or
spills could occur, for example, loading arms, valve manifolds and transfer pumps, or
where gas could accumulate due to inadequate ventilation
...

19
...
8

LOCATING FIXED COMBUSTIBLE AND TOXIC GAS DETECTORS
General considerations in locating combustible and toxic gas detectors include the
following: •

Elevations depending on relative density of air and any potential gas leakage
...

•

Proximity to potential hazards
...

•

Sources of damage, such as water and vibration
...

19
...
9

FIXED COMBUSTIBLE AND TOXIC GAS ANALYSERS
Continuous analysers are typically permanently installed, electrically operated devices for
the continuous analysis of air samples for combustible and toxic gases, often using
multiple sensors
...
In this case the central
equipment is available either for installation in non-hazardous locations, such as
pressurised control rooms, or in listed explosion proof enclosures for location in hazardous
areas
...

The remote detection type, utilising remote diffusion detectors, provides rapid response
and good reliability, making this the preferred design
...
Additionally, particulates must be taken into account and the lines
must be heated to prevent condensation
...

Gas analysers should usually be provided with the following features, readout and alarm
functions, in addition to continuous recording of data:
(a) Channels for connection to individual diffusion detection sensors so that each sampling
circuit can analyse samples continuously
...

(b) The combustible gas analyser is calibrated in percentage of LEL and should be
provided with a channel selector, annunciator lamps to indicate the samples being
analysed, and a meter
...
The minimum level most frequently used is 20% LEL
...
Silencing of the audible alarm should not
extinguish the visual alarm until gas detection falls below the alarm level
...

(c) Alarm levels should be adjustable and alarms may be actuated by contact meters,
recorder limit switches, solid-state signal level detectors, or optical meter relays
...

(d) A means to safely disconnect the detectors from the actuating circuit
...
A keyoperated switch with supervisory alarm is recommended
...

(I) Toxic gas analysers should be set to sound alarms at the monitored location and in the
control room when the gas reaches the predetermined level, for example, when an
H2S concentration reaches I0 ppm
...

(g) The gas detector head assembly should be suitable for the electrical classification of
the hazardous area and, if installed outdoors, should be weatherproof and corrosion
resistant
...

19
...
10

FIRE EXTINGUISHING SYSTEM COMPATIBILITY
Where a detection system is part of an automatic, fixed fire extinguishing system,
complete compatibility between the systems is essential
...
(See Section 19
...
5)
...
3

ALARM AND SIGNALLING SYSTEMS
An alarm and signalling system must perform four significant functions
...

(b) Initiate a sequence of events to evacuate personnel in the vicinity of fire
...

(d) Have the capability to automatically self test and warn of malfunction
...
3
...

There are many different types ranging from a local system providing an ‘alert’ signal at
the protected facility, to one which alerts at a remote station attended by trained personnel
24 hours per day, such as a fire or police station or a third party answering service
...

19
...
2

TYPES OF SIGNAL
Fire alarm systems provide several distinct types of signals, which can be audible, visual
or both
...

19
...
3

ALARM AND SIGNALLING SYSTEM DESIGN
Any variation or combination of the types of alarm and signalling systems previously
described can be utilised to effectively serve local circumstances
...
The facility should be
divided into a grid system, with each area of the grid identified by a numbered code
...

Emergency reporting can also be achieved by using a dedicated emergency telephone
system
...

When a dedicated phone system is used, a special telephone should be installed in the
control room or supervisory station to receive emergency calls
...

The general alarm system should, as a minimum, consist of one or more air horns, electric
horns or steam whistles which are strategically located to ensure maximum coverage
throughout the facility
...

Auxiliary alarm devices should be provided for indoor locations or remote areas where the
general alarm cannot be heard
...

Whichever devices are provided, they should be the same throughout the facility and
should be distinct from other warning devices
...
3
...
Either system can consist of telephones or manual fire alarm stations at strategic
locations
...
Non-coded stations can be arranged to
show fire location on a fire alarm annunciator in the central control room or supervisory
station so that the attendant can energise the code transmitter
...

19
...
5

DETECTION AND ALARM SYSTEM CIRCUIT DESIGN - FIRE EXTINGUISHING
SYSTEM INTERFACE
Alarm and extinguishing system actuation relays, where required, should consist of
normally de-energised closed loops that require an input of sufficient electrical energy to
activate the alarm or extinguishing system devices
...

19
...
6

ELECTRIC POWER SOURCES
Electric power should be available from two highly reliable sources
...
In some locations, authorities
may require an engine driven generator as a secondary power supply in the event the
primary supply fails
...
For local or proprietary alarm systems where
signals are registered only at the facility or plant central control room or central supervisory
centre, batteries are usually sized for loss of primary power for a minimum period of 8
hours and for at least 12 hours if the supply is not reasonably reliable
...

19
...
4
...

•

Tanker size and number berthed per year

•

Pumping rates
...
e
...

•

The proximity of tankers to the terminal and to hazardous terminal equipment
...

•

The installation of emergency isolation valves
...

•

Whether the terminal is continuously manned or periodically unmanned
...

•

Proximity to any outside emergency response units and their ability, availability and
time of response
...

•

The desired degree of protection beyond regulatory requirements
...

The alarm system should have the capability to raise local audible and visual alarms and
should annunciate an alarm at a continuously attended central fire control panel
...

The installation of fire detection equipment that is designed to automatically activate fixed
fire fighting equipment may be advisable where a terminal extends away from shore in
such a way that manual fire fighting is difficult, dangerous, or ineffective; where fire fighting
vessels are not available and accessibility with fire fighting vehicles is poor, or in locations
where responsible personnel are limited or are not always available for rapid response
...
An alarm
should also annunciate at a continuously attended central fire control panel, indicating the
location of the activated detection and fire extinguishing system
...
In this case, the
detection system, where installed, sounds a local alarm and sends a signal to a
continuously attended control panel upon actuation of a detector
...

Equipment and facility areas that are sometimes monitored with automatic fire or gas
detection systems include transfer pumps, valve manifolds, loading arm areas, control
rooms, electrical switch gear enclosures, operator’s sheds, below deck areas, and other
equipment or areas susceptible to hydrocarbon leaks and spills or that contain ignition
sources
...

19
...
2

CONTROL ROOMS/CONTROL BUILDINGS
When determining necessary detection and alarm equipment for control rooms, the first
consideration should always be the requirements of local regulations
...

The following general detection and alarm facilities are suggested for all control
rooms/buildings:
•

Manual fire alarm stations should be provided at all exits
...

•

A fire detection system should be installed in any area of a control building that is
normally unattended
...

•

Combustible gas detectors should be installed in the supply air intake vents of
pressurised control rooms and inside non-pressurised control rooms
...

Control rooms that are not continuously attended may sometimes be equipped with
additional facilities
...
The
gas or fire detection system should then be arranged in a cross-zone array so that
adjacent detectors are not on the same detection circuit
...

Actuation of a detector on the adjacent circuit is required to initiate the automatic operation
of the fixed fire extinguishing system
...
5

FIRE PROTECTION
Fire protection systems are required to protect potentially exposed equipment in order to
avoid fire escalation and to minimise fire damage
...

Where marine terminals have land connections with refineries or related installations, the
fire protection system is usually an integral part of the fire-fighting scheme for the whole of
that installation
...

19
...
1

TERMINAL FIRE FIGHTING EQUIPMENT
In ports with many terminals or in congested industrial locations, the local authority or port
authority may provide the main fire fighting capability
...
1
...

Because of these many variables, it is impractical to make specific recommendations
concerning fire-fighting equipment
...

In the absence of regulatory requirements, capability should be based on the general
guidance contained within this Chapter and the outputs of a formal risk assessment
...

•

Location of the terminal
...

•

Areas to be protected
...

•

19
...
2

Nature of the cargoes handled
...

PORTABLE AND WHEELED FIRE EXTINGUISHERS AND MONITORS
Portable and wheeled fire extinguishers should be provided at every marine terminal berth
on a scale relative to the size, location and frequency of use of the berth
...
1)
...

Carbon dioxide extinguishers have little value at berths or on jetties, except at points
where minor electrical fires could occur
...

Portable fire extinguishers should be so located that in any area or hazard, a fire
extinguisher can be reached without travelling more than 15 metres
...

Fire extinguisher locations should be permanent and conspicuously identified by luminous
background paint or suitable coloured protective boxes or cabinets
...

Foam extinguishers having a capacity in the order of 100 litres of pre-mix foam solution
are suitable for use at berths
...

Small foam extinguishers with capacities of about 10 litres are too limited to be effective in
most cases in the event of a fire at a terminal
...
1, they may be either
portable or wheeled, but should have a discharge capacity of at least 115 m3/hr of foam
and water in solution
...

19
...
3

TERMINAL FIXED FIRE FIGHTING EQUIPMENT

19
...
3
...

Where the fire water supply is obtained from static storage, such as a tank or reservoir,
then the reserve for fire fighting purposes should be equivalent to at least 4 hours
continuous use at the maximum design capacity of the fire fighting system
...
The piping arrangements at such storage facilities should be
arranged to prevent use of the fire fighting reserve for other purposes and the integrity of
the make-up water supply to such a reserve would need to be assured
...
For typical flow rates, reference
should be made to Table 19
...

Installation
1
...

(ii) Tanker berth at a wharf or jetty handling ships
of less than 20,000 tonnes deadweight and
less than one ship per week
...

Fire fighting equipment consisting of hand-held and
wheeled fire extinguishers, fire hose, foam
branchpipes, portable or wheeled foam/water
monitors
...

Portable equipment:
• 2 x 9 kg portable dry chemical extinguishers
• 2 x 50 kg wheeled dry chemical extinguishers

2
...

Fire main incorporating isolating valves and fire
hydrants with a water supply of 350 m3/hr
...

Fixed foam/water monitors and appropriate bulk
concentrate supplies
...

Portable equipment:
• 4 x 9 kg portable dry chemical extinguishers
• 2 x 75 kg wheeled dry chemical extinguishers

3
...

Fire main incorporating isolating valves and fire
hydrants with a fire water supply of 700 m3/hr
...

Fixed foam/water monitors and appropriate bulk
concentrate supplies
...

Portable equipment:
• 6 x 9 kg portable dry chemical extinguishers
• 4 x 75 kg wheeled dry chemical extinguishers

4
...

Fire protection facilities as above according to use
and size of ship
...
1 Fire Protection Guidelines For Marine Terminals Handling Crude
Oil and Petroleum Products (excluding Liquefied Hydrocarbon Gases)
19
...
3
...

Electric motor, diesel engine and steam turbine driven pumps are acceptable
...
Typically, a combination of diesel
and electric driven pumps are found
...
When
selecting a location for the fire pumps, consideration should be given to the loading gantry
and the nearest moored tanker or barge
...
This may be achieved by structural
barriers, booms or water spray systems
...
Whenever electric motor driven pumps are in use, the careful routeing and
fire protection of power cables should be considered
...
5
...
3 Fire Mains
Permanent fire water mains and/or foam-water solution mains should be installed on
marine terminals and along the approach routes to berths
...

The hydrant points generally consist of headers with individually valved outlets fitted with a
fire hose connection suitable for the particular type of fire hose coupling in use locally
...
The valves should be positioned so
that, in the event of fire main failure in the berth area, ‘fall back’ could be made to the
terminal approach, where sufficient fire hydrants should be provided to meet the
requirements of the fire water demand
...
Additional fire hydrants
should then be provided upstream of this valve
...

When selecting fire main materials, consideration should be given to ensure compatibility
with the water supply
...

Where freezing conditions are encountered, fire mains, which are not maintained in the
‘dry’ mode, should be protected from freezing
...
Buried fire mains need to be suitably coated
and wrapped to prevent corrosion
...

Drain valves should be conveniently and suitably located on the fire mains and flushing
points should be provided at the extremities of the fire main grid
...
5
...
4 Fire Hydrants
The location and spacing of hydrants on marine terminals will generally be determined by
the character of the facilities to be protected
...
For guidance purposes, hydrants should
be spaced at intervals of not more than 45 metres in the berth or loading arm areas and
not more than 90 metres along the approach or access routes
...

Hydrants should be readily accessible from roadways or approach routes and located or
protected in such a way that they will not be prone to physical damage
...
5
...
5 International Shore Connection
All marine terminals and berths with a firewater system should have at least one
international shore fire connection, complete with nuts and bolts, through which water
could be supplied to a tanker's fire main if required for shipboard fire fighting
...
2)
...
The location and purpose of this connection should be
made known to all appropriate staff and discussed during the joint completion of the Ship
Shore Safety Check List
...

19
...
3
...

Pump-in points should be provided at suitable, accessible locations near the extremities of
the fire-mains and preferably where fire-fighting vessels can be securely moored
...

Pump-in points should be comprised of at least 4 x 63mm hose inlets or equivalent
...

The location of these inlets should be highlighted, for example, by appropriate signage and
white painted hydrants
...
5
...
7 Foam Systems
Foam concentrate can be supplied by a number of methods which are described below
...

Fixed pipelines for expanded (aerated) foam are not recommended, because the fully
developed foam cannot be projected effectively due to loss of kinetic energy and high
frictional losses through such systems
...
e
...
These will include the fuel type
and formulation, whether aspirating or non-aspirating equipment is installed, ease of resupply and economic considerations
...
Some of the principal systems are briefly described
as follows:
•

Direct Foam Pick-up from Atmospheric Tanks
This method incorporates direct foam induction via a flexible pick-up tube connecting a
monitor to an adjacent ‘atmospheric’ foam storage tank, tank truck, portable trailer or
drum
...
Such
monitors would be positioned near ground or deck level
...
5 cubic metres
foam concentrate capacity, or two smaller 2
...
The foam
proportioner unit is positioned between the fire pumps and downstream foam making
equipment
...

Sufficient hydrants should be provided on the foam main from which portable foam
making equipment, including monitors, can be operated
...

(2) Foam pumps for delivering the foam concentrate into the foam pipeline grid
...

(3) Pipeline grid, possibly of 75mm
...

Where pipelines for foam solution or concentrate are provided, the lines should have a
number of accessible take-off (hydrant) points which should be spaced not more than
two or three standard hose lengths apart
...
Suitable pipeline drain valves and
wash out facilities should be provided
...

Foam concentrate can also be distributed through a smaller bore pipe system to the
tanks supplying the inductors of fixed or mobile foam making appliances
...
The foam pump(s) would normally be driven by an
electric motor and would take suction from an atmospheric foam tank
...
In any case,
the bulk foam concentrate supply should be sufficient to ensure not less than 30 minutes
of continuous foam application at design flow conditions
...
5
...
8 Monitors (or Cannons)
Monitors may be used for foam and water, although specific types may be designed solely
for foam
...

The effective height of the liquid stream required from a monitor is dictated by the
particular use envisaged
...
Typically, monitors will provide a jet length of 30 metres and a jet
height of 15 metres in still air
...

Monitors may be situated at pier or wharf deck level, normally only suited at small
terminals, or may be mounted on fixed towers, remotely controlled either from the tower
base or at a distance
...
Fixed tower
installations may have the drawback that, with the wind in the wrong direction, smoke may
obscure vision and sighting
...

The provision of fixed foam/water monitors should be considered for tanker berths
handling vessels in excess of 20,000 tonnes deadweight
...

The monitors should be supplied from the berth fire-main and be manually activated
individually at each monitor riser or from a remote manual or motorised isolating valve
controlling a group of monitors, depending upon the particular design
...
They should be
located so as to be capable of cooling the berth structure, as well as the adjacent hull of a
tanker
...
Such monitors, whether at deck level or in elevated positions, should be
capable of remote operation from a ‘safe’ location
...

The number and capacity of foam monitors to be provided on a berth will depend upon
local circumstances and conditions, which will include the capacity of the firewater system
...

The remote control point for elevated monitors should be sited in a ‘safe’ location
...
Where practicable, the monitor control point should be at least 15
metres from the probable location of fire
...
5
...
9 Below Deck Fixed Protection Systems
Below-deck fixed protection systems have been installed when the marine terminal
extends over water and away from shore in such a way that fire fighting would be difficult
or dangerous, or when marine fire fighting vessels are not available
...

When fire fighting vessels are available to provide a quick response, a fixed water spray
system may be installed below deck for cooling non-fire resistant, unprotected supports
and exposed structure, in the event of a local fire on the surface of the water
...
2 litres per minute per square metre
...
Under these
circumstances, such a system would provide rapid below deck fire control and
extinguishment
...
5 litres per minute
per square metre
...

19
...
3
...
To ensure that it is fit for use, it is essential that all fire fighting
equipment is regularly inspected and tested
...

19
...
Such
manoeuvres are generally possible, particularly at sea island berths
...

The water borne fire fighting capability is normally best provided by working tugs or
workboats fitted with fire fighting equipment, including foam facilities, which should be
capable of tackling a deck fire on the largest tanker likely to use the port
...
Should these tugs be assisting a ship berthing or
unberthing at the terminal or in some other part of the harbour when a fire emergency
occurs, arrangements must be made to ensure that they can be released in the shortest
possible time to assist in fire-fighting
...
Where the attendance of these fire-fighting tugs at a fire cannot be assured
within a reasonable time scale, their contribution should not be included when assessing
the fire-fighting requirements for the terminal
...

Fire fighting craft, especially those at terminals with sea island berths, should be equipped
with an International Shore Connection for providing firewater to a ship's fire water main,
or should have a suitable adaptor for this purpose
...
One 63 mm hose
connection should be provided for every 57 m3/hr
...

The decision to use tugs to assist in fighting a fire on a tanker or on the terminal, or to use
them to sail other vessels in danger of becoming involved, should be made by the person
in overall charge of the fire-fighting and in conjunction with the harbour authority
...

Tugs with fire-fighting equipment should be inspected regularly to ensure that their
equipment and foam compound stocks are in good condition
...
The foam filling points on the tugs must be kept
clear, so as to be immediately ready for use
...

The decision should be supported with appropriate training for the designated fire fighters
...
7

PROTECTIVE CLOTHING
All fire protective clothing gives some protection against radiant heat and consequently
from burns
...

However, modern practice is to provide fire protective clothing that is manufactured from a
light-weight, fire resistant fabric incorporating an aluminium covering, sometimes referred
to as a fire proximity suit
...
Heavier
suits, termed fire entry suits, will allow personnel wearing breathing- apparatus with
suitable rescue and back-up provisions to withstand direct flame exposure for a limited
period
...

All protective clothing should be kept serviceable and dry and should be properly fastened
while being worn
...
8

ACCESS FOR FIRE FIGHTING SERVICES
Parking areas should be provided for fire fighting vehicles close to marine terminal
approaches
...
Consideration must also be given to any limitations regarding
the maximum axle weights for vehicles accessing jetty structures
...
This Chapter deals with the
preparation of terminal emergency response plans and with the provision of
resources and training necessary to support them
...
5
...

20
...
The procedures should cover all types of emergency that can be
envisaged in the context of particular activities at the terminal, for example, major oil
spillage, gas leak resulting in an unconfined vapour cloud, fire, explosion and ill or injured
persons
...

Personnel involved must be familiar with the emergency procedures, should be adequately
trained and should clearly understand the action they would be required to take in
responding to an emergency
...

Information on the hazards associated with products handled at the terminal should be
immediately available in case of emergency
...
The MSDS should include
details of physical data (melting point, boiling point, flash point etc
...

Sufficient manpower is necessary to successfully initiate and sustain any response plan
...
Where appropriate, assistance
may be obtained from local emergency organisations, nearby airports, industrial plants or
military installations
...

In addition to addressing incidents which may occur during normal operational times,
terminal emergency plans should also cover those which may occur outside normal
working hours, when operations are continuing with reduced manpower on site
...
The plan will only be effective if careful
consideration has been given to these elements in its preparation so that it will fully meet
the requirements of the individual terminal
...

It will be necessary to:
1
...

2
...

3
...

The plan should be reviewed and updated on a regular basis to ensure that it reflects any
changes within the terminal, current best practice and any key lessons from emergency
exercises/ previous emergencies
...
2

TERMINAL EMERGENCY PLANNING - PLAN COMPONENTS AND
PROCEDURES

20
...
1

PREPARATION
All terminals should develop an emergency plan, which should cover all aspects of the
action to be taken in the event of an emergency
...
, and should integrate with any
other relevant plans, such as the port emergency plan
...

•

Initial action to contain and overcome the incident
...

•

Evacuation procedures
...

•

Emergency organisation, including specific roles and responsibilities
...

•

Emergency control centres
...

Each terminal should have an emergency team whose duties include planning,
implementing and revising emergency procedures, as well as executing them
...

The main elements forming the initial response to an emergency, such as reporting and
action to contain and control, together with the location of emergency equipment, should
be conspicuously displayed on notices at all strategic locations within the terminal
...

The terminal emergency plan should harmonise and, as appropriate, be integrated with:
•

Other parts of the company organization and facilities; and

•

Relevant outside organizations (other companies, public bodies, etc
...

The essential elements of a terminal emergency plan are summarised in Section 20
...

20
...
2

CONTROL
The terminal emergency plan should make absolutely clear the person or persons who
have overall responsibility for dealing with the emergency, listed in order of priority
...

Failure to define lines of responsibility can easily lead to confusion and to the loss of
valuable time
...
The location of the control centre, and
a list of those personnel assigned to it, should be clearly described in the plan
...

During an emergency, the control centre should be manned by leading representatives
from the terminal and, as relevant, by those from the port authority, fire brigade, tug
company, police or other appropriate civil authority
...
An ‘Information
Officer’ should be designated to relay information to the public, other port users, and all
involved parties
...
2
...
2
...
1 Alarms
All installations should have an emergency alarm system
...
For example, a single common alarm
may be quite appropriate for a small terminal while a complex terminal/refinery may have
to install a differentiated alarm system to reflect a hierarchy of possible emergencies
...
Typical
applications would be in response to bomb threats and other forms of sabotage
...
2
...
2

Contact Lists
The terminal emergency plan should include full contact details, both during and outside
office hours, for those inside and outside the organisation who must be called in case of
emergency
...
Alternates should be fully aware of their responsibilities
and trained in the proper execution of their duties
...

20
...
3
...
Alternative power supplies should be provided in case the primary system fails
...

•

Summoning of assistance
...

The communications system should have the flexibility to cover operations on the jetty, on
a vessel, on adjacent waters or from elsewhere within the terminal
...
However, radio and telephone communications will be high on
the list of priorities in most emergency plans
...
Key personnel should
always be supplied with portable radio equipment and a communication centre should be
established in the emergency control centre
...

The emergency control centre should facilitate the direction, co-ordination and control of
all emergency activities, including the provision of advice and information to other port
users
...

During an emergency, it is important that key functionaries are easily recognisable in the
field, for example, by wearing different coloured safety helmets
...

20
...
3
...

The emergency plan should include a basic set of communication disciplines, including
passwords for the various types or degrees of emergency
...

The inclusion of a communications control officer in the emergency plan is recommended
...

20
...
4

SITE PLANS AND MAPS
Plans showing fire-fighting equipment, major facilities and road access should be kept upto-date and be readily available for use in an emergency, with copies kept in the control
centre
...

20
...
5

ACCESS TO EQUIPMENT
All emergency equipment should be readily accessible and kept free of obstructions at all
times
...
2
...
Vehicles should only be parked in designated areas and
ignition keys should be left in place
...
In
allowing emergency vehicles access to jetty areas, due account must be taken of any
limitations on vehicle weights related to deck loadings
...
2
...
The
success in responding to an emergency may depend on the degree of cooperation
received from third parties and this will often be dependent on their familiarity with the
terminal and its response procedures
...
Combined drills involving tugs, ships and shore
emergency services, as appropriate, should be conducted at least annually
...

20
...
7
...

•

The nature of the ship or ships involved, with locations and cargo details
...

This information will be required to enable the harbour authority and vessel traffic control
centre to decide whether to restrict navigation within the port area or to close the port
...

20
...
7
...
The emergency plan should
make provision for this eventuality
...
2
...
3 Rescue Launches
A launch or launches, if available, should be included in the plan to assist with:
•

The recovery of personnel who may be in the water
...

Launches detailed for these duties should have the following equipment and supplies:
•

A communication link capable of being integrated into the control centre’s
communication system
...

•

Blankets, as personnel recovered from the water are likely to be suffering from cold
and shock
...

•

Self contained breathing apparatus
...

The crews of the launches should receive instruction in rescuing survivors from the water,
bearing in mind that these may be seriously injured or suffering from extensive burns
...
Launch crews should be made
aware that survival time in water could be very short and the prompt rescue of personnel is
therefore important
...
2
...
4 Medical Facilities
Depending on the nature of the emergency, it may be necessary to alert medical facilities,
within and outside the terminal
...

Medical facilities likely to be used will need to be told: •
•

The likelihood or number of casualties
...

•

20
...
8

The nature and location of the emergency
...

TRAINING FOR EMERGENCIES
Training should be provided in the following emergency activities, as appropriate:
•

Fire fighting using equipment that will be available in an emergency
...

•

Fire isolation
...

•

Cooperative operation with outside bodies
...

•

Spill containment and clean up
...
Evacuation drills are an
essential part of training and help to minimise panic in an actual emergency
...

The terminal emergency plan should be exercised regularly
...

20
...
3
...
For instance, it may be possible
for a large terminal, with adequate equipment and manpower, to deal with a local fire or
similar event without calling the full terminal emergency plan into operation
...

The following guidelines are not intended to be prescriptive but are intended to provide a
framework or starting point that can be customised to suit a particular terminal
...
It should be noted that the guidelines
only provide the a minimum basis for developing and sustaining an effective terminal
emergency plan
...
3
...
Based on this study, a hierarchy
of emergencies should be established, for example:
•

Local emergency
...

•

Major emergency
...
3
...
1 Local Emergency
A local emergency is one of minor consequence for life and property that can be dealt with
locally, for example, at the jetty or on board a ship, by available staff, with or without
assistance
...

20
...
2
...
It influences operations in the whole terminal, or has the
potential to do so, may impact on more than one ship and may influence the port
environment
...
3
...
3 Major Emergency
A major emergency is one that is similar to a terminal emergency but is of such size and
scope, and of such serious consequence for life and property, that the whole terminal and
the neighbouring port environment is involved, and/or greatly endangered
...
3
...
4 Escalation
Not every operational incident should be handled as an emergency
...

20
...
3

ASSESSING RISKS
In assessing the range of emergencies that a terminal may have to deal with,
consideration should be given to incidents at the terminal itself and those in the port
environment that may threaten the terminal, or would require major assistance from the
terminal
...

20
...
3
...

•

Major escape of flammable and/or toxic vapours, gases, oil or chemicals
...

•

Drifting and breakaway from jetty, dragging anchor or grounding
...

•

Meteorological hazards, such as floods, hurricanes, heavy electrical storms
...

•

Attack, sabotage and threat against ships or the terminal
...
3
...
2 Special Situations
The terminal emergency plan should apply to an otherwise normal operational
environment
...

20
...
4
...
The following have proven useful in
practice:
•

Loose-leaf format, to facilitate amendments
...

•

Good quality paper, of a strong texture
...

•

Written in more than one language, if necessary
...

- If more than one language version of the plan is used, one version, usually the local
language version, should be designated to be the original, in case of legal argument
...
4
...

Minimal use of cross references to other parts of the plan
...
This can best be achieved by
way of a part time task force under appropriate leadership
...
This person
should also take care of the necessary liaison with outside parties who are included in the
plan
...
As
staff members and organisations change, the plan should be updated to accommodate
such changes
...
The appointed staff member
alone should be entitled to make changes to the emergency plan
...
Furthermore, one or more copies should be available and always
accessible in the relevant control rooms
...

Where plans are made available to all relevant personnel in electronic form, such as via a
local server, the controlled or extant copy is normally considered to be the electronic copy
and any printed versions are ‘uncontrolled’
...
The
role will include ensuring that the centre is kept stocked with emergency materials, up to

date documents and other materials, that it is kept clean and ready for immediate
occupation
...
4
...
Should this
be necessary, the plan should contain instructions regarding the accessibility and
availability of such resources, both those owned by the terminal organisation and those
available from outside
...
The resources can
include, but not be limited to, the following:
•

Craft for assistance, rescue and evacuation
...

•

Earthmoving equipment
...

•

Floodlights for night operation
...

•

Sand, dispersants, fire hose and foam making equipment, fire extinguishers and
additional stocks of fire fighting foam concentrate
...

•

Fire suits, helmets and other fire protective clothing
...

•

Food and beverages
...

For each resource group the plan should list:
•
•

Main characteristics, performance data
...

•

Addresses, telephones, radios, etc
...

•

20
...
4

Availability, amounts and numbers
...

MISCELLANEOUS ORGANISATIONAL ITEMS
The following additional items are intended to further assist terminals with development of
their emergency planning
...

•

Not include references to unlikely occurrences, to products not handled and to
resources that are not available
...
Instructions should be to the
point and not so elaborate that they deter from quick response
...
It should be limited to people,
equipment, organisation and communications
...
In these cases,
the plan can specify emergency precautions to be organised
...

•

Allow operations and other activities, not directly affected by the emergency, to
continue in an orderly and safe manner
...
If this is not possible, the plan
should include safe shutdown procedures
...
However, for the primary activities covered by the plan, reliance should always
be placed upon in-house staff and resources and not on those from outside
...

•

Contain an organisation diagram illustrating the key functionaries involved and their
immediate actions and communications
...

•

Itemise actions in a proper sequence
...

•

List the reporting line and authority of each functionary mentioned both within and
outside working hours
...

•

Ensure that key personnel have a manageable task and that they can be released to
deal with an emergency on a full time basis, if necessary
...
All functions in the plan
that require special abilities or skills, for example, fire tender operation, boatmen and
special radio-operations, should be provided with backup
...
Alternatively, certain staff should
assemble at pre-nominated central locations
...

•

Craft for waterborne assistance or the evacuation of personnel, including designated
landings, to be manned for assistance
...

•

Cars, buses, etc
...

•

Unmooring crew and transport on standby
...

•

Properly manned reception points to be assigned for receiving evacuated ship’s crew
and/or family members of terminal staff, press representatives, etc
...

No emergency plan can be embrace all factors and users should be made aware that the
particular circumstances of an emergency might dictate that they or others have to deviate
from the plan
...
5

EMERGENCY REMOVAL OF TANKER FROM BERTH
It is recognised that in the interest of the tanker, the safety of the shore installation, and
often that of the whole port, the ship should be kept alongside whenever possible
...

However, if a fire on a tanker or on a berth cannot be controlled, it may be necessary to
consider whether or not the tanker should be removed from the berth
...

The plan should stress the need to avoid precipitate action that might increase, rather than
lessen, the danger to the tanker, the terminal, other ships berthed nearby and other
adjacent installations
...
Therefore, the means and method by which
personnel can be safely evacuated is of importance
...

21
...

The evacuation plan will vary from terminal to terminal and can be dependent on the
design, location and the availability of equipment
...

T Head Jetties and Finger Piers
Terminal facilities with a shore connection, such as ‘T’ head jetties and finger piers, have
the advantage of providing a means of evacuation by road transport
...
For this type of
facility, means of evacuation via water transport may be required unless a second shore
connection is provided
...

The possible evacuation of ship’s personnel should also be considered
...
It may also be possible that maintenance personnel will, on occasions,
outnumber operational personnel, and the evacuation plan should recognise and cater for
such a contingency
...
1
...
These arrangements should be discussed at
the pre-cargo safety conference and identified during the completion of the Ship Shore
Safety Check List
...
(See Section 20
...

21
...
2

NON-ESSENTIAL PERSONNEL
On every occasion, when it is evident that an emergency situation will or may develop into
an incident of significant proportions, all personnel not directly involved in remedial or firefighting operations, should be evacuated at an early stage
...
Early evacuation of such personnel will always serve to reduce the overall
responsibility for personnel safety, thereby permitting the person-in-charge to concentrate
on the emergency and attend to the needs of those personnel in immediate danger
The most important and critical elements of every emergency evacuation plan are
organisational control and communications, and the resources necessary to support them
...

21
...
2
...
Escape
routes should be located such that in the event of fire, at least one route provides a safe
evacuation path, sufficiently far from the source of probable fire to afford personnel
protection during evacuation
...

21
...
2

PROTECTION OF PERSONNEL
If escape routes cannot be led clear of sources of probable fire, the route should be
protected, where practicable, by fire walls/barriers or heat shields and should afford
personnel protection from exposure to burning hydrocarbons on water, on the topside of
loading/unloading facilities, or on shore
...

Berths and jetties can be difficult to escape from in the event of fire or other emergency
...
Access
ways to and from off-shore berths and dolphins require special attention as personnel
must not be left unattended on isolated dolphins
...
On sea islands, access routes and
assembly points for rescue craft or dedicated life boats may require fire walls, enclosures
or barriers to provide extended personnel protection
...
2
...
Particular emphasis should be given to safe disembarkation
positions at suitably protected locations
...
"T" head jetties and finger piers should
provide fixed means for embarking personnel into tugs, boats, and other rescue craft, in
the event of the shore route being inaccessible
...
2
...
The mobilisation of all available harbour or terminal rescue
craft would also form part of any emergency plan
...
Early warning should be

given for the assembly of all craft used for evacuation, which will then be under the control
of the person-in-charge of managing response to the incident
...
2
...
Personal flotation
devices should be located in prominent and accessible positions
...

These devices are typically utilised for emergency rescue from water in case of someone
going overboard
...

21
...
Survival craft are motor propelled, enclosed boats
...
There is a great deal of merit in providing such craft since they have the
capability of being launched, after personnel have embarked, by remote control within the
craft and afford protection to personnel when the craft passes through fire on water
...
It is also appropriate that a craft with protection for passing through fire
on water should receive due consideration for inclusion in the rescue fleet of boats at
some installations
...
Objections are commonly voiced on the grounds of maintenance, and the training
of personnel in their operation
...

21
...

Evacuation drills should be held frequently, typically at least once per quarter, and all key
and supervisory personnel at the facility should have a thorough knowledge of the
evacuation plans
...

PART 4 – OPERATIONS CONTROLLED
UNDER SHIP/SHORE INTERFACE
MANAGEMENT

Chapter 22

COMMUNICATIONS
This Chapter deals with communications required between the tanker and the shore
including pre-arrival communications between the tanker and local Authorities and
between the tanker and the terminal
...

22
...
1
...

The provision of adequate means of communication, including a back-up system between
ship and shore, is the responsibility of the terminal
...

When telephones are used, the telephones, both on board and ashore, should be
continuously manned by persons who can immediately contact their superior
...

When VHF/UHF or radiotelephone systems are used, units should preferably be portable
and carried by the responsible officer on duty and the responsible person ashore, or by
persons who can contact their respective superior immediately
...

The selected system of communication, together with the necessary information on
telephone numbers and/or channels to be used, should be recorded on an appropriate
form
...

22
...
2

COMMUNICATIONS PROCEDURES
To ensure the safe control of operations at all times, it should be the responsibility of both
parties to establish, agree in writing and maintain a reliable communications system
...
A
secondary stand-by system should also be established and agreed
...

These systems should include signals for:
•

Identification of vessel, berth and cargo
...

•

Start loading or start discharging
...

•

Stop loading or stop discharging
...

Any other necessary signals should be agreed and understood
...

The use of one VHF/UHF channel by more than one ship/shore combination should be
avoided
...

22
...
3

COMPLIANCE WITH TERMINAL AND LOCAL REGULATIONS
Terminals should have security, safety and pollution regulations, which must be complied
with by both tanker and terminal personnel
...

22
...

22
...
1

EXCHANGE OF SECURITY INFORMATION
Security protocols need to be agreed between the ship and the port or terminal security
officer
...

22
...
2

TANKER TO APPROPRIATE COMPETENT AUTHORITY
The tanker should provide information as required by international, regional, and national
regulations and recommendations
...
2
...

•

Country of registration
...

•

Estimated time of arrival at designated arrival point, for example, pilot station or fairway
buoy
...
If loaded, type of cargo and disposition
...

•

If fitted with an inert gas system, confirmation that the ship’s tanks are in an inert
condition and that the system is fully operational
...

•

Any defects that could adversely affect safe operations or delay commencement of
cargo handling
...

•

•

Advance information on proposed cargo handling operations, including grades,
sequence, quantities and any rate restrictions
...
Such information must include identification of
any toxic components, such as H2S
...
2
...
Also products to be handled at each manifold, numbered
from forward
...

TERMINAL TO TANKER
The terminal should ensure that the tanker has been provided with relevant port
information as soon as practicable
...

•

Maximum draft and maximum air draft
...

•

Details of any shore moorings that will be provided
...

•

Number and size of hose connections/manifolds
...

•

Inert gas requirements for cargo measurement
...

•

For jetty berths, arrangement of gangway landing space or availability of terminal
access equipment
...

•

Any restriction on crude oil washing procedures, tank cleaning and gas freeing, if
applicable
...

•

Facilities for the reception of slops, oily ballast residues and garbage
...

22
...
3
...
The following information should be exchanged:
•

Details of any deficiencies or incompatibilities in the vessel’s equipment which might
affect the safety of the mooring
...

•

The SWL of any equipment to be used for towing
...
3
...

TERMINAL AND/OR PILOT TO TANKER
Before berthing, the terminal should provide the master, through the pilot or berthing
master, with details of the mooring plan
...

Information should include:
For all types of berth:
• The plan for approaching the berth, including turning locations, environmental limits and
maximum speeds
...

• The type of tugs to be used and their bollard pull(s)
...

For jetty berths:
• Minimum number of tanker’s moorings
...

• Number and location of jetty manifold connections or hard arms
...

• Details of any berthing aids, such as doppler radar or laser equipment
...

For conventional multi-buoy moorings
• Minimum number of shackles of cable required on each anchor that may be used
during the course of mooring
...

For all sea berths and SPMs:
• Required Safe Working Load (SWL) of the ship’s hose handling derrick
...

For Single Point Moorings (SPMs):
• Diameter of the chafe chain links used in the mooring
...

• Length and size of any messenger lines which have to be used to pick up the moorings
...

• Method used to make the SPM fast to the tanker and details of any equipment that
must be provided by the tanker
...

22
...
This section
covers information that should be exchanged before those operations begin
...
4
...
4
...
1 Information in Preparation for Loading Cargo and Bunkers:
•

Details of last cargo carried, method of tank cleaning (if any) and state of the cargo
tanks and lines
...

•

Maximum acceptable loading rates and topping off rates
...

•

Cargo quantities acceptable from terminal nominations
...

•

Maximum acceptable cargo temperature (where applicable)
...

•

Proposed method of venting
...

•

Disposition, composition and quantities of ballast together, if relevant, with time
required for discharge and maximum light freeboard
...

•

Quality of inert gas (if applicable)
...
4
...
2 Information in Preparation for Cargo Discharge:
•

Cargo specifications
...

•

Any other characteristics of the cargo requiring special attention, for example, high true
vapour pressure (TVP)
...

•

Distribution of cargo on board by grade and quantity
...

•

Any unaccountable change of ullage in ship’s tanks since loading
...

•

Preferred order of discharge
...

•

Whether tank cleaning, including crude oil washing, is required
...
4
...

TERMINAL TO TANKER
The following information should be made available to the responsible officer:

22
...
2
...

•

Whether or not the cargo includes toxic components, for example H2S, benzene, lead
additives, mercaptans
...

•

Any other characteristics of the cargo requiring attention, for example high true vapour
pressure
...

•

Bunker specifications including H2S content
...

•

Nominated quantities of cargo to be loaded
...

•

Standby time for normal pump stopping
...

•

Number and sizes of hoses or arms available and manifold connections required for
each product or grade of the cargo and VECS, if appropriate
...

•

Limitations on the movement of hoses or arms
...

22
...
2
...

•

Nominated quantities of cargo to be discharged
...

•

Maximum pressure acceptable at ship/shore cargo connection
...

•

Number and sizes of hoses or arms available and manifold connections required for
each product or grade of the cargo and whether or not these arms are common with
each other
...

•

Any other limitations at the terminal
...

22
...

•

Name and signature of ship and shore representative
...

•

The following information on each product:
Quantity
...

Shore tank(s) to be discharged
...

Cargo transfer rate
...

Maximum allowable pressure
...

Venting system
...

Use of automatic shut-down valves
...

Ship and shore tank change over
...

Pipeline clearing for loading
...

Trim and draught of the tanker
...

•

The initial and maximum loading rates, topping off rates and normal stopping times,
having regard to:
The nature of the cargo to be loaded
...

The maximum allowable pressure and flow rate in the ship/shore hoses or arms
...

Any other flow control limitations
...

The loading rates
...

•

Any bunkering or storing operations
...

A bar diagram is considered to be one of the best means of depicting this plan
...
6

AGREED DISCHARGE PLAN
On the basis of the information exchanged, an operational agreement should be made in
writing between the responsible officer and the terminal representative covering the
following:
•

Ship’s name, berth, date and time
...

•

Cargo distribution on arrival and departure
...

Shore tank(s) to be filled
...

Lines to be used ship/shore
...

Operating pressure
...

Temperature limits
...

•

Restrictions necessary because of:
Electrostatic precautions
...

The discharge plan should include details and timing of the following: •

Crude Oil Washing

•

Planned slowdowns or stoppages

•

Expected trim and freeboard conditions

22
...
7
...
Agreement should be reached
on the safety precautions to be taken, with due regard to the nature of the work
...
7
...
1 Immobilisation of the Tanker
Repairs and other work that may immobilise the tanker should not be undertaken at a
berth without prior, written agreement with the terminal
...
Certain conditions may have to be met
before permission can be granted
...
7
...
2 Hot Work on the Tanker
Hot work on board the tanker must be prohibited until all applicable regulations and safety
requirements have been met and a permit to work has been issued
...
3)
...

When alongside a terminal, no hot work should be allowed until the terminal representative
and, where appropriate, the port authority has been consulted and approval obtained
...

22
...
2

REPAIRS ON THE TERMINAL
No construction, repair, maintenance, dismantling or modification of facilities should be
carried out on a tanker berth without the permission of the terminal manager
...

22
...
3

USE OF TOOLS ON THE TANKER OR TERMINAL
No hammering, chipping, or grit blasting should take place, nor should any power tool be
used, outside the engine room, or accommodation spaces on a tanker, or on a terminal at
which a tanker is berthed, without agreement between the terminal representative and the
responsible officer, and unless a permit to work has been issued
...
The
precautions in Section 4
...

Chapter 23

MOORING
This Chapter deals with the physical preparations and procedures necessary to
provide and maintain an efficient mooring arrangement whilst the ship is berthed at
a jetty or buoy mooring
...

The use of mooring equipment is described in detail in the OCIMF publication
‘Mooring Equipment Guidelines’
...
Ship,
terminal and berth operators are strongly recommended to be aware of the detailed
information contained in these documents and to bring the relevant information to
the attention of their workforces to ensure that the combined mooring operation can
be safely undertaken
...
1

PERSONNEL SAFETY
Mooring and unmooring operations, including tug line handling, are dangerous
operations
...

23
...

For all tankers above 16,000 tonnes deadweight intended for general worldwide trading,
the mooring restraint available on board the ship as permanent equipment should satisfy
the following conditions: 60 knots wind from any direction simultaneously with either:
•

3 knots current from directly ahead or astern (0 degrees or 180 degrees); or

•

2 knots current at 10 degrees or 170 degrees; or

•

0
...

Note: Terminal operators should recognise that vessels below 16,000 deadweight tonnes,
and some older vessels above 16,000 deadweight tonnes, may not be able to comply with
the above mooring advice
...
At exposed terminals, or those where for some
reason the criteria are likely to be exceeded, the ship’s mooring restraint should be
supplemented with appropriate shore-based equipment
...
Cargo
hoses or arms should not be connected until both the terminal representative and the
master are satisfied that the ship is safely moored
...
3

PREPARATIONS FOR ARRIVAL

23
...
1

TANKER’S MOORING EQUIPMENT
Before arrival at a port or berth, all necessary mooring equipment should be ready for use
...
There should
always be an adequate number of personnel available to handle the moorings
...
3
...
Tugs and other craft
must not be permitted to come alongside before the master has satisfied himself that it is
safe for them to do so
...

Tugs should switch off their radar systems when approaching a tanker
...
Any intent by the master, or request from the shore, for
tugs to remain alongside during any such cargo or ballast activities, should be treated as
non-routine and must not be undertaken without the full agreement of all parties
concerned, and only after a risk assessment has been carried out
...
3
...
In such circumstances, tugs can perform a very useful function in holding the
ship against the berth in order to reduce the strain on the moorings
...

23
...

The safety of the vessel and hence its proper mooring is the prime responsibility of the
master
...

23
...
1

TYPE AND QUALITY OF MOORING LINES
The mooring lines used to secure the tanker should preferably all be of the same material
and construction
...
High modulus synthetic fibre
ropes are a viable replacement for winch stowed steel wire ropes for the mooring of large
tankers to terminals, other than single point moorings, provided that the recommendations
contained in the OCIMF publication ‘Guidelines on the Use of High Modulus Synthetic
Fibre Ropes as Primary Mooring Lines on Large Tankers’ are followed
...
Within a given mooring pattern, ropes of different elasticity should never be
used together in the same direction
...

Where dynamic (shock) loading on moorings can be caused by swell conditions or the
close passing of ships, fibre tails on the ends of mooring wires and high-modulus synthetic
fibre mooring ropes can provide sufficient elasticity to prevent failure of the mooring and
other components in the mooring system
...

Because fibre tails will deteriorate more rapidly than the wires or high modulus synthetic
fibre ropes to which they are attached, they should be at least 25% stronger than the line
to which they are attached
...

23
...
2

MANAGEMENT OF MOORINGS AT ALONGSIDE BERTHS

23
...
2
...

When tending moorings which have become slack or too taut, an overall view of the
mooring system should be taken so that the tightening or slackening of individual lines
does not allow the tanker to move or place undue loads on other lines
...

23
...
2
...

•

Excessive swell
...

•

Limited under keel clearance (UKC)
...

23
...
2
...
In automatic mode, such
winches, by definition, will render under load and will allow the vessel to move out of
position, with consequent risk to cargo arms or hoses
...
4
...
4 Self Stowing Mooring Winches
Because their weight and size make manual handling difficult, mooring wires used by
tankers are normally stored on self-stowing mooring winches which may be either single
drum or split drum
...

The holding power of the brake depends on several factors, the first being its designed
holding capacity
...
Some winches have brakes which are designed to slip

or render under loads which are less than 60% of the breaking load of the mooring line
(MBL) handled
...

In addition, deterioration of the brake holding capacity will be caused by wear down of the
brake linings or blocks, and it should therefore be tested at regular intervals, not exceeding
twelve months
...
If the deterioration is significant, particularly if the initial designed
holding capacity was low in relation to the breaking load of the mooring, the linings or
blocks must be renewed
...

Kits are available for testing winch brake holding capacity which can be placed on board
for use by the crew
...
These include:
The number of layers of wire on the drum
...
The designed holding capacity is usually calculated
with reference to the first layer and there is a reduction in the holding capacity for each
additional layer
...

If the rated brake holding capacity of a split drum winch is not to be reduced, only one
layer should be permitted on the working drum
...

On both undivided and split drum winches, the holding power of the brake is decreased
substantially if the mooring line is reeled on the winch drum in the wrong direction
...
Reeling in the
contrary direction can seriously reduce the brake holding capacity, in some cases by as
much as 50%
...

Winches fitted with disc brakes are not subject to this limitation
...

Oil, moisture or heavy rust on the brake linings or drum can seriously reduce the brake
holding capacity
...
Oil impregnation cannot be
removed, so contaminated linings will need to be renewed
...

Brakes must be adequately tightened to achieve the designed holding capacity
...
If brakes are applied manually, they should be checked for tightness
...
4
...
5 Shore Moorings
At some terminals, shore moorings are used to supplement the tanker’s moorings
...

If the adjustable ends of the shore mooring are on board the tanker, the moorings should
be tended by the tanker’s personnel in conjunction with its own moorings
...
If shore based pulleys are provided, the tanker should tend the mooring since
both ends of the line are on board
...

23
...
2
...

23
...

At terminals with buoy moorings for ocean going tankers it is desirable to have
professional advice on those aspects of safety related to the marine operations
...

23
...
1

MOORING AT CONVENTIONAL MULTI BUOY MOORINGS
At conventional buoy moorings, good communication between bridge and poop is
essential to avoid moorings or mooring boats being caught up in the ship’s propeller
...
It is essential that good quality moorings of adequate length are used and
personnel are closely supervised so as to ensure their safety
...
5
...
Therefore the fitting, both on ships and on SPMs, of
well designed and, in the case of the ship, accurately positioned, items of standard
equipment will considerably reduce the risk of injury to personnel
...

OCIMF has produced guidelines for SPM mooring equipment entitled ‘Recommendations
for Equipment Employed in the Mooring of Ships at Single Point Moorings’ and it is
recommended that these are adopted by all SPM terminals and the ships using them
...
A warping end should never be used for this purpose
...

23
...
3

MANAGEMENT OF MOORINGS AT BUOY BERTHS
While the tanker is at a conventional multi-buoy mooring, frequent and regular inspection
is essential to ensure that mooring lines are kept taut and that movement of the tanker is
kept to a minimum
...

At single point moorings, a watchman should be stationed on the forecastle head to report
any failure or imminent failure of moorings or leakage of oil
...

23
...
4

ADDITIONAL MOORINGS
At many conventional buoy mooring berths, the ship’s moorings are supplemented by
shore moorings run from the buoys or by ground moorings
...

Chapter 24

PRECAUTIONS DURING CARGO HANDLING
This Chapter provides guidance on precautions to be observed by both ship and
shore when cargo handling, ballasting, bunkering, tank cleaning, gas freeing and
purging operations are to be carried out in port
...

24
...
It is therefore important that petroleum gas is kept out
of these spaces
...

•

Loading non-volatile petroleum into tanks containing hydrocarbon vapour
...

•

Ballasting, purging, gas freeing or tank washing after discharge of volatile petroleum
...
Additional
doors and ports may have to be closed in special circumstances or due to structural
peculiarities of the tanker
...

Where practical, a single door should be used for working access in port
...

Doors should not normally be locked in port
...
Although
discomfort may be caused to personnel in accommodation that is completely closed during
conditions of high temperatures and humidity, this discomfort should be accepted in the
interests of safety
...
2

CENTRAL AIR CONDITIONING AND VENTILATION SYSTEMS
On ships with central air conditioning units, it is essential that the accommodation is kept
under positive pressure to prevent the entry of hydrocarbon vapours
...
A positive pressure will be maintained
only if the air conditioning system is operating with its air intakes open and if all access
doors are kept shut, except for momentary access or egress
...

There is a benefit from having a gas detection and/or alarm system fitted to air
conditioning intakes
...

The same principles apply to ships that have alternative air conditioning systems, or where
additional units have been fitted
...

Externally located air conditioning units, such as window or split air conditioning types,
should not be operated during any of the operations listed in Section 24
...

On ships that depend on natural ventilation, ventilators should be kept trimmed to prevent
the entry of petroleum gas
...

24
...
3
...

Cargo tank lids or coamings should be clearly marked with the number and location (port,
centre or starboard) of the tank they serve
...

24
...
2

SIGHTING AND ULLAGE PORTS
During any of the cargo and ballast handling operations referred to in Section 24
...

If, as a result of the system design, sighting or ullage ports are required to be open for
venting purposes, the openings should be protected by a flame screen which may be
removed for a short period during ullaging, sighting, sounding and sampling
...

24
...
3

CARGO TANK VENT OUTLETS
The cargo tank venting system should be set for the operation concerned and, if required,
the outlets should be protected by a device to prevent the passage of flame
...

When volatile cargo is being loaded into tanks connected to a venting system which also
serves tanks into which non-volatile cargo is to be loaded, particular attention should be
paid to the setting of pressure/vacuum valves and the associated venting system,
including any inert gas system, in order to prevent flammable gas entering the tanks to be
loaded with non-volatile cargo
...

24
...
4

TANK WASHING OPENINGS
During tank cleaning or gas freeing operations, tank washing cover plates should only be
removed from the tanks in which these operations are taking place and should be replaced
as soon as these operations are completed
...
Other tank washing covers may be loosened in preparation, but they should
be left in their fully closed position
...
4

INSPECTION OF SHIP’S CARGO TANKS BEFORE LOADING
Where possible, inspection of ship’s tanks before loading cargo should be made without
entering the tanks
...
The
person inspecting should take care not to inhale vapours or inert gas when inspecting
tanks which have not been gas freed
...
Other methods such as
dipping and measuring the heel, or having the stripping line or eductors opened in the tank
and listening for suction, may have to be used
...

If, because the cargo to be loaded has a critical specification, it is necessary for the
inspector to enter a tank, all the precautions contained in Section 10
...

Before entering a tank which has been inerted, it must be gas freed for entry and, unless
all tanks are gas freed and the inert gas system is completely isolated, each individual
tank to be entered for inspection must be isolated from the inert gas system
...
1
...
11 and 7
...
6
...

24
...

Segregated ballast tank lids should be kept closed when cargo or ballast is being handled,
as petroleum gas could be drawn into these tanks
...

24
...
6
...

Flange faces, gaskets and seals should be clean and in good condition
...

Where bolted connections are made, all bolt holes should be used
...

Improvised arrangements using ‘G’ clamps or similar devices must not be used for flange
connections
...
6
...

Precautions should be taken to ensure that, prior to the removal of blanks from tanker and
terminal pipelines, the section between the last valve and blank does not contain oil under
pressure
...

Blank flanges shall be capable of withstanding the working pressure of the line / system to
which they are connected
...

24
...
3

REDUCERS AND SPOOLS
Reducers and spools should be made of steel and be fitted with flanges that conform with
ANSI B16
...
Ordinary cast iron should not be used
...
)
There should be an exchange of information between the ship and terminal when manifold
reducers or spools are made of any material other than steel, since particular attention is
necessary in their manufacture to achieve the equivalent strength of steel and to avoid the
possibility of fracture
...

24
...
4

LIGHTING
During darkness, adequate lighting should be arranged to cover the area of the ship to
shore cargo connection and any hose handling equipment, so that the need for any
adjustment can be seen in good time and any leakage or spillage of oil can be quickly
detected
...
6
...

If possible, the hoses or arms should be drained, purged or isolated as appropriate before
emergency disconnection, so that spillage is minimised
...

24
...
7
...
In particular, care should be
taken to ensure that pipeline valves, including drop valves, are closed when not in use
...

On double hull vessels where there may be a reduced GM, due care shall be taken when
deballasting double bottom tanks after other cargo tanks have been topped off
...

If leakage occurs from a pipeline, valve, hose or metal arm, operations through that
connection should be stopped until the cause has been ascertained and the defect has
been rectified
...
If there is any possibility of the released oil or of petroleum gas entering an
engine room or accommodation space intake, appropriate preventive measures must be
taken quickly
...
Any oil spill
should be reported to the terminal and port authorities and the relevant ship and shore oil
pollution emergency plans should be activated
...

24
...
2

SEA AND OVERBOARD DISCHARGE VALVES
At the start of and at regular intervals throughout loading, discharging, ballasting and tank
washing, a watch should be kept to ensure that oil is not escaping though sea valves
...
In-line blanks should be
inserted where provided
...

For further information on this subject, reference should be made to the ICS/OCIMF
publication ‘Prevention of Oil Spillages through Cargo Pumproom Sea Valves’
...
7
...
Accumulations of water should be drained periodically and
scupper plugs replaced immediately after the water has been run off
...

24
...
4

SPILL CONTAINMENT
A permanently fitted spill tank, provided with suitable means of draining, should be fitted
under all ship and shore manifold connections
...

24
...
5

SHIP AND SHORE CARGO AND BUNKER PIPELINES NOT IN USE
The tightness of valves should not be relied upon to prevent the escape or seepage of oil
...

All ship’s cargo and bunker pipelines not in use must be securely blanked at the manifold
...

24
...

Onboard the ship, this is normally achieved by having fire hoses with spray/jet nozzles
connected and run out forward and aft of, and adjacent to, the manifold in use
...

On the jetty, fire fighting equipment should be ready for immediate use
...
Consideration
should be given to having portable extinguishers available for use adjacent to the jetty
manifold area
...
9

PROXIMITY TO OTHER VESSELS

24
...
1

TANKERS AT ADJACENT BERTHS
Flammable concentrations of petroleum gas may be encountered if cargo or ballast
handling, purging, tank cleaning or gas freeing operations are being conducted by another
tanker at an adjacent berth
...
1
...
9
...

Accordingly, when a cargo vessel is at a berth in the vicinity of a tanker loading or
discharging volatile petroleum, loading non-volatile petroleum into tanks containing
hydrocarbon vapour, ballasting tanks containing hydrocarbon vapour, or purging or gas
freeing after the discharge of volatile petroleum, it will be necessary for the terminal to
evaluate any consequential safety hazards and to take precautions additional to those set
out in this Chapter
...

24
...
3

TANKER OPERATIONS AT GENERAL CARGO BERTHS
Where tanker operations are conducted at general cargo berths, it is unlikely that
personnel on such berths will be familiar with safety requirements relating to possible
sources of ignition, or that cranes or other equipment will comply with the requirements for
the design and installation of electrical equipment in hazardous areas
...
These precautions should include restricted vehicular access,
removable barriers, additional fire fighting equipment and control of sources of ignition,
together with restrictions on the movement of goods and equipment and the lifting of
loads
...
9
...
Subject also to any port authority regulations, only authorised craft having the
permission of the responsible officer and, where applicable the terminal representative,
should be permitted to come alongside or remain alongside a tanker while it is handling
volatile petroleum or is ballasting tanks containing hydrocarbon vapour
...
In the event of a breach of the
regulations, it will be necessary to cease operations
...
3
...
3
...

Terminals should issue appropriate instructions to the operators of authorised craft on the
use of engines and other apparatus and equipment so as to avoid sources of ignition when
going alongside a tanker or a jetty
...
Terminals should also ask for
suitable notices to be prominently posted on the craft informing personnel and passengers
of the safety precautions to be observed
...

24
...
10
...
NOTICES ON THE TANKER
On arrival at a terminal, a tanker should display notices at the gangway in appropriate
languages stating:

WARNING
No Naked Lights
No Smoking
No Unauthorised Persons
No Use of Mobile Phones without Master’s Permission
Alternative wording containing the same warnings may also be used
...

Photoluminescent notices stating ‘EMERGENCY ESCAPE ROUTE’ together with
directional signs, should also be displayed at appropriate locations
...
10
...
Similar permanent
notices and signs should be displayed at the entrance to the terminal area or the shore
approaches to a jetty
...

Emergency escape routes from the tanker berth to the shore should be clearly indicated
...
11

MANNING REQUIREMENTS
A sufficient number of personnel to deal with an emergency should be present on board
the ship and in the shore installation at all times during the ship’s stay at a terminal
...

24
...

24
...

Helicopter operations should only be conducted in accordance with the ICS ‘Guide to
Helicopter/Ship Operations’
...
Experience has shown that many of the
bunker overflows and spillages that do occur can be attributed to human error
...

25
...
It should
be borne in mind that the pollution caused when heavy fuel oil is spilt is particularly
damaging and difficult to clean up
...
This is particularly important when bunkers
are being loaded concurrent with cargo operations, in order that conflicts of interest
between operational personnel are avoided
...
6 with regard to the flammability hazards
associated with residual fuel oils
...
2

BUNKERING PROCEDURES
Ship operators should require all bunkering operations to be controlled under a procedure
forming part of the vessel’s Safety Management System
...
The procedure should
also address contingency arrangements in the event of a loss of containment
...

•

Controls for the setting of bunker system valves
...

•

Arrangements of bunker tank ventilation
...

•

Alarm settings on overfill alarm units
...

•

Communications with the bunker supplier prior to commencement to establish and
record the loading procedure to be followed and to determine how quantity and quality
checks may be carried out, particularly if safe access is needed between the ship and
a barge
...

•

Testing procedures for determining the presence of hydrocarbon or H2S vapours
...

•

Communications procedure for the operation, including emergency stop
...

•

Establishing maximum loading volume for all tanks
...

•

Containment arrangements and cleanup equipment to be available
...

Once the procedure is produced it should be implemented by use of a check list, an
example of which is included in Section 25
...
3
...
3

THE BUNKERING OPERATION
The personnel onboard who are designated to manage the bunkering operation should not
be involved in other operations
...

Prior to commencing the operation, all pre-loading checks should be carried out and
communication systems verified as working
...

Care should be taken when changing over from one tank to another to ensure that an
excessive back pressure is not put on the hose or loading lines
...

On completion of loading, all hoses and lines should be drained to the tank or, if
applicable, back to the barge, prior to disconnection
...

25
...
4
...
The responsibility for the bunkering operation is usually delegated to designated
responsible officers on the ship and on the barge
...

•

Agree in writing on the action to be taken in the event of an emergency during transfer
operations
...

The Bunkering Safety Check List is based upon the Ship Shore Safety Check List (see
Section 26
...

Although this Check List is primarily structured for loading bunkers from a barge, it is also
considered suitable for use when taking bunkers from a jetty or when loading bulk
lubricating oil or gas oil from a road tanker
...
4
...

The Bunkering Safety Check List uses statements assigning responsibility and
accountability
...
Once signed, this details the minimum basis for
safe operations that has been agreed through a mutual exchange of critical information
...
Greyed-out
boxes are used to identify statements that generally may not be applicable to one party,
although the ship or barge may tick or initial such sections if they so wish
...
The assignment of
responsibility and accountability ensures clear identification of the party responsible for
initial and continued compliance throughout the transfer activity
...

The tanker’s representative should personally check all considerations lying within the
responsibility of the tanker
...
In fulfilling their responsibilities,
representatives should assure themselves that the standards of safety on both sides of the
operation are fully acceptable
...

•

Sighting appropriate records
...

Before the start of operations, and from time to time thereafter for mutual safety, a
members of the barge staff and where appropriate, a responsible officer should conduct
an inspections of the barge and the ship to ensure that their obligations, as accepted in the
Check List, are being effectively managed
...
Bunkers to be Transferred
A joint agreement on the quantity and grades of bunkers to be transferred, together
with agreed transfer rates and the maximum line back pressures
...
Bunker Tanks to be Loaded
An identification of the tanks to be loaded with the aim of ensuring that there is sufficient
space to safely accommodate the bunkers to be transferred
...

3
...

4
...

The numbers in brackets after each of the questions in Sections 3 and 4 relate to the
guidance notes for completing the Ship/Shore Safety Check List in Section 26
...
Where either party is
not prepared to accept an assigned accountability, a comment must be made in the
‘Remarks’ column and due consideration given to whether operations should proceed
...

The presence of the letters ‘A’’ or ‘R’ in the column entitled ‘Code’ indicates the following:
A (‘Agreement’)
...

R (‘Re-check’)
...

The joint declaration should not be signed until all parties have checked and accepted
their assigned responsibilities and accountabilities
...
4
...

Date

...

Barge

...

Master

...
BUNKERS TO BE TRANSFERRED
Grade

Tonnes

Volume at
Loading Temp
...
Oil in Bulk

2
...
D
...
of Oil in
Tank before
Loading

Available
Volume

Volume to be
Loaded

Total
Volumes by
Grade

3
...
The barge has obtained the
necessary permissions to go
alongside receiving vessel
...
The fenders have been checked, are
in good order and there is no
possibility of metal to metal contact
...
Adequate electrical insulating means
are in place in the barge/ship
connection
...
All bunker hoses are in good
condition and are appropriate for the
service intended
...
CHECKS PRIOR TO TRANSFER
Bunkering

Ship

Barge

Code

5
...
(2)

R

6
...
Effective communications have been
established between responsible
officers
...
) (3)

Primary System:

A

R

Emergency Stop Signal:

8
...
(22)
9
...
(6)
10
...

Temporarily removed scupper plugs
will be monitored at all times
...

(10) (11)

R

11
...
(13)
12
...
(7)
13
...
(16)
14
...
(15)
15
...
minutes
16
...

17
...
(42)
18
...
(40)

Backup System:

A

R

Bunkering

Ship

19
...
(36)

Barge

Code

A

R

Remarks
Nominated Smoking Rooms
Tanker:
Barge:

20
...
(37)

R

21
...
(17)

R

DECLARATION
We have checked, where appropriate jointly, the items of the checklist in accordance with the
instructions and have satisfied ourselves that the entries we have made are correct to the best of our
knowledge
...

If to our knowledge the status of any item changes, we will immediately inform the other party
...

Name…………………………………

Rank……………………………………

Position………………………………

Signature……………………………
...

Date……………………………………
...

The diligent and conscientious joint completion of the ship shore safety check list provides
the foundation for a safe transfer operation
...

This Chapter also includes guidance on the interface between ship and terminal emergency
procedures
...
1

CLIMATIC CONDITIONS

26
...
1

TERMINAL ADVICE OF ADVERSE WEATHER CONDITIONS
The terminal should establish parameters for controlling or stopping cargo operations
based on the design criteria for the berth and its equipment
...
Any
limitations should be discussed with the tanker before operations commence and recorded
in the ship shore safety check list (Question 48 refers)
...

Where environmental conditions are critical to the operation of the berth, the terminal
should consider providing appropriate measuring instrumentation to provide information to
assist in managing the risk
...

26
...
2

STILL WIND CONDITIONS
If there is little air movement, petroleum gas may persist on deck in heavy concentrations
...
Either of these effects may
result in heavy local petroleum gas concentrations and it may be necessary to extend the
precautions set out in Section 24
...
These operations
should also be stopped if wind conditions cause funnel sparks to fall on deck
...
1
...

•

Handling of non-volatile petroleum in tanks not free of hydrocarbon vapour
...

•

Purging, tank cleaning or gas freeing after the discharge of volatile petroleum
...

26
...
2
...
As a minimum, it is recommended that this should
comprise of a boiler suit, or similar clothing providing full cover, safety shoes, safety
glasses and a safety helmet
...
Personnel should utilise the equipment and
clothing whenever the situation requires
...

Ships should establish the PPE requirements for visitors and these should include
appropriate clothing, safe footwear and safety helmet
...
If necessary,
consideration should be given to providing a safe route and/or safe transport through the
terminal
...
2
...

Particular attention should be given to providing non-skid coatings or gratings to working
areas and walkways
...
Areas for consideration include:
• Mooring areas
...

• Dipping and sampling locations
...

• Pipeline step-overs
...
Ship’s
staff should also ensure that the prescribed areas are used by shore personnel and
visitors
...
Good design and construction will help to prevent accidents of this
nature
...
Where the design cannot be modified, trip hazards should be
clearly marked or highlighted with contrasting paint

26
...
3

PERSONAL HYGIENE
In view of the danger to health which may arise from prolonged contact with oil, personal
hygiene is most important
...

26
...
4

CLOTHING MADE OF SYNTHETIC MATERIALS
Experience has shown that clothing made from synthetic material does not give rise to
any significant electrostatic hazard under conditions normally encountered on tankers
...
3
...

However, the tendency for synthetic material to melt and fuse together when exposed to
high temperatures leads to a concentrated heat source which causes severe damage to
body tissue
...

26
...
3
...

Before cargo or ballast operations commence, the master and the terminal representative
should:
•

Agree in writing on the transfer procedures, including the maximum loading or
unloading rates
...

•

Complete and sign the Ship/Shore Safety Check List
...
4
...
An
example of the text for such a letter is in Section 26
...
4
...
3
...

The master and all under his command must adhere strictly to these requirements
throughout the vessel’s stay alongside
...
Each party commits to co-operate fully in the mutual interest
of achieving safe and efficient operations
...
The acceptance of responsibility is confirmed by
ticking or initialling the appropriate box and finally signing the declaration at the end of the
Check List
...

Some of the Check List statements are directed to considerations for which the ship has
sole responsibility and accountability; some where the terminal has sole responsibility and
accountability; and others which assign joint responsibility and accountability
...

The assignment of responsibility and accountability does not mean that the other
party is excluded from carrying out checks in order to confirm compliance
...

The responsible officer should personally check all considerations lying within the
responsibility of the tanker
...
In fulfilling
these responsibilities, representatives should assure themselves that the standards of
safety on both sides of the operation are fully acceptable
...

•

Sighting appropriate records
...

Before the start of operations, and from time to time thereafter for mutual safety, a
member of the terminal’s staff and, where appropriate, a responsible ship’s officer, may
conduct an inspection of the ship to ensure that the vessel is effectively managing their
obligations, as accepted in the Ship/Shore Safety Check List
...
Where basic safety requirements are found to be out of compliance,
either party may require that cargo and ballast operations are stopped until corrective
action is satisfactorily implemented
...
3
...
1 Structure of the Check List
The Ship/Shore Safety Check List comprises of four parts, the first two of which (Parts ‘A’
and ‘B’) address the transfer of ‘Bulk Liquids’ and these are applicable to all operations
...

Part ‘C’ contains additional considerations relating to the transfer of ‘Bulk Liquid
Chemicals’ and those for ‘Bulk Liquefied Gases’ are included in Part ‘D’
...
Where either party is not prepared to accept an assigned accountability, a
comment must be made in the ‘Remarks’ column and due consideration should be given
to assessing whether operations can proceed
...

While the Ship/Shore Check List is based upon cargo handling operations, it is
recommended that the same practice is adopted when a tanker presents itself at a berth
for tank cleaning
...
3
...
2 Coding of Items
The presence of the letters ‘A’, ‘P’ or ‘R’ in the column entitled ‘Code’ indicates the
following:
A (‘Agreement’)
...

P (‘Permission’)
...

R (‘Re-check’)
...

The joint declaration should not be signed until all parties have checked and accepted
their assigned responsibilities and accountabilities
...
3
...

Berth

...

Port

...

PART ‘A’ – BULK LIQUID GENERAL - PHYSICAL CHECKS
Bulk Liquid - General

Ship

Terminal

Code

1
...

R

2
...

Remarks

R

3
...

A

R

4
...

R

5
...

R

6
...

R

7
...

8
...

9
...

10
...

R

11
...

12
...

13
...

14
...

15
...

R

System
...

Bulk Liquid - General

Ship

Terminal

Code

Remarks

16
...

17
...
Engine room vents may be
open
...
The ship’s emergency fire control
plans are located externally
...

If the ship is fitted, or required to be fitted, with an Inert Gas System (IGS) the following points
should be physically checked:
Inert Gas System

Ship

Terminal

Code

19
...

Remarks

R

20
...

P

R

PART ‘B’ – BULK LIQUID GENERAL – VERBAL VERIFICATION
Bulk Liquid - General
21
...

Ship

Terminal

Code

P

Remarks

R

22
...

R

23
...

R

24
...
The emergency signal and
shutdown procedure to be used by
the ship and shore have been
explained and understood

R
A

26
...

27
...

H2S Content
...

28
...

29
...

A

R

Method …
...
The requirements for closed
operations have been agreed
...
The operation of the P/V system
has been verified
...
Where a vapour return line is
connected, operating parameters
have been agreed
...
Smoking rooms have been
identified and smoking
requirements are being observed
...
Naked light regulations are being
observed
...
Ship/shore telephones, mobile
phones and pager requirements are
being observed
...
Independent high level alarms, if
fitted, are operational and have
been tested
...
Adequate electrical insulating
means are in place in the
ship/shore connection
...
Shore lines are fitted with a nonreturn valve or procedures to avoid
‘back filling’ have been discussed
...
…

39
...

40
...

41
...

42
...

43
...

44
...

45
...

46
...

R

47
...

48
...

A

Stop cargo at:
...

Unberth at:

...
Security protocols have been
agreed between the Ship Security
Officer and the Port Facility Security
Officer, if appropriate
...

Inert Gas System

Ship

Terminal

Code

50
...

P

51
...

R

52
...

R

53
...

R

54
...

Remarks

R

55
...

If the ship is fitted with a crude oil washing (COW) system, and intends to COW, the following
statements should be addressed
...
The Pre-Arrival COW checklist, as
contained in the approved COW
manual, has been satisfactorily
completed
...
The COW check lists for use before,
during and after COW, as contained
in the approved COW manual, are
available and being used
...

Tank Cleaning
58
...

Ship

Terminal

Yes/No*

Yes/No*

Yes/No*

Yes/No*

59
...

60
...

* Delete Yes or No as appropriate

Code

Remarks

PART ‘C’ – BULK LIQUID CHEMICALS - VERBAL VERIFICATION
Bulk Liquid Chemicals

Ship

Terminal

Code

1
...

2
...

P

3
...

4
...

5
...

A

6
...

7
...

8
...

9
...

10
...

P

Remarks

PART ‘D’ – BULK LIQUEFIED GASES - VERBAL VERIFICATION
Bulk Liquefied Gases

Ship

Terminal

Code

Remarks

1
...

2
...

P

3
...

4
...

5
...

6
...

7
...

A

8
...

9
...

10
...

11
...

12
...

13
...

14
...

15
...

A

Ship

...

DECLARATION
We, the undersigned, have checked the above items in Parts A and B, and where appropriate, Part C
or D, in accordance with the instructions and have satisfied ourselves that the entries we have made
are correct to the best of our knowledge
...

If to our knowledge the status of any item changes, we will immediately inform the other party
...

Name…………………………………

Rank……………………………………

Position………………………………

Signature……………………………
...

Date……………………………………
...
3
...

Terminal

...

The Master SS/MV
...

Dear Sir,
Responsibility for the safe conduct of operations while your ship is at this terminal rests
jointly with you, as master of the ship, and with the responsible terminal representative
...

We expect you, and all under your command, to adhere strictly to these requirements
throughout your vessel’s stay alongside this terminal and we, for our part, will ensure that
our personnel do likewise, and co-operate fully with you in the mutual interest of safe and
efficient operations
...
Where corrective action is
needed, we will not agree to operations commencing or, should they have been started,
we will require them to be stopped
...

There can be no compromise with safety
...

Signed

...

Position or Title:
...

Signed

...

Date/ Time

...
4

GUIDELINES FOR COMPLETING THE SHIP/SHORE SAFETY
CHECK LIST
PART ‘A’ - BULK LIQUID GENERAL – PHYSICAL CHECKS

1
...

The access should be positioned as far away from the manifolds as practicable
...

Particular attention to safe access should be given where the difference in level between
the point of access on the vessel and the jetty or quay is large, or is likely to become large
...

Near the access ashore, appropriate life-saving equipment should be provided by the
terminal
...

The access should be safely and properly illuminated during darkness
...

The terminal should control access to the jetty or berth in agreement with the ship
...

The ship is securely moored
...

Ships should remain adequately secured in their moorings
...
Attention should
be given to the movement of the ship caused by wind, currents, tides or passing ships and
the operation in progress
...
e
...

Once moored, ships fitted with automatic tension winches should not use such winches in
the automatic mode
...
In ports where anchors are required to be used, special consideration should
be given to this matter
...

Anchors not in use should be properly secured
...

The agreed ship/shore communication system is operative
...

When telephones are used, the telephone both on board and ashore should be
continuously manned by a person who can immediately contact his respective supervisor
...
When RT/VHF
systems are used, the units should preferably be portable and carried by the supervisor or
a person who can get in touch with his respective supervisor immediately
...

The selected primary and back-up systems of communication should be recorded on the
check list and necessary information on telephone numbers and/or channels to be used
should be exchanged and recorded
...

4
...

Unless the terminal specifically advises to the contrary, emergency towing-off pennants
(fire wires) should be positioned both on the off-shore bow and quarter of the ship
...

There are various methods for rigging emergency towing-off pennants currently in use
...

5
...

Fire-fighting equipment on board should be correctly positioned and ready for immediate
use
...
The ship’s fire main systems should be pressurised or be capable of being
pressurised at short notice
...

(Question 28 refers)
...

The terminal’s fire-fighting equipment is positioned and ready for immediate use
...

Adequate units of fixed or portable equipment should be stationed to cover the jetty area
having due regard to the presence of both the ship and nearby shore tanks
...

Both ship and shore should ensure that their fire main systems can be inter-connected in a
quick and easy way utilising, if necessary, the international shore fire connection
...

7
...

Hoses should be in a good condition and properly fitted and rigged so as to prevent strain
and stress beyond design limitations
...

Hoses and pipelines should be constructed of a material suitable for the substance to be
handled, taking into account its temperature and the maximum operating pressure
...

8
...

Hoses should be in a good condition and properly fitted and rigged so as to prevent strain
and stress beyond design limitations
...

Hoses/arms should be constructed of a material suitable for the substance to be handled,
taking into account its temperature and the maximum operating pressure
...

9
...

A positive means of confirming that both ship and shore cargo systems are isolated and
drained should be in place and used to confirm that it is safe to remove blank flanges prior
to connection
...

Pollution due to unexpected and uncontrolled release of product from the cargo
system
...

Scuppers and 'save-alls' on board are effectively plugged and drip trays are in
position and empty
...
Accumulation of water should be drained off periodically
...
In the absence of fixed containment, portable
drip trays should be used
...

When only corrosive liquids or refrigerated gases are being handled, the scuppers may be
kept open, provided that an ample supply of water is available at all times in the vicinity of
the manifolds
...

Temporarily removed scupper plugs will be constantly monitored
...
The scupper must be resealed immediately in the event of a deck spill or any other incident that has the potential
to cause pollution
...

Shore spill containment and sumps are correctly managed
...

Jetty manifolds should ideally be provided with fixed drip trays; in their absence portable
drip trays should be used
...

13
...

Unused cargo and bunker line connections should be closed and blanked
...

14
...

Unused cargo and bunker connections should be closed and blanked
...

15
...

Apart from the openings in use for tank venting (refer to item 29), all openings to cargo
tanks should be closed and gastight
...

Closed ullaging and sampling systems should he used where required by international,
national or local regulations and agreements
...

Sea and overboard discharge valves, when not in use, are closed and visibly
secured
...
Remote operating controls for such valves
should be identified in order to avoid inadvertent opening
...

17
...
Engine Room vents may be open
...
These doors should be clearly marked as being required to be closed
during such operations, but at no time should they be locked
...

Engine Room vents may be left open
...

18
...

A set of fire control plans should be permanently stored in a prominently marked weathertight enclosure outside the deckhouse for the assistance of shoreside fire-fighting
personnel
...

If the ship is fitted, or required to be fitted, with an Inert Gas System (IGS), the
following points should be physically checked
...

Fixed IGS pressure and oxygen content recorders are working
...

20
...

Prior to commencement of cargo operations, each cargo tank atmosphere should be
checked to verify an oxygen content of 8% or less by volume
...

PART ‘B’ - BULK LIQUID GENERAL – VERBAL VERIFICATION
21
...

The ship should be able to move under its own power at short notice, unless permission to
immobilise the ship has been granted by the Port Authority and the Terminal
Representative
...

22
...

The operation should be under constant control and supervision on ship and ashore
...

However, if such a situation arises, the controlling personnel should have adequate
knowledge and the means available to take corrective action
...

All personnel connected with the operations should be familiar with the dangers of the
substances handled and should wear appropriate protective clothing and equipment
...

There are sufficient personnel on board and ashore to deal with an emergency
...

24
...

The procedures for the intended operation should be pre-planned
...
Agreed arrangements should be formally recorded and signed by both ship
and terminal representatives
...
After agreement has
been reached by both parties, substantial changes should be laid down in writing as soon
as possible and in sufficient time before the change in procedure takes place
...

The operations should be suspended and all deck and vent openings closed on the
approach of an electrical storm
...

The manifold areas, both on board and ashore, should be safely and properly illuminated
during darkness
...

•

The arrangement and capacity of the ship's cargo lines and gas venting systems
...

•

Precautions to avoid accumulation of static electricity
...

A record to this effect should be formally made as above
...

The emergency signal and shutdown procedure to be used by the ship and shore
have been explained and understood
...

An emergency shutdown procedure should be agreed between ship and shore, formally
recorded and signed by both the ship and terminal representative
...

Due regard should be given to the possible introduction of dangers associated with the
emergency shutdown procedure
...

Material safety data sheets (MSDS) for the cargo transfer have been exchanged
where requested
...

As a minimum, such information sheets should provide the constituents of the product by
chemical name, name in common usage, UN number and the maximum concentration of
any toxic components, expressed as a percentage by volume or as ppm, as appropriate
...

The hazards associated with toxic substances in the cargo being handled have
been identified and understood
...
In order to minimise the impact on personnel, information on cargo constituents
should be available during the cargo transfer to enable the adoption of proper precautions
...
This is particularly relevant to cargoes that
could contain H2S, benzene or lead additives
...

An International Shore Fire Connection has been provided
...

29
...

Agreement should be reached, and recorded, as to the venting system to be used for the
operation, taking into account the nature of the cargo and international, national or local
regulations and agreements
...
Open to atmosphere via open ullage ports, protected by suitable flame screens
...
Fixed venting systems which includes inert gas systems
...
To shore through a vapour collection system (see Question 32 below)
...

The requirements for closed operations have been agreed
...
In these
cases, ships will require the means to enable closed monitoring of tank contents, either by
a fixed gauging system or by using portable equipment passed through a vapour lock, and
preferably backed up by an independent overfill alarm system
...

The operation of the P/V system has been verified
...
Furthermore, it is imperative that an adequate
check is made, visually or otherwise, to ensure that the checklift is actually operating the
valve
...

32
...

Where required, a vapour return line will be used to return flammable vapours from the
cargo tanks to shore
...

33
...

Owing to the increasing reliance placed on gauging systems for closed cargo operations, it
is important that such systems are fully operational and that back-up is provided in the
form of an independent overfill alarm arrangement
...
Under normal operations, the cargo tank should not be
filled higher than the level at which the overfill alarm is set
...

34
...

Unless measures are taken to break the continuous electrical path between ship and
shore pipework provided by the ship/shore hoses or metallic arms, stray electric currents,
mainly from corrosion prevention systems, can cause electric sparks at the flange faces
when hoses are being connected and disconnected
...
Alternatively,

the electrical discontinuity may be provided by the inclusion of one length of electrically
discontinuous hose in each hose string
...

35
...

In order to avoid cargo running-back when discharge from a ship is stopped, either due to
operational needs or excessive back pressure, the terminal should confirm that it has a
positive system which will prevent unintended flow from the shore facility onto the ship
...

36
...

Smoking on board the ship may only take place in places specified by the master in
consultation with the terminal representative
...

Places which are directly accessible from the outside should not be designated as places
where smoking is permitted
...

37
...

A naked light or open fire comprises the following: flame, spark formation, naked electric
light or any surface with a temperature that is equal to or higher than the minimum ignition
temperature of the products handled in the operation
...
This
distance may have to be extended for ships of a specialised nature such as gas tankers
...

Ship/shore telephones, mobile phones and pager requirements are being observed
...

Mobile phones and pagers should not be used in hazardous areas unless approved for
such use by a competent authority
...

Hand torches (flashlights) are of an approved type
...
Damaged units, even though they may be capable of operation,
should not be used
...

Fixed VHF/UHF transceivers and AIS equipment are on the correct power mode or
switched off
...

41
...

Portable VHF/UHF sets should be of a safe type which is approved by a competent
authority
...

Equipment should be well maintained
...

42
...

The ship's main radio station should not be used during the ship's stay in port, except for
receiving purposes
...

Satellite communications equipment may be used normally, unless advised otherwise
...

43
...

The use of portable electrical equipment on wandering leads should be prohibited in
hazardous zones during cargo operations and the equipment preferably removed from the
hazardous zone
...
Wherever this is not feasible, the cable should be so
positioned and protected that no danger arises from its use
...

Window type air conditioning units are disconnected
...

45
...

It is essential that a positive pressure be maintained inside the accommodation and that
procedures or systems are in place to prevent flammable or toxic vapours from entering
accommodation spaces
...

Air conditioning systems should not be operated on 100% recirculation
...

Measures been taken to ensure sufficient mechanical ventilation in the pumproom
...
The gas detection system, if fitted, should be functioning
correctly
...

There is provision for an emergency escape
...
On board the ship, it may
consist of a lifeboat ready for immediate use, preferably at the after end of the ship clear of
the moorings
...

The maximum wind and swell criteria for operations has been agreed
...
Discussion between the terminal and the ship should identify limiting
factors which could include:
•

Wind speed/direction and the effect on hard arms
...

•

Wind speed/direction and the effect on gangways
...

Such limitations should be clearly understood by both parties
...

49
...

In States that are signatories to SOLAS, the ISPS Code requires that the Ship Security
Officer and the Port Facility Security Officer co-ordinate the implementation of their
respective security plans with each other
...

50
...

The inert gas system should be in safe working condition with particular reference to all
interlocking trips and associated alarms, deck seal, non-return valve, pressure regulating
control system, main deck IG line pressure indicator, individual tank IG valves (when fitted)
and deck P/V breaker
...

51
...

It is essential that the deck seal arrangements are in a safe condition
...

52
...

Checks should be made to ensure the liquid level in the P/V breaker complies with
manufacturer's recommendations
...

The fixed and portable oxygen analysers have been calibrated and are working
properly
...
The in-line oxygen analyser/recorder and
sufficient portable oxygen analysers should be working properly
...

All the individual tank IGS valves (if fitted) are correctly set and locked
...
In this mode of operation, each tank pressure will be the same as the deck
main IG pressure and thus the P/V breaker will act as a safety valve in case of excessive
over or under pressure
...
, then the status of the
valve should be clearly indicated to all those involved in cargo operations
...

55
...

In the case of failure of the IG plant, the cargo discharge, de-ballasting and tank cleaning
should cease and the terminal to be advised
...

If the ship is fitted with a crude oil washing (COW) system, and intends to COW, the
following statements should be addressed
...

The Pre-Arrival COW Check List, as contained in the approved COW Manual, has
been satisfactorily completed
...

57
...

The approved Crude Oil Washing Manual contains a Crude Oil Washing Check List,
specific to each ship, for use before, during and after crude oil washing operations
...

If the ship is planning to tank clean alongside, the following statements should be
addressed
...

Tank cleaning operations are planned during the ship’s stay alongside the shore
installation
...

59
...

It should be confirmed that all necessary approvals that may be required to enable tank
cleaning to be undertaken alongside have been obtained from relevant authorities
...

60
...

It should be confirmed that all necessary approvals have been obtained to permit the ship
to undertake gas freeing operations while alongside and the check list should be
annotated accordingly
...

Material Safety Data Sheets are available giving the necessary data for the safe
handling of the cargo
...

•

Counter measures against accidental personal contact
...

A full description of the physical and chemical properties, including reactivity,
necessary for the safe containment and transfer of the cargo
...

A manufacturer’s inhibition certificate, where applicable, has been provided
...

•

Any temperature limitations affecting the inhibitor
...

Name and amount of inhibitor added
...

Counter measures against accidental personal contact with the cargo have been
agreed
...
Should unforeseen personal contact occur, in order to
limit the consequences it is important that sufficient and suitable counter measures are
undertaken
...

A suitable safety shower and eye rinsing equipment should be fitted and ready for instant
use in the immediate vicinity of places on board or ashore where operations regularly take
place
...

Sufficient protective clothing and equipment (including self-contained breathing
apparatus) is ready for immediate use and is suitable for the product being handled
...

5
...

Automatic shut down valves may be fitted on the ship and ashore
...
Where such systems are used, the cargo handling rate should be
established to prevent pressure surges from the automatic closure of valves causing
damage to ship or shore line systems
...

A written agreement should be made between the ship and shore supervisors indicating
whether the cargo handling rate will be adjusted or alternative systems will be used
...

Cargo system gauges and alarms are correctly set and in good order
...

In cases where it is possible to set alarms to different levels, the alarm should be set to the
required level
...

Portable vapour detection instruments are readily available for the products being
handled
...

Suitable equipment should be available to calibrate those instruments capable of
measuring flammability
...

8
...

Information should be exchanged on the availability of fire-fighting equipment and the
procedures to be followed in the event of a fire on board or ashore
...

9
...

Each transfer hose should be indelibly marked so as to allow the identification of the
products for which it is suitable, its specified maximum working pressure, the test pressure
and last date of testing at this pressure, and, if used at temperatures other than ambient,
its maximum and minimum service temperatures
...

Cargo handling is being performed with the permanent installed pipeline system
...

Should it be necessary, for specific operational reasons, to use portable cargo lines on
board or ashore, care should be taken to ensure that these lines are correctly positioned
and assembled in order to minimise any additional risks associated with their use
...

The use of non-permanent transfer equipment inside tanks is not generally permitted
unless specific approvals have been obtained
...
Any hoses used
must be suitable for the service and be properly tested, marked and certified
...

Material Safety Data Sheets are available giving the necessary data for the safe
handling of the cargo
...

Cargo information, in a written format, should include:
•
•

Action to be taken in the even of spills or leaks
...

•

Fire-fighting procedures and fire-fighting media
...

•

Minimum allowable inner hull steel temperatures; and

•
2
...

Emergency procedures
...

Where cargoes are required to be stabilised or inhibited in order to be handled, ships
should be provided with a certificate from the manufacturer stating:
•
•

Date inhibitor was added and the normal duration of its effectiveness
...

•

3
...

The action to be taken should the length of the voyage exceed the effective lifetime of
the inhibitor
...

In cases where flammable or toxic products are handled, water spray systems should be
regularly tested
...

During operations the systems should be kept ready for immediate use
...

There is sufficient suitable protective equipment (including self-contained breathing
apparatus) and protective clothing ready for immediate use
...

Storage places for this equipment should be protected from the weather and be clearly
marked
...

Personnel required to use breathing apparatus during operations should be trained in its
safe use
...

5
...

The spaces that are required to be inerted by the IMO Gas Carrier Codes should be
checked by ship’s personnel prior to arrival
...

All remote control valves are in working order
...
Details of the last tests should be exchanged
...

The required cargo pumps and compressors are in good order, and the maximum
working pressures have been agreed between ship and shore
...

8
...

It should be verified that reliquefaction and boil off control systems, if required, are
functioning correctly prior to commencement of operations
...

The gas detection equipment has been properly set for the cargo, is calibrated and
is in good order
...
Fixed gas
detection equipment should be calibrated for the product to be handled prior to
commencement of operations
...

Portable gas detection instruments, suitable for the products handled, capable of
measuring flammable and/or toxic levels, should be available
...

10
...

Ship and shore cargo system gauges should be regularly checked to ensure that they are
in good working order
...

11
...

Where possible, ship and shore emergency shutdown systems should be tested before
commencement of cargo transfer
...

Ship and shore have informed each other of the closing rate of ESD valves,
automatic valves or similar devices
...
Among other
parameters, the action of these valves can be automatically initiated by a certain level
being reached in the tank being loaded, either on board or ashore
...

Where automatic valves are fitted and used, the cargo handling rate should be so adjusted
that a pressure surge evolving from the automatic closure of any such valve does not
exceed the safe working pressure of either the ship or shore pipeline system
...

A written agreement should be made between the ship and shore supervisor indicating
whether the cargo handling rate will be adjusted or alternative systems will be used
...

13
...

Before operations commence, information should be exchanged between ship and shore
representatives on cargo temperature/pressure requirements
...

14
...

Automatic shutdown systems are normally designed to shut the liquid valves, and if
discharging, to trip the cargo pumps, should the liquid level in any tank rise above the
maximum permitted level
...

If ship and shore shutdown systems are to be inter-connected, then their operation must
be checked before cargo transfer begins
...

The compressor room is properly ventilated; the electrical motor room is properly
pressurised and the alarm system is working
...

Audible and visual alarms, provided at airlocks associated with compressor/motor rooms,
should be regularly tested
...
5

EMERGENCY ACTIONS
The actions to be taken in the event of an emergency at a terminal should be contained in
the terminal’s Emergency Plan
...
Particular attention should be given to
the decision to remove the vessel from the berth in the event of one of the following
emergencies occurring (see also Section 20
...

26
...
1

FIRE OR EXPLOSION ON A BERTH
Action by Vessels
Should a fire or explosion occur on a berth, the ship or ships at the berth must immediately
report the incident to the terminal control room by the quickest possible method
(VHF/UHF, telephone contact, sounding ship’s siren, etc
...

The ships’ fire mains should be pressurised and water fog applied in strategic places
...
A pilot ladder should be deployed on the offshore side
...
Fire-fighting systems should brought to a state of
readiness and engines, steering gear and mooring equipment should be made ready for
immediate use
...
5
...
All cargo, bunkering, or
ballasting operations must be stopped and the main engines and steering gear brought to
a stand by condition
...
The same
emergency organisation should be used as when the ship is at sea (see Section 9
...
2
...

On mobilisation of the terminal and, where applicable, the civil fire-fighting forces and
equipment, the master or other responsible officer, in conjunction with the professional fire
fighters, must make a united effort to bring the fire under control
...
The control room personnel will sound the terminal
fire alarm, inform the port authority and commence shutting down any loading,
discharging, bunkering or deballasting operations which may be taking place
...
All other ships at the terminal should be informed of the emergency and, where
considered necessary, make preparations to disconnect metal arms or hoses and bring
their engines and steering gear to a state of readiness
...
(See Section 20
...

The terminal control room will be responsible for summoning any outside assistance, such
as the civil fire brigade, rescue launches, medical aid and ambulances, police, harbour
authority and pilots
...
1 below
...
1 to be inserted as close to this text as possible
...
1 Example of Fire Instructions Notice
IN CASE OF FIRE, DO NOT HESITATE TO RAISE THE ALARM

TERMINAL FIRE ALARM:
At this terminal, the fire alarm signal is
...
Sound one or more blasts on the ship’s whistle, each blast of not less than ten
seconds duration supplemented by a continuous sounding of the general alarm
system
...
Contact the terminal
...

UHF/VHF channel
...

26
...
3

INTERNATIONAL SHORE FIRE CONNECTION
As described in Sections 8
...
2 and 19
...
3
...
The
International Shore Fire Connection provides a standardised means of connecting two
systems where each might otherwise have couplings or connections that do not match
...
2
...

To inter-connect the two fire mains, fire hose having a shore connection on the end is led
to its counterpart and the flange joints are bolted together
...

In fixed on a vessel, the connection should be accessible from both sides of the vessel
and its location should be clearly marked
...

Note : Figure 26
...

Figure 26
...
5
...
5
...
1 General
Means should be provided to permit the quick and safe release of the ship in an
emergency
...

26
...
4
...

There are various methods for rigging emergency towing-off pennants and the
arrangement may vary from port to port
...
The outboard end
of the line is provided with an eye to which a heaving line is attached and led back to the
deck
...

Where terminals require that an alternative method be used, the ship should be advised
accordingly
...
For tankers at buoy berths, they should be hung on the side opposite to the
hose strings
...
The lengths of pennant may vary, dependent
on positioning of mooring bitts and the vessel’s freeboard
...
It should be noted that this information is provided for guidance only and is
not intended to indicate a uniform standard
...
1 Guidance on MBL and Length for Emergency Towing-off
Pennants
...

(Note: For double bollards, the SWL marked on the bollard should be the maximum
allowed when using a wire or rope belayed in a figure of eight near the base of the bollard
...

26
...
4
...
Handling of
towing off pennants is increasingly being cited as a cause of personal injury, particularly
for spinal and muscular back complaints
...

26
...
4
...
Mooring
Equipment Guidelines (OCIMF) specifically prohibits the use of synthetic or natural fibre
ropes for this service on the grounds that they would burn in the event of a fire
...
It is likely that during
the life of this 5th Edition, synthetic fibre ropes having fire resistance characteristics
comparable to wires will also become available
...
If terminals wish to accept
the use of synthetic fibre lines that can provide similar functionality to wires, whilst being
safer for personnel to handle on the ship and on the tugs, they are encouraged to do so

Title: International safety guide for oil and tankers terminals
Description: fifth edition ISGOTT

Buy These Notes Preview

Notesale: Turn your study into money

Already a Member? >

Search for notes by fellow students, in your own course and all over the country.

My Basket

Document Preview