ICS ISGOTT 2006 5th edition ISBN 1 85609 291 7

Introduction to Fifth Edition Safety is critical to the tanker industry The International Safety Guide for Oil Tankers and Terminals, or ISGOTT as it is now widely known, has become the standard reference work on the safe operation of oil tankers and the terminals they serve To remain so, the Guide must keep abreast of changes in vessel design and operating practice and reflect the latest technology and legislation In this Fifth Edition, account has been taken of latest thinking on a number of issues including the generation of static electricity and stray currents; the use of mobile phones and pagers which are now ever present but which did not warrant a mention in the Fourth Edition; the use of new materials for mooring lines as emergency towing off pennants; the toxicity and the toxic effects of benzene and hydrogen sulphide; and the introduction of the International Safety Management (ISM) Code The Ship/Shore Safety Check List has been completely revised to better reflect the individual and joint responsibilities of the tanker and the terminal The Guide is now divided into four sections: General Information; Tanker Information; Terminal Information and the Management of the Tanker and Terminal Interface 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 We believe that ISGOTT continues to provide the best technical guidance on tanker and terminal operations All operators are urged to ensure that the recommendations in this guide are not only read and fully understood, but also followed PURPOSE AND SCOPE This Guide makes recommendations for tanker and terminal personnel on the safe carriage and handling of crude oil and petroleum products on tankers and at terminals 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) In producing this Fifth Edition, the content has again been reviewed by these organisations, together with the International Association of Ports and Harbours (IAPH), to ensure that it continues to reflect current best practices and legislation The scope has been extended by increasing the amount of information on terminal safety systems and activities This has been achieved, in part, by incorporating information from the OCIMF publication ‘Guide on Marine Terminal Fire Protection and Emergency Evacuation’ 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 One of the purposes of the Guide is therefore to provide information that will assist companies in the development of a Safety Management System to meet the requirements of the ISM Code This guide does not provide a definitive description of how tanker and terminal operations are conducted It does provide guidance and examples of how certain aspects of tanker and terminal operations may be managed Effective management of risk demands processes and controls that can quickly adapt to change Therefore the guidance given is, in many cases, intentionally non prescriptive and alternative procedures may be adopted by some operators in the management of their operations These alternative procedures may exceed the recommendations contained in this guide Where an operator has adopted alternative procedures, they should follow a risk based management process that must incorporate systems for identifying and assessing the risks and for demonstrating how they are managed For shipboard operations, this course of action must satisfy the requirements of the ISM Code It should be borne in mind that, in all cases, the advice in the guide is subject to any local or national terminal regulations that may be applicable, and those concerned should ensure that they are aware of any such requirements 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 Certain subjects are dealt with in greater detail in other publications issued by IMO or by ICS, OCIMF or by other maritime industry organisations Where this is the case an appropriate reference is made, and a list of these and other related publications is given in the bibliography It is not the purpose of the guide to make recommendations on design or construction Information on these matters may be obtained from national authorities and from authorised bodies such as Classification Societies Similarly, the guide does not attempt to deal with certain other safety related matters — e.g navigation, helicopter operations, and shipyard safety — although some aspects are inevitably touched upon 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 It therefore does not cover the carriage of chemicals or liquefied gases, which are the subject of other industry guides Finally the guide is not intended to encompass offshore facilities including FPSOs and FSUs Operators of such units may, however, wish to consider the guidance given to the extent that good tanker practice is equally applicable to their operations Comments and suggestions for improvement are always welcome for possible inclusion in future editions They may be addressed to any of the three sponsoring organisations, as follows: International Chamber of Shipping 12, Carthusian Street, London EC1M 6EB United Kingdom Oil Companies International Marine Forum 27, Queen Anne’s Gate, London SW1H 9BU United Kingdom International Association of Ports and Harbours 7th Floor South Tower, New Pier Takeshiba, 1-16-1, Kaigan, Minato-ku Tokyo 105-0022 Japan CONTENTS FOREWORD TO FIFTH EDITION INTRODUCTION TO FIFTH EDITION PURPOSE AND SCOPE BIBLIOGRAPHY DEFINITIONS PART 1: GENERAL INFORMATION 1.1 HAZARDS OF PETROLEUM Flammability 1.1.1 1.1.2 1.2 Toxicity 1.2.1 1.2.2 1.2.3 1.2.4 1.2.5 1.2.6 1.2.7 1.2.8 1.2.9 1.2.10 1.3 Introduction Liquid Petroleum Petroleum Gases Material Safety Data Sheets (MSDS) Benzene and Other Aromatic Hydrocarbons Hydrogen Sulphide (H2S) Mercaptans Gasolines Containing Tetraethyl Leas (TEL) or Tetramethyl Lead (TML) Inert Gas Oxygen Deficiency Gas Measurement 1.3.1 1.3.2 1.3.3 1.3.4 1.3.5 1.3.6 1.3.7 1.3.8 1.3.9 1.3.10 1.3.11 1.3.12 1.3.13 1.3.14 1.4 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 1.4.1 1.4.2 1.4.3 1.4.4 1.4.5 1.4.6 Introduction Gas Evolution and Venting Gas Dispersion Variables Affecting Dispersion Minimising Hazards from Vented Gas Loading Very High Vapour Pressure Cargoes 1.5 Pyrophoric Iron Sulphide 1.5.1 1.5.2 1.5.3 1.6 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 1.6.1 1.6.2 1.6.3 1.6.4 1.6.5 General Nature of Hazard Flashpoint and Headspace Flammability Measurement Precautionary Measures Hydrogen Sulphide Hazard BASIC PROPERTIES OF PETROLEUM 2.1 Vapour Pressure 2.1.1 2.1.2 2.2 True Vapour Pressure Reid Vapour Pressure Flammability 2.2.1 2.2.2 2.2.3 2.2.4 2.2.5 2.2.6 General Flammable Limits Effect of Inert Gas on Flammability Tests for Flammability Flashpoint Flammability Classification of Petroleum 2.3 Density of Hydrocarbon Gases STATIC ELECTRICITY 3.1 Principles of Electrostatics 3.1.1 3.1.2 3.1.3 3.1.4 3.1.5 3.2 General Precautions Against Electrostatic Hazards 3.2.1 3.2.2 3.2.3 3.3 Summary Charge Separation Charge Accumulation Electrostatic Discharge Electrostatic Properties of Gases and Mists Overview Bonding Avoiding Loose Conductive Objects Other Sources of Electrostatic Hazards 3.3.1 3.3.2 3.3.3 3.3.4 3.3.5 3.3.6 3.3.7 3.3.8 Filters Fixed Equipment in Cargo Tanks Free Fall in Tanks Water Mists Inert Gas Discharge of Carbon Dioxide Clothing and Footwear Synthetic Materials GENERAL HAZARDS FOR SHIP AND TERMINAL 4.1 4.2 General Principles Control of Potential Ignition Sources 4.2.1 4.2.2 4.2.3 4.2.4 4.3 Naked Flames Smoking Galley Stoves and Cooking Appliances Engine and Boiler Rooms Portable Electrical Equipment 4.3.1 General 4.3.2 4.3.3 4.3.4 4.3.5 4.3.6 4.4 Management of Electrical Equipment and Installations in Dangerous Areas 4.4.1 4.4.2 4.4.3 4.4.4 4.4.5 4.5 General Dangerous and Hazardous Areas Electrical Equipment Inspection and Maintenance of Electrical Equipment Electrical Repairs, Maintenance and Test Work at Terminals Use of Tools 4.5.1 4.5.2 4.6 4.7 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 4.8.1 4.8.2 4.8.3 4.8.4 4.8.5 4.8.6 4.8.7 General Ship’s Radio Equipment Ship’s Radar Equipment Automatic Identification Systems (AIS) Telephones Mobile Telephones Pagers 4.9 4.10 Spontaneous Combustion Auto-Ignition FIRE-FIGHTING 5.1 5.2 Theory of Fire-Fighting Types of Fire and Appropriate Extinguishing Agents 5.2.1 5.2.2 5.2.3 5.3 Class A – Ordinary (Solid) Combustible Material Fires Class B – Fires Involving Flammable and Combustible Hydrocarbon Liquids Class C- Electrical Equipment Fires Extinguishing Agents 5.3.1 5.3.2 5.3.3 Cooling Agents Smothering Agents Flame Inhibiting Agents SECURITY 6.1 6.2 6.3 6.4 General Security Assessments Responsibilities under the ISPS Code Security Plans PART 2: TANKER INFORMATION 7.1 SHIPBOARD SYSTEMS Fixed Inert Gas System 7.1.1 7.1.2 7.1.3 7.1.4 7.1.5 General Sources of Inert Gas Composition and Quality of Inert Gas Methods of Replacing Tank Atmospheres Cargo Tank Atmosphere Control 7.1.6 7.1.7 7.1.8 7.1.9 7.1.10 7.1.11 7.1.12 7.1.13 7.2 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 7.3.1 7.3.2 7.3.3 Operation Manual Cargo and Ballast System Integrity Loading Rates 7.4 7.5 7.6 Power and Propulsion Systems Vapour Emission Control (VEC) Systems Stern Loading and Discharge Arrangements SHIP’S EQUIPMENT 8.1 Shipboard Fire-Fighting Equipment 8.1.1 8.1.2 8.1.3 8.1.4 8.2 Gas Testing 8.2.1 8.2.2 8.2.3 8.2.4 8.2.5 8.2.6 8.2.7 8.2.8 8.3 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 8.3.1 8.3.2 Inspection and Maintenance Training MANAGEMENT OF SAFETY AND EMERGENCIES 9.1 9.2 The International Safety Management (ISM) Code Safety Management Systems 9.2.1 9.3 9.3.1 9.3.2 9.3.3 9.3.4 9.3.5 9.4 General Permit to Work System – Structure Permit to Work Systems – Principles of Operation Permit to Work Forms Operations Meetings Hot Work 9.4.1 9.4.2 9.4.3 9.4.4 9.5 9.6 9.7 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 9.8.1 Introduction 9.8.2 9.8.3 9.8.4 9.8.5 9.8.6 9.8.7 9.8.8 9.8.9 9.8.10 9.8.11 9.8.12 9.8.13 9.8.14 9.9 General Supervision and Control Pre-Arrival Planning Mooring Arrangements Shore Facilities Pre-Work Safety Meeting Work Permits Tank Condition Cargo Lines Fire-Fighting Precautions Safety Officer Safe Access Hot Work Shipboard Emergency Management 9.9.1 9.9.2 9.9.3 General Tanker Emergency Plan Actions in the Event of an Emergency 10 ENCLOSED SPACE ENTRY 10.1 10.2 Enclosed Spaces Hazards of Enclosed Spaces 10.2.1 10.2.2 10.2.3 10.2.4 10.2.5 10.2.6 10.3 10.4 10.5 10.6 Assessment of Risk Respiratory Hazards Hydrocarbon Vapours Toxic Gases Oxygen Deficiency Products of Inert Gas Atmosphere Tests Prior to Entry Control of Entry into Enclosed Spaces Safeguards for Enclosed Space Entry Emergency Procedures 10.6.1 Evacuation from Enclosed Spaces 10.6.2 Rescue from Enclosed Spaces 10.6.3 Resuscitation 10.7 10.8 Entry into Enclosed Spaces with Atmospheres Known or Suspected to be Unsafe for Entry Respiratory Protective Equipment 10.8.1 10.8.2 10.8.3 10.8.4 10.8.5 10.8.6 10.8.7 10.8.8 10.9 Work in Enclosed Spaces 10.9.1 10.9.2 10.9.3 10.9.4 10.9.5 10.9.6 10.10 Self Contained Breathing Apparatus (SCBA) Air Line Breathing Apparatus Emergency Escape Breathing Device Cartridge or Canister Face Masks Hose Mask (Fresh Air Breathing Apparatus) Equipment Maintenance Stowage Training General Requirements Opening up Equipment and Fittings Use of Tools Electric Lights and Electrical Equipment Use Removal of Sludge, Scale and Sediment Work Boats Pumproom Entry Precautions 10.10.1 Ventilation 10.10.2 Pumproom Entry Procedures 10.11 Pumproom Operational Precautions 10.11.1 General Precautions 10.11.2 Cargo and Ballast Line Draining Procedures 10.11.3 10.11.4 10.11.5 10.11.6 10.11.7 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 Cargo Operations 11.1.1 11.1.2 11.1.3 11.1.4 11.1.5 11.1.6 11.1.7 11.1.8 11.1.9 11.1.10 11.1.11 11.1.12 11.1.13 11.1.14 11.2 11.3 Stability, Stress, Trim and ‘Sloshing’ Considerations Tank Cleaning 11.3.1 11.3.2 11.3.3 11.3.4 11.4 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 11.6.1 11.6.2 11.6.3 11.6.4 11.6.5 11.6.6 11.7 General Gas Free for Entry without Breathing Apparatus Procedures and Precautions Gas Testing and Measurement Fixed Gas Freeing Equipment Portable Fans Ventilating Double Hull Ballast Tanks Gas Free in Preparation for Hot Work Crude Oil Washing 11.5.1 11.5.2 11.5.3 11.5.4 11.5.5 11.5.6 11.5.7 11.5.8 11.5.9 11.5.10 11.6 General Supervision and Preparation Cargo Tank Washing and Cleaning Precautions for Tank Washing Gas Freeing 11.4.1 11.4.2 11.4.3 11.4.4 11.4.5 11.4.6 11.4.7 11.4.8 11.5 General Setting of Lines and Valves Valve Operation Pressure Surges Butterfly and Non-Return (Check) Valves Loading Procedures Loading Static Accumulator Oils Loading Very High Vapour Pressure Cargoes Loading Cargoes Containing Hydrogen Sulphide (H2S) Loading Heated Products Loading from the Top (Sometimes known ‘Loading Overall’) Loading at Terminals having Vapour Emission Control Systems General Discharging Procedures Pipeline and Hose Clearing Following Cargo Operations Introduction General Loading Cargo Tank Ballast Loading Segregated Ballast Deballasting in Port Discharging Segregated Ballast Cargo Measurement, Ullaging, Dipping and Sampling 11.7.1 General 11.7.2 Measuring and Sampling Non-inerted Tanks 11.7.3 Measuring and Sampling Inerted Tanks 11.7.4 Measuring and Sampling Cargoes Containing Toxic Substances 11.7.5 Closed Gauging for Custody Transfer 11.8 Ship To Ship Transfer 11.8.1 11.8.2 11.8.3 11.8.4 11.8.5 11.9 Ship to Ship Transfers Ship to Barge Transfers Ship to Ship Transfers Using Vapour Balancing Ship to Ship Transfers Using Terminal Facilities Ship to Ship Electric Currents Ship’s Moorings 11.9.1 General 11.9.2 Tanker’s Mooring Equipment 11.9.3 Tanker Mooring Operations 12 CARRIAGE AND STORAGE OF HAZARDOUS MATERIALS 12.1 12.2 Liquefied Gases Ship’s Stores 12.2.1 12.2.2 12.2.3 12.2.4 12.3 12.4 General Paint Chemicals Cleaning Liquids Cargo Samples Other Materials 12.4.1 Sawdust, Oil Absorbant Granules and Pads 12.4.2 Garbage 12.5 Packaged Cargoes 12.5.1 12.5.2 12.5.3 12.5.4 12.5.5 12.5.6 12.5.7 12.5.8 12.5.9 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 13.1 13.2 13.3 Manning Levels Training and Experience Hours of Rest 13.3.1 Statutory Requirements 13.3.2 Fatigue 13.4 Drug and Alcohol Policy 13.4.1 Industry Guidelines 13.4.2 Control of Alcohol 13.4.3 Drug and Alcohol Testing Programs 13.5 Drug Trafficking 14 SPECIAL SHIP TYPES 14.1 Combination Carriers 14.1.1 14.1.2 14.1.3 14.1.4 14.1.5 General Instructions Types of Combination Carriers Slack Holds in Combination Carriers Sloshing Longitudinal Stress the electrical discontinuity may be provided by the inclusion of one length of electrically discontinuous hose in each hose string It should be ascertained that the means of electrical discontinuity is in place, that it is in good condition and is not being by-passed by contact with an electrically conductive material 35 Shore lines are fitted with a non-return valve or procedures to avoid 'back filling' have been discussed 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 Alternatively, a procedure should be agreed that will protect the vessel 36 Smoking rooms have been identified and smoking requirements are being observed Smoking on board the ship may only take place in places specified by the master in consultation with the terminal representative No smoking is allowed on the jetty and the adjacent area except in buildings and places specified by the terminal representative in consultation with the master Places which are directly accessible from the outside should not be designated as places where smoking is permitted Buildings, places and rooms designated as areas where smoking is permitted should be clearly marked as such 37 Naked light regulations are being observed 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 The use of naked lights or open fires on board the ship, and within a distance of 25 metres of the ship, should be prohibited, unless all applicable regulations have been met and agreement reached by the port authority, terminal representative and the master This distance may have to be extended for ships of a specialised nature such as gas tankers 38 Ship/shore telephones, mobile phones and pager requirements are being observed Ship/shore telephones should comply with the requirements for explosion-proof construction except when placed and used in a safe space in the accommodation Mobile phones and pagers should not be used in hazardous areas unless approved for such use by a competent authority 39 Hand torches (flashlights) are of an approved type Battery operated hand torches (flashlights) should be of a safe type which is approved by a competent authority Damaged units, even though they may be capable of operation, should not be used 40 Fixed VHF/UHF transceivers and AIS equipment are on the correct power mode or switched off Fixed VHF/UHF and AIS equipment should be switched off or on low power (1 watt or less) unless the master, in consultation with the terminal representative, has established the conditions under which the installation may be used safely 41 Portable VHF/UHF transceivers are of an approved type Portable VHF/UHF sets should be of a safe type which is approved by a competent authority VHF radio-telephone sets may only operate in the internationally-agreed wave bands Equipment should be well maintained Damaged units, even though they may be capable of operation, should not be used 42 The ship's main radio transmitter aerials are earthed and radars are switched off The ship's main radio station should not be used during the ship's stay in port, except for receiving purposes The main transmitting aerials should be disconnected and earthed Satellite communications equipment may be used normally, unless advised otherwise The ship's radar installation should not be used unless the master, in consultation with the terminal representative, has established the conditions under which the installation may be used safely 43 Electric cables to portable electrical equipment within the hazardous area are disconnected from power 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 Telephone cables in use in the ship/shore communication system should preferably be routed outside the hazardous zone Wherever this is not feasible, the cable should be so positioned and protected that no danger arises from its use 44 Window type air conditioning units are disconnected Window type air conditioning units should be disconnected from their power supply 45 Positive pressure is being maintained inside the accommodation 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 This can be achieved by air conditioning or similar systems which draw clean air from non-hazardous locations Air conditioning systems should not be operated on 100% recirculation 46 Measures been taken to ensure sufficient mechanical ventilation in the pumproom Pumprooms should be mechanically ventilated and the ventilation system, which should maintain a safe atmosphere throughout the pumproom, should be kept running throughout cargo handling operations The gas detection system, if fitted, should be functioning correctly 47 There is provision for an emergency escape In addition to the means of access referred to in question 1, a safe and quick emergency escape route should be available both on board and ashore 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 48 The maximum wind and swell criteria for operations has been agreed There are numerous factors which will help determine whether cargo or ballast operations should continue 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 mooring integrity • Wind speed/direction and the effect on gangways • Swell effects at exposed terminals on mooring integrity or gangway safety Such limitations should be clearly understood by both parties The criteria for stopping cargo, disconnecting hoses or arms and vacating the berth should be written in the ‘Remarks’ column of the check list 49 Security protocols have been agreed between the Ship Security Officer and the Port Facility Security Officer, if appropriate 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 If the ship is fitted, or is required to be fitted, with an Inert Gas System (IGS) the following statements should be addressed 50 The IGS is fully operational and in good working order 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 Individual tank IG valves (if fitted) should have easily identified and fully functioning open/close position indicators 51 Deck seals, or equivalent, are in good working order It is essential that the deck seal arrangements are in a safe condition In particular, the water supply arrangements to the seal and the proper functioning of associated alarms should be checked 52 Liquid levels in Pressure/Vacuum breakers are correct Checks should be made to ensure the liquid level in the P/V breaker complies with manufacturer's recommendations 53 The fixed and portable oxygen analysers have been calibrated and are working properly All fixed and portable oxygen analysers should be calibrated and checked as required by the company and/or manufacturer's instructions The in-line oxygen analyser/recorder and sufficient portable oxygen analysers should be working properly 54 All the individual tank IGS valves (if fitted) are correctly set and locked For both loading and discharge operations it is normal and safe to keep all individual tank IG supply valves (if fitted) open in order to prevent inadvertent under or over pressurisation 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 If individual tank IG supply valves are closed for reasons of potential vapour contamination or de-pressurisation for gauging, etc., then the status of the valve should be clearly indicated to all those involved in cargo operations Each individual tank IG valve should be fitted with a locking device under the control of a responsible officer 55 All personnel in charge of cargo operations are aware that in the case of failure of the Inert Gas Plant, discharge operations should cease, and the terminal be advised 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 Under no circumstances should the ship's officers allow the atmosphere in any tank to fall below atmospheric pressure If the ship is fitted with a crude oil washing (COW) system, and intends to COW, the following statements should be addressed 56 The Pre-Arrival COW Check List, as contained in the approved COW Manual, has been satisfactorily completed The approved Crude Oil Washing Manual contains a Pre-Arrival Crude Oil Washing Check List, specific to each ship, which should be completed by a responsible ship's officer prior to arrival at every discharge port where it is intended to undertake crude oil washing 57 The COW check lists for use before, during and after COW, as contained in the approved COW Manual, are available and being used 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 This Check List should be completed at the appropriate times and the terminal representative should be invited to participate If the ship is planning to tank clean alongside, the following statements should be addressed 58 Tank cleaning operations are planned during the ship’s stay alongside the shore installation During the pre-transfer discussion between the ship and terminal representatives, it should be established whether any tank cleaning operations are planned while the ship is alongside and the check list should be annotated accordingly 59 If ‘yes’, the procedures and approvals for tank cleaning have been agreed 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 The method of tank cleaning to be used should be agreed, together with the scope of the operation 60 Permission has been granted for gas freeing operations 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 PART ‘C’ - BULK LIQUID CHEMICALS – VERBAL VERIFICATION Material Safety Data Sheets are available giving the necessary data for the safe handling of the cargo Information on the product to be handled should be available on board the ship and ashore and should include: • A full description of the physical and chemical properties, including reactivity, necessary for the safe containment and transfer of the cargo • Action to be taken in the event of spills or leaks • Counter measures against accidental personal contact • Fire-fighting procedures and fire-fighting media A manufacturer’s inhibition certificate, where applicable, has been provided 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: • Name and amount of inhibitor added • Date inhibitor was added and the normal duration of its effectiveness • Any temperature limitations affecting the inhibitor • The action to be taken should the length of the voyage exceed the effective lifetime of the inhibitor Counter measures against accidental personal contact with the cargo have been agreed Sufficient and suitable means should be available to neutralise the effects and remove small quantities of spilled products Should unforeseen personal contact occur, in order to limit the consequences it is important that sufficient and suitable counter measures are undertaken The MSDS should contain information on how to handle such contact having regard to the special properties of the cargo, and personnel should be aware of the procedures to follow 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 Suitable protective equipment (including self-contained breathing apparatus and protective clothing) appropriate to the specific dangers of the product handled, should be readily available in sufficient quantity for operational personnel both on board and ashore The cargo handling rate is compatible with the automatic shut down system, if in use Automatic shut down valves may be fitted on the ship and ashore The action of these is automatically initiated, for example, by a certain level being reached in the ship or shore tank being filled 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 Alternative means, such as a re-circulation system and buffer tanks, may be fitted to relieve the pressure surge created 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 Ship and shore cargo system gauges and alarms should be regularly checked to ensure they are in good working 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 The equipment provided should be capable of measuring, where appropriate, flammable and/or toxic levels Suitable equipment should be available to calibrate those instruments capable of measuring flammability Calibration should be carried out before the operation commences Information on fire-fighting media and procedures has been exchanged 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 Special attention should be given to any products which are being handled which may be water reactive or which require specialised fire-fighting procedures Transfer hoses are of suitable material, resistant to the action of the products being handled 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 10 Cargo handling is being performed with the permanent installed pipeline system All cargo transfer should be through permanently-installed pipeline systems on board and ashore 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 Where necessary, the electrical continuity of these lines should be checked and their length should be kept as short as possible The use of non-permanent transfer equipment inside tanks is not generally permitted unless specific approvals have been obtained Whenever cargo hoses are used to make connections within the ship or shore permanent pipeline system, these connections should be properly secured, kept as short as possible and be electrically continuous to the ship and shore pipeline respectively Any hoses used must be suitable for the service and be properly tested, marked and certified PART ‘D’ - BULK LIQUEFIED GASES – VERBAL VERIFICATION Material Safety Data Sheets are available giving the necessary data for the safe handling of the cargo Information on each product to be handled should be available on board the ship and ashore before and during the operation Cargo information, in a written format, should include: • A full description of the physical and chemical properties necessary for the safe containment of the cargo • Action to be taken in the even of spills or leaks • Counter measures against accidental personal contact • Fire-fighting procedures and fire-fighting media • Any special equipment needed for the safe handling of the particular cargo(es) • Minimum allowable inner hull steel temperatures; and • Emergency procedures A manufacturer’s inhibition certificate, where applicable, has been provided 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: • Name and amount of inhibitor added • Date inhibitor was added and the normal duration of its effectiveness • Any temperature limitations affecting the inhibitor • The action to be taken should the length of the voyage exceed the effective lifetime of the inhibitor The water spray system is ready for immediate use In cases where flammable or toxic products are handled, water spray systems should be regularly tested Details of the last tests should be exchanged 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 Suitable protective equipment, including self-contained breathing apparatus, eye protection and protective clothing appropriate to the specific dangers of the product handled, should be available in sufficient quantity for operational personnel, both on board and ashore Storage places for this equipment should be protected from the weather and be clearly marked All personnel directly involved in the operation should utilise this equipment and clothing whenever the situation requires Personnel required to use breathing apparatus during operations should be trained in its safe use Untrained personnel and personnel with facial hair should not be selected for operations involving the use of breathing apparatus Hold and inter-barrier spaces are properly inerted or filled with dry air, as required 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 All ship and shore cargo system remote control valves and their position-indicating systems should be regularly tested 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 Agreement in writing should be reached on the maximum allowable working pressure in the cargo line system during operations Re-liquefaction or boil off control equipment is in good order 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 Span gas should be available to enable calibration of gas detection equipment Fixed gas detection equipment should be calibrated for the product to be handled prior to commencement of operations The alarm function should have been tested and the details of the last test should be exchanged Portable gas detection instruments, suitable for the products handled, capable of measuring flammable and/or toxic levels, should be available Portable instruments capable of measuring in the flammable range should be calibrated for the product to be handled before operations commence 10 Cargo system gauges and alarms are correctly set and in good order Ship and shore cargo system gauges should be regularly checked to ensure that they are in good working order In cases where it is possible to set alarms to different levels, the alarm should be set to the required level 11 Emergency shutdown systems have been tested and are working properly Where possible, ship and shore emergency shutdown systems should be tested before commencement of cargo transfer 12 Ship and shore have informed each other of the closing rate of ESD valves, automatic valves or similar devices Automatic shutdown valves may be fitted in the ship and the shore systems 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 The closing rate of any automatic valves should be known and this information should be exchanged 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 Alternatively, means may be fitted to relieve the pressure surge created, such as recirculation systems and buffer tanks 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 The safe cargo handling rate should be noted in the agreement 13 Information has been exchanged between ship and shore on the maximum/ minimum temperatures/pressures of the cargo to be handled Before operations commence, information should be exchanged between ship and shore representatives on cargo temperature/pressure requirements This information should be in writing 14 Cargo tanks are protected against inadvertent overfilling at all times while any cargo operations are in progress 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 This level must be accurately set and the operation of the device should be tested at regular intervals If ship and shore shutdown systems are to be inter-connected, then their operation must be checked before cargo transfer begins 15 The compressor room is properly ventilated; the electrical motor room is properly pressurised and the alarm system is working Fans should be run for at least 10 minutes before cargo operations commence and then continuously during cargo operations Audible and visual alarms, provided at airlocks associated with compressor/motor rooms, should be regularly tested 26.5 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 (See Chapter 20) 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 20.5) 26.5.1 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.) All cargo, bunkering, deballasting and tank cleaning operations should be shut down and all cargo arms or hoses should be drained ready for disconnection The ships’ fire mains should be pressurised and water fog applied in strategic places The ships’ engines, steering gear and unmooring equipment must be brought to a state of immediate readiness A pilot ladder should be deployed on the offshore side Action by Vessels at Other Berths On hearing the terminal alarm being sounded or on being otherwise advised of a fire at the terminal, a ship whose berth is not involved in the fire, should shut down all cargo, bunkering and ballasting operations Fire-fighting systems should brought to a state of readiness and engines, steering gear and mooring equipment should be made ready for immediate use 26.5.2 FIRE ON A TANKER AT A TERMINAL Action by Ship’s Personnel If a fire breaks out on a tanker while at a terminal, the tanker must raise the alarm by sounding the recognised alarm signal consisting of a series of long blasts on the ship’s whistle, each blast being not less than 10 seconds in duration, unless the terminal has notified the ship of some other locally-recognised alarm signal All cargo, bunkering, or ballasting operations must be stopped and the main engines and steering gear brought to a stand by condition Once the alarm has been raised, responsibility for fighting the fire on board the ship will rest with the master or other responsible officer assisted by the ship’s crew The same emergency organisation should be used as when the ship is at sea (see Section 9.9.2.2) with an additional group under the command of an officer or senior rating to make preparations, where possible, for disconnecting metal arms or hoses from the manifold 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 Action by Terminal Personnel On hearing a tanker sounding its fire alarm, the person in charge of a berth must immediately advise the control room 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 The terminal’s fire emergency plan will be activated and this may involve shutting down cargo, bunkering, and ballast handling operations on ships on adjacent or neighbouring berths 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 Where there are fire-fighting tugs, the terminal control room will summon them to assist in fighting the fire until a decision is made by the person in overall control whether or not to use them to assist in the evacuation of unaffected ships (See Section 20.5) 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 The above emergency procedures may be summarised for the information of visiting ships in a fire instruction notice, an example of which is included in Figure 26.1 below Note : Figure 26.1 to be inserted as close to this text as possible Figure 26.1 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 IN CASE OF FIRE: 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 Telephone UHF/VHF channel ACTION – SHIP Fire on your Ship: • Raise alarm Fire on another Ship or Ashore: Stand by, and when instructed: • Fight fire with aim of preventing spread • Cease all cargo/ballast operations and close all valves • Inform terminal • Disconnect hoses or arms • Cease all cargo/ballast operations and close all valves • Bring engines and crew to standby, ready to unberth • Stand by to disconnect hoses or arms • Bring engines to standby ACTION – TERMINAL Fire on a Ship: • Raise alarm • Contact ship • Cease all cargo/ballast operations and close all valves • Stand by to disconnect hoses or arms • Stand by to assist fire fighting • Inform all ships • Implement terminal emergency plan Fire Ashore: • Raise alarm • Cease all cargo/ballast operations and close all valves • Fight fire with aim of preventing spread • If required, standby to disconnect hoses or arms • Inform all ships • Implement terminal emergency plan IN THE CASE OF FIRE, TERMINAL PERSONNEL WILL DIRECT THE MOVEMENT OF VEHICULAR TRAFFIC ASHORE 26.5.3 INTERNATIONAL SHORE FIRE CONNECTION As described in Sections 8.1.2 and 19.5.3.5, all ships and terminals should be provided with means to enable the fire mains on board and ashore to be inter-connected The International Shore Fire Connection provides a standardised means of connecting two systems where each might otherwise have couplings or connections that not match The flanges on the connection should have the dimensions shown on Figure 26.2 It should have a flat face on one side and on the other should be a coupling that will fit the hydrant or hose on the ship or shore, as appropriate 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 If the shore fire connection is permanently fixed to a hydrant or pipe, then a portable connection for use on a hose must be available in case the opposite fire main has only a fixed connection In fixed on a vessel, the connection should be accessible from both sides of the vessel and its location should be clearly marked The shore connection should be ready for use when a ship is in port Note : Figure 26.2 to be inserted as close to this text as possible Figure 26.2 Details of International Shore Fire Connection 26.5.4 EMERGENCY RELEASE PROCEDURES 26.5.4.1 General Means should be provided to permit the quick and safe release of the ship in an emergency The method used for the emergency release operation should be discussed and agreed, taking into account the possible risks involved 26.5.4.2 Emergency Towing-off Pennants - Rigging Except at terminals where no tugs are available, it has become standard practice to have ‘fire wires’, or more correctly ‘emergency towing off pennants’, provided by the tanker so that in an emergency tugs can pull the ship away from the berth, without the assistance of any crew member There are various methods for rigging emergency towing-off pennants and the arrangement may vary from port to port The preferred method is to secure the inboard end to bollards, with a minimum of five turns, and to lead the outboard end direct to a shipside chock with a bight hanging over the side and no slack on deck The outboard end of the line is provided with an eye to which a heaving line is attached and led back to the deck During loading or discharging, the heaving line is periodically adjusted to maintain the eye of the emergency towing-off pennant one or two metres above the waterline Where terminals require that an alternative method be used, the ship should be advised accordingly On tankers alongside a jetty, emergency towing-off pennants should be rigged on the offshore side For tankers at buoy berths, they should be on the side opposite to the hose strings The following table gives guidance on minimum breaking loads and lengths for emergency towing-off pennants for various ship sizes The lengths of pennant may vary, dependent on positioning of mooring bitts and the vessel’s freeboard The pennants should be in good condition It should be noted that this information is provided for guidance only and is not intended to indicate a uniform standard kDwt MBL Length Less than 20 30 tonnes 25m 20 –100 50 tonne 45m 100-300 90 tonne 60m 300+ 110 tonne 70m Table 26.1 Guidance on MBL and Length for Emergency Towing-off Pennants Emergency towing–off pennants should not be attached to a set of bitts with a Safe Working Load (SWL) that is less than the Minimum Breaking Load (MBL) of the pennant (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 This will be half the maximum permissible SWL when a single eye is placed over the bollard) 26.5.4.3 Emergency Towing-off Pennants - Handling Attention is drawn to the hazards associated with the ship’s crew handling heavy wires that are over the ship’s side, in particular, the risk of strain injuries Handling of towing off pennants is increasingly being cited as a cause of personal injury, particularly for spinal and muscular back complaints It is recommended that terminals review their requirement for emergency towing-off pennants by considering the following: • Are they really necessary? What is the real risk of them having to be used? • Do the emergency procedures require the vessel to be removed from the berth if it is immobilised by fire? • Is it possible to release the ship’s moorings to allow it to be removed from the berth? • How long will it take for tugs to be mobilised? • Could the deployment of emergency towing-off pennants compromise security arrangements at the terminal? To avoid any unnecessary handling of large wires on ships, it is suggested that a risk assessment is carried out at the terminal to determine whether or not there should be a routine requirement for ships to rig emergency towing off pennants 26.5.4.4 Emergency Towing-Off Pennants – Possible Future Developments Previous editions of ISGOTT have specifically referred to ‘Fire Wires’ and ‘Emergency Towing-off Wires’ as there were no viable alternatives to wires for this purpose 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 Since the 4th Edition of ISGOTT was published in 1996, synthetic fibre ropes having the potential to combine high strength, low stretch, light weight (typically about one seventh the weight of a wire of equivalent strength) have become available 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 This latest edition of ISGOTT therefore leaves open the question of whether emergency towing-off pennants should be of wire or of some other material 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 so ... Trips Miscellaneous 11 SHIPBOARD OPERATIONS 11 .1 Cargo Operations 11 .1. 1 11 .1. 2 11 .1. 3 11 .1. 4 11 .1. 5 11 .1. 6 11 .1. 7 11 .1. 8 11 .1. 9 11 .1. 10 11 .1. 11 11. 1 .12 11 .1. 13 11 .1. 14 11 .2 11 .3 Stability, Stress,... EQUIPMENT 18 .1 Metal Cargo Arms 18 .1. 1 18 .1. 2 18 .1. 3 18 .1. 4 18 .1. 5 18 .1. 6 18 .1. 7 18 .1. 8 18 .1. 9 18 .1. 10 18 .2 Cargo Hoses 18 .2 .1 18.2.2 18 .2.3 18 .2.4 18 .2.5 18 .2.6 18 .2 .7 18 .2.8 18 .2.9 18 .2 .10 18 .2 .11 18 .2 .12 ... 11 .5 .1 11. 5.2 11 .5.3 11 .5.4 11 .5.5 11 .5.6 11 .5 .7 11 .5.8 11 .5.9 11 .5 .10 11 .6 General Supervision and Preparation Cargo Tank Washing and Cleaning Precautions for Tank Washing Gas Freeing 11 .4.1