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Ship/Shore Safety Check List Guidelines

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Issued by The International Chamber of Shipping The International Association of Ports and Harbors x The Oil Companies International Marine Forum The International Association of Independent Tanker Owners The European Councilof ~hemical Industries The Society of International Gas Tanker and Terminal Operators

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The International Chamber of Shipping The International Association of Ports and Harbors The Oil Companies International Marine Forum The International Association of Independent Tanker Owners The European Council of Chemical Industries The Society of International Gas Tanker and Terminal Operators

Ship/Shore Safety Check List Guidelines

Revised Recommendations on the Safe Transport, Handling and Storage of Dangerous Substances in Port Areas were adopted by the IMca Maritime Safety Committee in December 1980. Having regard to the fact that only a part of the total transport chain consists of the marine element, the Recommendations take into account the need to ensure that there is a proper exchange of information between those responsible for the operations on board ships and those ashore. Accordingly, the Recommendations incorporate a ship/shore safety check list covering the handling of liquid bulk dangerous substances, induding liquefied gases. In order to further assist ships' personne1 and terminal operators, guidelines on the use of the check list have been produced. This booklet contains a copy of the ship/shore safety check list and the guidelines. The Organisations concerned recommend that the check list should be used as widely as possible in order to set a uniform international standard of safety in ports throughout the world.

SHIP /SHORE SAFETY CHECK LIST GUIDELINES


Introduction

The IMCO Recommendations on the Safe Transport, Handling and Storage of Dangerous Substances in Port Areas (Assembly Resolution A.435 (XI) ) contain the requirement that: The master of a ship and the berth operator should be1'ore liquid bulk dangerous substances are pumped into or out of any ship or into a shore installation: 1. agree in writing on the handling procedures including the maximum loading or unloading rates; 2. complete and sign the appropriate safety check list, showing the main safety precautions to be taken be1'ore and during such handling operations; and 3. agree in writing on the action to be taken in the event of an emergency during handling operations. Annexed to the Recommendations is a safety check list covering the arrangements and conditions under which the loading and discharging of bulk liquid dangerous cargoes and associated operations such as bunkering, ballasting or tank cleaning may be carried out safely. In order to assist berth operators and ships' masters in their joint use of this recommended check list procedure, these Guidelines have been drawn up jointly by the International Chamber of Shipping, the International Association of Ports and Harbors, the Oil Companies International Marine Forum, the European Council ~f Chemical Industries, the International Association 01'Independent Tanker Owners and the Society of International Gas Tanker and Terminal Operators.
Application

The Check List applies to the cargo handling operations of oil tankers, chemical carriers and gas tankers and is divided into three parts. Part A - General - (all tankers) Part B - Additional - (chemical tankers handling chemicals) Part C - Additional - (gas tankers handling liquefied gases) AII tankers - oil, chemical and gas, should complete Part A. Additionally, tankers loading or discharging bulk chemicals should complete part B and gas tankers loading or discharging liquefied gases should complete part C. The declaration at the end 01'the Check List should be made in all cases.
The Mutual Safety Examination

A tanker presenting itself to a loading or discharging terminal needs to check its own preparations and its fitness for the safety of the intended cargo operation. Additionally, the master of a ship has a responsibility to assure himself that the terminal operator has likewise made proper preparations for the safe operation of his terminal. Equally the terminal needs to check its own preparations and to be assured that the tanker has carried out its checks and has made appropriate arrangements. The Check List, by its questions and its requirements for exchange of written agreements for certain procedures, is a minimum basis for the essential considerations which should be included in such a mutual examination. Some of the Check List's questions are directed to considerations for which the tanker has prime respnsibility. Others apply to both tanker and terminal and the remainder to the terminal alone. It is not suggested that every item should be the subject of personal checking by both representatives conducting the examination. All items lying within the responsibility of the tanker should be personally checked

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by the tanker's repI'esentative and similarly all items of the terminal's responsibility personally checked by the terminal representative. In carrying out their full responsibilities however, both representatives, by questioning the other, by sighting of records and, where felt appropriate, by joint visual inspection should assure themselves that the standard s of safety on both sides of the operation are fully acceptable. The joint declaration should not be signed until such mutual assurance is achieved. Thus all applicable questions should result in an affirmative mark in the boxes provided. If a difference of opinion arises on the adequacy of any arrangements made or conditions found, the operation should not be started until measures taken are jointly accepted. A negative answerto the questions coded "P" does not necessarily mean that the intended operation cannot be carried out. In such cases, however, permission to proceed should be obtained from the designated port officer. Where an item is agreed to be not applicable to the ship, to the terminal or to the operation envisaged a note to that effect should be entered in the "Remarks" column. While the Check List is based upon cargo handling operations, it is recommended that the same mutual examination, using the Check List as appropriate, be carI'ied out when a tankeI' presents itself at a berth foI' tank cleaning afteI' carriage of substances covered by these Guidelines.
Deviations

The conditions under which the operation takes place may change during the process. The changes may be such that safety can no longer be regarded as guaranteed. The party noticing or causing the unsafe condition is un der an obligation to take all necessary actions, which may include stopping the operation, to re-establish safe conditions. The presence of the unsafe condition should be reported to the other party and where necessary, co-operation with the other party should be sought.
Tankcleaning Activities

The questions on tank cleaning, including "crude oil washing" , are included in the list in order to inform the terminal and the port authorities of the ship's intentions regarding these activities. DETAILED SAFETY INFORMATION Attention is drawn to the following internationally recognised guides, which provide detailed information on the safe transport and handling of dangerous subtances. - ICS/OCIMF International Safety Guide for Oi! Tankers and Terminals (ISGOTT); - ICS Tanker Safety Guide (Chemicals); - ICS Tanker Safety Guide (Liquefied Gas).

SHIP/SHORE
Ship's Name Berth Date of Arrival INSTRUCTIONS POR COMPLETION

SAFETY CHECK LIST

Port Time of Arrival

The safety of operations requires that all questions be answered affirmatively IZIlf an affrmative answer is not possible, the reason should be given and agreement reached upon approprate precan tions to be taken between the ship and the terminal. Where any question is not considered to be applicable a note to that effect should be inserted in the remarks column.

D~ the presence of this symbol in the columns 'ship' and 'terminal' indica te s that checks shall be carried ou t by the party concerned.
The presence of the letters A and P in the column 'Code' indicates the following: A - the mentioned procedures and agreements shall be in writing and signed by both parties. P - in the case of a negative answer the operation shall not be carried out without the permission of thePort Authorty. :: UIs 'OPfire an readytowing wires ship its ownand 01Are Ii! o Haveemergencyand fre fghting procedure O :E -; effective far under and securely deck watch in agreed ship Rernarks movecargo, bunker to OIs there emergency shut cornrnunica Hon D the thehosesship(shore downcorrectly shore? Has the procedures moored? equiprnent A there safe access between '5 immediate use? for board and position,and checked? postioned? in certifcatesboth andboardreadyfitted, power? operative'? terminal rgged appropriate, on board positioned on the ship? been inc1udingashoreproperly on and and,ifwhereO agreed? the system handlingthe stern discharge hne,and ashore? ballast trays attendance on been supervision adequate on condition and agreed?
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blanked? ti) ids - General A Are unusedandeffectively plugged and good cargo cargo and bunker connections scuppers bunker hoses(arms in drip

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PART B Addtional Checks - Bulk Liquid Chemicals BI Is nformaton avalable giving the necessary data for the safe handling of the cargo ncluding, where applicable, a manufacturer's inhibition certificate? Is sufficient and suitable protective equipment (including self-contained breathing apparatus) and protective clothing ready for immediate use? Remarks

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-------------------------------------------GUIDELINES FOR COMPLETING THE SHIP /SHORE SAFETY CHECK LIST


PART A

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BULK LIQUID - GENERAL


Is the ship secureIy moored? In answering this question, due regard should be given to the nced for adequate fendering arrangements. Ships should remain adequately secured in their moorings. Alongside piers or quays ranging of the ship should be prevented by keeping all mooring lines taut; attention should be given to the movement 01'the ship caused by currents or tides and the operation in progress. Wire ropes and fibre rapes should not be used together in the same direction (i.e. breasts, springs, head or stern) because of the difference in their elastic properties. Once moored, ships fitted with automatic tension winches should not use such winches in the automatic mode. Means should be provided to enable quick and safe release of the ship in case of an emergency. The method used for the emergency release operation should be agreed, taking into account the possible risks involved. Anchors not in use should be properly secured. A2 Are emergency towing wires correctIy positioned? Emergency towing wires should be positioned both on the off-shore bow and quarter of the ship. At a buoy mooring, towing wires should be positioned on the side opposite to the hose spring. The eyes of these wires should be maintained about the waterline and regularly checked and adjusted if necessary during the operations. They should be properly made fast on the ship's bollards, while having sufficient slack on deck. Means should be provided to prevent the slack from accidentally running into the water. These means should be so arranged that they can easily be broken by a tug boat's crew. A3 Is there safe access between ship and shore? The access should be positioned as far away fram the manifold s as practicable. The means of access to the ship should be safe and may consist of an appropriate gangway or accommodation ladder. It is advisable to fit and properly secure a sa1'etynet under the means of access. 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 likely to become large. When terminal access facilities are not available and a ship's gangway is used, there should be an adequate landing area on the berth so as to provide the gangway with a sufficient clear run of space and so maintain safe and convenient access to the ship at al! states of tide and changes in the ship's freeboard. Near the access ashore suitable life-saving equipment should be available. A lifebuoy should be available on board the ship near the gangway or accommodation ladder. The access should be safely and properly illuminated during darkness. Al

Persons who have no legitimate business on board, or who do not have the master' s permission, should be refused access to the ship. The terminal should control access to the jetty or berth in agreement with the ship. Is the ship ready to move under its own power? The ship should be able to move under its own power at short notice, un less permission to immobilise the ship has been granted by the harbourmaster and the terminal manager. Certain conditions may have to be met for permission to be granted. AS Is there ao effective deck watch in attendance 00 board and adequate supervision on the terminal and on the ship? The operation should be under constant control both on ship and shore. Supervision should be aimed at preventing the development of hazardous situations; if, however, such a situation arises, the controlling personnel should have adequate means available to take corrective action. The controlling personnel on ship and shore should maintain an effective communication with their respective supervisors. All personnel connected with the operations should be familiar with the dangers of the substances handled. Is the agreed ship/shore communication system operative? Communication should be maintained in the most efficient way between the responsible officer on duty on the ship and the responsible person ashore. 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. AdditionaIly, the supervisor should have the possibility to override aIl caIls. 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. Where fixed systems are used the guidelines for telephones should apply. The selected system of communication together with the necessary information on telephone numbers and/or channels to be used should be recorded on the appropriate formo This form should be signed by both ship and shore representatives. The telephone and portable RT/VHF systems should comply with the appropriate safety requiremcnts. A7 Have the procedures for cargo, bunker and ballast handling been agreed? The procedures for the intended operation should be pre-planned. They should be discussed and agreed upon by the ship and shore representatives prior to the start of the operations. The agreed arrangements should be recorded on a form and contain at least the information shown in the annex to these guidelines. The form should be signed by both representatives. Any change in the agreed procedure that could affect the operation should be discussed by both parties and agreed ulJOn.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. In any case the change should be laid down in writing within the working period of those supervisors on board and ashore in whose working period agreement on the change was reached. The operations should be suspended and all deck and vent openings cJosed on the approach of an e1ectrical storm. The properties of the substances handled, the equipment of ship and shore installation, the ability of the ship's crew and the shore personnel to execute the necessary operations and to sufficiently control the operations are factors which should be taken into account when ascertaining the possibility of handling a number of substances concurrently. A6 A4

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The manifold area both on board and ashore should be safely and properly illuminatcd during darkness. The initial and maximum loading rates, topping off rates and normal stopping times should be agreed, having regard to: - the nature of the cargo to be handled; - the arrangement and capacity of the ship's cargo lines and gas venting systems; - the maximum allowable pressure and flow rate in the ship/shore hoses and loading arms; - precautions to avoid accumulation of static electricity; - any other flow controllimitations. A note to this effect should be entered on the form referred to above. If the static electricity properties of the substance handled and the situation in the tank so require, no conducting object should be inserted into that tan k during loading and during a period of at least 30 minutes after the cessation of loading. A8 Has the ernergency shut down procedure been agreed? An emergency shut down procedure 5hould be agreed between ship and shore and recorded on an appropriate formo The agreement should designate in which cases the opcrations have to be stopped immediately. Due regard should be given to the possible introduction of dangers associated with the emergency shut down procedure. A9 Are fire hoses and fire fighting equipment on board and ashore positioned and ready for irnrnediate use? Fire fighting equipment both on board and ashore should be correctly positioned and ready for immediate use. Adequate units of fixed or portable equipment should be stationed to cover the ship's cargo deck and on the jetty. The ship and shore fire main systems should be pressurised, or be capable of being pressurised at short notice. Both ship and shore should ensure that their fire main systems can be connected in a quick and easy way utilising if necessary the international ship/shore connection. AIO Are cargo and bunker hoses/arrns in good condition and properly rigged and, where appropriate, certificates checked? Cargo hoses and metal arms should be in a good condition and should be properly fitted and rigged so as to prevent strain and stress beyond design limitations. AII flange connections should be fully bolted. Other types of connections should be properly secured. It should be ensured that the hoses or metal arms are constructed of a material suitable for the substance to be handled taking into account its temperature and the maximum operating pressure. Cargo hoses should be identifiable with regard to their suitability for the intended operation. All Are scuppers effectively plugged and drip trays in position, both on board and ashore? Where applicable all scuppers on board and drainholes ashore should be properly plugged during the operations. Accumulation of water should be drained off periodically. Both ship and jetty should ideally be provided with fixed drip trays; in their absence portable drip trays may be used.

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AlI drip trays should be emptied in an appropriate manner whenever necessary but always after completion of the specific operation. Where 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. A12 Are unused cargo and bunker connections including the stern discharge Une, if fitted, blanked? Unused cargo and bunker line connections should be do sed and blanked. Blank flanges should be fully bolted and other types of fittings, if used, properly secured. A13 Are sea and overboard discharge valves, when not in use, closed and lashed? Experience shows the importance of this item in pollution avoidance on ships where cargo lines and ballast systems are interconnected. The security of the valves in question should be checked visually. A14 Are all cargo and bunker tank Uds closed? Apart from the openings in use for tank venting (see A15) all openings to cargo tanks should be do sed gastight. Ullaging and sampling points may be opened for the short periods necessary for ullaging and sampling. Closed ullaging and sampling systems should beused where required by international, national and local regulations and agreements. A15 Is the agreed tank venting system being used? Agreement should be reached by both parties as to the venting system for the operation, taking into account the' nature of the cargo and international, national and local regulations and agreements. There are three basic systems for venting tanks: 1. Open to atmosphere via open ullage ports, protected by suitable flame screens. 2. Fixed venting systems which indudes inert gas systems. 3. To shore through other vapour handling systems. A16 Are hand torches of an approved type? A17 Are portable VHF/UHF transceivers of an approved type? Battery operated hand torches and VHF radio-telephone sets should be of a safe type which is approved by a competent authority. Ship/shore telephones should comply with the requirements for explosion-proof construction except when placed in a safe space in the accommodation. VHF radio-telephone sets may operate in the internationally agreed wave bands only. The above-mentioned equipment should be \Vellmaintained and damaged units, though capable of operation, should not be used. A18 Are the ship's main radio transmitter aerials earthed and radars switched off? The ship's main radio transmitter should not be used during the ship's stay in port, except for receiving purposes. The main transmitting aerials must be disconnected and earthed. The ship's radar installation should not be used unless the master, in consultation with the terminal manager, has established the conditions under which the installation may be used safely. A19 Are electric cables to portable electrical equipment disconnected from power? The use of portable electrical equipment on wandering leads is prohibited in

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hazardous zones. The supply cables should be disconnected and 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. A20 Are all external doors and ports in the amidships accommodation closed? A2! Are all external doors and ports in the after accommodation leading onto or overlooking the tank deck closed? External doors, windows and portholes in the amidship's accommodation should be closed during the operations. In the after accommodation external doors, windows and portholes facing or near the cargo zone should be closed during operations. Thesc doors should be clearly marked, but at no time should they be locked. A22 Are air conditioning intakes which may permit the entry of cargo vapours closed? A23 Are window-type air conditioning units disconnected? Air conditioning and ventilator intakes which are likely to draw in air from the cargo area should be closed. Air conditioning units which are located wholly within the accommodation and which do not draw in air from the outside may remain in operation. Window-type air conditioners should be disconnected fram their power supply. A24 Are smoking requirements being observed? Smoking on board the ship may only take place in places specified by the master in consultation with the terminal manager or his representative. No smoking is allowed on the jetty and the adjacent area except in buildings and places specified by the terminal manager in consultation with the master. Places which are directly accessible fram the outside should not be designated as places where smoking is permitted. Buildings, places and rooms designated as places where smoking is permitted should be clearly marked as such. A25 Are the requirements for the use of galley and other cooking appliances being observed? Open fire may be used in galleys whose construction, location and ventilation system pro vides protection against entry of flammable gases. In cases where the galley do es not comply with the above, open fire may be used provided the master, in consultation with the terminal manager, has ensured that precautions have been taken against the entry or build up of flammable gases. On ships fitted with stern discharge lines no open fire in galley-furnaces and cooking appliances is allowed when these lines are used, unless the construction of the ship's accommodation allows for the safe use of open fire. A26 Are naked light requirements being observed? Naked light or open fire comprises the foIlowing: fire, spark formation, naked light and any surface with a temperature that is equal to or higher than the minimum ignition temperature of the products handled in the operations. The use of open fire on board the ship - other than covered in questions A 24 and A 25 - and within a distance of 25 m of the ship is prohibited, unless all applicable regulations have been met and subject to agreement by the port authority, terminal manager and the master.

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A27 Is there provision for an emergency escape possibility? In addition to the means of access referred to in question A 3, a safe and quick emergency escape 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. A28 Are sufficient personnel on board and ashore to deal with an emergency? At all times during the ship's stay at the terminal, a sufficient number of personnel should be present on board the ship and in the shore installation to deal with an emergency. A29 Are adequate insulating means in place in the ship/shore connection? 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 protection systems, can cause electric sparks at the flange faces when hoses are being connected and disconnected. The passage of these currents is prevented by an insulating flange inserted at each jetty manifold outlet or incorporated in the construction of metallic arms. AIternatively, the electrical discontinuity may be provided by the inc1usion of one length of electrically discontinuous hose in each hose string. It should be ascertained that the means of electrical discontinuity is in place and in good condition and that it is nqt being by-passed by contact with external metal. A30 Have measures been taken to ensure sufficient pumproom ventilation? Ship's pumprooms should be mechanically ventilated and the ventilation should be kept running throughout the operation. Ventilation should be aimed at maintaining a safe atmosphere throughout the pumproom.

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PART B

ADDITIONAL CHECKS - BULK LIQUID CHEMICALS


Is information available giving the necessary data for the safe handling of the cargo including, where applicable, a manufacturer's inhibition certificate? Information on the product to be handled should be available on board the ship and ashore before and during the operation. This information should include: a) a cargo stowage plan; b) a fun description of the physical and chemical properties, including reactivity, necessary for the safe containment of the cargo; c) action to be taken in the event of spills or leaks; d) counter measures against accidental personal contact; e) fire-fighting procedures and fire-fighting media; f) procedures for cargo transfer. When cargoes required to be stabilized or inhibited are to be handled, information should be exchanged thereon. B2 Is sufficient and suitable protective equipment (including self-contained breathing apparatus) and protective clothing ready for immediate use? 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 numbers for operational personnel both on board and ashore. Storage places should be protected from the weather and clearly marked. AlI persons directly involved in the operation should utilize this equipment and clothing whenever the situation requires. Personnel required to use breathing apparatus during operations should be physicany fit and trained in its safe use. Unfit or untrained personnel should not be selected for operations involving the use of breathing apparatus. B3 Are counter measures against accidental personal contact with the cargo agreed? Sufficient and suitable means should be available to neutralize the effects and remove small quantities of spilled products. However, it is possible that unforeseen personal contact may occur. To limit the consequences, sufficient and suitable counter-measures should be taken. Information on how to handle these contacts giving regard to the special properties of the products should be studied and available for immediate use. A suitable safety shower and eye rinsing equipment should be fitted and ready for immediate use in the immediate vicinity of places on board and ashore where operations regularly take place. Measures should be taken to maintain the water at a safe temperature. B4 Is the cargo handling rate compatible with the automatic shut down system if in use? Automatic shut down valves may be fitted on the ship and the shore. The action of these is automaticany initiated by a certain level being reached in the tank being loaded either on board or ashore. In cases where such systems are used, the cargo handling rate should be so adjusted that a pressure surge evolving from the automatic closure of any such valve do es not exceed the safe working pressure of either the ship or shore pipeline system.

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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 supervisors indicating whether the cargo handling rate will be adjusted or alternative systems will be used; the safe cargo handling rate should be noted in this agreement and in the operation arrangement form (see A 7). B5 Are cargo system gauges and alarms correctIy set and in good order? Ship and shore cargo system gauges and alarns should be regularly checked to ensure they are in good working order. Date and details of the last test should be exchanged. In cases where it is possible to set alarms to different levels the alarm should be set to the required leve!. B6 Are portable vapour detection instruments readily available for the products to be 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. Has information on fire fighting media and procedures been exchanged? Information should be exchanged on the availability of fire-fighting equipment and the procedures to be followed in the event of fire on board or ashore. Special attention should be given to any products which are being handled which may be water reactive or require specialised fire-fighting procedures. B8 Are transfer hoses of suitable material resistant to the action of the cargoes? 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 (including the last date on which it was tested at this pressure), and, if used at service temperatures other than ambient, its maximum and/or minimum service 'temperature. B9 Is cargo handling being performed with the permanent installed pipeline systems? During cargo operations where the use of portable cargo lines on board or ashore is unavoidable, care should be taken to ensure that these lines are correctly positioned and assembled so that no extra danger exists from their use. Where necessary, the electrical continuity of these Hnes should be checked. The use of non-permanent equipment inside tanks is generally not permitted unless the Port Authority's approval has been obtained. Non-permanent cargo line systems should be kept as short as possible. Whenever cargo hoses are used to make connections within the ship or shore permanent pipe line system, these connections should be secured and kept as short as possible and electrically continuous to the ship or shore line system respectively. B7

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PART

ADDITIONAL CHECKS - BULK LlQUEFIED GASES


Is information available giving the necessary data for the safe handling of the cargo including, where applicable, a manufacturer's inhibition certificate? Information on the product to be handled should be available on board the ship and ashore before and during the operation. This information should inelude: a) a cargo stowage plan; b) a full description of the physical and chemical properties necessary for the safe containment of the cargo; c) action to be taken in the event of spills or leaks; d) counter measures against accidental personal contact; e) fire-fighting procedures and fire-fighting media; f) procedures for cargo transfer; g) special equipment needed for the safe handling of the particular cargo; h) minimum cargo containment system temperature. When cargoes required to be stabilized or inhibited are to be handled, information should be exchanged thereon. C2 Is the water spray system ready for use? In cases where flammable and/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 bekept ready for immediate use. C3 Is sufficient and suitable protective equipment (including self-contained breathing apparatus) and protective c\othing ready for immediate use? Suitable protective equipment, ineluding self-contained breathing apparatus and protective elothing, appropriate to the specific dangers of the product handled, should be readily available in sufficient numbers for operational personnel both on board and ashore. Storage places should be protected from the. weather and c1early marked. All personnel directIy involved in the operation should utilize this equipment and c10thing whenever the situation requires. Personnel required to use breathing apparatus during operations should be physically fit and trained in its safe use. Unfit or untrained personnel should not be selected for operations involving the use of breathing apparatus. C4 Are void spaces properly inerted where required? The spaces that are required by the IMCa Gas Carrier Codes to be inerted should be checked by ships' personnel prior to arrival. CS Are alI remote control valves in working order? AlI 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. C6 Are cargo tank safety relief valves lined up to the ship's venting system and are by-passes closed? If the venting system is fitted with lines by-passing reHef valves the by-passes must be c1osed. -. When different grades of cargo are carried simultaneously, independent venting systems must be available and segregation between systems should be checked. In cases where cargo tanks are permitted to have more than one relief valve setting,

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it should be verified that the relief vaJve is set as required by the cargo to be handled and that the actual setting of the relief valve is clearly and visibly displayed on board the ship. Relief valves settings should be recorded on the check list. C7 Are the required cargo pumps and compressors in good order, and have the maximum working pressures been agreed between ship and shore? Agreement should be reached upon the maximum allowable working pressure in the cargo line system during operations. The agreed pressure should be entered in the operation arrangement formo CS Is reliquefication or bol off control equipment in good order? It should be verified that reliquefication and boil off control systems, if required, are functioning correctly prior to commencement of operations. C9 Is gas detection equipment set for the cargo, calibrated and 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 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 the operations commence. ClO Are cargo system gauges and alarms 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. Date and details of the last test should be exchanged. In cases where it is possible to set alarms to different levels, the alarm should be set to the required leve!. Are emergency shut down systems working properly? Ship and shore emergency shut down systems should be tested regularly. The test procedure should include the testing of as many elements of the cargo transfer system as possible. Details of the last test should be exchanged. Cl2 Does shore know the cIosing rate of ship's automatic valves; does ship have similar details of shore system? Automatic shut down valves may be fitted on the ship and the shore. The action of these is automaticalIy initiated by a certain level being reached in the tank being loaded either on board or ashore. In cases where such systems are used, the cargo handling rate should be so adjusted that a pressure surge evolving fram the automatic closure of any such valve, does not exceed the safeworking 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 this agreement and in the operation arrangement form (see A7).

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Has information been exchanged between ship and shore on minimum working temperatures of the cargo systems? Before operations commence, information should be exchanged between ship and shore representatives on cargo temperature/pressure requirements. _ This information should be entered in the operation arrangement formo

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Operation Arrangement Ship's name: Berth: Date: Time:

o =r ...., X :; (') ~ ~' >< ~ o p. g~ lb "Op. o ~ S o g. :; 5' S ;: ~.t;;. o' O' s a o ~S s' O' (') ~ 3 S ;.
o> (1) (1) o> (1) o> o>

Following loading, discharging, ballasting or bunkering operations will be carried out at the above mentioned berth: Hne Loading/ Remarks line tank Bar RateDisShore Quantity Press. Ship charging Ship Shore 1.
2.

3. 4. 5. 6.
7.

8. Starting time Stop Completion (Est.) Remarks Product 1. 2. 3. 4. 5. 6. 7. 8. Master/Chief officer Narne: Signature _ _ Terminal Supervisor/Representative Narne -Signature _ _ Operation Sequence Ship/Shore

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