PRECAUTIONS BEFORE AND DURING CARGO HANDLING Contents Pago 1 Openings in Super Structures 1 14 General 1 12 Doors, Pats and Windows 1 13° Ventiators 2 14 Cental Air Conditioning and Mechanical Ventlatng 2 Sytem 1.5 Window Type Air Conditioning Units E 4 Openings in Cargo Tanks: A 24 Cargo Tank Lids a 22 Sighting and Uage Ponts 3 23 Cargo Tank Vent Ouots ‘ 24 Tank Washing Openings 4 25 Segregated Bast Tank Lids ‘4 3 Pumproom Precautions 5 31 General 5 32 Inspection of Glands, Bearings ote 5 ‘ Testing of Cargo System Alarms and Trips 6 5 ‘Ship and Shore Cargo Connections, 6 5.4 Flange Connections 6 52 Removal of Blank Flanges 7 53 Reducers and Spools 7 54 Lighting 7 55 Emergency Release 8PRECAUTIONS BEFORE AND DURING CARGO HANDLING 6 cargo Hoses 8 6.1 Examination Bofore Use 8 6.2 Handing, Ling and Suspending 8 63 Adjustment uring Cargo Handing Operations 8 64 Submarine and Floating Hose Strings 10 a Metal Cargo Arms " 7.1 Operating Envelope " 7.2 Forces on Manifolds 2 73 Tanker Manifold Restrictions 2 74 Inadvorten Fling of Arms whe Parked 9 75 te@ Formation a 7.8 Mechanical Couplers 13 17 Wied Forces 8 7.8 Precautions Wie Arms are Connected “ 8 Climatic Conditions “ 81 Terminal Advice of Adverse Weather Conitions “ 82 Wind Conditions “ 83 Electrical Storms (Lightning) 5 2 ‘Accidental Ol Spilage and Leakage 6 94 General 15 9.2 Seaand Overboard Discharge Valves 6 93 Seuppor Page 7 984 Spill Containment 7 85 Shipand Shore Cargo and Bunker Ppoines notin Use 17PRECAUTIONS BEFORE AND DURING CARGO HANDLING 0 ShiplShore insulating, Earthing and Bending 18 10.4 ShilShore ineuating and Eating 1% 102 ShipiShore Bonding Cables 19 103 Appleaton to Offshore Facies (Sea Islands 19 " Proximity to Other Vessols 20 11.4 Tankers at Adjacent Berths 20 11.2 General Cargo Ships al Adjacent Berths 2 11.3 Tanker Operations at Genera Cargo Berths 20 114 Tugs and other Craft Agside a 2 Helicopter Operations 2214 12 PRECAUTIONS BEFORE AND: DURING CARGO HANDLING OPENINGS IN SUPERSTRUCTURES Goneral A tankers accommodation normally contains equipment which is not Sullable for use in flammable atmospheres. I is therelore imperative that cargo vapour or gas is kept out ofthe acconmedation ‘All extemal openings should be closed when the tanker, ora ship at an ‘adjacent berth, is conducting any ofthe folowing operations: ‘+ Handling volatile cargoes or non-volatile cargoes near to or above its flashpoint. * Loading non-volatile cargoes into tanks containing flammable or toxie vapour. + Crude oi washing, ‘+ Ballasting, purging, gas freeing or tank washing after lecharge of volatile cargoes. Although discomfort may be caused to personnel in accommodation that Is completely closed during conditions of high temperatures and humidity, this discomfort should be accepted in he interests of safety Doors, Ports and Windows: |i the accommodation, all extemal doors, pors and similar openings Which lead cirectly from the tank deck to the accommodation of ‘machinery spaces (other than the pumproom) or which overlook the tank deck at any level, or which overlook the poop deck forward of the13 1“ ocusr PRECAUTIONS BEFORE AND DURING CARGO HANDLING. funnel should be kept closed. A screen door cannot be considered safe substitute for an external door. ‘Adétional doors and ports may have to be closed in special circumstances, such 8 during stem loading, or due to stuctural peculiarities ofthe tanker. | doors have to be opened for access they should be closed Immediately after use Doors that must be Kept closed should be clearly marked, but inno case should doors be locked. Ventilators Ventilators should be Kept trimmed to prevent the entry of cargo vapour cor gas, particulary on tankers which depend on natural ventilation, if ventiators are located so thal cargo vapour or gas can enter regardless of the direction in which they are trimmed, they should be covered, Plugged or closed Central Air Conditioning and Mechanical Ventilating Systoms Intakes of central air conditioning or mechanical ventiating system shouldbe adjusted to prevent the entry of flammable gas, if possible by recirculation of ae within the enclosed spaces. IF at any time it is suspected that gas is being drawn nto the ‘accommodation, central air conditioning and mechanical ventlating systems should be stopped and the intakes closed andior covered.15 24 22 PRECAUTIONS BEFORE AND: DLRING CARGO HANDLING. Window Type Air Conditioning Units Window type air conditioning units which are not certified ae sate for Use inthe presence of flammable gas or which draw in air rom outside. the superstructure must be electrically cisconnected and any external vents or intakes covered or closed. ‘OPENINGS IN CARGO TANKS: Cargo Tank Lids During the handling of volatile cargo ane loading of non-volatile cargo into tanks containing fammable or toxic vapour, and while ballasting ater the discharge of volatle cargo, all cargo tank ids should be closed ‘and secured. Cargo tank lids or coamings should be clearly marked wit the number ‘and location (port, centre or starboard) ofthe tank they serve, Tank openings of cargo tanks which are not gas free should be kept closed unless gas fresing alongside by acreement Sighting and Ullage Ports During any of the cargo and ballast handling operations referred to in the relevant Section, sighting and ullage ports should be kept closed Unless required to be open for these operational purposed indicated in relevant Section of the manual. If for design reasons they are required to be open for venting purposes, the operings should be protected by a flame screen which may be removed for 3 short period during uilaging, sighting, sounding and sampling. These screens should be a good ft ‘and be kept clean and in good condor. Closed loading of cargoes23 24 PRECAUTIONS BEFORE AND DURING CARGO HANDLING having toxic eects should be adopted. For vessels ited with an inert, ‘2 system see relevant Section, Cargo Tank Vent Outlets ‘The cargo tank venting system should be set for the operation corcemed and, if required, the outlets should be protected by a device to prevent the passage of lame, High velocty vents should be set in ‘the operational position to ensure the high ext velocity of vented gas. When volatile cargo is being loaded into tanks connected to a venting ‘yslom wich also serves tanks into which non-volatile cargo is to be ‘oated particular attention should be paid to the setting of piv valves ‘anc the associated venting system, including any inert gas system, in order to prevent flammable gas entering the tanks to be loaded with nor-volatile cargo. Tank Washing Openings Duting tank cleaning or gas freeing operations tank washing covers should only be removed from the tanks in which these operations are taking place and should be replaced as soon as these operations are completed. Other tank washing covers may be loosened in preparation butthey should be left in their fully dosed positon. ‘Segregated Ballast Tank Lids Segregated ballast tank lids should be kept closed when cargo or ballast is being handled as flammable gas could be drawn into these tants. Segregated ballast tank ids must be clearly marked as such,a4 32 PRECAUTIONS BEFORE AND: DURING CARGO HANDLING PUMPROOM PRECAUTIONS General ‘The pumproom precautions set out in the relevant Section of the manval. Should be observed before and during all cargo handling operations, “Tanks or pipelines should nat be drained into the pamprocm bilges but if, on completion of debellasting this has to be done, care must be taken to ensure that such drainings do not contain cargo. Tanks or lines ‘contaning cargo must not be rained ito the pumproom biges, Loading through or pressurisation of pumproom pipelines should be avoided it possible. [No rears are to be undertaken on cargo pumps, teir associated relief valves or control systems, while the pumps are running. ‘Throughout cargo handling operation, the pumproam ventilation system ‘must be in continuous operation, Inspection of Glands, Bearings, ote Before stating any cargo operation, an inspection should be made to censure that strainer covers, inspection plates and drain plugs are in position and secure, Drain valves in the pumproom cargo system, especally those on cargo ‘ll pumps, shouldbe firmly shut Any bulkhead glands should be checked and adjusied or lubricated as necessary to ensure an efficient gas tight seal between the pumproom ‘and the machinery space.5s PRECAUTIONS BEFORE AND DURING CARGO HANDLING During al cargo operations, including loading, the pumproom should be inspected at regular intervals to check for leakages from glands, drain lugs and drain valves, especially those fled to the cargo oll pumps. if the pumps are in use, pump glands, bearings and the bulkhead glands lifted) should be checked for overheating. Inthe event of leakage or ‘overheating the pump should be stopped. No attempt should be made to adjust the pump glands on roting shafts while the pump is in service, TESTING OF CARGO SYSTEM ALARMS AND TRIPS Pump alarms and tips, lovel alarms, tc, where fited, shoud be tested reguirly to ensure that they ae functioning correcty, and the results of these tests should be recorded SHIP AND SHORE CARGO CONNECTIONS Flange Connections Flanges for ship to shore cargo connections, atthe end of the terminal Pipelines and on the ships manifold, should be in accordance with the (OCIMF publication ;Recommendations for Oil Tanker Manifolds and ‘Associated Equipment Flange faces, gaskets and seals should be clean and in good condition Where bolted connections are made, all bol holes should be used and ‘care taken in Ughtening bolts as uneven or over tightening of bolts could result In leakage or fracture. Improvised arrangements sing 'G! lamps or similar devices must not be used for lange connections,52 53 54 PRECAUTIONS BEFORE AND. DURING CARGO HANDLING. Removal of Blank Flanges Each tanker and terminal manifold flange should have a removable blank flange, made of steel or other approved material such as phenot ‘resin, and preferably ited wit handles, Precautions should be taken to ensure tha, prior lo the removal of blanks from tanker and terminal pipelines, the section hetwnan th Inet valve and blank does not contain oll under pressure. Precautions must ‘also be taken to prevent any spillage Reducers and Spools, Reducers and spoo's should be made of stee! and fitted with flanges Conforming with BS 1560, ANSI 0165 or equivalent. Ordinary cast ion should not be used. (See OCIMF ‘Recommendations for Oil Tanker Manifolds and Associated Equipment’) There should be an exchange of information between the ship and terminal when manifold reducers or spools are made of any material ‘ther then steel since particular altenton is necessary in their ‘manufacture to achieve the equivalent strength of steel and to avold the possibilty of fracture. Lighting During darkness, adequate lighting should be arranged to cover the ‘area of the ship to shore cargo connection and any hose handling ‘equipment so that the need for any adjustmert can be seen in good time and any leakage or spillage oral detected,55 6a PRECAUTIONS BEFORE AND DURING CARGO HANDLING Emergency Release ‘A special reloase device may be used for the emergency disconnection (of cargo hoses or rms, It possible the hoses or arms should be drained, purged of islated as ‘appropriate before emergency disconnection, $0 that spillage Is minimise Periodic checks should be made to ensure that ll safety features are ‘operational CARGO HOSES Examination Before Use Itis the responsibilty ofthe terminal to provide hoses which are in good ‘condition but the master of tanker may reject any which appear to be defective, Before being connected, hose stings should be examined for any possible defect which may be visible in the bore or outer covers such as bistering, abrasion, flattering ofthe hose or evidence of leaks, Hoses for which the rated pressure has be removed anc re-lsted before further use, n exceeded must be Hoses to be used should have been pressure tested t manufacturer's specications at intervals which are in accordance with the rmanufacture’s recommendations or as recommended in the OCIME publication ‘Guidelines for the handling, Storage, Inspection and Testing of Hoses in the Field’, Intervals between tests should not in62 63 PRECAUTIONS BEFORE AND: DURING CARGO HANDLING. ‘any case exceed one year. The date of such pressure testing should be indicated on the hose, Handling, Lifting and Suspending Hoses should always be handled with care and should not be dragged ‘over @ surface or rlied in a manner which twits the body of the hose. Hoses should not be alowed to come into contact with a hot surface Such 98 a sleam pipe. Protection should be provided at any point were chaling or rubbing can oceur. Ling briles and sadcles should be provided, The use of steel wires In direct contact with the hose cover should net be permitted, Hoses should not belted at a single point with ends hangirg down but should bbe supported at a number of places so that they are not bent to a radius less than that recommended by the manufacturer. Excessive weight on the ship's manifold should be avoided. there is ‘an excessive overhang, or the ship's valve is ouside the stool suppor, ‘daitional support should be given to the manifold. Ahorizontal curved Plate or pipe section should be fited at the ships ede to protect the hose rom sharp edges and obstructions Adequate support forthe hose when connected to the manifold should be provided. Where this is a ‘single iting point, such s a derick, the hose sting stould be supported by bridles or saddles. ‘Adjustment During Cargo Handling Operations As the tanker rises or falls as a result of ide or cargo operations, the hhose strings should be adjusted so as to avoid undue strain on the hhoses, connections and ship's manifold and to ensure that the radius or curvature of the hose remains within the limits cecommended by the manufacturer4 PRECAUTIONS BEFORE AND DURING CARGO HANDLING ‘Submarine and Floating Hose Strings Hoses in service at offshore mooring installations should be inspected Periocally by divers. Particular altention should be paid to kinked or damaged sections, ol seepage from the hose flange areas heavy ‘marine growth and scuffing on the sea bed. Where hose sirigs are lowered and raised repeatedly from the sea bed, care should be taken to avoid damage caused by cheins and iting plates. Panicular attention should be paid when lowering hose strings ‘0 avoid coling down. Dragging of hoses over the sea bad should be minimised. Before attempting o it a hose string on board the responsibe officer should check thatthe total weight involved does not exceed the safe ‘working load of the ship's derick or crane wiich itis proposed to use, ‘Th terminal should advise the total weight of the hose sting to 9e lited In relation to the height ofthe lit, which could be as much as & metres above deck level fora tanker's manifold connection situated 4€ metres Inboard. In wave andlor swell condlions greater than + metre significant height, dynamic loads may be imposed by the movement of the hose. In these circumstances the oad tobe lifted may be as much 261.5 times the static weight ofthe hose and its contents, During the liting of hose strings, contact with the ship's side and any sharp exiges should be avoided. When the hose string has been ited to the requited height of connecting o the manifold, and while it remains connected, the vertical section of the hose string should be supported by hang off chains or Wires made fast toa strong point on the ship's deck. 107 PRECAUTIONS BEFORE AND DURING CARGO HANDLING Im order to prevent spitage, precautions must be taken to ensure that, prior 10 the removal of bianks from submarine or floating pipelines, the pipeline does not contain cargo under pressure. A visual inspection ofeach floating hase string should be made before Connecting it tothe tanker manifold to detrmine if damage has been ‘caused by contact with other vessels, crossed lines, posible kiking, oi seepage, etc. |Wany damage to the hose is found wich is considered to be crcl to the intended operation, the hose shouldbe witha'awn from use to allow further inspection and eepair. METAL CARGO ARMS Operating Envelope Each instalation of metal arms has a designed operating envelope ‘which takes ito account the elevation changes resting from the tide, the freeboard of the largest and smallest tanke's for which the berth Was intended, minimum and maximum maniold setbacks liited {changes in horizontal position due to deit off and ranging, and "maximum and minimum spacing when operating with other arms in the bank. The limits ofthis envelope should be thoroughly understood by ‘operators because operating ouside it can cause undue stress, Metal ‘arm Installations should have alarms for excessive range and dit. ‘The person in charge of operations on @ berth should ensure thatthe tankers manifolds are kept within the operating envelope during al stages of loading and discharging operation. n12 13 PRECAUTIONS BEFORE AND. DURING CARGO HANDLING Forces on Manifolds Most arms are counterbalanced so that no weight other than that ofthe liquid content ofthe arm is placed on the manifold. As the weight of oil Inthe arms, particularly te larger diameter arms, can be considerable it ‘may be advisable for this weight to be relieved by a support or jack. ‘Some arms have Integral jacks which are also used to avoid ‘overstressing ofthe tanker's manifold by the eight of the arm or other ‘external forces such as the wind, Some counterbalanced arms are made slighty ‘tall heavy’ to ‘compensate for cingate of oil and so that arms will normally return to the parked position if released, not under power, from the ship's manifold, Adsiionaly, in some espects ofthe operating envelope there ‘can be an uplit on the manifold. For both these reasons manifolds ‘should also be secured against upward forces. ‘Tanker Manifold Restrictions, The material of manufacture, support and cantilever length of 2 ‘manifold and the spacing intervals of adjacent outlets must be checked {for compatibility wit the arms. Manifold flanges should be vertical and parallel to the ship's side. The spacing of the manifold outlets Sometimes dictates the number of ams which can be connected if Interference between adiacent arms is to be avoided. In most cases ast iron manifold wil be subjected to excessive stess unless jacks are sed,14 18 16 7 PRECAUTIONS BEFORE AND DURING CARGO HANDLING Inadvertent Filling of Arms While Parked To avoid the possibilty ofan inadvertent fled loading arm crashing on to the ship's deck the parking lock should not be removed before ‘checking thatthe arm is empty. lee Formation ‘As ice formation affects the balance of the arm, any ice should be Cleared before removing the parking lock. Mechanical Couplers For most mechanical couplers the ship's manifold lange face must be ‘smooth and tre of rust fora tght seal ta be achiever, Care should be taken when connecting to ensure that the coupler is Centrally placed on the manifold flange and that all claws or wedges are pling up on the flange. Wind forces Wind loading of metal arms may place an excessive stain on the tanker manifolds 8 well 25 on the ams. At those terminals where wind loading is citical a close watch should be kept on wind speed and rection, Operations should be suspended and arms drained and disconnected if wind limits are approached18 82 seust PRECAUTIONS BEFORE AND DURING CARGO HANDLING Precautions While Arms are Connected. ‘The folowing precautions should be taken during the period that arms are connected! ‘+The ship's mooring should be monitored frequenty by ship and ‘shore personnel and tended as necessary so that any movement of, the ship Is restricted to within the iis of the metal arm operating envelope. ‘+ It delt or range alarms are activated all transfer operations should be stopped and remedial measures taken. ‘+The arms should be fre to move with the motion of the ship. Care ‘should be taken to ensure that hydraulic or mechanical locks cannot be inadvertently engaged. + Thearms should not foul each other + Excessive vibration should be avoided. ‘CLIMATIC CONDITIONS ‘Terminal Advice of Adverse Weather conditions ‘The terminal representative should warn the tanker of any forecast of Imminent adverse weather conditions which may require operations to be stopped, or loading or discharge rates to be reduced. Wind Conditions If there is litte sir movement, cargo vapour or gas may persist on deck In heavy concentrations. I there is a wind, eddies can be created on the lee side of a tanker's house or deck structure which can carry vented gas towards the house or structure.33 PRECAUTIONS BEFORE AND: DURING CARGO HANDLING Ether of these effects may result n heavy lacal cargo vapour or gas ‘concenirations and it may then be necessary t» extend the precautions ‘set out in the relevant Section of the mansal, or to stop loading, ballasting of non-gas tree tanks, purging, tank cleaning or gas freeing While these conditions persis. These operations should also be stopped if wind conditions cause funnel sparks to fall an deck Electrical Storms (Lightning) When an electrical storm is anticipated in the vicinity of the tanker oF terminal the folowing operations must be stopped, whether or not the ship's cargo tanks are inerted ‘+ Hanating of volatile cargo: + Handling of non-volatile cargo in tanks no ee of flammable or toxic vapour, + Ballasting of tanks not free of lammable ortoxie vapour; ‘+ Purging, tank cleaning or gas freeing ater the discharge of volatle cargo All tank openings and ventilation valves must 08 closed, including any bypass valve fited on the tank venting system, ACCIDENTAL OIL SPILLAGE AND LEAKAGE Goneral Both ship and shore personnel should maintain a close wateh for the escape of oll at the commencement of and during loading or discharging operations. In particular, care should be taken to ensure that pipeline valves, including drop valves, are dosed if nat in use. Cargo or bunker tanks which have been topped up should be checked frequently curing the remaining toading operatins to avaid an overtion, Is92 PRECAUTIONS BEFORE AND DURING CARGO HANDLING Iteakage occurs fom a pipeline, valve, hose oF metal am, operations through that connection should be stopped uni the cause has been ascortained and the defect remedied. Ifa pipeline, hose or arm bursts, OF F there is an overtow, all cargo and bunker operations should be stopped immediately and should not be restarted unt the fauit has been rectified and all hazards from the released oll eliminated. If there |s eny possibilty of the released chemical, oil or cargo vapour or gas Centaring an engine room oF accommodation space intake, appropriate preventive steps must be taken quickly. ‘Means should be provided for the prompt removal of any spillage on dock. Any oll spil should be reported to the terminal and port autores. and the relevant ship and shore oil poluion emergency plans (SOPEP) should be activated. Hatbour authorities and any adjacent ship or shore installation should ‘be warmed of any hazard ‘Sea and Overboard Discharge Valves {At he start of and at regular intrvals throughout loading, discharging, ballastng and tank washing watch should be kept fo ensure that oils notescaping through sea valves. \Wen notin use, sea and overboard discherae valves connected tothe cargo and ballast eystems must be securely closed and lashed and may bbe sealed, Inne bianks should be inserted where provided. When lashing is not practical, 2s with hydraulic valves, some suitable means fof marking should be used to Indicate cleaty that the valves are to remain closed93 94 9s PRECAUTIONS BEFORE AND: DURING CARGO HANDLING. For further information on this subject reference should be made to the ICSIOCIMF publication “Prevention of Oil Ssilages through Cargo Purproom Sea Valves" Scupper Plugs Before cargo handling commences, all deck scuppers and open drains (on the jetty (where applicable) must be effectively plugged to prevent spilled oil escaping Into the water around he tanker or terminal Acoumulations of water should be rained periodical and scupper lugs replaced immediately after the water has seen run off Olly water should be transferred toa slop tank or other suitable receptacle Spill Containment ‘A permanently fited spl tank, provided with suiable means of draining, shouldbe fted under all ship and shoe manifeld connections. Should ro permanent means be provided, dip Kays should be placed under teach connection to retain any leakage, ‘Ship and Shore Cargo and Bunker Pipelines notin Use The tightness of valves should not be relied upan to prevent the escape oF seepage of ol. All shore pipelines, loading arms and hoses not in Use at @ berth must be securely blanked, Al ship's cargo and bunker pipelines not in use must be securely blanked at the manifold. The stern cargo pipelines should be isolated from the tankers main pipeline system forward of the aft ‘accommodation by blanking or by the removal oa spool pee.10. 104 PRECAUTIONS BEFORE AND DURING CARGO HANDLING ‘SHIP/SHORE INSULATING, EARTHING AND BONDING ‘Ship(Shore insulating and Earthing In order to provide protection against arcing during connection and disconnection, the terminal operator should ensure that cargo hose ‘tings and metal arms are fited with an insulating flange or a single length of nonconducting hose to ensure electical discontinuity ‘between the ship and shore. All metal on the seaward side of the Insulating section should be electrically continuous to the ship, and that (on the landward side should be electrically continuous to the jetty ‘earthing system. ‘The insulating lange or single length of non-conducting hose must not be short-circuited by contact with extemal metal; for example, an ‘exposed metal flange on the seaward side ofthe insulating lange or hose length should not make contact with the jetty structure either directly or trough hose handling equipment. Insulating flanges should be inspected and tested periodically to ensure ‘that the Insulation is clean and in good condition, The resistance should be measured between the metal pipe on the shore side of the flange and the end of the hose oF metal arm when freely suspended. ‘The measured value after instalation should be not less than 1,000 fohms. A lower resistance may indicate damage to, or deterioration of, the insulation, It should be noted that switching off a cathodic protection system is not ‘a substitute forthe installation ofan insulating flange or a length of non- ‘conducting hose, ‘Cargo hoses with intemal bonding between the end flanges should be checked or electrical continuity before they are taken into service and periodically thereafter. 18103 PRECAUTIONS BEFORE AND DURING CARGO HANDLING ‘Ship(Shore Bonding Cables, [As explained, a shiplshore bonding cable isnot effective as a safety evice ané may even be dangerous. A shipishore bonding cable: should therefore not be used Note: “Although the potential dangers of using a shipishore bonding cable are widely recognised, attention is drawn to the fact that some national and local regulations may stil require a. bonding cable to be connected. Ifa bonding cable is insisted upon, it should first be inspected to sce that itis mechanically and lectrically sound. The connection point for the cable should be well clear of the manifold area. There should always ‘bo a switch on the jetty in series with the bonding cable and of a type suitable for use in a Zone 1 hazardous area. Itis important: {0 ensure that the switch is always in the ‘off’ position before ‘connecting or disconnecting the cable. Only when the cable Is Properly fixed and in good contact with the ship should the ‘switch be closed. The cable should oe attached before the cargo. hhoses are connected and removed only after the hoses have been disconnected. Application to Offshore Facilities (Sea Islands) Offshore fecties which are used for tarker cargo handing operations should be trated in the same way as shere terminals forthe purpose of ‘earthing and bonding14 14 nz 13 PRECAUTIONS BEFORE AND DURING CARGO HANDLING PROXIMITY TO OTHER VESSELS ‘Tankers at Adjacent Berths Flammable concentrations of cargo vapour or gas may be encountered if cargo oF ballast handing, purging, tank cleaning or gas freeing ‘operations are being conducted by anther tanker at an adjacen: berth. In such circumstances appropriate precautions should be taten as described in ther Sections of the manual General Cargo Ships at Adjacent Berths Its unlikely that goneral cargo ships willbe able to comply as ‘uly 25 tankers with the safely requirements relating to possible sources of ignition such as smoking, naked lights, cooking and electrical equipment ‘Accordingly, when a cargo vessel is at a berth in the vicinity ofa tanker loading or discharging volatile cargo, loading non-volatile cargo into tanks containing flammable o toxic vapour, balasting tanks cortaining flammable or toxic vapour, oF purging or gas freeing after the discharge of volatile cargoes, it wil be necessary forthe terminal to evaluate any consequential safety hazards and to take precautions addonal to those set out in this Chapter. Such precautions should include inspecting the cargo vessel involved and clearly defining the precautions tobe taken on board that vessel ‘Tanker Operations at General Cargo Berths ‘Where tanker operations are conducted at general cargo berth, it is unlikely that personnel on such berths will be familar with safety requirements relating to possible sources of ignition, or that cranes or ‘other equipment wil comply with the requirements for the design and Installation of electcal equipment in hazardous areas. 04 PRECAUTIONS BEFORE AND DURING CARGO HANDLING. Accordingly, it wil be necessary for the terminal to take precautions adeitional to those set out in tis Chapter. These precautions should include resticted vehicular access, removable bariers, addtional fire fighting equipment and contr of sources of ignition, together with restrcions on the movement of goods and equipment and the lifting of loads Tugs.and Other Craft Alongside ‘The number of craft which come alongside and the curation of their stay should be kept to 2 minimum, Subject algo to any port authority regulations, only authorised craft having the 2ermission of the resporsible officer and, where applicable the terial representative, should be permitted to come alongside or remain alongside a tanker while itis handing volatile cargoes of Is ballasting tanks containing flammable or toxic vapour. The responsible offser should instruct personne! manning the craft that smoking, naked ight and cooking appliance regulations must be observed on the era. In the event of a breach ofthe regulations it willbe necessary to cease operations Terminals should issue appropriate instructions to the operators of ‘authorised craft on the use of engines and other apparatus and ‘equipment so es to avold sources of ignition when going alongside a tanker or a ety. These will include advice on spark aresters for engine exhausts, where applicable, and on proper fendering. Terminals should ‘also ask for suitable notices to be prominently pasted on the craft Informing personnel and passengers of the safety precautions to be observed, If any anauthorised craft come alongside or secure in a position which may endanger the operations, they should be re2orted to the port ‘authorty an, if necessary, operations should cease, 2PRECAUTIONS BEFORE AND DURING CARGO HANDLING 42, HELICOPTER OPERATIONS: Helcopter operations must not be perritied over the tank deck unless all other operations have been suspended and all cargo tank openings closed, Helicopter operations should only be conducted in accordance withthe ICS ‘Guide to HetcopteriShip Operations ‘bower a