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VIDEOTEL MARINE INTERNATIONAL - FIGHTING POLLUTION
FIGHTING
POLLUTION
PREVENTING POLLUTION AT SEA
Supported by the
Commission of European Communities
International Maritime Organization
V. Ships
Consultanis
Updated Version
Douglas Cormack
Original version
Captain C.J. Ghiazza - V. Ships Monaco
Richard Hart - Warsash Marine Centre
Jon Wonham - International Maritime Organization
Writer/Director
George Bekes
Warning
Any unauthorised copying, hiring, lending, exhibition diffusion, sale, public performance or other
exploitation of this video is strictly prohibited and may result in prosecution.
Copyright Videotel 1997
This video is intended to reflect the best available techniques and practices at the time of production,
it is intended purely as comment. No responsibility is accepted by Videotel, or by any firm,
corporation or Organisation who or which has been in any way concerned
with the production or authorised translation, supply or sale of this video for accuracy
of any information given hereon or for any omission herefrom.
CONTENTS ge
INTRODUCTION
Aims, Objectives and Coverage of the Book and Video 1
An Environmental Policy For Your Company and Ship 2
SECTION 1. EXISTING REGULATION
MARPOL 73/78 And Its Annexes 3
Oil, Sewage and Garbage Discharge Conditions For All Ships 3
Designated Special Areas For Minimisation Of Oil Pollution 4
Definition of Nearest Land 4
Control Of Oil Discharges From Ships While Operating In
Special Areas: Regulation 10 4
Control of Discharge of Oil Outside Special Areas: Regulation 9 5
Segregated Ballast, Clean Ballast and the Load-on-Top System 6
Disposal of Garbage Within Special Areas: Regulation 5 7
Disposal of Garbage Outside Special Areas: Regulation 3 7
Special Requirements: Regulation 4 8
Guidelines for Implementation of Annex V 8
Disposal of Sewage 9
Reception Facilities 10
SECTION 2. TRAINING TO PREVENT POLLUTION
Oil-Water and Oil Discharges Contrasted 11
General Requirements For Onboard Training 12
Special Training For Compliance With MARPOL Regulations 13
Special Training For Avoidance of Accidental Oil Release From
Safe Containment 14
Special Training For Onboard Response to Accidental Oil Release
From Safe Containment 16
Special Training For Action To Be Taken If Oil Escapes
From The Ship 16
Some Additional Points 17
SECTION 3. THE FUTURE 18
SECTION 4. PROCEDURE FORMS AND OPERATIONAL CHECKLISTS 20
APPENDICES
Appendix I Typical Bunker Oil Transfer Procedures Form 2
Appendix 11 Bunkering Operations Check Lists 5
Appendix III Tanker Cargo Operations Check Lists 8
Appendix IV Crude Oil Washing Check Lists 5
Appendix V Further Reading 8
INTRODUCTION.
Aims, Objectives and Coverage of the Video and Book
This book and the video film in this package deal with the ways in which professional seamen can limit the pollution of the seas. They are designed for ships' officers who are probably well aware of the problems of ensuring compliance with the regulations, with company policy and with industry best practice guidelines.
The intention here is to provide a focus for the officers themselves and a clear explanation of the need for improved performance and thus a basis for training and motivation for other crew members. The strategy is to view compliance with the regulations as an essential minimum, and to encourage all those involved to take every step within the range of their responsibilities and capabilities to minimise the impact of their operations on the marine environment.
The video is intended to attract and hold the attention of the trainee by the use of purposely prepared film and commentary. It consists of four sections for convenience in presentation and ease of assimilation. The first section presents the significance of ship-source pollution; and the need for the individual crew member to take it seriously and act accordingly. The second deals with bunker loading and cargo handling. The third covers the operations of oil-water separation and monitoring, and the fourth with garbage handling and final disposal.
The book is intended to be used in conjunction with the video. It is divided into four sections. The first deals with existing regulations of the Marine Pollution Convention, MARPOL 73/78. The second with methods of training to prevent illegal pollution from operational discharges (MARPOL) and from accidental events. The current activities of IMO which will produce future regulation are briefly summarised in a third section. The fourth section provides a number of check-lists, for example, on bunkering procedures, which can be used as models for the development of good practice onboard.
In the training section, the topic of prevention of oil release from safe containment is treated separately from procedures and arrangements for dealing with operationally produced oily water mixtures. Here are listed causes of oil release, ways of avoidance, and means of response should release occur.
These, together with the checklists in the fourth section can be brought into a training session by photocopying the relevant pages. Crew members could then read through the suggested points, discuss if and how they apply to your particular ship and decide how best to implement any measures not already part of regular practice.
There are many basic precautions against pollution which every ship and every crew member can take.
An Environmental Policy For Your Company and Ship
Every shipping company and every ship must have an environmental policy in place. This book and the video have been designed to assist in the training of those on board ship to be more aware of that environmental policy. Any such policy must take account of the International Con 22522w2217w vention for the Prevention of Pollution from Ships, MARPOL 73/78, and its Annexes, and of industry standards and port authority regulations.
The five MARPOL Annexes have had a marked effect in reducing the amount of pollution at sea. Pollution through oil and chemical discharges; the handling of packaged goods, and disposal of garbage and sewage are all covered by these regulations. However, in some cases, individual nations may have regulations that are more demanding than MARPOL and local port requirements should be ascertained.
In addition the International Maritime Organization (IMO) is now actively introducing the International Safety Management Code (ISM Code), to come into force in January 1998 and which will progressively formalise and tighten up on safety management at sea. The realisation that this is happening should influence the environmental policies of all shipping companies as the Code comes into force.
Furthermore, companies will be aware of the work currently underway in IMO on air pollution abatement, on ballast water and on areas of special environmental sensitivity. Noise pollution (chipping hammers on deck, loud machinery, etc), air pollution (funnel smoke, the release of CFC into the atmosphere), and other kinds of harmftil emissions have not yet been covered by MARPOL legislation. But these could still be usefully included in an anti-pollution training programme.
Company environmental policy should thus take account of the ongoing tendency for regulation to become more strict where it already applies and to extend to cover areas not yet regulated. In order to get ahead of the game and to reach the more comfortable state of self regulation, company environmental policy might arguably seek to promote a proper understanding of the perceived need for regulation, and the objectives of existing and projected regulations, codes of practice and guidelines, and thus to encourage not only compliance, but also the search for means to further improve performance beyond current best practice.
The training section in this book suggests what could be included in such a programme. A possible starting point is to make an officer responsible for training. He could set aside times for small groups of crew members to meet and view the video. The group could then discuss the various ways of reducing pollution onboard ship. There is no need to make such sessions overly formal - no one needs to stand up and make speeches! The emphasis should be on practical ways of making sure,that pollution incidents do not happen.
In addition, the avoidance of even legal discharges should be encouraged wherever practical. The identification of such opportunities could be made the basis of feedback from ships to company head offices for policy changes, if appropriate. Such feedback should also cover operational procedures, codes of practice, etc.
SECTION 1: EXISTING REGULATION
MARPOL 73/78 Annexes And Its Annexes
After making great efforts for a number of years, the IMO managed to get international agreement for the MARPOL 73/78 Convention. Its five Annexes deal with discharges from ships of oil; noxious liquids carried in bulk; harmful substances in packaged form; sewage; and garbage. These Annexes contain many regulations and are often amended and updated. There should be a current copy aboard your ship.
Annex I deals with oil discharges from all ships and with the special requirements of oil tankers. Annexes 11 and III respectively deal with the special requirements of bulk chemical tankers, and with the carriage of packaged goods. Annex IV, sewage, and Annex V, garbage, again deal with discharge and disposal from all ships.
This book is concerned with the Annexes which relate to all ships, viz Annex 1, Annex IV and Annex V. The associated video deals with Annex I and Annex V, Annex IV not yet being in force. In addition, both book and video include the specialised oil tanker-related aspects of Annex I in respect of tank cleaning and ballast water related
Oil, Sewage And Garbage Discharge Conditions For All Ships
Ideally there should be no discharge. This is thought to be impractical and so permitted discharges are set with regard to what is 'reasonable and practical' as judged by international consensus through IMO, in respect of whether they are to occur inside or outside Special Areas and depending on the distance from land at which they are to occur.
This in turn is based on the judgement that some sea areas are more sensitive to pollutants than are others and that impact on shores and inshore waters has to be specially avoided. These two judgements taken together have the result that shores and inshore waters are themselves special areas, whatever the designation of the sea area itself may be.
In the case of oil, we also have regard to the judgement that oil discharged in large quantities will form slicks which will affect birds at sea and may strand on beaches if these slicks do not disperse into the water column as small droplets before reaching shore. For these reasons, total amount of permitted discharge and oil concentration in discharges are restricted and distance from shore is set in such a way as to permit reasonable time for dispersion.
In the case of garbage however, it should be noted that although discharge may be banned entirely in some cases, generally distance from shore is the only consideration, even although floating non-degradable garbage will ultimately come ashore whatever the distance.
Returning to oil again, consideration of the regulations shows that oil as such should not be allowed to enter the sea. Only oily water mixtures may be permitted from clearly designated sources which can be monitored as to oil content, and which may have to be processed in order to reduce oil content below the limit levels. This may be achieved either by separation of oil from water by gravity in tanks or by passage through oil-water separators, coalescers and filters.
If the regulation limits cannot be met, the oily waters must be retained onboard and discharged to shore reception facilities.
With regard to garbage however, processing is only called for by grinding and comminution in the case of food wastes and that only in certain circumstances and while discharge of plastics quantity limits, provided stipulated distances from shore are met.
In the case of sewage, discharge is banned and must be transferred to a holding tank pending discharge to a shore reception facility or at stipulated distance from shore. Ships may, however, be fitted with a system to comminute and disinfect the sewage, or with a sewage treatment plant, in which case discharge from such systems and plant is permitted, again with regard to stipulated, though shorter, distances from shore.
Designated Special Areas for Minimisation of Oil Pollution
The Special Areas designated under Annex I of MARPOL 73/78 are the Mediterranean Sea area, the Baltic Sea area, the Black Sea area, the Red Sea area, the 'Gulfs' area, the Gulf of Aden area and the Antarctic area. These areas are defined -under Regulation 10 of Annex 1. The definition of 'Special Area' is provided at sub-paragraph 10 of Regulation I (definitions). The term means a sea area where for recognised technical reasons in relation to its oceanographic and ecological condition and to the particular character of its traffic, the adoption of special mandatory methods for the prevention of sea pollution by oil is required.
Definition of Nearest Land
This is defined under Regulation I of Annex I and indeed is repeated in all of the Annexes.
The term 'distance from nearest land' means from the baseline from which the territorial sea of the territory in question is est ablished in international law, except that for the purposes of the MARPOL 73/78 Convention, 'from nearest land' on the north-eastern coast of Australia (the Great Barrier Reef) shall mean from a line drawn between a series of points,the positions of which, are set out in sub-paragraph 9 of Regulation 1.
Control Of Oil Discharges From Ships While Operating In Special Areas: Regulation 10.
Any discharge into the sea of oil or oily mixture from any oil tanker or any ship of 400 tons gross tonnage and above, other than an oil tanker., is prohibited. In respect of the Antarctic area, any discharge into the sea of oil or oily mixture from any ship is prohibited.
Any discharge into. the sea of oil or oily mixture from a ship of less than 400 tons gross tonnage, other than an oil tanker, shall be prohibited while in a special area, except when the oil content of the effluent, without dilution, does not exceed 15 parts per million.
However, the above provisions do not apply to the discharge of clean or segregated ballast (see later).
The above provisions do not apply to the discharge of processed bilge water from machinery spaces provided that all of the following conditions are satisfied:
(a) the bilge water does not originate from cargo pumproom bilges;
(b) the bilge water is not mixed with oil cargo residues;
(c) the ship is proceeding en route;
(d) the oil content of the effluent without dilution does not exceed 15ppm;
(e) the ship has in operation oil filtering equipment complying with the Convention (Regulation 16 [51); and
(e) the filtering system is equipped with a stopping device which will ensure that the discharge is automatically stopped when the oil content of the effluent exceeds 15ppm.
Control Of Discharge Of Oil Outside Special Areas: Regulation 9
Any discharge of oil or oily mixtures from ships is prohibited except when all of the following conditions are satisfied.
(a) for an oil tanker except as provided for in sub-paragraph (b) of this paragraph:
(i) the tanker is not within a special area;
(ii) the tanker is more than 50 nautical miles from the nearest land;
(iii) the tanker is proceeding en route;
(iv) the instantaneous rate of discharge of oil content does not exceed 30 litres per nautical mile;
(v) the total quantity of oil discharged does not exceed, for existing tankers, 1/15,000 of the total quantity of the particular cargo of which the residue formed a part and for new tankers, 1/30,000 of the total quantity of the particular cargo of which the residue formed a part; and
(vi) the tanker has in operation an oil discharge monitoring and control system and a slop tank arrangement as required by Regulation 15 of Annex I.
(b) from a ship of 400 tons gross tonnage and above, other than an oil tanker, and from machinery space bilges excluding cargo pumproom bilges of an oil tanker, .unless mixed with oil cargo residue:
(i) the ship is not within a Special Area;
(ii) the ship is proceeding en route;
(iii) the oil content of the effluent without dilution does not exceed 15ppm;
(iv) the ship has in operation equipment as required by Regulation 16 of this Annex.
In the case of a ship of less than 400 tons gross tonnage, other than an oil tanker, whilst outside special areas, the administration shall ensure that it is equipped as far as is practicable and reasonable with installations to ensure the storage of oil residues onboard and their discharge to reception facilities or into the sea in compliance with the requirements of sub-paragraph (b) of this regulation.
The above provisions shall not apply to the discharge of clean or segregated ballast or unprocessed oily mixtures which without dilution have an oil content not exceeding 15 parts per million and which do not originate from cargo pumproom bilges and are not mixed with cargo oil residues.
In the case of a ship, referred to in Regulation 16 [6] of this annex, not fitted with equipment as required by Regulation 16 [1] or 16 [2] of this Annex, the provisions of paragraph (b) above will not apply until 6 July 1998 or the date on which the ship is fitted with such equipment, whichever is the earlier. Until this date any discharges from machinery space bilges into the sea of oil or oily mixtures from such a ship shall be prohibited except where all the following conditions are satisfied.
(a) the oily mixture does not originate from the cargo pumproom bilges.
(b) the oily mixture is not mixed with oil cargo residues.
(c) the ship is not within a Special Area.
(d) the ship is more than 12 nautical miles from the nearest land.
(e) the ship is proceeding en route.
(f) the oil content of the effluent is less than 100 parts per'million.
(g) the ship has in, operation oily-wqter separating equipment of a design approved by the Administration, taking into account the specification recommended by the Organisation.
Segregated Ballast, Clean Ballast And The Load- On- Top System
Newer tankers are built with protectively located Segregated Ballast Tanks (SBT) which have their own piping and pumping systems. Such tanks never carry oil or have any contact with oil.
Older product tankers may continue to use the Clean Ballast (CBT) system in which tanks formerly used for cargo are now designated as ballast tanks for the carriage of clean ballast, though they still share the cargo piping and pumping system. Such tanks should only be used for ballast.
The discharge operations which are the subject of sub-paragraph (a) of the previous section relate to cargo tank cleaning for the purpose of preparing clean ballast tank capacity during the ballast voyage. Such ships retain oil residues removed from tanks during the cleaning process and operate the 'Load-on-Top' system (LoT), ie the next cargo is loaded on top of the retained residues held in the tank designed as the slop tank for the cleaning process.
'Clean Ballast' as defined in Regulation 1 [lb] means the ballast in a tank which since oil was last carried therein has been so cleaned, that effluent therefrom, if it were discharged from a ship which is stationary, into clean calm water on a clear day, would not produce visible traces of oil on the surface of the water or on adjacent shorelines or cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shorelines. If the ballast is discharged through an oil discharge and monitoring and control system approved by the administration, evidence based on such a system to the effect that the oil content of the effluent did not exceed 15ppm, shall be determinative that the ballast was clean, notwithstanding the
presence of visible traces.
Any tanker is allowed under MARPOL 73/78 to discharge clean ballast anywhere, ports and special areas included, under the following conditions:
(a) before discharging from SBTS, the surface of the ballast water should be inspected for possible signs of oil;
(b) while discharging other clean ballast the oil discharge monitoring or control system should be used to make sure that the oil content is not greater than 15ppm. Monitoring is compulsory in ships using CBT and LoT; and
(c) while discharging clean ballast, the sea surface should be inspected for possible signs of oil.
Disposal Of Garbage Within Special Areas: Regulation 5
The Special Areas designated under Annex V of MARPOL 73/78 are the Mediterranean Sea area, the Baltic Sea area, the Black Sea area, the Red Sea area, the Gulfs area, the North Sea area, the Antarctic area, and the Wider Caribbean Region. These are defined under Regulation 5 of Annex V. As for Annex I, Regulation I of Annex V defines '.nearest land' in general and includes the specification relating to the Great Barridr Reef region of north-eastern Australia.
(a) Disposal into the sea of the following is prohibited:
(i) all plastics including, but not limited to, synthetic ropes, synthetic fishing nets and plastic garbage bags; and
(ii) all other garbage including paper products, rags, glass, metal, bottles, crockery, dunnage lining or packing materials.
(b) disposal into the sea of food wastes shall be made, as far as is practicable from land, but in any case not less than 12 nautical miles from the nearest land.
(c) disposal into the Wider Caribbean Region of food wastes which have been passed through a comminuter or grinder shall be made as far as is practicable from land but in any case, not less than 3 nautical miles from nearest land. Such contaminated or ground food wastes shall be capable of passing through a screen with openings no greater than 25mm.
Disposal Of Garbage Outside Special Areas: Regulation 3
(a) disposal into the sea of all plastics, including but not limited to synthetic ropes, synthetic fishing nets, and plastic garbage bags is prohibited.
(b) disposal into the sea of the following garbage shall be made as far as practicable from the nearest land, but in any case is prohibited if the distance from land is less than:
(i) 25 nautical miles for dunnage, lining or packing materials which float;
(ii) 12 nautical miles for food wastes and all other garbage including paper products, rags, glass, metal, bottles, crockery, and similar refuse.
(c) disposal into the sea of garbage specified in b (ii) above may be permitted when it
has passed through a comminuter or grinder and made as far as practical from nearest land, but in any case is prohibited, if the distance from the nearest land is
less than 3 nautical miles. Such comminuted or ground waste shall be capable of passing through a screen with openings no greater than 25mm.
When garbage is mixed with other discharges having different disposal or discharge requirements, the more stringent requirements shall apply.
Special Requirements, Regulation 4
(a) Disposal of any materials regulated by Annex V is prohibited for fixed or floating platforms engaged in exploration and associated offshore processing of seabed mineral resources and from all other ships when alongside or within 500 metres of such platforms.
(b) Disposal into the sea of food wastes may be permitted when they have been passed through a comminuter or grinder from such fixed or floating platforms located more than 12 nautical miles from land and all other ships when alongside or within 500m of such platforms. Such comminuted or ground food wastes shall be capable of passing through a screen with openings no greater than 25mm.
Guidelines for Implementation of Annex V
In addition to the seven regulations of Annex V, IMO has published guidelines for the implementation of the Annex. The main objectives of these guidelines are to:
Assist governments in developing and enacting domestic laws which give force to and implement Annex V;
Assist vessel operators in complying with the requirements set forth in Annex V and domestic laws; and
Assist port and terminal operators in assessing the need for, and providing adequate reception facilities for, garbage generated on different types of ships.
Part IV (Garbage) of the organisation's guidelines on the Provision of Adequate Reception Facilities in Ports, June 1978 has been modified and incorporated in the published guidelines referred to here, in order to consolidate all Annex V related guidelines.
In addition., a form for reporting alleged inadequacy of port reception facilities for garbage is provided as an appendix to the guidelines.
Again, in 1992, IMO published as Appendix 2, a standard specification for shipboard incinerators covering, inter alia, materials of manufacture, operating controls, documentation, tests certification, marking and quality assurance, and including annexes on emission standards, fire protection, heat recovery, flue gas temperatures and a form of IMO type approval certificate for incinerator with capacities up to I 1 60 KW.
Disposal Of Seawage
Annex IV of MARPOL 73/78 dealing with sewage is not yet in force but a number of countries, eg the USA, have stringent regulations governing the discharge of sewage into their territorial waters.
Ships which would be required to comply are new ships of 200 tons gross tonnage and above, or which are certified to carry more than 10 persons, if less than 200 grt, or do not have a measured gross tonnage; and existing ships in these categories, 10 years after entry into force of this Annex.
Every ship which is required to comply shall be subject to surveys, as specified below, to ensure:
(a) when the ship is fitted with a sewage treatment plant, it shall meet operational requirements based on standards and test methods developed by the Organisation;
(b) when the ship is fitted with a system to comminute and disinfect the sewage, it shall be of a type approved by the Administration;
(c) when the ship is equipped with a holding tank, it shall have a capacity to the satisfaction of the Administration for retention of all sewage having regard to the operation of the ship, the number of persons onboard, and other relevant factors. The holding tank shall have a means to indicate visually the amount of its contents; and
(d) that the ship is equipped with a pipeline leading to the exterior for the discharge of sewage to a reception facility and that such a pipeline is fitted with a standard shore connection in compliance with regulation I 1 of this Annex.
The discharge of sewage is prohibited, except when
(a) the ship is discharging comminuted and disinfected sewage using a system in accordance with the above at a distance of more than 4 nautical miles from the nearest land, or sewage which is not comminuted or disinfected at a distance of more than 12 nautical miles from nearest land, provided that in any case the sewage which has been stored shall not be discharged instantaneously but at a moderate rate when the ship is en route and proceeding at not less than 4 knots. The rate of discharge shall be approved by the Administration based upon standards developed by the Organisation; or
(b) the ship has in operation an approved sewage treatment plant to meet the requirements referred to above, and
(i) the test results are laid down in the ship's International Sewage Pollution Prevention Certificate (1973);
(ii) additionally, the effluent shall not produce visible floating solids in, nor cause discoloration of, the surrounding water; or
(c) the ship is situated in the waters under the jurisdiction of a State and is discharging sewage in accordance with such less stringent requirements as may be imposed by such State.
When the sewage is mixed with water or with waste water having different discharge requirements, the more stringent requirements shall apply.
Reception Facilities
In addition to their own obligation to meet the regulations, ship's captains should also be aware of the obligations placed on others with respect to the provision of adequate waste reception facilities in ports, as specified in the annexes to MARPOL 73/78. With regard to Special Areas, it should be noted that adequate provision is integral with Special Area Status. It should also be noted that alleged inadequacy should be reported.
SECTION 2. TRAINING TO PREVENT POLLUTION
Oil- Water and Oil Discharges Contrasted
The MARPOL 73/78 Regulations of Annex I are designed to minimise the discharge of oil from clearly identified sources, viz from tank cleaning operations and from deballasting; or from the discharge of bilge water. Here, we are dealing with situations where it is normal practice to mix oil and water, as in tank washing, or to find oil mixed with water as in machinery space bilges. Here again, the amount of unwanted oil likely to be encountered is predictable and manageable by prior procedures, arrangements, and installed equipment. Procedures and arrangements, and appropriate equipment have been developed accordingly with the intention of ensuring that the discharge limits set for all these processes can be met so that it is possible to discharge the water in all cases while minimising the oil that goes with it.
More generally, of course, we know that oil can escape from its normal containment by accident rather than be mixed with water by intent or through low grade leakage of the type thought acceptable for operating machinery. Such accidental releases of oil from safe containment are, in contrast, open-ended, comparatively unpredictable and difficult to handle. They can best be quantified in terms of likely magnitude and frequency of occurrence. Here, every effort must be made to ensure that such releases are as small as possible and as infrequent as possible.
Discharge of oil above regulation limits can potentially occur in the case of inadequate separation of oil and water, as may happen in tank cleaning and bilge emptying operations. It is, however, in respect of cargo loading and unloading and in bunker loading that the most dramatic consequences of accidental release of oil from safe containment can occur, and where the range of size and of possible locations- and the frequency, and consequent environmental impacts of such releases, can be greatest.
The approach to training, therefore, needs to be two-fold. In the first place, we need to ensure that the procedures and arrangements and the equipment for compliance with MARPOL 73/78 Regulations are fully understood and efficiently operated. In the second, we need to ensure that all sources and locations for possible accidents, sudden malfunctions, and the scope for human error are identified; that the magnitude and frequencies of associated releases of oil from safe containment are quantified as far as possible; that methods of avoidance and of reaction and response are developed. All of these factors must be built into the training scheme.
The contents of such a scheme are now dealt with under the following headings:
I . General requirements:
Training for Compliance with MARPOL Regulations;
Training for avoidance of accidental oil release from safe containment;
Training for response to accidental oil release from safe containment:
· onboard ship;
· external to ship.
Many ships are recognised by IMO to operate with comprehensive and effective emergency plans such as the Shipboard Oil Pollution Emergency Plan (SOPEP). Nonetheless, in 1996, IMO produced Guidelines For a Structure of an Integrated System of Contingency Planning for Shipboard Emergencies for the attention of maritime administrators and relevant industry organisations. Reference should also be made to such documentation in preparing operational and training materials for shipboard use.
General Requirements For Onboard Training.
Every ship has her own individual characteristics, nature of trade, range of equipment and degree of crew experience. A realistic training programme will cover all aspects of the ship and her operations in regard to oil and garbage, and have regard to the trainees' personal duties and responsibilities.
General training requirements should include:
An awareness of :
· the importance of pollution prevention;
· the ways in which pollution can arise;
. the means of pollution avoidance.
A familiarisation with:
· operations likely to cause pollution;
· the relevant discharge requirements;
· the ancillary equipment associated with regulation compliance;
· operations which can give rise to loss of safe oil containment;
· the means of response to loss of safe containment both onboard the ship and external to the ship.
The provision of-
instruction on the above;
demonstration of all aspects under operational conditions;
· supervision and monitoring of all aspects of crew performance.
Relevant training materials for such a programme would include:
· the accompanying video;
· this booklet-
· special briefing documentation;
· operation manuals;
· permanently posted instructions;
· check lists for all equipment operations and for all procedures and arrangements.
Special Training For Compliance With MARPOL Regulations
The evidence does suggest that operational oil pollution from ships has been reduced through compliance with MARPOL 73/78 Annex I Regulations, covering tank cleaning and ballasting operations including LoT and COW, SBT and CBT; the use of oil water separation for oily bilge water; and oil content monitoring and control systems in general.
Annex V Regulations are expected to have similar and increasing beneficial effects, though most of the text of Annex V relates to guidelines rather than to regulations as such. The guidelines for implementation of the Annex state:
"Although Annex Vpermits the discharge of a range of garbage into the sea, it is recommended that wherever practicable, ships use as a primary means, port reception facilities. "
We see, therefore, that the preferred position would be one of zero discharge to the sea.
Clearly the reduction of marine pollution through compliance with these Annexes, requires the knowledge and cooperation of seamen. These requirements in turn impart a training and motivation obligation on ship owners, managers and crews..
Training under this heading will, as may be required, depending on ship type and mode of operation, include:
Uptake of ballast water into uncleaned tanks in port:
· avoidance of backflow of oil to the sea;
· drainage of pipelines to remove static head;
. correct sequence for opening sea valves and pump start-up.
Tank cleaning procedures:
· cleaning by use of sea water;
· preliminary tank cleaning by Crude Oil Washing (COW). Subsequent final tank cleaning by water washing at sea;
· maintenance of inert atmospheres during COW operations;
. maintenance of SBT and operations for maintenance of the CBT option.
Discharge of settled/gravity separated, tank cleaning water at sea:
· care to be exercised in approach of oil/water interface to the discharge pumps inlet in final stages of water discharge;
· observation of sea surface/ use of interface detectors;
. transfer of separated oil and interface water to the slop tank.
Discharge of "clean" ballast water:
· inspection of surface of ballast prior to discharge;
· observation of sea surface;
· attention to oil content and control equipment.
Specialised equipment associated with the above:
- tank washing machines;
- monitoring and control equipment;
pumps, pipelines, etc.
Operation of oil/water separators for bilge waters:
- care and maintenance of gravity separator.-
- care, maintenance and use of associated oil content monitoring equipment,
- replacement schedule for coalescers and filter units.
Garbage procedures and arrangements:
consideration of purchasing options to minimise garbage arising;
-· segregation of garbage;
-· storage of garbage;
-· disposal of garbage, preferably to shore receptions
- use of a garbage record book.
Operation of garbage related equipment:
maintenance of grinders, comminuters and incinerators;
avoidance of damage to comminuters and grinders by introduction of extraneous materials with which they are not designed to deal.
Special Trainingfor Avoidance Of Accidental Oil Release From Safe Containment
MARRPOL 73/78 Annex I deals with the minimisationof oil discharge to the sea in situations when it becomes mixed with water during normal ship operations. Thus oil may be mixed with ballast water through use of cargo tanks for the carriage of such ballast, or through discharge or leakage from machinery into bilge waters. The annex also deals with SBT and CBT operations as an alternative means of avoiding the deliberate contacting of oil and water in the first place; and with COW as an intermediate stage in tank cleaning whereby most of the residue is re-dissolved in the cargo and unloaded with it to shore. In addition, it deals with ship construction aspects of tank size, double hulls and double bottoms to minimise oil release in conditions of hull damage.
The Annex however, does not specifically deal with the avoidance of operational accidental release of oil from safe containment, during cargo loading and unloading, or during bunker loading. Here, recourse is to industry standards, port regulations, and the need for ships to comply with these additional requirements.
Again, training and motivation are essential.
Training under this heading should include:
Compliance with all industry standards and port regulations for:
· safe mooring;
· loading/unloading procedures;
tank loading sequence and delivery rates;
tank topping-off procedures;
final tank topping-off procedure;
emergency stop arrangements.,
Establishment of ship/shore operational agreements for all of the above. Onboard equipment checks to ensure full operational state and availability of.
the cargo handling system;
the bunker handling system
loading arms;
manifold.
associated pumps, valves, pipelines, couplings, and blanks;
vents and overflow systems
Onboard procedure checks to ensure that all equipment will be properly used:
ensuring pressure testing of delivery lines;
availability of cargo handling check lists;
availability of bunker handling check lists;
· ensuring all couplings are properly made up;
ensuring blank flanges are completely secure - no missing nuts and bolts;
ensuring that ullages can, and will be, checked.
Special Training for Onboard Response to Aiccidental Oil Release From Safe Containment
Having dealt in the previous sections with the minimisation of the oil content of water discharges through compliance with MARPOL regulations, and the avoidance of oil release from safe containment.through good operational practice according to industry standards, we now turn to actions to be taken when oil does escape from safe containment. This section deals also with action onboard and, if pollution arises external to the ship, with the necessary reporting procedures.
Training here should include:
The need to arrange for back-up provisions to be in place in case of unwanted release of oil:
. positioning of drip trays;
· checking for holes/cracks in gutter bars;
plugging of scuppers.
The need to ensure that such first line defences are not overwhelmed:
· maintain an efficient deck watch during all cargo and bunker operations-
· ensure that dump valves, from drip trays, into slop tanks (if fitted)
canbe easily opened;
· if dump valves are not fitted, ensure that Butterworth covers are easilopened
The need to ensure that on-deck spillage can be cleaned up by:
emergency pumping capacity;
adequate supplies of absorbent materials;
storage for oil soaked absorbents.
Special Training For Action To Be Taken If Oil Escapes From The Ship
Provided escape of oil can be retained and dealt with onboard by the means discussed in the previous section, there will be no effect external to the ship. lf, however, oil escapes to the sea either directly from the transfer area or as overspill from the deck, because onboard back-up is overwhelmed, or from inappropriate use of sea valves in ballasting, the incident should be reported to the relevant authorities.
Oil releases of course, may also occur from-collision damage to tanks but that aspect is outside the scope of this booklet. '
Training in the reporting of spills should emphasise the need to have the following contact details readily available, viz that of the:
· terminal representative-
· ship's agent;
· port authorities;
· US National Response Centre (NRC) and the US Coastguard Marine Safety Office when trading in the USA.-
· reporting requirements specific to other national administrations, as appropriate.
Some Additional Points
The training topics outlined above, together with the accompanying video and the check list reproduced in the appendices to the booklet, provide a good basis for the creation and delivery of an onboard training scheme for ships' crews. In this section, a number of the points touched on earlier will be expanded upon because of their prominence as sources of unwanted oil release.
Experience has shown that pollution incidents have often been caused by leaking cargo line dresser couplings, valve flanges, faulty pressure gauge connections, and other parts of the main cargo piping system on deck. External or internal pipe corrosion, in particular at the bottom of the cargo pipes, often proceeds without being detected.
It is therefore necessary that regular and frequent hydrostatic pressure tests be carried out at maximum working pressure. The test pressure used and the results obtained should be logged. COW lines should be tested prior to arrival in port if COW operations are to be carried out there.
The test pressure to be used is the pressure to which the pump relief valve is set. If there is no relief valve, then the highest pressure attainable by the pump,@in service should be used. It should be applied for 15 to 30 minutes and thrust stoppers in the way of expansion joints and dresser couplings should be checked after the test.
Another way in which pollution incidents can occur is simply by continuing to deliver oil to a tank after it is full.Careful topping-off procedures, to avoid tank overflows, are essential.
The draining of pipelines, secure blanking off at the end of oil deliveries and pump start-up before opening a sea valve to the sea in ballasting, are all essential to avoid unwanted release of oil to the external environment.
Finally, it is essential to ensure a clear chain of command for all operations, clear instruction and a fully trained crew at all times. A ftilly trained crew is one which understands the need for, and the function of, all steps and actions taken. While it is necessary to work to check lists, it is essential to avoid simply ticking-off the entries without actually carrying out each identified action on the list. This can only be achieved through concentration and understanding and both require leadership and motivation for success.
SECTION 3: THE FUTURE
Existing Annexes
The current position (1997) and likely future outcomes regarding the activities of IMO in the field of environmental protection can be summarised as follows:
Annexes I and 11 are to be simplified, made more user-friendly and harmonised as far as possible as between oil and chemical tankers.
As to Annex 111, hazard evaluations continue to be made as new substances enter the market and are added to the Annex and the International Maritime Dangerous Goods Code (IMDG Code).
Annex IV, at the time of writing (I 9 9 7), still requires an additional small percentage of relevant tonnage to ratify, but this remains difficult for some States given their even greater problems with municipal sewage. In the meantime, local regulations are in force of which ships' owners need to keep abreast.
Annex V is supplemented with general IMO guidance on garbage disposal. Buoyant garbage is seen as a particular problem and the whole question of port reception facility arrangements continues to be under review.
Air Pollution From Ships.
A new Annex VI is likely to be adopted at a Diplomatic Conference in late 1997 to reduce air pollution from ships. Draft guidelines already exist for the reduction of emissions of oxides of nitrogen (NOx). A wide range of engine operational factors affect NOx emissions and these have been identified. In addition, the intention is to reduce NOx emissions by developments in engine design and a step-by-step approach in five year intervals is envisaged.
It is also intended that the new Annex will provide a reduction of sulphur dioxide emissions by limiting the sulphur content of ftiel oil.
Ballast Water, Ecological Control
Draft regulations have been written and guidelines are under development for the control of ballast water operations in order to reduce the potential for the transfer of marine species from one ecological environment to another in the light of experience already gained of serious negative consequences attributed to ballast water sources.
Anti-fouling Paint Control
Again, certain changes in oysters and whelks attributed to the use of tributyltin (TBT)
anti-fouling paints have caused the banning of TBT in small craft and the question of anti-
fouling paints for use in large commercial craft is being given serious attention.
Special, and Particularly, Sensitive Sea, Area Control
The concept of conferring Special Area status on certain sea areas is well established and may be expected to be developed further in future. In addition, Particularly Sensitive Sea Areas (PSSAs), currently exemplified by the Great Barrier Reef, are likely to be. identified in increasing numbers.
The need for IMO to take more action in this field is seen to result from UNCLOSI 1982, which relates to special areas within EEZs2; from IMO obligations under UNCED3, in respect of biodiversity maintenance; from the further development of SOLAS2 provisions on ship reporting; and in respect of COLREG5, in relation to mandatory ship routing, traffic separation schemes, and inshore traffic zones.
.Waste Reception Facilities
Although the provision of port waste reception facilities are called for by MARPOL 73/78, provision remains patchy. All aspects of reception facility.provision and operation continue to attract the attention of IMO and activities are directed to.the improvement in provision and operation of such facilities, but the dedication of port states to the solution I of problems in this field is very variable.
In an overview publication of 1993 entitled "MARPOL, How To Do It", all of the annexes were covered, including port reception aspects under Annex V.
To further assist with the provision by others of adequate facilities, IMO in 1995, published the comprehensive Manual on Port Reception Facilities which covers, inter alia, the legal background; waste management., strategy development- national implementation; the planning of facilities; choice of location; types and quantities of-ship generated wastes; recycling; options for final disposal; financing and cost recovery, coordination of port and ship requirements; and options for enforcement and control.
As to the future, it may be expected that IMO will continue in its endeavours to protect the marine environment through the development of greater care and safety in ship operations and through more adequate provision of waste reception facilities in ports.
United Nations Conference of Law of the Sea
Economic Exclusl'on Zones
United Nations Conference on Environment and Development
Safety of Life at Sea
Collision Regulations
SECTION 4. PROCEDURE FORMS, OPERATIONAL CHECKLISTS
Procedure Forms provide a convenient means of focusing in an operational manner on the points already covered in the earlier sections of this book. They summarise information on the provision of dn'p trays-, spillage response techniques; and equipment for on-deck spillage response; identification of responsible and operational personnel; and provide details on topping-off; and emergency shut-down procedures. This also refers to, and provide details on, the pipeline systems to which they refer.
Checklists are a very convenient means of ensuring that all relevant points are noted in preparing for, and in conducting any particular operation involving oil in bulk in order to avoid its escape from safe containment. It is important to emphasise however, that the use of checklists is only an aid to safe working. They do not do the job for the operator. It is all too easy simply to check-off items on the list in a semi-conscious way. This can result in the checklist itself becoming the cause of accidents. The operator must fully understand the function of each item on the list and its interaction with other items; and he must remain vigilant and active in carrying out the operation according. to the aide memoire which the list provides.
With this warning in mind, the checklists included in this section are commended to ship's crews as examples of such lists. It is recommended that these be used as a guide in the development of operational procedures onboard your ship.
In addition, it is recommended that operators ftilly appreciate and understand the design and function of the bunker transfer pipeline system which they are operating. This is best achieved by reference to diagrams which must of course be freely and readily available to operators. Some examples of such diagrams are also provided in this section.
Typical Bunker Oil Transfer Procedure Form
Appendix I, shows a typical Bunker Oil Transfer Procedure Form, together with two examples of bunker pipeline systems.
Bunkering Operation Checklists
Reference to Appendix II shows the detail necessary for the creation of adequate checklists for ensuring the avoidance of onboard and overboard spillage in terms of provisions for:
Preparing to load bunkers;
The loading operation;
Completion of loading of bunkers; and for
. The transfer of bunkers onboard.
Tanker Cargo Operation Checklist
Appendix III deals with cargo operations in terms of-.
Procedures before loading cargo;
The loading operation itself;
Procedures on completion of loading;
Procedures before the unloading of cargo;
The unloading operation itself;
Procedures on completion of unloading;
. Ballasting through the cargo system.
Appendix IV deals with:
Crude oil washing-
pre-arrival at discharge port
before crude oil wash operation;
during crude oil wash.
Appendix V provides a list of further reading material.
Checklists for Oil- Water Separation and Monitoring
In the above, we are dealing with the avoidance of oil escape from safe containment, and in addition in respect of COW, we have regard to the avoidance of explosion and fire.
It is however recommended that similar checklists be created for oil water separator and oil and oilin-water monitor use in respect of the management of oily water mixtures and the need to ensure that regulated limits for oil content are not exceeded in bunker tank ballasting or bilgefreeing operations.
Adequacy of Provision of Waste Reception Facilities in Ports
Attention is again drawn here to the reporting form for alleged inadequacy of such provision as set out in the appendix to Annex V of MARPOL 73/78.
APPENDIX I TYPICAL BUNKER OIL TRANSFER PROCEDURES FORM
Ship's Name: MV
List of Each Product to be Loaded
A Fuel Oil (API/S/G/Density @ 15'C temperatures)
B. Marine Diesel (API/S/G/Density @ 15'C temperatures)
C. Lubricating Oil
Emergency Information Contacts
A. Agents
B Terminal/Barge
C Fire Brigade
D Pollution Marine Response Office (1) USCG Headquarters Washington DC (Emergency Toll-Free No 800-424 8802)
(ii) Local Number
E Oil Spill Clean-up'Company
Attached line diagram shows the vessel's oil transfer piping system, including the location of reach pump, control device, vent and overflow, location of each shut-off valve.
Vessel has fixed containment of sufficient capacity. The containment system is emptied by:
Scoop, buckets, rags, absorbent oil pollution pads?
A Oil discharge into water has to be immediately reported to coastguard, terminal, agents.
B Oil spill is to be minimised and clean-up of the decks to be carried out without delay.
C The following oil spill equipment is readily available and location known by all crew:
Position I (location, refer to pipe system diagram)
- 6 bags sawdust - 2 rubber buckets
- 2 shovels - 2 empty drums
Position 2 (location, refer to pipe system diagram)
- 6 bags sawdust 2 rubber buckets
- 2 shovels 2 empty drums
Oil pollution absorbent pads
600 litres of oil spill dispersant (to clean deck of oil spilled)
1 portable air driven pump (already connected to the driving source)
Note. On tankers, pump must be air driuen.
On cargo vessels, pump could be air or electric driven.
Total number of Personnel Required to be on Duty During Transfer Operations. At least four:
Chief Engineer (Overall in charge of operations. In contact with terminal/barge).
- 2nd Engineer or 3rd Engineer (In charge of soundings).
- Fitter/Wiper (Opening and closure of valves under Chief Engineer/2nd Engineer/ 3rd Engineer direction).
Procedures for Operating Emergency Shutdown.
Procedures for Effective Communication
- In English
- By voice
By walkie-talkies
VHF
Check Lists to be completed by personnel in charge of operations before/during/after the loading of bunkers.
Topping-off Procedures
A. When the oil reaches a level of...... from the top of the tank, this is to be reported to the person in charge who will request a reduction in the loading rate. Ullages are then to be checked every 2 or 3 minutes
B. When the tank is........ % ftill, all pumping must be stopped.
All valves must be checked for closure at completion of transfer.
Deck Department is to ensure that a proper watch is maintained at the manifold and the vessel remains securely moored.
The Master/Chief Officer (Pollution Control Officer) is to be kept advised about commencement, progress and completion of the bunkers operations, and of any emergency which might arise.
Chief Engineer
2nd Engineer/3rd Engineer
Master
Captain
APPENDIX II
BUNKERING OPERATIONS CHECK LISTS
A. BEFORE LOADING BUNKERS Items numbered in italics are also covered by the shiplshore safety check listfor tana!ers.
1 .Has the bunker loading plan been agreed, drawn-up and posted? YES/NO
2.Is the ship securely moored? YES/NO
3. Is there safe access between ship and shore? YES/NO
4. Is there an effective deck watch in attendance on board and adequate supervision from the suppliers and on the ship? YES/NO
5. Is fire-fighting equipment ready for use? YES/NO
6. Are bunker hoses/arms in good condition and properly rigged? YES/NO
7. Are scuppers effectively plugged and drip trays in position, both on ship and supplier ? YES/NO
8. Are drip trays below the bunker connection (;lean and free from clogging material? YES/NO
9. Are unused cargo and bunker connections blanked? YES/NO
10. Are all cargo and bunker tank lids closed?YES/NO
11. Are all doors and ports facing the loaded manifold, bunker tanks and vents closed
YES/NO
Is absorbent material available (eg sawdust)? YES/NO
.Are oilbooms (if carried) ready? YES/NO
14. Are there any oil slicks already present in the water near the ship? RecordIReport
15. Is there an adequate system of communications ready within the ship to control changeover of tanks, etc? YES/NO
16. Are the gauging arrangements ready? YES/NO
17.Are the air vents open on tanks to be filled? YES/NO
18.Does the bunkering plan designate an overflow tank? YES/NO
19.If so, which? YES/NO
20. If so, is the overflow tank empty? YES/NO
21. Are the tank vent pipe save-alls empty and drain plugs in? YES/NO
22. Have ship and shore agreed on quantities for loading bunkers? YES/NO
23.Have ship and shore agreed on EMERGENCY PROCEDURES? YES/NO
24.Is there capacity available in tanks intended to receive bunkers? Metric tonnes
25 Bunkers required? metric tonnes
26.Pumping rate not to exceed: m3 l hour
27.Maximum pressure allowed at manifold:
28 First tanks open and line up checked? YES/NO
B. DURING LOADING OF BUNKERS
In addition to the checks required before loading bunkers, the following matters should be checked, as appropriate.
This list does not attempt to cover all duties of the ship's personnel
I . Have levels of all bunker tanks been checked, including those not being filled?
YES/NO
2. Have all hoses, loading arms and manifolds been checked for pressure, safe support and absence of leaks ? YES/NO
3. Have unused manifold blanks been checked for leaks? YES/NO
Is venting system working, ie no build-up of pressure in bunker tanks? YES/NO
Do those now on watch know the bunkering plan, including the agreed signals for
slowing, stopping and emergency stop? YES/NO 6. Are there enough crew available to control the changeover of tanks safely YES/NO
7 Has enough space been left after completion to allow for draining or blowing
the hoses or loading arms? YES/NO
C. COMPLETION OF LOADING BUNKERS
1. Has the hose/loading arm been properly blown or drained? YES/NO
Are the manifold valves closed ? YES/NO
3 Is there space available in the drip trays? YES/NO
Was the hose/loading arm blanked or sealed before lifting overside? YES/NO
Is the ship's manifold blanked? YES/NO
Are the ship's deck lines drained, so far as practicable? YES/NO
Are the drip trays and tank vent save-alls drained? YES/NO
Are the bunker tank valves, venting systems, gauging systems, hatches and sighting ports secured? YES/NO
Are the scupper plugs, absorbent material, firefighting equipment, etc stowed away?
YES/NO 10Is the Oil Record Book entry completed? YES/NO
D. TRANSFER OF BUNKERS (ON BOARD)
1.Have the Master and Chief Officer been consulted regarding trim and stability? YES/NO
2. Has the bunker transfer plan been agreed, drawn up and posted? YES/NO
3.Is there an effective deck watch in attendance and adequate supervision for the
operation? YES/NO
4.Is there an adequate system of communication ready to controlchangeover oftanks?
YES/NO
5.Are all bunker manifold valves checked, closed and connections blanked? YES/NO
6. Are the venting and gauging arrangements ready? YES/NO
Does the bunker transfer plan designate an overflow tank? YES/NO
8. If so, which?
9.If so, is the overflow tank empty? YES/NO
10.Are the tank vent pipe save-alls empty and drain plugs in? YES/NO
11.Are the first tanks open and line-up checked? YES/NO
12.Was the Bridge and Engine Room informed at the start? YES/NO
13.Is the transfer pump's remote stop checked? YES/NO
14.Was the Bridge and Engine Room informed at completion? YES/NO
15.Is the system closed down and secured? YES/NO
16.Is the Oil Record Book entry completed? YES/NO
APPENDIX III
TANKER CARGO OPERATIONS CHECK LISTS
A. BEFORE LOADING CARGO
The ship/shore safety check list for tankers must also be completed
Has the cargo loading plan been drawn up, agreed and posted ? YES/NO
Is absorbent material available (eg sawdust)? YES/NO
3. Are oil booms (if carried) ready? YES/NO
4. Are there any oil slicks already present in the water near the ship? RecordIReport
5. Are the sea valves checked and lashed? YES/NO
Are the cargo pumproom bulkhead and other valves closed,where practicable?
YES/NO
Is the crude oil washing system isolated? YES/NO
Has the line up been checked? YES/NO
9.
Will there be adequate crew available to control changeover,.of tanks, etc? YES/NO
10. Are the gauging arrangements ready? YES/NO
11. Have ship and shore'agreed on maximum loading rate? YES/NO
12. Have ship and shore agreed on maximum working pressure? YES/NO
13. Have ship and shore agreed on quantities for loading tanks? YES/NO
14. Have ship and shore agreed on warning time required before stop? YES/NO
15. Have ship and shore agreed on EMERGENCY STOP PROCEDURES? YES/NO
16. Warning time required before stop: YES/NO
B. DURING LOADING OF CARGO
In addition to the checks required before commencement of loading, the following matters should be checked, as appropriate.
This list does not attempt to cover all duties of the ship's personnel
Procedure Guidance
Start loading slowly into one or few tanks.
Check cargo coming into these tanks.
Check cargo not coming into other tanks.
Check for leaks.
Check List Items
I . Are levels of all tanks being, or been checked, including those not being filled and those completed? YES/NO
Have hoses, loading arms and manifolds been checked for pressure,safe support and absence of leaks? YES/NO
3. Have unused manifold blanks been checked for leaks? YES/NO
4. Have checks overside been carried out for signs of leakage? YES/NO
Has Pumproom been checked for signs of leakage? (Entry precautions must be observed). YES/NO
Have checks been carried out for absence of build-up of pressure in tanks?
(Venting system working?) YES/NO
Do those now on watch know the loading plan, including the arrangements
for finishing and emergency stop? YES/NO
8. Are there enough crew available to control the changeover of tanks? YES/NO
9. Do they understand the procedure for changeover of tanks? YES/NO
10.Has enough space been left after completion to allow for draining or blowing the hoses or loading arms? YES/NO
C. COMPLETION OF LOADING OF CARGO
Before disconnection
1.Have the hoses/loading arms been properly blown or drained? YES/NO
2.Have the manifold valves been closed? YES/NO
3.Is there space available in the drip trays? YES/NO
4.Have scupper plugs been checked, particularly at aft end of Main Deck. YES/NO
After disconnection
1.Were hoses/loading arms blanked or sealed before lifting overside? YES/NO
2.Were the ship's manifolds blanked? YES/NO
3.Were the ship's deck lines drained so far as practicable? YES/NO
4.Were drip trays drained? YES/NO
5.Were tank valves, including the last tank, closed? YES/NO
6.Were venting systems, gauging systems, hatches and sighting ports secured?
YES/NO
7.Were scupper plugs, absorbent material, firefighting equipment,etc stowed away? YES/NO
8.Were the Oil Record Book entries completed? YES/NO
D. BEFORE UNLOADING OF CARGO
The shiplshore safety check listfor tankers must also be completed
1.If appropriate, is the ship's Crude Oil Washing Operations and Equipment
Manual readily available? YES/NO
2.If appropriate, has the COW Pre-arrival Check List been satisfactorily
completed? YES/NO
3. Has the cargo unloading plan been drawn up, agreed and posted? YES/NO
4.Is absorbent material available (eg, sawdust)? YES/NO
5.Are oil booms (if carried) ready? YES/NO
6.Are there any oil slicks already present in the water near the ship ? Record/Report
7.Are the sea valves checked and lashed? YES/NO
8.Has the line-up been checked? YES/NO
9.Are cargo system valves closed except where the operations requirethem to be
open? YES/NO
10.Will there be adequate crew available to control changeover of tanks,etc? YES/NO
11.Are the gauging arrangements ready? YES/NO
12.If part discharge, will the ship or the shore stop? Ship/Shore
13.If shore stop, what is the warning time required before stop:
14 WHAT IS THE EMERGENCY STOP SIGNAL
E. DURING UNLOADING OF CARGO
In addition to the checks required before commencement of unloading, the following matters should be checked, as appropriate.
This list does not attempt to cover all duties of the ship's personnel
Procedure Guidance
Make sure that centrifugal cargo pumps are started and showing pressure on discharge side before opening manifold valves.
Check cargo going from open tanks and not from other tanks.
Check for leaks
Check List Items
1.Have levels of all tanks, especially receiving stripping and COW washings,been checked? YES/NO
2.Have levels in tanks connected to independent ballasting systems been checked? YES/NO
3.Have hoses, loading arms and manifolds been checked for pressure and safe support? YES/NO
4.Have unused manifold blanks been checked for leaks? YES/NO
5.Have checks for signs of overside leakage been made? YES/NO
6.Has Pumproom been checked for signs of leakage? (Entry precautions must
be observed) YES/NO
7. Have all tanks been checked for vacuum or build-up of pressure
(venting and IG system working)? YES/NO
8.Do those now on watch know the unloading plan including, if appropriate the COW Plan? YES/NO
9. Are there enough crew available to control the unloading, ballasting and CO
operations safely? YES/NO
F. COMPLETION OF UNLOADING OF CARGO
Before disconnection
1.Are manifold valves closed? YES/NO
2.If appropriate, have all cargo lines been stripped to shore using the small bore discharge line? YES/NO
3. Have the hoses/loading arms been properly blown or drained? YES/NO
4. Is there space available in the drip trays? YES/NO
5. Check scupper plugs, particularly at aft end of Main Deck YES/NO
After disconnection
1.Were hoses/loading arms blanked or sealed before lifting overside? YES/NO
2.Were ship's manifolds blanked? YES/NO
3.Have drip trays been drained? YES/NO
After conclusion of all cargo/ballasting operations
1 Were tank valves closed (including last tank)? YES/NO
2. Were venting systems, gauging systems, hatches and sighting ports secured?
YES/NO
3. Were scupper plugs, absorbent material, firefighting equipment, etc stowed away?
YES/NO
4. Were Pumproom valves closed? YES/NO
5. Were Oil Record Book entries completed? YES/NO
G. BALLASTING THROUGH CARGO SYSTEM
The ShipIShore Safety Check List for Tankers and the Unloading Check List also apply.
Before commencement
1. Is the Crude Oil Washing System isolated? YES/NO
2. Has the line up been checked? YES/NO
3. Will there be adequate crew available to control changeover of tanks, etc?
YES/NO
4. Are the gauging arrangements ready? YES/NO
5. Check cargo manifold valves are closed and blanked.
6. Is the vacuum on sea suction crossover line? YES/NO
Have the risers above cargo pumps been drained of oil? YES/NO
Are the valves into tank(s) opened? YES/NO
Was the pump start procedure discussed and agreed with Engine Room? YES/NO
10 Has the sea valve been checked it is closed until pump is started? YES/NO
During ballasting
1. Slow down pumps in good time before completion.
2. Leave ample ullage space on completion, to reduce risk of overflowing contaminated ballast (top-up if necessary, after departure).
After ballasting
Were the sea chest valves closed immediately pump was stopped -
* first, the outboard YES/NO
* secondly, the inboard YES/NO
2. Were the tank valves closed? YES/NO
3. Has the security of venting system, gauging systems, hatches and
sighting ports been checked? YES/NO
APPENDIX IV
CRUDE OIL WASHING CHECK LISTS
Check Lists contained in the ship's Crude Oil Washing Manual should be used.
The following lists are examples.
A. PRE-ARRIVAL AT DISCHARGE PORT
1. Has terminal been notified of intent to COW? YES/NO
2. Is oxygen analysing equipment tested and working satisfactorily? YES/NO
3. Is tank washing pipeline system isolated from water heater and
Engine Room? YES/NO
Are all hydrant valves on tank washing line blanked? YES/NO
Are all valves to fixed tank washing machines shut? YES/NO
Have tank cleaning lines been pressurised and leakages made good? YES/NO
Have portable drive units for fixed tank washing machines been tested? YES/NO
8. Have pressure gauges on top discharge line, manifold and tank cleaning
main been checked? YES/NO
9. Has the stripping system monitoring equipment been checked? YES/NO
10.Has the communication system been checked and tested? YES/NO
11.Has the Organisation Plan been drawn up and posted with duties and
responsibilities defined? YES/NO
12.Have the discharge/crude oil wash operation plans been drawn up
and posted? YES/NO
13.In cases where the terminal has a standard radio checklist, has this
been completed and transmitted? YES/NO
B. BEFORE CRUDE OIL WASH OPERATION
1 Are all pre-arrival checks and conditions in order? YES/NO
2. Has discharge/crude oil wash operation been discussed with both ship
and shore staff, and is agreed plan readily available for easy reference YES/NO
3. Has communication link between deck/control station and control station/shore been set up? YES/NO
4. If so, is it working properly? YES/NO
5. Have crude oil wash abort condition and procedures been discussed and agreed by both ship and shore stafp YES/NO
6. Have fixed and portable oxygen analysers been checked and are they working properly? YES/NO
7. Is inert gas system working properly? Is the oxygen content of inert gas
being delivered below 5% by volume? YES/NO
8. Is oxygen content of tank(s) to be crude oil washed below 8% by volume YES/NO
9. Have all cargo tanks positive inert gas pressure? YES/NO
Has a responsible person been assigned to check all deck lines for leaks
as soon as washing,starts? YES/NO
Are the fixed machines set for the required washing method and are
portable drive units, if fitted, mounted and set? YES/NO
12. Have valves and lines, both in Pumproom and on deck, been checked? YES/NO
C. DURING CRUDE OIL WASH OPERATION
Is the quality of inert gas delivered being frequently checked and recorded ?
YES/NO
2. Are all deck lines and machines being frequently checked for leaks? YES/NO
3. Is crude oil washing in progress in designated cargo tanks only? YES/NO
Is the pressure in the tank wash line as specified in your COW Manual? YES/NO
A Are the washing machines in operation frequently checked? YES/NO
B Are their drive units (if applicable) frequently checked? YES/NO
C Are they working properly? YES/NO
6. Is a responsible person stationed continuously on deck? YES/NO
7. Will trim be satisfactory when bottom washing is in progress? YES/NO
8. Is level in holding tank for tank washings frequently checked to prevent
any possibility of overflow? YES/NO
9. Are all valves between discharge line and tank wash line closed? YES/NO
10. Has tank wash line been drained of crude oil? YES/NO
11. Are all valves to washing machines closed? YES/NO
12. Are cargo pumps, tanks and pipelines properly drained as specified in
your COW manual? YES/NO
APPENDIX V
FURTHER READING
MARPOL 73/78, Consolidated Edition, 1991; IMO 1992
MARPOL 73/78, 1992 Amendments; IMO 1994
MARPOL, How To Do It; IMO 1993
Port Reception Facilities, Comprehensive Manual on; IMO 1995
Guidelines for a Structure of an Integrated System of Contingency Planning for Shipboard
Emergencies; IMO 1996
Manual on Oil Spill Prevention, Vol I- IMO
Tanker Safety and Pollution Prevention, 1978; IMO
Regulations for the Prevention of Pollution by Oil; IMO
Guidelines for the Implementation of Annex V of MARPOL 73/78; IMO
Clean Seas Guide for Oil Tankers (Retention of Oil Residues on Board); ICS.& OCIMF
International Safety Guide for Oil Tankers and Terminals; ICS, OCIMF and, IAPH
Prevention of Oil Spillages Through Cargo Pumproom Sea Valves.- ICS and OCIMF
Key to Abbreviations
imo International Maritime Organization
ics International Chamber of Shipping
OCIMF Oil Companies International Marine Forum
IAPH International Association of Ports and Harbours
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