Page 289 - International safety guide for oil tankers and terminals

TERMINAL OPERATIONS

16.4.7 Unauthorised Persons
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Persons who have no legitimate business on board, or who do not have
the Master’s permission, should be refused access to a tanker. The
terminal, in agreement with the Master, should restrict access to the jetty
or berth.
boards a tanker. Persons apparently intoxicated should not be allowed to์นาวี
Terminal security personnel should be given a crew list and a list of
authorised visitors to the ship (see also Section 6.4).

16.4.8 Persons Smoking or Intoxicated
งานห้องสมุด ศูนย์ฝกพาณิชย
Personnel on duty on a berth or jetty, or on watch on a tanker, must
ensure that no one who is smoking approaches the berth or jetty or

enter the terminal area or board a tanker unless they can be properly
supervised.

16.5 Double Banking

‘Double banking’ occurs when two or more ships are berthed at the same jetty in
such a way that the presence or operations of one ship act as a physical constraint
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on the other. Double banking is sometimes used as a means of conducting multiple
transfers between the shore and more than one ship at the same jetty at the same
time. The outermost ship may be moored to an inner ship or to the shore, and hose
strings led from shore, across the inner ship, to the outermost. This causes significant
complication in respect of management of the ship/shore interface.
Double banking of ships on a berth for cargo operations should not be conducted
unless a formal engineering study and risk assessment have been carried out and a
formal procedure and safety plan produced. As a minimum, before such activities are
agreed, consideration and agreement must be reached by all parties concerned
regarding safe arrival and departure, strength of jetty construction, mooring fittings,
mooring arrangements, personnel access, management of operational safety, liability,
contingency planning, fire-fighting and emergency unberthing.

16.6 Over the Tide Cargo Operations

This is a procedure that utilises tidal changes in water depth, either finishing loading
of a ship to its full draught as the water depth increases towards high tide, or
discharging cargo to lighten a ship before the low tidal level is reached.
Terminals with draught limitations and significant tidal variations should have
procedures in place if discharging or loading over the tide operations are to be
permitted. These procedures should be agreed by all parties involved, prior to the
arrival of the ship.

Procedures to control over the tide operations should be developed from a full risk
assessment process with the aim of ensuring that the ship remains safely afloat,
taking underkeel clearance requirements and contingency measures into account.

The terminal should seek assurance that the ship’s equipment that is critical to the
operation, for example cargo pumps and main engines, are operational prior to
berthing and are kept available while the ship is alongside at the critical stage.

© ICS/OCIMF/IAPH 2006 255