Page 290 - International safety guide for oil tankers and terminals

INTERNATIONAL SAFETY GUIDE FOR OIL TANKERS AND TERMINALS

16.6.1 Discharging Over the Tide
---ใช้เพื่อการศึกษาเท่านั้น---
Where a ship is required to use a berth when the nominated quantity of
cargo will cause the ship to arrive alongside at a draught exceeding the
maximum always afloat draught for the berth, it may be possible for the
ship to berth and discharge sufficient cargo before the next low water,
thus enabling her to remain afloat. This procedure may be adopted where
all parties concerned accept the risk involved and agree to adopt
mitigating procedures to ensure that the ship can be discharged in good
time to remain afloat, or be removed from the berth to a position where it
can remain afloat.

16.6.2 Loading Over the Tide
This may be undertaken where a ship cannot remain safely afloat during
the final stages of loading during the low water period. The ship should
stop loading at the draught at which it can remain always afloat and
should recommence loading as the tide starts rising. Loading should not
recommence unless equipment critical for the departure of the ship from
the berth, main engine for example, is ready for use. The loading rate
should allow the ship to complete loading and allow time for cargo
measurements, sampling, documentation, clearance formalities and
unberthing, while maintaining the required underkeel clearance.

ึ

Operations Where the Ship is not Always Afloat
16.7 ห้องสมุด ศูนย์ฝกพาณิชย์นาวี

A limited number of ports that have significant tidal ranges allow tankers to operate
when they are unable always to remain afloat while alongside the cargo handling
berth. This type of operation is considered exceptional and should only be permitted
following a comprehensive risk assessment and the implementation of all safeguards
identified to deliver a safe operation.
The type of operation that may be undertaken varies from the ship taking the ground
for a brief period during its stay at the berth, to the ship being completely out of the
water. In both cases, the following points are amongst those that need to be
addressed:
The seabed should be proved to be flat with no protuberances or high spots
present that could result in local or general stresses on the hull.
The slope of the seabed should not result in any excessive upthrust on the ship’s
structure or cause any loss of stability when the ship takes the ground.
งาน scantlings to be augmented to allow it to take the ground safely or dry out.
The ship’s hull strength should be sufficient to take the ground without excessive

stress being placed on the structure. This may require the ship’s design and

The operation should not result in the ship losing any of its essential services,
such as cooling water for the machinery or its fire-fighting capability. This may
require the incorporation of special design features into the ship.
As it will not be possible to remove the ship from the berth in the event of an

emergency, port operations will need to address specific emergency procedures
and the provision of appropriate fire-fighting equipment.

Contingency plans will need to address the possibility of structural failure on the
ship and the special nature and size of any resultant pollution.

256 © ICS/OCIMF/IAPH 2006