Page 431 - International safety guide for oil tankers and terminals

SAFETY MANAGEMENT
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Less than 20,000
20-100,000
100-300,000
Table 26.3 – Guidance on minimum breaking load (mbl) and length for
งานห้องสมุด ศูนย์ฝกพาณิช
26.5.5.2
Dwt MBL Length
30 tonnes 25 m
55 tonnes 45 m
During loading or discharging, the messenger is periodicallyย์นาวี
100 tonnes 60 m
120 tonnes
300,000+
70 m
emergency towing-off pennants
deck. The outboard end of the line is provided with an eye to
which a messenger line is attached and led back to the deck.
adjusted to maintain the eye of the emergency towing-off pennant
one or two metres above the waterline. (See OCIMF ‘Mooring
Equipment Guidelines’ for further details and illustration.)
Where terminals require that an alternative method be used, the
ship should be advised accordingly.
On tankers alongside a jetty, emergency towing-off pennants
ึ
should be rigged on the offshore side. For tankers at buoy berths,
they should be hung on the side opposite to the hose strings.
Table 26.3 gives guidance on Minimum Breaking Loads (MBL)
and lengths for emergency towing-off pennants for various ship
sizes. The lengths of pennant may vary, dependent on positioning
of mooring bitts and the ship’s freeboard. The pennants should be
in good condition. It should be noted that this information is
provided for guidance only and is not intended to indicate a
uniform standard.
Emergency towing-off pennants should not be attached to a set of
bitts with a Safe Working Load (SWL) that is less than the
Minimum Breaking Load (MBL) of the pennant. (Note: For double
bollards, the SWL marked on the bollard should be the maximum
allowed when using a wire or rope belayed in a figure of eight
near the base of the bollard. This will be half the maximum
permissible SWL when a single eye is placed over the bollard.)
Handling
Attention is drawn to the hazards associated with the ship’s crew
handling heavy wires that are hung over the ship’s side, in
particular the risk of strain injuries. Handling of towing-off
pennants is increasingly being cited as a cause of personal injury,
particularly for spinal and muscular back complaints.
It is recommended that terminals review their requirement for
emergency towing-off pennants by considering the following:
Are they really necessary? What is the real risk of them having
to be used?
Do the emergency procedures require the ship to be removed
from the berth if it is immobilised by fire?
© ICS/OCIMF/IAPH 2006 397