Are emergency towing wires correctly positioned?
Emergency towing wires (fire wires) should be positioned both on the off-shore bow and quarter of the ship. At a buoy mooring, emergency towing wires should be positioned on the side opposite to the hose string.
There are various methods for rigging emergency towing wires currently in use. Some terminals may require a particular method to be used and the ship should be advised accordingly.
Is there safe access between ship and shore?
The access should be positioned as far away from the manifolds as practicable.
The means of access to the ship should be safe and may consist of an appropriate gangway or accommodation ladder with a properly secured safety net fitted to it.
Particular attention to safe access should be given where the difference in level between the point of access on the vessel and the jetty or quay is large or likely to become large.
When terminal access facilities are not available and a ship's gangway is used, there should be an adequate landing area on the berth so as to provide the gangway with a sufficient clear run of space and so maintain safe and convenient access to the ship at all states of tide and changes in the ship's freeboard.
Near the access ashore, appropriate life-saving equipment should be provided by the terminal. A lifebuoy should be available on board the ship near the gangway or accommodation ladder.
The access should be safely and properly illuminated during darkness.
Persons who have no legitimate business on board, or who do not have the master's permission, should be refused access to the ship.
The terminal should control access to the jetty or berth in agreement with the ship.
Is the ship ready to move under its own power?
The ship should be able to move under its own power at short notice, unless permission to immobilise the ship has been granted by the Port Authority and the terminal manager.
Certain conditions may have to be met for permission to be granted.
Is there an effective deck watch in attendance on board and adequate supervision on the terminal and on the ship?
The operation should be under constant control both on ship and shore.
Supervision should be aimed at preventing the development of hazardous situations;
if however such a situation arises, the controlling personnel should have adequate means available to take corrective action.
The controlling personnel on ship and shore should maintain an effective communication with their respective supervisors.
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All personnel connected with the operations should be familiar with the dangers of the substances handled.
Is the agreed ship/shore communication system operative?
Communication should be maintained in the most efficient way between the responsible officer on duty on the ship and the responsible person ashore.
When telephones are used, the telephones both on board and ashore should be continuously manned by a person who can immediately contact his respective supervisor. Additionally, the supervisor should have a facility to override all calls. When RT/VHF systems are used, the units should preferably be portable and carried by the supervisor or a person who can get in touch with his respective supervisor immediately. Where fixed systems are used the guidelines for telephones should apply.
The selected system of communication, together with the necessary information on telephone numbers and/or channels to be used, should be recorded on the appropriate form. This form should be signed by both ship and shore representatives.
The telephone and portable RT/VHF systems should comply with the appropriate safety requirements.
Has the emergency signal to be used by the ship and shore been explained and understood?
The agreed signal to be used in the event of an emergency arising ashore or on board should be clearly understood by shore and ship personnel.
Have the procedures for cargo, bunker and ballast handling been agreed?
The procedures for the intended operation should be pre-planned. They should be discussed and agreed upon by the ship and shore representatives prior to the start of the operations. Agreed arrangements should be formally recorded and signed by both ship and terminal representatives. Any change in the agreed procedure that could affect the operation should be discussed by both parties and agreed upon. After agreement has been reached by both parties, substantial changes should be laid down in writing as soon as possible and in sufficient time before the change in procedure takes place. In any case, the change should be laid down in writing within the working period of those supervisors on board and ashore in whose working period agreement on the change was reached.
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The operations should be suspended and all deck and vent openings closed on the approach of an electrical storm.
The properties of the substances handled, the equipment of ship and shore installations, the ability of the ship's crew and shore personnel to execute the necessary operations and to sufficiently control the operations are factors which should be taken into account when ascertaining the possibility of handling a number of substances concurrently.
The manifold areas both on board and ashore should be safely and properly illuminated during darkness.
The initial and maximum loading rates, topping off rates and normal stopping times should be agreed, having regard to:
• The nature of the cargo to be handled;
• The arrangement and capacity of the ship's cargo lines and gas venting systems;
• The maximum allowable pressure and flow rate in the ship/shore hoses and loading arms;
• Precautions to avoid accumulation of static electricity;
• Any other flow control limitations.
A record to this effect should be formally made as above.
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