Professional Documents
Culture Documents
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
INTRODUCTION
APPENDICES
Appendix I Typical Bunker Oil Transfer Procedures Form
Appendix 11 Bunkering Operations Check Lists
Appendix III Tanker Cargo Operations Check Lists
Appendix IV Crude Oil Washing Check Lists
Appendix V Further Reading
*
INTRODUCTION.
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.
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 Convention 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.
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.
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
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.
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.
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.
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.
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;
(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.
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:
(ii) the tanker is more than 50 nautical miles from the nearest land;
(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:
(iii) the oil content of the effluent without dilution does not exceed
15ppm;
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.
(d) the ship is more than 12 nautical miles from the nearest land.
(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.
(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.
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.
(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.
(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:
(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
(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
2. Assist vessel operators in complying with the requirements set forth in Annex
V and domestic laws; and
3. Assist port and terminal operators in assessing the need for, and providing
adequate reception facilities for, garbage generated on different types of
ships.
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.
(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.
(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
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:
· onboard ship;
· external to ship.
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.
An awareness of :
· the importance of pollution prevention;
· check lists for all equipment operations and for all procedures and
arrangements.
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.
We see, therefore, that the preferred position would be one of zero discharge
to the sea.
Training under this heading will, as may be required, depending on ship type
and mode of operation, include:
-· segregation of garbage;
-· storage of garbage;
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.
· safe mooring;
· loading/unloading procedures;
Onboard equipment checks to ensure full operational state and availability of.
· the cargo handling system;
Onboard procedure checks to ensure that all equipment will be properly used:
. plugging of scuppers.
The need to ensure that such first line defences are not overwhelmed:
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
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;
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.
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.
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:
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.
It is also intended that the new Annex will provide a reduction of sulphur
dioxide emissions by limiting the sulphur content of ftiel oil.
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.
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.
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 EEZs 2; from IMO obligations under UNCED 3,
in respect of biodiversity maintenance; from the further development of SOLAS 2
provisions on ship reporting; and in respect of COLREG5, in relation to mandatory ship
routing, traffic separation schemes, and inshore traffic zones.
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.
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.
5. Collision Regulations
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 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.
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
1. List of Each Product to be Loaded
A. Agents
B Terminal/Barge
C Fire Brigade
3. 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.
4. Vessel has fixed containment of sufficient capacity. The containment system is emptied by:
Scoop, buckets, rags, absorbent oil pollution pads?
5. 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:
least four:
- Chief Engineer (Overall in charge of operations. In contact with
terminal/barge).
- By voice
-0 By walkie-talkies
-1
-2 VHF
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
.
12. Deck Department is to ensure that a proper watch is maintained at the manifold
and the vessel remains securely moored.
13. 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
Captain
APPENDIX II
1 .Has the bunker loading plan been agreed, drawn-up and posted? YES/NO
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
4. Is venting system working, ie no build-up of pressure in bunker tanks? YES/NO
5. 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
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
7. 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
The ship/shore safety check list for tankers must also be completed
1. Has the cargo loading plan been drawn up, agreed and posted ? YES/NO
2. Is absorbent material available (eg sawdust)? 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
6. Are the cargo pumproom bulkhead and other valves closed,where practicable?
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
This list does not attempt to cover all duties of the ship's personnel
Procedure Guidance
I . Are levels of all tanks being, or been checked, including those not being filled and
those completed? YES/NO
2. Have hoses, loading arms and manifolds been checked for pressure,safe support
and absence of leaks? YES/NO
4. Have checks overside been carried out for signs of leakage? YES/NO
5. Has Pumproom been checked for signs of leakage? (Entry precautions must be
observed). YES/NO
6. Have checks been carried out for absence of build-up of pressure in tanks?
7. 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
10.Has enough space been left after completion to allow for draining or blowing the
hoses or loading arms? YES/NO
Before disconnection
4.Have scupper plugs been checked, particularly at aft end of Main Deck. YES/NO
After disconnection
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
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
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
Check cargo going from open tanks and not from other tanks.
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
Before disconnection
After disconnection
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
Before commencement
YES/NO
4. Are the gauging arrangements ready? YES/NO
7. Have the risers above cargo pumps been drained of oil? YES/NO
9. 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
After ballasting
1. Were the sea chest valves closed immediately pump was stopped -
APPENDIX IV
Check Lists contained in the ship's Crude Oil Washing Manual should be used.
YES/NO
2. Are all deck lines and machines being frequently checked for leaks? YES/NO
4. Is the pressure in the tank wash line as specified in your COW Manual? 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
12. Are cargo pumps, tanks and pipelines properly drained as specified in
your COW manual? YES/NO
APPENDIX V
FURTHER READING