A Guide to Contingency Planning for the Gas Carrier Alongside and Within Port Limits Second Edition - 1999 International Chamber of Shipping Oil Companies International Marine Forum Society of International Gas Tanker and Terminal Operators Ltd WSIL - 192 Guide to Contingency Planning.indd iWSIL - 192 Guide to Contingency Planning.indd i1/19/2009 6:59:13 PM1/19/2009 6:59:13 PM Issued jointly by the International Chamber of Shipping Oil Companies International Marine Forum Society of International Gas Tanker and Terminal Operators Ltd First Published 1987 Second Edition 1999 © International Chamber of Shipping, London Oil Companies International Marine Forum, Bermuda Society of International Gas Tanker and Terminal Operators Ltd ISBN 13: 978 1 85609173 2 ISBN 10:1 85609173 2 British Library Cataloguing in Publication Data A catalogue record for this book is available from the British Library. The International Chamber of Shipping (ICS) is a voluntary organisation comprising the national shipowners’ associations of 39 countries, representing more than half of the world’s merchant tonnage. Established in 1921, ICS is the trade association for the shipping industry, its interests covering all aspects of maritime affairs, particularly marine safety, ship design and construction, pollution prevention and maritime law. ICS has consultative status with several inter-governmental organisations, including the International Maritime Organization. The Oil Companies International Marine Forum (OCIMF) is a voluntary association of oil companies having an interest in the shipment and terminalling of crude oil and oil products. OCIMF is organised to represent its membership before, and consult with, the International Maritime Organization and other government bodies on matters relating to the shipment and terminalling of crude oil and oil products, including marine pollution and safety. The Society of International Gas Tanker and Terminal Operators is a non-profit making organisation dedicated to protect and promote the mutual interests of its members in mat ters related to the safe and reliable operation of gas tankers and terminals within a sound environment. The Society was founded in 1979 and was granted consultative status at IMO in November 1983. The Society has over 100 companies in membership who own or operate over 95% of the world’s LNG tankers and terminals and over 55% of the world’s LPG tankers and terminals. Notice of Terms of Use While the advice given in this guide has been developed using the best information currently available, it is intended purely as guidance and to be used at the user’s own risk. No responsibility is accepted by the International Chamber of Shipping, the Oil Companies International Marine Forum, the Society of International Gas Tanker and Terminal Operators Ltd or by any person, firm, corporation or organisation who or which has been in any way concerned with the furnishing of information or data, the compilation, publication, or authorised translation, supply or sale of this guide, for the accuracy of any information or data, for the accuracy of any advice given herein or for any omission herefrom or for any consequences whatsoever resulting directly or indirectly from compliance with or adoption of guidance contained herein even if caused by a failure to exercise reasonable care. Printed and bound in Great Britain by Bell & Bain Ltd. Glasgow Published by Witherby Seamanship International Ltd 4 Dunlop Square, Deans Estate Livingoton, EH54 8SB United Kingdom Tel No: +44(0)1506 463 227 Fax No: +44(0)1506 468 999 Email: info@emailws.com www.witherbyseamanship.com CH A M B E R OF SHIPPING . I N T E R NATIONAL SIGTTO WSIL - 192 Guide to Contingency Planning.indd iiWSIL - 192 Guide to Contingency Planning.indd ii1/19/2009 6:59:13 PM1/19/2009 6:59:13 PM iii FOREWORD This Guide to Contingency Planning for the Gas Carrier Alongside and within Port Limits has been compiled by an Inter-Industry Group with participation from members of the International Chamber of Shipping, the Oil Companies International Marine Forum and the Society of International Gas Tanker and Terminal Operators Ltd. This revised edition is taking into account the International Convention on Standards of Training, Certification and Watch-Keeping for Seafarers 1978, as amended in 1995 (STCW Convention) and chapter IX of SOLAS, International Code for the Safe Operation of Ships and for Pollution Prevention, the ISM Code. Both place a responsibility on a ship’s operator to ensure that written procedures are in place and that the ship’s complement are able to co-ordinate their activities in case of emergencies. The STCW Convention has been applicable since February 1997. The ISM Code was applicable to gas tankers from July 1998. The purpose of this book is to provide a reference which may be useful to port authority, operating management of liquefied gas terminals and operating management of liquefied gas carriers in developing or reviewing their planning to minimise the possibility of accidents. It can also help in controlling the consequences of accidents which might occur while a gas tanker is within the port limits. The guide is not intended as a comprehensive manual on contingency planning for all types of accidents which may befall ships while entering/leaving port or berthed alongside nor should it be construed as a recommended Code of Practice. It confines itself to those aspects which are particularly relevant to the carriage and ship/shore handling of liquefied gases. The circumstances which influence appropriate contingency planning for liquefied gases vary widely from port to port in such matters as the size and types of cargoes handled, nautical and weather considerations, industrial and local authority or governmental resources, etc. The detail of planning and regulation for any port or terminal, therefore, is essentially a matter for local formulation and application. However, in providing a listing and some discussion of aspects which in various contexts have been found worthy of consideration, the guide may be found a useful aide memoire to such local and specific planning. The definition of liquefied gases given by the International Gas Carrier Code (IGC Code) reads as follows: Products having a vapour pressure exceeding 2.8 bar absolute at a temperature of 37.8°C and other products as shown in Chapter 19 of the Code, when carried in bulk. This definition distinguishes liquefied gases from other hazardous cargoes carried in bulk. These characteristics impose special requirements in ship and terminal design and operation and these requirements result in both gas carriers and terminal facilities having a high level of inherent safety. This intrinsic safety is reflected in the impressive safety record of liquefied gas marine transportation and cargo handling in over four decades of operation. In order to uphold this impressive safety record over future decades, it is essential that the inherent safety in design and operational procedures be maintained and appropriate contingency planning implemented. In an accident involving a laden gas carrier or cargo handling between ship and shore, hazards may arise if spillage of cargo occurs or is threatened. Because of the volatility of liquefied gases, the possibility of spillage merits special considerations. It is towards such considerations that this guide is directed. In preparing the guide, a broad interpretation of “contingency” planning has been taken. That is to say, considerations relating to the prevention of accidents have been included as well as those relating to the control of the consequences of an accident, should it occur. Much of the guidance given in both these respects has been drawn from contingency plans already formulated by gas terminal operating managements and port controlling authorities. This most valuable data and experience are gratefully acknowledged. WSIL - 192 Guide to Contingency Planning.indd iiiWSIL - 192 Guide to Contingency Planning.indd iii1/19/2009 6:59:14 PM1/19/2009 6:59:14 PM v Contents Page No. FOREWORD iii CONTENTS v 1. INTRODUCTION 1 2. SHIP IN TRANSIT TO AND FROM BERTH 2 2.1 ACCIDENT PREVENTION IN TRANSIT 2 2.1.1 Port Authority 2 2.1.2 Terminal Management 3 2.1.3 Ship Management 3 2.2 ACCIDENT CONTROL IN TRANSIT 3 2.2.1 Port Authority 3 2.2.1.1 Emergency Control Centre 4 2.2.1.2 The Emergency Plans 4 2.2.2 Terminal Management 5 2.2.3 Ship Management 5 3. SHIP ALONGSIDE 6 3.1 ACCIDENT PREVENTION ALONGSIDE 6 3.1.1 Port Authority 6 3.1.2 Terminal Management 7 3.1.3 Ship Management 8 3.2 ACCIDENT CONTROL ALONGSIDE 9 3.2.1 Port Authority 9 3.2.2 Terminal Management 9 3.2.3 Ship Management 10 4. PUBLIC RELATIONS 10 5. PERIODIC REVIEW 12 WSIL - 192 Guide to Contingency Planning.indd vWSIL - 192 Guide to Contingency Planning.indd v1/19/2009 6:59:14 PM1/19/2009 6:59:14 PM vi APPENDIX 1 CHARACTERISTICS OF LIQUEFIED GAS CARGOES A ND CARRIERS, WITH PARTICULAR REFERENCE TO DAMAGE RESISTANCE 13 1. INTRODUCTION 13 2. GENERAL SAFETY OF GAS CARRIERS OPERATION 13 2.1 General 13 2.2 International Maritime Organisation Design and Construction Codes 14 3. LIQUEFIED GAS CARGOES 15 4. GAS CARRIER TYPES 15 4.1 Fully Pressurised Ships 15 4.2 Refrigerated, Semi-Pressurised Ships 16 4.3 Fully Refrigerated Ships 16 4.4 LNG Carriers 17 5. CARGO INTEGRITY IN COLLISION OR GROUNDING 17 5.1 General 17 5.2 Collision 17 5.3 Grounding 18 APPENDIX II ACCIDENT SCENARIOS 21 1. SHIP IN TRANSIT 21 1.1 Collision with Another Ship 21 1.2 Grounding of a Gas Carrier 23 1.3 Gas Carrier Striking Objects 23 1.4 Fire Onboard Gas Carrier in Transit 24 2. SHIP ALONGSIDE 24 2.1 Ship Alongside Struck by Passing Ship 24 2.2 Spillage Resulting from Inadvertent Disconnection 25 2.3 Spillage Resulting from Overfilling or Piping Failure 26 2.4 Fire Onboard Gas Carrier Alongside 26 WSIL - 192 Guide to Contingency Planning.indd viWSIL - 192 Guide to Contingency Planning.indd vi1/19/2009 6:59:14 PM1/19/2009 6:59:14 PM vii APPENDIX III INFORMATION ON LIQUEFIED GAS FIREFIGHTING AND SPILLAGE CONTROL 1. GENERAL 27 2. FIRE EXTINGUISHING AGENTS 28 2.1 Dry Chemicals 28 2.2 Water 28 2.3 Foam 29 2.4 CO2 System 29 2.5 Halons (Halogenated Hydrocarbons) or Halons Substitutes 29 2. PROCEDURES 30 3.1. Special Considerations 30 3.2 Training and Maintenance 30 3.2.1 Training 30 3.2.2 Maintenance 31 APPENDIX IV REFERENCES 33 WSIL - 192 Guide to Contingency Planning.indd viiWSIL - 192 Guide to Contingency Planning.indd vii1/19/2009 6:59:14 PM1/19/2009 6:59:14 PM 6 A major and welcome difference to the considerations of a ship’s management, in the case of an accident to one of its gas carriers within port limits, will be in the area of immediate communication. A ship involved in an accident within port limits is likely to be trading into the port and its management will therefore have appointed agents or may possibly have a resident port representative. Authorisation for such representation to put themselves at the disposal of the controlling authority could provide a valuable channel of immediate communication and assistance until expert personnel from the ship’s management centre arrives on scene. If salvage services are required, these will usually be arranged by, and under contract to the ship’s operating management which will normally provide on-scene supervision of the salvage and liaison with the Port Authority and the Emergency Response Team. 3. SHIP ALONGSIDE 3.1 Accident Prevention Alongside The following precautions may be considered in seeking means to prevent accidents to the gas carrier alongside. 3.1.1 Port Authority It is essential that, while a gas carrier is lying alongside, adequate precautions are taken to prevent accidents occurring. Broad advice on this aspect of regulatory control has been given internationally by the International Maritime Organisation, Reference [4]. Precautions required by the Port Authority or the national Marine Administration may include: (a) Inspection of visiting ships, by or on behalf of, the Marine Administration in whose jurisdiction the port lies. (b) Verification of the current validity of ship’s certificates and manning. (c) Ensuring that the ship carries and exhibits suitable signals to indicate that it is carrying dangerous substances. (d) Ensuring that the ship is capable of being moved off the berth at any time with minimum delay. (e) Requiring safety check list procedures before commencing cargo handling operations, Reference [5]. (f) Ensuring that any transfer operations between two ships are carried out with reference to the ICS/OCIMF/SIGTTO Ship to Ship Transfer Guide (Liquefied Gases), Reference [6]. (g) Requiring an adequate system for raising alarms with clearly understood signals. (h) Ensuring that a reliable safe and efficient communication system exists between ship and berth operators and Port Authority. (i) Requiring that no gas release from the ship’s cargo vent system takes place while lying alongside. (j) Ensuring that access to the berth is suitably restricted to prevent unauthorised craft and vehicles approaching or unauthorised personnel boarding. (k) Ensuring that adequate fire-fighting equipment is available at all times and the procedures for its use clearly understood. (l) Ensuring that accurate information on the characteristics of the cargo being carried or handled is available to all those who may have to deal with an emergency. (m) Ensuring that adequate tugs are available at short notice for use in emergencies. (n) Ensuring that adequate local weather forecasts are available particularly in areas where strong winds may be prevalent. (o) Ensuring that adequate plans for cargo handling are developed and agreed in writing between both ship and shore before commencing operations. (p) Ensuring that any loading of stores and bunkers is carried out in a safe manner which will not interfere in the event of an emergency occurring. (q) Ensuring that the cargo emergency shutdown procedures are fully understood and agreed between both ship and shore before commencing any cargo operations. (r) Ensuring that emergency communications channels are tested frequently. WSIL - 192 Guide to Contingency Planning.indd 6WSIL - 192 Guide to Contingency Planning.indd 61/19/2009 6:59:15 PM1/19/2009 6:59:15 PM 7 3.1.2. Terminal Management The Terminal, being the permanent base in the combined ship/shore cargo handling operation, will recognise its responsibility to formulate and impose requirements which will maintain safety levels commensurate with the protection of the terminal facilities and the requirements of the port authority. In formulating these requirements, the terminal management will, in addition to having an understanding of those items relating to ship management given in 3.1.3, wish to consider how best to ensure the following: (a) Suitability of berth facilities and mooring arrangements for the range of visiting ships envisaged. (b) Exchange between ship and terminal of accurate information on their respective cargo handling capabilities, cargo condition and any deficiencies in these respects. (c) Pre-arrival check on berthing/mooring requirements and characteristics of individual, nominated visiting ships. (d) Desirability of requiring the ship to declare all hazardous cargo abroad (other tanks and deck tanks) that are not being discharged at the terminal. (e) Provision of information to the ship on the terminal’s cargo reception or loading capabilities and on any related deficiencies. (f) Desirability of providing printed, concise information on all terminal regulations, requirements, facilities and basic procedures relevant to safe berthing and cargo operations. Information should be made available to Agents and to potential visiting ships in the English language, if an otherwise agreed common language version is not available, Reference [28]. (g) Provision of tugs of adequate size and number for safe berthing. Tugs should also be on call for emergencies. (h) Prohibition of simultaneous movement of a gas carrier and other ships on or off adjacent berths. (i) Provision to visiting ships, either through ship’s Agents, by radio or via port entry pilotage, of information on the characteristics of the intended berth (tidal flows, prevailing wind, mooring arrangements, number and type of mooring lines required, weather limits on berthing, etc.) (j) Provision of local wind direction and speed and barometric indication as well as accurate local weather forecasts while the ship is alongside. The terminal should consider providing its shift operators with simple but firm guidance for assessing the approach of limiting operational weather conditions. The size and location of berth may also warrant any or all of the following: current speed, wave height and mooring load indicators. (k) Provision of continuous safe access (gangway) between ship and shore. (I) Consideration of a secondary means of escape from ship and jetty. (m) The importance of a pre-operational meeting between ship and shore to clarify intended cargo handling procedure. The need to ensure full mutual communication and understanding despite language difficulties, i.e. in the absence of an otherwise agreed common language, both ship and shore should have representatives with adequate command of the English language immediately available. The danger of complacency arising with repeated similar operations should be borne in mind at all times. (n) The formulation of a joint ship/shore safety check list appropriate to the terminal’s cargo handling arrangements and a procedure to ensure its proper completion by both sides at the start of the operation as well as the subsequent intermediate checking, also by both sides, of some important items at regular intervals. General guidance on this is given in Reference [5]: its correct execution is of the greatest importance. (o) The deposit ashore, or at a mutually agreed position, while a ship is alongside, of a wallet containing duplicates of all relevant plans of the ship’s fire control facilities (fire plans). (p) The arrangement and control of stores loading, bunkering and barges alongside in relation to cargo handling; also, the desirability of adhering to the ship’s requirements if these are more stringent than those of the terminal. (q) Clear identification (by badges, uniform, etc.) of those responsible for cargo operations on ship and jetty. In particular, the terminal supervisor responsible for overall jetty operations when the gas carrier is alongside, as well as the officer in charge of cargo operations onboard should be clearly identified by badge or hard hat. WSIL - 192 Guide to Contingency Planning.indd 7WSIL - 192 Guide to Contingency Planning.indd 71/19/2009 6:59:15 PM1/19/2009 6:59:15 PM