5.4 PRE-ARRIVAL PREPARATIONS
When arriving at the discharge port, there are some precautions in,
addition to cargo operational considerations, which deserve mention.
First, the vessel must be absolutely certain of its navigation, or should
stop in deep water and wait until its position has been definitely fixed.
Second, as the vessel proceeds toward the port, any discrepancy from
the expected navigation condition should be cause for suspicion of some
defect either in the charted information or in the vessel's navigation.
All available port approach information, sailing directions and navigational
messages should be reviewed to verify acceptable entry draft, speed
and restrictions. Vessel trim, squat, motion and the state of the tide
must be considered.
Finally, any condition adverse to safe navigation should be offset by
a beneficial advantage before the vessel is allowed to continue toward
the port. For example: if the vessel arrives in thick fog, it should
not proceed into confined waters without the assistance of a pilot and
if one is not available or cannot be boarded outside confined waters,
then the vessel must wait. The advice of pilots may be sought by radio,
remembering that the information received is only advice from a person
who is not on the scene. The master must make the final decision whether
to approach or lay off the port awaiting better conditions. The master/pilot
information exchange form must be made ready. As another example: if
one radar is defective, then clear visibility should be a requirement
for making landfall.
Vessel's arriving deeply laden at alluvial ports immediately after significant
storms may find that the heavy seas have shifted the bottom topography
and that new shoals have been raised where there would have been clear
sailing the week before. Recent weather conditions must be evaluated
when approaching port. The largest scale chart available, corrected
to the most recent 'notice to mariners', must be in use.
In any unusual circumstance, the master must act on his own judgment
as to whether it is safe to approach land. He is expected to act in
accordance with the owner's navigation policies and within the dictates
of good seamanship.
5.4.1 Official notifications
Some countries require transmission of pre-arrival notifications as
much as two days before arriving at the port. Masters must determine
the arrival notification requirements of the country whose coast his
ship is approaching and ensure that necessary notifications are made
and clearances to approach port are received. If the vessel has significant
equipment faults, approval to proceed may be withheld, or special requirements
5.4.2 Arrival cargo preparations
If it has not been possible to do so before arrival (due to severe weather),
the chief officer should complete the necessary cargo preparations on
Positive isolation of the tank washing heater from the tank crude
oil washing (COW) lines.
Check all tank cleaning valves are closed and hydrant valves capped.
Pressurise the crude oil washing lines with oil, inspect the lines
thoroughly and repair any leaks. Lines should be tested to maximum working
pressure of 10 to 12 bar.
Complete the required COW preparation checklist.
Inspection of all valve control units, tank gauging devices, hi-level
alarms, vent lines and cargo valves. All valves not to be used should
be sealed closed.
Labelling/marking of all cargo valves to be operated by hand, indicating
the grade of cargo or discharge tank set according to the discharge
Monitoring of oxygen level in the cargo tanks and, if necessary, topping
up with IGS.
Labelling the cargo manifolds to be used and the grades to be discharged
Inspection of all storage spaces and deck equipment to be used at
the discharge port, including all safety equipment.
Testing/rigging of the cargo hose derricks/crane(s).
Assembly of all necessary cargo documents for presentation to attending
officials and independent inspectors.
Advice sent to the terminal of vessel's intention to COW (if applicable).
5.4.3 Pumproom preparations
The chief officer and pumpman, should see that the pumproom is thoroughly
ventilated and then conduct a detailed inspection of the pumproom to
confirm that the safe conditions according to section 4.7
still exist. The pumproom bilges must be carefully examined for signs
of any cargo leakage. If pumproom bilge high-level sensors were not
tested on the loaded passage, then their correct function must be confirmed
at this time. Bilges must be tested and found gas free if personnel
must enter them to test the bilge alarm(s).
After the inspection, steam should be put on the stripping pump and
the pumprooms steam piping inspected for defects. Finally, the stripping
pumps should be turned over one or two strokes to verify correct operation.
5.4.4 Other preparations
The number of items to be verified before arrival may be extensive.
A checklist should be used, legibly signed and filed as part of the
vessel's records. The checklist may include:
Connect main deck fire hoses as necessary to provide full coverage
of the main deck with immediately ready hoses.
Prepare fire monitors for use.
Place dry chemical fire extinguishers near the manifold.
Verify that the international shore connection is in its designated
Pilot ladders and gangway to be diligently inspected, repaired and
ready for use.
Primary and secondary steering gear must be tested before arrival.
Main engines manoeuvring capability must be verified.
Steering changed to manual and a competent quartermaster at the wheel.
All internal communications equipment tested. Mooring machinery tested
and mooring lines taken up.
Documentation and inspection requirements for customs, immigration
and health authorities prepared.
Crew is properly instructed in the anchoring/ berthing operation planned
and the hazards and safety precautions which apply.