GB 17422-1998 Safety guidelines for liquefied gas tanker transfer operations
Some standard content:
GB17422—-1998
This standard is formulated to implement the "Maritime Traffic Safety Law of the People's Republic of China" and the "Inland Waterway Traffic Safety Management Regulations of the People's Republic of China", standardize the gas carrier water transfer operation, and ensure the safety of personnel and property. Appendix A of this standard is the standard appendix, and Appendix B is the reminder appendix. This standard is proposed by the Ministry of Transport of the People's Republic of China. This standard is under the jurisdiction of the Safety Supervision Bureau of the Ministry of Transport. The responsible drafting unit of this standard: Zhuhai Maritime Safety Supervision Bureau of Guangdong Province. The participating drafting unit of this standard: Zhuhai Special Economic Zone Changyuan Shipping Enterprise Co., Ltd. The main drafters of this standard: Chen Zaokun, Huang Sishen, Zheng Shiqian, Gong Youli, Cai Wei, Yang Wen, Chen Zhangjie. This standard is interpreted by the Safety Supervision Bureau of the Ministry of Transport. 60
·1 Scope
National Standard of the People's Republic of China
Safety standard of ship to ship transfer operations ofliquefied gas carriers on watersThis standard specifies the basic safety conditions for liquefied gas carrier transfer operations on waters. This standard applies to operators, ships and related units and personnel engaged in liquefied gas transfer operations on waters. The liquefied gases referred to in this standard are limited to liquefied petroleum gas (propane, butane), ammonia and propylene. 2 Referenced standards
GB 17422 - 1998
The provisions contained in the following standards constitute the provisions of this standard through reference in this standard. When this standard is published, the versions shown are valid. All standards are subject to revision, and the parties using this standard should explore the possibility of using the latest versions of the following standards. GB13348-1992 Safety regulations for static electricity of liquid petroleum products 3 Definitions
This standard adopts the following definitions.
3.1 Ship to ship transfer operation A series of operations to transfer liquefied gas from one ship to another. 3.2 Transfer area The area where transfer operations are carried out.
3.3 Discharging ship
A ship that transfers liquefied gas to another ship. 3.4 Receiving ship
A ship that receives liquefied gas from another ship. 3.5 Manifold
The pipe where the cargo hose meets the main cargo pipe on board. 4 Safety conditions for transfer operations
4.1 Transfer area
4.1.1 The transfer area should be relatively sheltered, with small wind, swell and waves and gentle currents. 4.1.2 The bottom of the anchored transfer area should be mud or mud, and the terrain should be relatively flat. 4.1.3 There must be water area and water depth conditions that meet the safe maneuvering of ships at berthing and unberthing. 4.1.4 The main channel and the area with complex navigation environment conditions must be avoided, and there should be no obstacles that affect the transfer operation around. 4.1.5 The transfer operation area should be demarcated as a warning area and necessary warning and navigation aids should be set up, and the port (navigation) supervision should issue a navigation notice. 4.2 General requirements for water transfer operations of liquefied gas ships Approved by the State Administration of Quality and Technical Supervision on July 5, 1998 and implemented on May 1, 1999
4.2.1 Liquefied gas ships involved in transfer operations should GB 17422-1998
Hold a valid ship certificate and be in a seaworthy and fit state; a cargo operation manual should be available.
4.2.2 The captain shall be responsible for the safety of his ship, crew, cargo and equipment. 4.2.3 Crew members and personnel involved in cargo transportation operations must undergo professional special training and hold certificates before taking up their posts. 4.2.4 The captain should be familiar with the transshipment operation area and the nearby navigation environment, otherwise a pilot should be hired to pilot. 4.2.5 The ship should be ready to set sail at any time during the berthing period. 4.2.6 The ship should place at least two axes at the mooring. 4.3 Hydrometeorological conditions for transshipment operations
4.3.1 The transshipment operation should take into account the relative displacement of the two ships caused by swells on ships of different sizes and dry navigation, as well as the combined impact of tides and weather on the movement of the two ships.
4.3.2 When berthing operations are carried out, there must be good visibility to ensure safe ship manipulation and meet collision avoidance requirements. 4.3.3 The weather forecast for the transshipment operation area should be obtained before and during the entire transshipment operation. 4.3.4 The transshipment operation can only be carried out if the captains of both parties believe that the hydrometeorological conditions permit. 4.4 Communication and Navigation
4.4.1 Before berthing, the two ships should establish contact on VHF radiotelephone channel 16, and then switch to an agreed working channel to maintain contact. 4.4.2 The crews of the two ships should be able to use mutually understandable languages (Chinese or English), otherwise translators should be provided. 4.4.3 Good communication must be maintained between the two ships. If the communication tools of any ship fail and cannot maintain contact, the transfer operation should be stopped.
4.4.4 The duty personnel involved in the cargo transfer operation should carry explosion-proof portable walkie-talkies. 4.4.5 During cargo transfer, it is prohibited to use other radio frequencies to send signals except very high frequency (VHF) or ultra high frequency (UHF). 4.4.6 If the radar radiation wave does not radiate to the cargo deck of the other ship within 10m, a 3cm wavelength radar can be used cautiously during the operation.
4.5 Fenders
4.5.1 The fenders shall be sufficient to ensure that there will be no direct collision between the two ships during the entire transfer operation. 4.5.2 In addition to considering the length of the ship, the position of the manifold and the strength of various parts of the hull, the position of the fenders shall be such that the collision force during berthing is evenly distributed on the hulls of the two ships. The specific position shall be agreed upon by the captains of both parties. 4.5.3 The position of the fenders shall be adjustable at any time. 4.5.4 During the transfer operation, a designated person shall be designated to observe the fenders to ensure that they are normal. 4.5.5 The configuration of fenders is shown in Appendix B (Suggested Appendix). However, when deciding which fender to use, the product certificate and instructions for use of the fender manufacturer shall be consulted.
4.5.6 In addition to the above-mentioned fenders, the ship shall also be prepared with auxiliary fenders required for berthing and unberthing. 4.6 Berthing
4.6.1 Before berthing, each ship shall make the following preparations: a) inspect and test cargo handling, control and detection devices; b) conduct safety inspections, the inspection items shall not be less than the "Safety Inspection Items for Ship/Ship Loading and Unloading before Berthing", see Table A1 in Appendix A (Standard Appendix).
4.6.2 Before berthing, both ships shall exchange the following information and agree on the berthing method: a) ship length;
b) distance between manifold and bow and stern;
c) whether there are obstacles outside the mooring side;
d) mooring equipment on the mooring side;
e) expected maximum difference between the two ships;
f) number, model, size and position of fenders. GB17422—1998
4.6.3 During berthing, sufficient personnel shall be ensured to handle the mooring lines. 4.6.4 The mooring equipment of both ships should be kept available at any time. 4.6.5 If berthing operations are required at night, the deck and berthing should be adequately illuminated and agreed upon by the captains of both ships. 4.7 Mooring ropes
4.7.1 The mooring ropes are provided by the ship coming to berth, but the berthed ship should prepare at least one towing rope and one towing rope. 4.7.2 If steel cables are used, soft tail ropes should be added. The soft tail ropes should be made of insulating synthetic materials (such as nylon ropes); the length should be greater than 10m;
-the strength is equivalent to that of steel cables.
4.7.3 Designate a special person to regularly check the tightness of the mooring ropes and adjust them according to the changes in the dry-course difference between the two ships. 4.7.4 The ship coming to berth should prepare at least one emergency towing rope at the outer ship. 4.8 Cargo hoses
4.8.1 The cargo hoses should be compatible with the cargo being transported and adaptable to the temperature and pressure of the cargo. 4.8.2 The bursting pressure of the cargo hose shall not be less than 5 times the maximum working pressure. 4.8.3 The maximum working pressure of the cargo hose shall not be less than 1MPa (gauge pressure). 4.8.4 A hydrostatic pressure test must be carried out every six months. The test pressure shall be between 1.5 times the maximum working pressure and 2/5 of the bursting pressure. The test pressure and date shall be marked on the hose, and the test conditions shall be recorded for future reference. 4.8.5 The maximum allowable working pressure and the highest and lowest working temperatures must be marked on the cargo hose. 4.8.6 The cargo hose shall be of sufficient length, and factors such as the change in the dry run difference and displacement of the two ships shall be fully considered to avoid wear or excessive stress during the transportation process. The bending radius of the cargo hose shall not be less than 4 times its diameter. 4.8.7 The cargo hose shall be properly suspended by hanging facilities during the transportation process to avoid twisting and wear. 4.9 Cargo Transportation
4.9.1 Before cargo delivery, both ships shall complete safety inspections, and the inspection items shall not be less than the "Safety Inspection Items for Ship/Vessel Loading and Unloading before Cargo Delivery", see Table A2 in Appendix A.
4.9.2 After the cargo delivery hose is connected, air replacement and pressure test shall be carried out. 4.9.3 The cargo delivery requirements shall be put forward by the receiving ship. 4.9.4 The captains of both ships shall sign the "Captain's Agreement" before cargo delivery. "The captain's agreement should at least include the following: a) maximum delivery pressure, minimum receiving temperature; b) quantity and density of various cargoes delivered; c) delivery procedures for different cargoes and initial, maximum and final delivery speeds; d) agreed communication tools and channels;
e) signals for reducing speed or stopping delivery; f) agreed emergency stop operation signals.
4.9.5 The maximum and initial flow rates agreed by both parties shall not exceed those specified in Table 1. Table 1 Maximum and initial flow rates of cargo hoses
Nominal diameter of hose, mm
Maximum flow rate, m/h
Initial flow rate, m2/h
GB 17422 -1998
4.9.6 The cargo delivery operation shall be controlled by the unloading ship; during the cargo delivery, the unloading ship shall assign a special person to be on duty in the cargo pump control room so that action can be taken at any time when necessary.
4.9.7 During the cargo delivery, both ships shall assign a special person to observe the hose at their respective manifolds and immediately report any abnormality to the person in charge of operation. 4.9.8 When the cargo delivery enters the final stage, the persons in charge of operation of the two ships shall establish visual contact. 4.9.9 In the event of the following emergency situations, the agreed emergency stop operation signal shall be immediately issued to stop cargo delivery and take corresponding measures: a) a) There is lightning, fire or smoke sparks; b) Liquefied gas leakage is found; c) The mooring rope is broken or may break; d) Any fender fails; e) There are ships or situations in the adjacent waters that may endanger the safety of cargo transportation; f) When any captain of the ship on either side considers there is a danger. 4.9.10 When cargo is transported at night, the deck and berthing area should be adequately illuminated. 4.9.11 After the cargo is transported, the cargo hose should be cleaned of residual liquid and high-pressure gas before it can be disassembled. 4.10 Unberthing
4.10.1 Before unberthing, make sure All cargo hoses have been removed and the manifolds have been sealed with stock plates. 4.10.2 Clear obstacles outside the two ships.
4.10.3 Ensure that there are enough personnel to handle the mooring lines. 4.10.4 The mooring equipment of both ships should be kept ready for use. 4.10.5 Make sure that the navigation environment in the nearby waters allows unmooring. 4.10.6 The two ships can only unmoor after agreeing on the unmooring method. 4.11 Monitoring tugboat
4.11.1 During the transfer operation, at least one dual-purpose tugboat should be equipped on site for monitoring. 4.11.2 The power of the tugboat should be sufficient to quickly tow a berthed ship away. 4.11.3 The tugboat shall be equipped with a fixed fire extinguishing system suitable for extinguishing liquefied gas fires. 4.11.4 The tugboat shall maintain communication with the operating vessel and use the agreed language (Chinese or English). 4.12 Emergency Response
4.12.1 The vessel shall formulate an emergency plan for the transshipment operation. 4.12.2 The transshipment operator shall formulate an emergency plan for the transshipment operation area and establish an emergency response system, and inform all ships and relevant personnel involved in the transshipment operation.
4.12.3 The emergency plan shall include possible emergencies and corresponding responses during the transshipment operation. Emergency situations shall at least include:
a) ship fire;
b) liquefied gas leakage;
c) mooring failure;
d) communication failure;
e) hydrological and meteorological conditions exceeding the safe operation limit;
f) emergency unberthing;
g) fuel oil pollution;
h) personal injury (frostbite, scald and suffocation). 4.12.4 The emergency response system shall be commanded by personnel who are familiar with the transfer operation area and the emergency plan for ship transfer operations, and shall be kept in operation 24 hours a day during the transfer operation. wwW.bzxz.Net
4.12.5 The emergency response system shall be equipped with good communication equipment, maintain communication with the ships involved in the transfer operation, and be familiar with the communication methods with the local port (navigation) supervision, maritime search and rescue center, fire department, hospital and other departments. 64
4.13 Fire prevention
GB 17422-1998
4.13.1 Any place on the ship where liquefied gas may exist must prohibit fireworks and non-explosion-proof lamps. 4.13.2 Before entering the deck or any other place where liquefied gas may exist, personnel must touch the static elimination device. 4.13.3 For other methods and measures to prevent static electricity hazards, see GB13348. 4.13.4 Before cargo transportation, the chemical dry powder fire extinguishing system should be ready, the fire extinguisher should be pointed at the manifold in use, and at least two portable chemical dry powder fire extinguishers should be placed near the manifold. 4.13.5 During cargo transportation, the fire water system should be kept under pressure, and at least two fire hoses (equipped with water column/water mist dual-purpose water guns) should be connected near the manifold.
4.13.6 The water mist spray system should be available at any time during cargo transportation. 4.13.7 During cargo transportation, all doors in and out of the living cabins, except for the doors marked for crew entry and exit, must be closed; the air conditioners used in the living cabins should be converted to internal circulation systems. 4.13.8 During the transshipment operation, other ships shall not enter the warning area without the approval of the port (navigation) supervision. 4.14 Personnel protection
The ship should prepare firefighting suits, safety protective clothing, first aid kits, breathing gas masks and oxygen resuscitators so that they can be used at any time. 4.15 Environmental protection
Ships involved in transshipment operations should strictly implement the "Marine Environmental Protection Law of the People's Republic of China" and other anti-pollution regulations as well as relevant international anti-pollution conventions to which my country has acceded.
GB 17422 --1998
Appendix A
(Standard Appendix)
Safety inspection items for ship/vessel loading and unloading
Safety inspection items for ship/vessel loading and unloading before berthing (see Table A1) A1
Has radio communication been established?
Has the operating language been agreed upon?
Has the crew clearly understood the mooring procedures?
Has the power plant, steering gear and navigation equipment been tested and in good condition? Has an emergency plan been agreed upon?
Are the main and auxiliary fenders in place and the fender guy wires in good condition? Has the protrusion on the berthing side been removed?
Is there a skilled helmsman on duty?
Has the cargo manifold joint been prepared and marked? Is the hose in good condition?
Has the course and speed information been clearly communicated? Is there adequate lighting, especially near the fenders? Are the winches and anchor windlasses readily available?
Are all mooring equipment ready?
Have the crew arrived at the mooring post?
Have they established communication with the mooring personnel? Is the anchor on the opposite side ready for anchoring? Has the weather forecast for the transfer area been received? Has the other party been notified? Has the ship passed the above items? Check items for ship/ship loading and unloading safety before cargo transfer (see Table A2) Table A2
Has the inspection of parts A and C in the international ship/rate safety checklist been passed? Is the ladder properly positioned, safe and reliable?
Has a communication system between the two ships been established?
Has the emergency stop signal and procedure been agreed upon? Has the engine room been assigned a duty officer and is the main engine in standby status? Serial number
GB 17422--1998
Table A2 (Complete)
Are there axes available at the fore and aft mooring posts? Have bridge watch and anchor watch been set up?
Has a deck watch been set up to pay special attention to mooring lines, fenders, hoses, manifolds, and cargo pump control? Has the initial cargo delivery speed been agreed with the other ship? Has the maximum cargo delivery speed been agreed with the other ship? Has the filling limit been agreed with the other ship? Has the hose been pressure tested after connecting the connection?
Has the cargo hose been supported and hung well? Has the manifold been prepared? Has the tools required for quick pipe removal been notified to the other ship? Has the above items been checked? Appendix B
(Suggestive Appendix)
Fenders Provision
Table B1 gives the models, sizes and quantities of fenders commonly used in practice. Table B1 Fender configuration table
Equivalent displacement C of two ships1)
20,000
40,000
80,000
Maximum berthing speed
1) The displacement equivalent C in the table can be calculated from the following formula: C-
In the formula; A—displacement of the unloading ship;
B—displacement of the loaded ship.
Fender (high-pressure inflatable or foam type)
Diameter×Length
Minimum number
Fender (low-pressure inflatable, emergency use) Diameter×Length
2. 75×12. 0
4.5×12.0
4.5×12.0
Minimum number
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