Marine Assurance

AQAC 06 BP Terminal Assessment Minimum Standards

and Questionnaire

BP Shipping

Marine Assurance

Controlled Document

AQAC 06 BP Terminal Assessment Minimum Standards and Questionnaire

Document Control

1.0 07 Aug 09 Re-issue in new format Rob Atkins Mike Powell Rev Date Reason for Issue Owner Approved by

Version 1.0 Issued 07 Aug 09 of 129


and Questionnaire


BP Shipping Marine Assurance

Terminal Compliance Audit

Ship/Shore Interface Minimum Standards (with Questionnaire and Jetty Checklist)

Country .

Port .

Terminal .

Date of Audit .


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www.witherbys.com



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BP SHIPPING LTD

mpliance Audit in your area, outlined below is formation that m

cation will be conducted by:

PORTS AND TERMINALS SUPPORT TEAM

e:- Marine Assurance Terminal Compliance Audit R

With reference to the forthcoming Terminal Coin ay be of assistance in your advance planning.

The audit at each lo

A Marine Assurance Superintendent representing BP Shipping Ltd.

Audit Programme An opening meeting and pscope of the Marine Assura

resentation will be held at each location to provide an outline of the nce Terminal Compliance Audit Programme, including its relevance

et

2.

3. is assessed

against a s Standards. A terminal cannot meet its assurance re ompliance with these standards. There are eleven Groups of standards, which cover /shore interface: -

anisation

erations

n

9. Maintenance 10. Operations at Buoy Moorings

to g ting HSE right, and of the process for the day.

The audit will comprise: -

1. A review of the last audit report (if applicable), specifically the findings and actions taken on them.

A planned area inspection of all the marine facilities at the terminal

The Terminal Compliance Audit will encompass all shipping and marine activities identified within the terms of the Group Shipping Audit Policy. Each Terminal

et of Marine Terminal Minimum quirements under gHSEr, without c

all areas of the ship

1. Management and Org2. Port Operations 3. Terminal Layout/Physical Consid4. Ship/Shore Interface 5. Cargo Transfer 6. Safety, Health & Fire Protectio7. Environmental Protection 8. Emergency Preparedness



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11. Offshore Loading Terminals

A closing meeting to review the findings and practices arising from the audit. At the opening a

4. nd closing meetings it would useful if the Terminal and/or Off-sites Manager

attends, as well as the supervisors associated with the procedures and practices to be audited.



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Documents we will need to review (if applicable)

HSE Policy Incident records, investigation and safety statistics for the terminal & contractor Operations manuals Training programmes and records Checklists (Ship/Shore, Bunkering, COW etc.) Port Information and Jetty Regulations Booklet Mooring layouts Berth depth survey charts Wind limits for cargo arm disconnection and other operations Operating envelopes for Cargo arms Maintenance records Hose testing / inspection records Vessel feedback report forms Standards for barges and tugs International Safety Guide for Oil Tankers and Terminals (ISGOTT) Records of emergency exercises and drills Emergency procedures manual Oil spill response manual Permit to work system It would be helpful if you would distribute this guidance note to the relevant persons at each terminal that we propose to visit in order that they are suitably prepared for the audit. Please also prepare a list of the vessels that have called at the terminal in the last six months on BP business. The list should include the vessel name, the date that the vessel arrived, the cargo grade and whether loaded or discharged at the terminal. As the visit normally encompasses a ship visit any permission required for that to occur should be attended to in advance. Permission is also requested to take photographs on site with an intrinsically safe digital camera; these photographs are only used to highlight best practices and identify observations on the final report. Any special permission required to use a camera on site is requested to be sought in advance. Audit Report and Follow Up Following the visit, a draft report will be sent to the agreed terminal contact together with a link to an on-line action tracking screen. The terminal contact will be requested to provide an action plan to resolve each of the non-compliances identified together with an intended target date. When we have reviewed the action plan provided, the final report will be issued. Best Regards Marine Assurance Superintendent.



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TERMINAL COMPLIANCE AUDIT

MINIMUM STANDARDS and QUESTIONNAIRE

TABLE OF CONTENTS Page PART 1

GENERAL

Terms of Reference

12

Scope

13

Record of Opening Meeting

14

Review of Last Audit

15

Record of Closing Meeting

16

PART 2

MINIMUM STANDARDS AND AUDIT QUESTIONNAIRE

17

PART 3

JETTY SITE VISIT CHECKLIST

122



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Terms of Reference: The ‘Terminal Compliance Audit’ enables a BP Business to assure that its marine operations and activities are conducted in accordance with applicable expectations detailed within the BP HSE Management System Framework (gHSEr), and can form part of the Business Unit’s Annual Assurance Statement. The Terminal Compliance Audit will encompass all shipping and marine activities identified within the terms of the Group Shipping Audit Policy. Each Terminal is assessed against a set of Marine Terminal Minimum Standards. A terminal cannot meet its assurance requirements under gHSEr, without compliance with these standards. There are ten Groups of standards, which cover all areas of the ship/shore interface. Groups of Standards: 1. Management and Organisation 2. Port Operations 3. Terminal Layout/Physical Considerations 4. Ship/Shore Interface 5. Cargo Transfer 6. Safety, Health & Fire Protection 7. Environmental Protection 8. Emergency Preparedness 9. Maintenance 10. Operations at Buoy Moorings 11. Offshore Loading terminals Audit Process: The audit process requires an assessment of compliance to be made against each standard within these groups. The Risk Scorecard in part B of this report summarises the terminal’s overall compliance with each of the standards. Each will be given a priority rating using the categories listed below. Non-compliance items and Observations will be given in Part C of this report. Where non-compliance items are identified during the course of the audit, recommendations will be made as to how such risks may be mitigated. 1 (High Risk) A non-compliance of such fundamental significance that failure to rectify immediately could result in serious injury / substantial loss, or a non-compliance with a specific BP Group Policy, implemented to mitigate risk to the business. 2 (Medium Risk) A non-compliance of substantial importance such that failure to rectify within an agreed time frame could result in injury or loss. 3 (Low Risk) A non-compliance that requires resolution within an agreed time frame. 4 (Observation) A minor observation that requires a limited amount of work to fully meet with the standard. 5 (Compliance or Non-Compliances Not Observed) Compliance with the standard, or findings that would have resulted in a non-compliance rating were not observed. 6 (Above Compliance) An area where the minimum standard is exceeded. 7 (Best Practice) An enhancement on the standard noted for promulgation within the Group.



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0 (Not Assessed) A standard against which terminal compliance was not assessed. On completion of the audit, the audit team will verbally review their findings with the local asset manager / senior manager and will advise of any deficiencies, which could have impact upon the safety of the operation, and will invite response to the findings Scope of the Audit: · Overall management and operation of the ship/shore interface (not the tank farm or storage and loading systems). · Internal interfaces with the jetty or berth in so far as they affect the integrity of ship/shore operations, including management and management systems. · Jetty or berth structure, as it is a vital part of the integrity of the tanker operation. · Scope encompasses the systems and operations on the jetty or berth. This will include operations on any tanker that is critical to the ship/shore interface. · The audit includes the marine interfaces, towage, pilotage and Port Authority relationships to the extent that they affect the safe access of the tanker to and from the terminal. However it must be understood that this is not an audit of the towage or pilotage operation.



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Record of Opening Meeting: Terminal management present at opening meeting held at ..........(time) and which covered: Group Shipping Audit Presentation Y / N Programme for the day Y / N Terminal Presentation Y / N Personnel in attendance: - Overview of operations: -



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Review Of Last Audit: -

Num. Risk. Comment

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19



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Record of Closing Meeting: Terminal management present at closing meeting held at …………. (time) Closing meeting included the following: A review of findings Y / N Advice on resolving findings Y / N Notification of best practices Y / N Procedure for producing final report Y / N Personnel in attendance: -



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Marine Terminal Ship/Shore Interface Minimum Standards 1.0 Management and Organisation

1.1 Compliance 1.2 Risk Management 1.3 Operating Manual 1.4 Terminal Information and Port Regulations 1.5 Security 1.6 Manning Levels 1.7 Qualification and Training of Personnel 1.8 Vessel Vetting Verification 1.9 Vessel Berth Compatibility Criteria 1.10 Documentation

2.0 Port Operations 2.1 Pre-arrival Communications 2.2 Water Depth Surveys 2.3 Navigation Aids and Pilotage 2.4 Tugs and Support Craft 2.5 Double Banking 2.6 Over-the-Tide Cargo Operations

3.0 Terminal Layout/Physical Considerations 3.1 Electrical Equipment 3.2 Fendering 3.3 Lifting Equipment 3.4 Lighting 3.5 Ship/Shore Electrical Isolation 3.6 Terminal Layout and Design

4.0 Ship/Shore Interface 4.1 Moorings 4.2 Ship/Shore Access 4.3 Ship/Shore Pre-Cargo Transfer Information Exchange 4.4 Operational Communications (Alongside Berth)

5.0 Cargo Transfer 5.1 Emergency Shutdown 5.2 Emergency Isolation 5.3 Environmental Limits 5.4 Cargo Transfer Equipment

6.0 Safety, Health and Fire Protection 6.1 Safety Programme 6.2 Fire Protection 6.3 Access to the Terminal 6.4 Notices (Warning/Safety/Pollution/Security) 6.5 Life Saving and First Aid 6.6 Portable Electrical and Electronic Equipment 6.7 Occupational Health

7.0 Environmental Protection 7.1 Protection of the Environment from Pollution and Emissions



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7.2 Cargo Drainage and Containment 7.3 Oil and Chemical Spill Response

8.0 Emergency Preparedness 8.1 Emergency Response Plan 8.2 Emergency Evacuation

9.0 Maintenance 9.1 Structural Surveys 9.2 Maintenance, Inspection and Testing Programme

10.0 Operations at Buoy Moorings 10.1 Single Point Mooring (SPM)Operations 10.2 Conventional Buoy Mooring (CBM) Operations

11.0 Offshore Loading Terminals 11.1 OLT - Layout and Type 11.2 OLT - Terminal Requirements 11.3 OLT - Requirements for Visiting Tankers 11.4 OLT - Requirements for Support Craft



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1.1 Compliance

Every terminal shall comply with applicable International, National and Local regulations, and with company policy and procedures.

Applicable Getting HSE Right Expectations: 1.5, 4.4, 4.6, 5.7, 6.2, 7.2

Guidance Terminals shall comply with applicable International, National and Local regulations, and with company policy and procedures. Where a self-regulatory regime exists, terminals shall meet the spirit and intent of the applicable code and the guidelines for its implementation. (For example: A valid license to operate.) Terminal management should provide a healthy and safe working environment and ensure that all operations are conducted with minimum impact on the environment whilst complying with the regulatory system in force and recognised industry codes of practice. Terminals shall maintain current copies of regulations and guidelines applicable to their operations. (See also 1.10 Documentation) Terminals shall seek assurance that vessels visiting their berths comply with applicable International, National and Local marine regulations. (See also 1.8 Vessel Vetting Verification) Terminals shall have a management system in place, which is able to demonstrate and document proof of compliance with regulatory requirements and company policy and procedures. Terminal management shall designate a person to be responsible for ensuring compliance with the regulations and company policy and procedures.



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1.1 Compliance Key Question Y N NS NA 1.1.1.0 Does the terminal comply with applicable International, National and

Local regulations?

Guidance Questions Y N NS NA 1.1.1.1 Does the terminal have a management system in place, which is able to

demonstrate and document proof of compliance with regulatory requirements?

1.1.1.2 Does the terminal have a designated person responsible for ensuring compliance with applicable legislation and regulations?

1.1.1.3 Where a self-regulatory regime is required, does the terminal meet the spirit and intent of the applicable code and the guidelines for its implementation?

1.1.1.4 Does the terminal have a valid license to operate?

Key Question Y N NS NA 1.1.2.0 Does the terminal comply with company policy and procedures?

Guidance Questions Y N NS NA 1.1.2.1 Does the terminal have a management system in place, which is able to

demonstrate and document proof of compliance with company policy and procedures?

1.1.2.2 Does the terminal have a designated person responsible for ensuring compliance with company policy and procedures?



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1.2 Risk Management

Every terminal shall have formalised Risk Management processes in place, which demonstrate how hazards are identified and quantified, and how the associated risk is managed. Applicable Getting HSE Right Expectations: 2.1, 2.2, 2.3, 2.4, 2.5, 3.5, 6.7, 7.1, 7.3

Guidance

Terminals shall have formalised risk management processes in place, which demonstrate how hazards are identified and quantified, and how the associated risk is assessed and managed. The risk management process should include formal risk assessments, which address any changes in design, manning or operation, and shall follow on from the design case risk assessment for the facility. They shall be structured in order to identify hazard events, assess the probability of occurrence, and determine the potential consequences of the event. The output of the risk assessment shall provide recommendations on prevention, mitigation and recovery. Risk assessments should be undertaken as part of the process when modifications are made to the terminal equipment and facilities. They should also be carried out as part of the safety management processes to allow the conduct of operations whose scope is not covered in the current operational procedures. Terminals shall conduct reviews (typically annually) of their facilities and operations to identify potential hazards and the associated risks, which may demonstrate the need for additional or revised risk assessments. Reviews shall also be carried out when there are changes to the terminal facilities or operations, for example: changes in equipment organisation, the product being handled, or the type of vessels visiting the terminal.

Terminal operating procedures shall provide documentation and processes for ensuring the effective management and control of identified risks. Records of all reviews and assessments shall be kept for inspection As a guide, the risk assessment process shall consider the following areas: Process and Facilities • Ship Vetting • Technical Integrity

o mooring and fendering systems o loading arms, pipelines and tanks o valves o Processes associated with the above o Cargo control and emergency shutdown o Containment systems o Notification and response systems o Training associated with the above

Safety and Health • Warning systems • Training • Personal Protective Equipment • Hazard awareness Environmental Conditions

Ship Handling • Pilotage • Towage • Line handling Vessel systems • Inert Gas System • Mooring System • Cargo Control & Emergency Shutdown Security • Access / Personnel Control • Threat Assessment Methodologies • Communications

o Ship to shore o Law enforcement agencies

Contingency Planning • Fire Fighting • Pollution Control • Emergency Towage



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1.2 Risk Management

Key Question Y N NS NA 1.2.1.0 Does the terminal have formalised risk management processes in place,

which demonstrates how hazards are identified and quantified, and how the associated risk is managed?

Guidance Questions Y N NS NA 1.2.1.1 Does the risk management process include formal risk assessments, which

address any changes in design, manning or operation?

1.2.1.2 Do the formal risk assessments follow on from the design case risk assessment for the facility?

1.2.1.3 Are the risk assessments structured in order to identify hazard events, assess the probability of occurrence, and determine the potential consequences of the event, in accordance with the Guidance?

1.2.1.4 Does the terminal conduct periodic reviews of its facilities and operations to identify potential hazards and the associated risks, which may demonstrate the need for additional or revised risk assessments?

1.2.1.5 Are records of all reviews and assessments kept for inspection?



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1.3 Operating Manual

Every terminal shall have a written, comprehensive, and up-to-date Marine Terminal Operating Manual. Applicable Getting HSE Right Expectations: 6.2, 7.1, 7.5, 8.2

Guidance

Terminals shall have a written, comprehensive, and up-to-date Marine Terminal Operating Manual. The Terminal Operating Manual is a working document and should include procedures, practices, and drawings relevant to the specific terminal. The Manual should be available to all appropriate personnel in the accepted working language. The Terminal Operating Manual shall include the roles and responsibilities of the berth operating personnel and procedures associated with emergencies such as fire, product spillage or medical emergency. However, a separate emergency response manual shall be provided to cover such topics as emergency call-out procedures and interaction with local authorities, municipal emergency response organizations, or other outside agencies and organizations. The Terminal Operating Manual shall include (where applicable) but not be limited to the following:

• Loading and Discharge Procedure • Exposure to Toxic Vapours (e.g., H2S) • Cargo Transfer Equipment Procedures • Vessel Acceptance Criteria (Berth Limits) • Control and Shutdown Procedures • Operating Environmental Limits • Fire & Emergency Procedures • Mooring Guidelines • Gauging and Sampling Procedures • Terminal Plan Layout Drawings • Static Electricity Precautions • Cargo dosing facilities • Environmental Protection Procedures • Plans of Fire Fighting Systems • Vapour recovery systems

The terminal shall also have a documented management of change process for handling temporary deviations and when making permanent changes to the procedures in the operating manual including defining the level of approval required for such deviations and changes to a prescribed procedure.



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1.3 Operating Manual

Key Question Y N NS NA 1.3.1.0 Does the terminal have a written, comprehensive, and up-to-date

Marine Terminal Operating Manual?

Guidance Questions Y N NS NA 1.3.1.1 Is the operating manual available to all appropriate personnel in the accepted

working language?

1.3.1.2 Are the roles and responsibilities of the berth operating personnel defined in the operating manual?

1.3.1.3 Is there a documented management of change process for handling temporary deviations and permanent changes to the operating manual including defining the level of approval required?

1.3.1.4 Does the operating manual cover the topics in accordance with the Guidance?



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1.4 Terminal Information and Port Regulations

Every terminal shall provide ships visiting its berths, with information on all pertinent local regulations and terminal safety requirements applicable to the safe management of the ship/shore interface.

Applicable Getting HSE Right Expectations: 4.3, 4.4, 6.2, 8.2

Guidance Terminals shall provide ships visiting their berths with information on all pertinent local regulations and terminal safety requirements applicable to the safe management of the ship/shore interface. The information shall be provided in English, or in the terminals working language provided that operational personnel on the vessel understand this language. The process of passing the information to the ship and exchanging information with the ship shall be formalised. The terminal and the ship shall acknowledge the exchange of this information with signed receipts. Information provided shall include, but not be limited to, the following:



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Terminal and Pre-Arrival Information • Pre-Arrival information required for the Port and

Terminal • Depths and maximum vessel drafts and dimensions • Vessel displacement and dimensional limitations for

each berth

• Mooring arrangements and requirements, with diagrams

• Tugs and tug requirements, including any special towing arrangements

• Terminal and berth plans including escape routes and safety equipment locations

Operational Information • Safe operations requirements, (e.g., environmental

limitations, personnel requirements on shore and on board).

• Communications: primary, secondary and any emergency means of communication, VHF channels, installation telephone extension numbers, local emergency contact numbers

• Organisation and management of marine terminal ship/shore interface

• Pre-transfer procedures, including Ship/Shore Safety Checklist and Safety Letter

• Ship/Shore access arrangements and requirements

• Terminal smoking regulations • Health and Environmental hazards associated

with the cargoes handled • Cargo transfer equipment connection details,

including diagrams where applicable (e.g., SPM hose arrangements)

• Vapour return connection details • Cargo transfer procedures • Ballast procedures • Tank cleaning, tank entry and Crude Oil

Washing (COW) operational requirements

Safety and Security Information • Emergency procedures, including alarm signals • Emergency Shut Down & Evacuation procedures • Port / Terminal security requirements

• Meteorological information, tide heights and times, weather forecasts

• Equipment usage, intrinsic safety

Environmental Information • Port / Terminal pollution prevention regulations • Ballast water discharge controls

• Garbage disposal including any charges levied • Vapour emissions

Miscellaneous Information and Requirements • Terminal / Local Drug and Alcohol Policy • Repairs alongside • Ship stability

• Ship's stores handling and bunkering arrangements for each berth



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1.4 Terminal Information and Port Regulations

Key Question Y N NS NA 1.4.1.0 Does the terminal provide ships visiting its berths, with information on

all pertinent local regulations and terminal safety requirements applicable to the safe management of the ship/shore interface?

Guidance Questions Y N NS NA 1.4.1.1 Is the information in English, or in the terminals working language provided

that operational personnel on the vessel understand this language?

1.4.1.2 Is the exchange of information formalised?

1.4.1.3 Does the information cover the topics as detailed in the Guidance notes?



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1.5 Security

Every terminal shall have a security plan with procedures to address all security aspects identified from a security assessment of the facility. (Note: BP facilities must provide a secure working environment in

accordance with the BP Group Security Policy) Applicable Getting HSE Right Expectations: 2.1, 2.2, 4.2

Guidance

Terminals shall have a security plan with procedures to address all security aspects identified from a security assessment of the facility. Port facilities, and terminals therein, serving ships engaged on international voyages will require to be in compliance with the measures to enhance maritime security detailed in the International Convention for the Safety of Life at Sea (SOLAS) 1974 (as amended) and the provisions of the International Ship and Port Facility Security (ISPS) Code Parts A & B. Terminals not required to comply with the SOLAS and ISPS Code requirements are encouraged to consider the provisions of SOLAS and the ISPS Code in developing their security plans. The security assessment should include a risk analysis of all aspects of the terminal’s operations in order to determine which parts of it are more susceptible and/or more likely to be the subject of a security incident. The risk is a function of the threat of a security incident coupled with the vulnerability of the target and the consequences the incident. The security assessment should as a minimum encompass the following items; • Identification and evaluation of important assets and infrastructure it is important to protect. • Perceived threat-(s) to the installation and their likely occurrence • Potential vulnerabilities and consequences of potential incidents to the terminal, berths and vessels at the berths • Identification of any weaknesses (including human factors) in the infrastructure, policies and procedures. Responsibility for the plan rests with the terminal management and may, depending upon the circumstances at the facility, require a trained and designated security officer who has the necessary skills and training to ensure full implementation of the required measures to be in place at the terminal. The security plan will vary from terminal to terminal depending on the particular circumstances identified by the security assessment and local and national security considerations. The documented plan should include but is not limited to the following: • The security organisation at the terminal and port facility. • Basic security measures for normal operation and additional measures that will allow the facility to progress, without delay, to increased security levels as the threat changes. • Procedures with scope for interfacing with ships and their security activities, local port authorities, other terminals and dock facilities in the region and other local authorities and agencies (e.g., police and Coast Guard). These procedures should contain links to ensure the necessary communications systems allow for effective continuous operation of the organisation and its links with others, including ships at the terminal. • Provisions for regular reviews of the plan and for amendments based upon experience or changing circumstances. • Measures designed to prevent unauthorised access to the terminal, in particular restricted areas and ships moored at the facility. • Measures to prevent weapons or dangerous substances that could harm people of endanger ships from being introduced. • Procedures for responding to security threats or breaches of security including evacuation. To ensure it remains continuously effective, the security plan must also allow for periodic review, update and amendment based upon ongoing experience.



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1.5 Security

Key Question Y N NS NA 1.5.1.0 Does the terminal have a security plan with procedures to address all

security aspects identified from a security assessment of the facility? For BP terminals, is management committed to providing a secure working environment in accordance to BP’s Security Policy, including routine assessment of security measures in place?

Guidance Questions Y N NS NA 1.5.1.1 Has a security assessment been undertaken that has evaluated the minimum

requirements of the Guidance?

1.5.1.2 Is a documented security plan addressing all the issues arising from the assessment available to terminal personnel responsible for implementation of the plan?

1.5.1.3 Is the security plan implemented?

1.5.1.4 Are management responsibilities for implementation of the security plan clearly assigned?

1.5.1.5 Has the plan been periodically reviewed, updated or amended to ensure its continued effectiveness?

1.5.1.6 Is the terminal required by the Contracting Government to comply with the measures to enhance maritime security provisions of SOLAS and the ISPS Code?

1.5.1.7 Has the Contracting Government or its Recognised Security Organisation approved the terminal security plan and a Statement of Compliance of Port Facility (SoCPF) issued?

1.5.1.8 Has the terminal confirmed that, where necessary, the Contracting Government has advised the IMO that it has an approved security plan?



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1.6 Manning Levels

Every terminal shall establish manning levels to ensure that all operations related to the ship/shore interface can be conducted safely and that emergency situations can be managed.

Applicable Getting HSE Right Expectations: 1.4, 2.1, 3.3, 3.4, 3.5, 3.6, 6.3, 11.3

Guidance The manning of a terminal shall ensure that all operations and activities related to the ship/shore interface can be conducted safely and that emergency situations can be managed. Personnel shall be trained in the operations undertaken and have site specific knowledge of all safety procedures and emergency duties Terminals should provide sufficient manpower to ensure that all operational and emergency conditions can be conducted in a safe manner, taking into account: • Effective monitoring of operations • The size of the facility • Volume and type of products handled • The number and size of berths • Number, type and size of ships visiting the terminal • The degree of mechanisation employed • The amount of automation employed • Tank farm duties for personnel • Fire fighting duties • Liaison with port authorities and adjacent/neighbouring marine terminal operators • Personnel requirements for port operations, including pilotage, mooring boats, line handling, hose

handling. • Fluctuations in manpower availability due to holidays, illness and training. • Personnel involvement in emergency and terminal pollution response • Terminal involvement in port response plans, including mutual aid • Security In establishing manning levels, due account should be taken of any local or national legal requirements. Consideration should be given to the avoidance of fatigue that may result from extended hours of work or insufficient rest periods of time off between shifts. De-manning of Berths Terminal operators may wish to reduce manning levels by de-manning berths during cargo transfer operations. Where this is undertaken, terminals should continue to ensure that all operational and emergency conditions can be conducted in a safe manner. (e.g. alternative communications, ESD buttons and automatic valves, CCTV and monitoring systems, etc).



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1.6 Manning Levels

Key Question Y N NS NA 1.6.1.0 Does the level of terminal manning ensure that all operations related to

the ship/shore interface are conducted safely and that emergency situations can be managed?

Guidance Questions Y N NS NA 1.6.1.1 Are personnel trained in the operations undertaken, including site-specific

knowledge of all safety procedures and emergency duties?

1.6.1.2 Does the available manpower meet all operational and emergency conditions, in accordance with the Guidance?

1.6.1.3 Are manpower levels adequate to prevent or avoid fatigue?

1.6.1.4 Do any de-manning initiatives ensure that all operational and emergency conditions can be conducted in a safe manner?



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1.7 Qualification and Training of Personnel

Terminal management shall ensure that personnel engaged in activities relating to the ship/shore interface are trained and competent in the duties they are assigned to perform.

Applicable Getting HSE Right Expectations: 3.1, 3.3, 3.4, 3.5, 3.8, 6.3, 7.3

Guidance Terminal management should ensure that the personnel engaged in activities relating to the ship/shore interface are trained and competent in the duties they are assigned to perform. The following processes shall be in place: • Identification of skills required for all positions. • A system to assess individual competence and identify training needs to provide staff with the knowledge to undertake their allotted duties. • Formal training provided by industry, the company or developed locally. Vocational ("on the job") training shall be formalised to ensure that consistent levels of training are achieved. • A system of ongoing re-assessment of an individual’s competence to perform their assigned duties. • Maintenance of personnel training records All terminals may wish to consider adoption of the OCIMF Marine Terminal Training and Competence Assessment Guidelines (MTT & CAG) in a manner appropriate to their operations. This document may assist in determining the scope of training needed. All personnel engaged in activities relating to the ship/shore interface shall be thoroughly familiar with those sections of the “International Safety Guide for Oil Tankers and Terminals” (ISGOTT) that are applicable to the local site and, as a minimum, shall attend the following formal training (including refresher courses): • Site-specific safety / training (inductions) • Jetty operations training • Appropriate level pollution response training • Appropriate level fire fighting training • Appropriate level security training Personnel shall be aware of national and local rules and port authority requirements, which affect the terminal operations and the manner in which they are implemented locally. All personnel, including contractors undertaking maintenance work within the terminal and jetty areas shall receive safety training appropriate to the task and the workplace (e.g., permit to work systems, system isolations).



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1.7 Qualification and Training of Personnel

Key Question Y N NS NA 1.7.1.0 Are personnel engaged in activities relating to the ship/shore interface

trained and competent in the duties they are assigned to perform?

Guidance Questions Y N NS NA 1.7.1.1 Are the processes related to the qualification and training of personnel in place

in accordance with the Guidance?

1.7.1.2 Are all personnel engaged in activities relating to the ship/shore interface thoroughly familiar with those sections of the “International Safety Guide for Oil Tankers and Terminals” (ISGOTT) that are appropriate to the local site?

1.7.1.3 Do all personnel, including contractors, engaged in activities relating to the ship/shore interface attend formal training (including refresher courses) as appropriate?

1.7.1.4 Are personnel aware of national and local rules and port authority requirements that affect the terminal operations and the manner in which they are implemented locally?

1.7.1.5 Do all personnel, including contractors, who undertake maintenance work within the terminal and jetty areas, receive safety training appropriate to the task and the workplace?



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1.8 Vessel Vetting Verification

Every terminal shall have a procedure in place to ensure that vessels accepted to call at the terminal meet minimum standards of safe operation as established by the facility or the company's vetting system.

(Note: BP Facilities must comply with separate BP Group Shipping Policy on Ship Vetting.)


Guidance Terminals shall have a procedure in place to ensure that vessels accepted to call at the terminal meet minimum standards of safe operation as established by the facility or the company's vetting system.

Vessel acceptability may be determined by a company vetting system. In the absence of data, vessel acceptability could be based on the evaluation of industry programmes such as the Oil Companies International Marine Forum (OCIMF) Ship Inspection Report Programme (SIRE) or the Chemical Distribution Institute (CDI) system, with approvals based on recent vessel inspections. Alternatively, where vessels are not included in industry systems, consideration could be given to establishing local or regional systems.

Where terminals have specific requirements or limitations, procedures shall be in place to ensure that only acceptable vessels are allowed. A documented procedure should be in place to address the terminals response if a vessel is found to be sub-standard on arrival.

Irrespective of the vetting result, the terminal shall retain the right to reject nominated vessels, provided it has justifiable grounds to do so.

Terminals shall provide feedback information on the vessel's performance or deficiencies to the vetting system focal point.



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1.8 Vessel Vetting Verification

Key Question Y N NS NA 1.8.1.0 Does the terminal have a procedure in place to ensure that vessels

accepted to call at the terminal meet minimum standards of safe operation as established by the facility or the company's ship vetting system? For BP terminals, does the terminal understand and apply BP Group Shipping Policy on “Ship Vetting”?

Guidance Questions Y N NS NA 1.8.1.1 In the absence of company vetting system, is vessel acceptability based on

evaluation of data of industry programmes such as the OCIMF SIRE or the CDI system, or established local or regional systems?

1.8.1.2 Does the terminal provide feedback information on the vessels performance or deficiencies?

1.8.1.3 In the event that a vessel is found to be substandard on arrival, is there a documented procedure in place to deal with the situation?

1.8.1.4 Is the terminal aware of its right to reject nominated vessels?



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1.9 Vessel Berth Compatibility Criteria

Every terminal shall have a definitive and comprehensive list of vessel dimensional criteria for each berth within the terminal.


Guidance Terminals should have a definitive comprehensive list of vessel dimensional criteria for each berth within the terminal. This information, which should be made available to both internal and external contacts, should include the following criteria: Maximum Draft (See also 2.2 Water Depth Surveys) • Maximum draft should preferably be determined in consultation with authorities and should be based upon

the restricting depth at the berth or in the approaches, related to a specific datum (e.g., Chart Datum, Lowest Astronomical Tide).

• A minimum under keel clearance (UKC) should be defined taking into account speed, squat, ship motion (e.g., due to wave action), and the nature of the seabed.

• Maximum draft should be defined for the usual water density at the berth. • When defining maximum draft, due regard should be given to unusual tidal or environmental conditions

which may affect water depth. Maximum Displacement • The full load displacement figure shall be quoted to define the maximum size of the vessel allowed on the

berth. • A maximum displacement figure may also be quoted for the berthing operation where the loadings on

berth fendering may be limited. (Note: deadweight measurement alone allows for vessels to be re-measured and hence potentially misrepresent a vessels actual size.) Length Overall (LOA) • This is the maximum length of the vessel In addition, terminals may specify further dimensional limitations, for example: -Minimum Length Overall (LOA) Bow to Centre Manifold (BCM) Minimum Parallel Body Length required forward and aft of the manifold • To ensure that the vessel will rest against the fenders when in position with the cargo connection made. Maximum Beam • May be limited where the width of the waterway is limited such as a lock, a dock or a river. Maximum Allowable Manifold Height above the Water • To ensure that the vessel can keep the cargo arms connected to discharge all the cargo • In tidal locations it may be necessary to disconnect the loading arms during the high water period

Minimum Allowable Manifold Height above the Water • To ensure that a loaded vessel can be connected to the discharge arms. • In tidal locations it may be necessary to disconnect the cargo arms during the low water period.

Maximum Air Draft • The distance between the waterline and the highest point on the vessel. • This may be needed to ensure that vessels can pass beneath bridges and overhead obstructions. • A safe clearance distance may be defined by the local harbour authority. In defining these criteria, care should be taken in establishing the baseline data from which they are derived and ensuring that they are correctly reconciled. Terminals should clearly identify the units of measurement used.



and Questionnaire

1.9 Vessel Berth Compatibility Criteria

Key Question Y N NS NA 1.9.1.0 Does the terminal have available a list of vessel acceptance criteria for

each berth within the terminal?

Guidance Questions Y N NS NA 1.9.1.1 Is the list of vessel acceptance criteria for each berth in accordance with the

Guidance?

1.9.1.2 If additional dimensional limitations are required, are these specified as described in the Guidance?

1.9.1.3 Do restrictions consider all aspects of the port including berth sizes, water depths, channel width, weather conditions and environmental effects?

1.9.1.4 Is this information made available both internally and externally?



and Questionnaire

1.10 Documentation

Every terminal shall maintain a set of up-to-date documents to ensure compliance with regulations, procedures and good practice, and for providing information on the regulations, facilities and equipment

associated with the management of the ship/shore interface. Applicable Getting HSE Right Expectations: 8.1, 8.2, 8.3

Guidance

Terminals shall maintain a set of up-to-date documents to ensure compliance with regulations, procedures and good practice, and for providing information on facilities and equipment associated with the management of the ship/shore interface. Documentation should provide current information on topics that include the following:

• Legislation, including national and local requirements and HSE legislation. • Industry guidelines, company policies, HSE Policy • Operating manuals, maintenance and inspection procedures, site plans and drawings • Records, for example, internal and external audits; inspections; meetings; HSE records; permits, local

procedures • Certificates issued for equipment and processes.

Documentation available on site should include a comprehensive set of "as-built" construction drawings and specifications of the berth and associated terminal facilities, including any and all modifications made since it was first commissioned. This documentation should form the basis of any structural, water depth, or other surveys carried out to inspect the fabric of the facilities. (See also 9.1 Structural Surveys). A record of the major equipment items shall be kept, for example, specifications, purchase orders, inspection and maintenance data. Major equipment could include transfer arms, access towers, large valves, pumps, meters, fenders, mooring hooks.



and Questionnaire

1.10 Documentation

Key Question Y N NS NA 1.10.1.0 Does the terminal maintain a set of up-to-date documents to ensure

compliance with regulations, procedures and good practice, and for providing information on the regulations, facilities and equipment associated with the management of the ship/shore interface?

Guidance Questions Y N NS NA 1.10.1.1 Is the latest edition of ISGOTT or relevant industry guidance available?

1.10.1.2 Does the documentation include current information as described in the Guidance?

1.10.1.3 Does the documentation available at the terminal include comprehensive "as-built" construction drawings and specifications of the berth and associated terminal facilities, including any modifications since commissioning?

1.10.1.4 Are records of the major equipment items kept as described in the Guidance?



and Questionnaire

2.1 Pre-arrival Communications

Every terminal shall have procedures in place to manage the exchange of information between the vessel and the terminal, before the vessel berths, to ensure the safe and timely arrival of the vessel at the berth,

with both parties ready to commence operations. Applicable Getting HSE Right Expectations: 4.2, 4.3, 4.4, 8.2

Guidance

Terminals shall have procedures in place to manage the exchange of information between the vessel and the terminal, before the vessel berths, to ensure the safe and timely arrival of the vessel at the berth, with both parties ready to commence operations.

� �Prior to the vessel s arrival, the terminal will receive details of the vessel s Estimated Time of Arrival (ETA) in accordance with voyage instructions. Prior to arrival at the port, the terminal and vessel shall exchange information which, as a minimum, should

�include that detailed within ISGOTT. This exchange may be undertaken by the ship s agent as an intermediary of the terminal if by formal agreement.

2.1 Pre-arrival Communications Key Question Y N NS NA 2.1.1.0 Does the terminal have procedures in place to manage the exchange of

information between the vessel and the terminal, before the vessel berths, to ensure the safe and timely arrival of the vessel at the berth, with both parties ready to commence operations?

Guidance Questions Y N NS NA 2.1.1.1 Are there effective pre-arrival communications conducted between the

Terminal and Vessel in line with the guidance given in ISGOTT?



and Questionnaire

2.2 Water Depth Surveys

Every terminal shall maintain up-to-date records of the water depths at their berths and in the immediate vicinity of their berths. They shall also obtain up-to-date information on the water depths in the port and

the approaches to the port, which may limit the operation of the terminal. Applicable Getting HSE Right Expectations: 2.1, 2.2, 2.3, 5.6, 5.7, 6.2, 8.1, 8.3

Guidance

Terminals situated where access may be limited by water depth shall maintain up-to-date records of the water depths at their berths and in the immediate vicinity of their berths. They shall also obtain up to date information on the water depths in the port and the approaches to the port, which may limit the operation of the terminal. When a new berth is built or where a company assumes the operation of a berth or terminal, an initial depth survey shall be undertaken or recent existing survey reports referenced to establish baseline data. At all locations, water depth surveys shall be conducted at intervals not exceeding five (5) years. At a new terminal or where there is a history of siltation or scouring, or where siltation or scouring may be expected due to structural changes to facilities in the vicinity, more frequent surveys shall be undertaken. This will allow any trends to be identified. All surveys should be carried out by competent personnel and the results shall conform to the established datum for the port. The berth area shall be inspected regularly for debris and/or underwater obstructions. If the berth area does not dry to enable visible inspection, inspections should be conducted by diver or other means. The terminal shall ensure that all internal and external interested parties, such as the Port Authority, Agents, and Pilot Associations are aware of any changes to the water depth. Likewise, any inability to maintain a specific advertised minimum depth in the vicinity or alongside a specific berth shall be reported.



and Questionnaire

2.2 Water Depth Surveys

Key Question Y N NS NA 2.2.1.0 Does the terminal maintain up-to-date records of the water depths at

their berths and in the immediate vicinity of their berths?

Guidance Questions Y N NS NA 2.2.1.1 Does the terminal have up-to-date depth surveys of the berths?

2.2.1.2 Do depth surveys take account of any potential siltation scouring or structural changes in vicinity, which may require more frequent surveys?

2.2.1.3 Is the berth inspected regularly for debris and/or underwater obstructions?

Key Question Y N NS NA 2.2.2.0 Does the terminal obtain up-to-date information on the water depths in

the port and the approaches, which may limit the operation of the terminal?



and Questionnaire

2.3 Navigation Aids and Pilotage

Every terminal shall have processes in place to ensure that, where required, pilotage services are available for the operations undertaken and that necessary navigation and berthing aids are in place and are

operational. Applicable Getting HSE Right Expectations: 2.1, 2.2, 2.3, 3.1, 4.2, 6.2, 6.3

Guidance Terminals shall have processes in place to ensure that, where required, pilotage services are available for the operations undertaken and that necessary navigation and berthing aids are in place and are operational. Pilotage Terminals shall seek assurance from the Port Authority or Pilotage Service that trained and competent pilots are available to handle vessels nominated to call at their berths and are available for emergency incidents. In some cases, a company-managed pilotage/berthing master service may be provided by the terminal, in which case processes should be in place to ensure competence. Navigational Aids Terminals should maintain a close liaison with the Port and other regulatory authorities regarding changes to navigational aids within the port and approaches that could impact on the safe operation of ships destined for the terminal. Terminals should be kept informed of any changes to the navigational aids and any notices advising of any operational failures. If unsure of the impact of any change or failure, they should seek professional advice in order to assess the risk. Where navigational aids are maintained by the terminal, records of maintenance and operability should be kept. Authorities should be advised of any changes in the status of navigational aids affecting terminal operations. Where navigational aids are sited in the terminal but maintained by another party, safe access to the equipment should be provided and the activities of the workers involved should be controlled by terminal safety processes. Berthing Aids Terminals shall carefully consider the use of berthing aids such as, speed of approach monitors, to minimise the risk of damage to their facilities, the visiting vessels and the consequential risks of fire and pollution. Traffic Management Terminal management shall assure itself that ship movements within the port are effectively controlled.



and Questionnaire

2.3 Navigation Aids and Pilotage

Key Question Y N NS NA 2.3.1.0 Does the terminal have processes in place to ensure that, where

required, pilotage services are available for the operations undertaken?

Guidance Questions Y N NS NA 2.3.1.1 Is the terminal assured that trained and competent pilots are available to handle

vessels nominated to call at its berths?

2.3.1.2 If Pilots are required for emergency incidents, are they available?

2.3.1.3 Has the terminal management assured itself that ship movements within the port are effectively controlled to meet the circumstances of the port and terminal?

Key Question Y N NS NA 2.3.2.0 Does the terminal have processes in place to ensure that, necessary

navigation and berthing aids are in place and are operational?

Guidance Questions Y N NS NA 2.3.2.1 Is the terminal kept informed of any operational failures or changes to the

navigational aids that affect vessels visiting its terminal?

2.3.2.2 Is the terminal able to ascertain the impact and assess the risk of any change or failure to navigation aids?

2.3.2.3 Where navigational aids are maintained by the terminal, are records of maintenance and operability kept?

2.3.2.4 Are authorities advised of any changes in the status of navigational aids affecting terminal operations?

2.3.2.5 Where navigational aids are sited in the terminal but maintained by another party, is safe access to the equipment provided and the activities of the workers involved controlled by terminal safety processes?



and Questionnaire

2.4 Tugs and Support Craft

Every terminal that requires tugs and other support craft for berthing and un-berthing operations shall have a documented policy to determine, or formal process to confirm, the adequacy of the design, number

and power of tugs and/or support craft to be used for operations at their berths. Applicable Getting HSE Right Expectations: 1.2, 2.2, 2.3, 4.1, 4.2, 4.3, 4.4, 11.2

Guidance

Terminals that require tugs or other support craft for berthing and un-berthing operations shall have a documented policy to determine, or formal process to confirm, the adequacy of the design, number and power of tugs and/or support craft to be used for operations at their berths. Tug and support craft acceptability should take into account the following factors: • The full range of vessel sizes and types to be handled (tugs and line boats). • Loaded and ballasted vessels (assist tugs and escort vessels) • Environmental conditions: wind; sea; swell; current (all support craft) • Requirements for escort and assist tugs (assist tugs and escort vessels) • Bollard pull certification (assist tugs, escort vessels and line boats) • Suitability/ability to handle lines (line boats) • Communications (all support craft) Simulation studies may be undertaken to establish any operational constraints. Minimum bollard pull requirements should be established for the sizes and types of vessels calling at the terminal. Emergency and standby tug requirements should be established. The terminal should consider the need for tug or support craft capability related to emergency response, including pollution control, emergency evacuation, firefighting, availability and speed of response.



and Questionnaire

2.4 Tugs and Support Craft

Key Question Y N NS NA 2.4.1.0 Does the terminal have a documented policy to determine, or formal

process to confirm, the adequacy of the design, number and power of tugs and/or support craft to be used for operations at their berths?

Guidance Questions Y N NS NA 2.4.1.1 Has the terminal established the minimum requirements for tugs and support

craft taking into account the factors in accordance with the Guidance?

2.4.1.2 Have tug and mooring boat emergency and standby requirements been established to meet the needs of the terminal?

2.4.1.3 Have minimum bollard pull requirements been established for the sizes and types of vessels calling at the terminal?



and Questionnaire

2.5 Double Banking

Double banking of vessels on a berth for cargo operations shall not be conducted unless a formal engineering study and risk assessment has been carried out and a formal operational procedure and safety

plan have been produced. Applicable Getting HSE Right Expectations: 2.1, 2.2, 2.3, 2.5, 4.3, 6.3, 8.2, 11.1

Guidance

Double banking (including multiple banking)of vessels on a berth for cargo transfer (i.e. alongside ship to ship (STS) transfer) shall not be conducted unless a formal engineering study (fendering and mooring load analysis) and risk assessment has been carried out. Once it has been established that double banking operations can be safely accomplished, a formal operational procedure manual and safety plan shall be produced and adopted by the terminal management. The results of the Engineering Study and Risk Assessment shall be available for inspection at the terminal by charterers/owners/agents. This guidance is relevant to all alongside berths, but is not intended to restrict transfers between vessels on different berths. The formal Engineering Study is to address: • Design of the berth: the fendering; displacement and impact limits; mooring hooks and bollards, number and SWL; firefighting equipment capacity and range of monitors. • Local environmental conditions. • Impact on adjacent channels and port operations. • Tug availability for mooring and emergency operations. • Mooring study of single ship operation. • Mooring study of double-banked vessel operation in all configurations of loaded and ballasted ships. • Fender loading study for all berthing and un-berthing operations and for cargo transfer operations for berth fenders and Ship-to-Ship fenders. • Ship structure assessment for shell plate loadings on alongside vessel during STS operation. • STS Hose management. • Pollution control equipment and capability. • Vapour emission management. • Alarm systems.

The Risk Assessment shall address and consider: • Environmental Impact Assessment. • Engineering Study. • All aspects of the berthing unberthing and cargo transfer operation. • Simulation studies to assess feasibility and practicality of the proposed operations. • Limitations of vessels to be adopted on the basis of size, displacement and mooring equipment limitations. • Equipment to be employed (emergency release couplings, mooring hooks, shore moorings, cargo transfer equipment, etc.) • Cargo to be handled. • Simultaneous operations. • Personnel requirements on board vessels and ashore.

The Operational Procedure Manual shall address: • Management structure and responsibilities. • Applicability of the procedures detailing cargoes which may be handled, ship size and displacement limitations. • Environmental limitations. • Operational constraints. • Pilotage requirements, speed and berthing limits. • Tug numbers and application. • Mooring arrangement and restraint to be achieved. • Berthing and un-berthing procedures. • Cargo transfer procedures. • Insulation (electrical isolation). • Vapour balancing or venting arrangements and limitations. • Manning levels. • Training of terminal staff. • Inspection and watchkeeping. • Checklists.

The Safety Plan shall include: • Contingency plan to address emergency events. • Pollution procedures. • Emergency and anti-pollution management structure and responsibilities. • Contact List. • Checklists.



and Questionnaire

2.5 Double Banking

Key Question Y N NS NA 2.5.1.0 Does the terminal conduct a formal engineering study and risk

assessment which is used to produce operational procedures and safety plans for berths where vessels are engaged in double banking cargo operations?

Guidance Questions Y N NS NA 2.5.1.1 Has a formal engineering study with a fendering and mooring analysis been

conducted in accordance with the Guidance?

2.5.1.2 Has a risk assessment been conducted in accordance with the Guidance?

2.5.1.3 Does the terminal have a formal operational procedure manual in accordance with the Guidance?

2.5.1.4 Does the terminal have a safety plan in accordance with the Guidance?



and Questionnaire

2.6 Over-the-Tide Cargo Operations

Every terminal that permits over-the-tide cargo operations should have procedures in place to control the specific hazards associated with the operation.

(Note: BP facilities must comply with separate BP Group Shipping Policy on Over the Tide Cargo Operations.)


Guidance Terminals with draft limitations and significant tidal variations should have procedures in place where discharging or loading over-the-tide operations are to be permitted. These procedures should be agreed by all involved parties prior to the arrival of the vessel. All procedures produced to control these operations should be developed from a full risk assessment process to ensure that the vessel remains safely afloat, taking under keel clearance requirements and contingency measures into account. The terminal should seek assurance that the vessel’s equipment critical to the operation (e.g., cargo pumps, main engines) are operational prior to berthing and kept available while the vessel is alongside. Discharging Over-The-Tide Where a vessel is nominated to carry a cargo to a berth where the nominated quantity will cause the vessel to arrive at a draft which will exceed the maximum “always afloat” draft for the berth, it may be possible for the vessel to berth and discharge sufficient cargo before the next low water to enable her to remain afloat. This procedure may be adopted where all parties concerned accept the risk involved and agree to adopt mitigating procedures to ensure that the vessel can be discharged in good time to remain afloat or be removed from the berth to a position where she can remain afloat. Where the interested parties agree to the vessel being nominated to a berth where the vessel will be required to pump over the tide, the following criteria should be met:-

• The ship must be advised of the need to discharge cargo to meet the minimum water depth limitation. • The ship should provide a discharge plan which will achieve the draft reduction necessary before the

next low water after berthing, taking into account the tide cycle and tidal range on the relevant dates. Consideration should be given to the effect of trim and list on under keel clearance.

• The vessel pumping capacity and the terminal capacity should be sufficient to achieve the necessary underkeel clearance in the time available with a contingency allowance (e.g., extra vessel pumping capacity, spare terminal capacity).

• Terminal staff must also be prepared to expedite all necessary preparations to receive cargo and ensure the terminal is ready to receive cargo in accordance with the ship’s discharge plan, commensurate with safe operations.

• The vessel's passage in the pilotage area is to be planned and agreed to allow the vessel to berth, as soon as possible after low water (on the rising tide) as the underkeel clearance requirements and tidal conditions allow.

• If necessary, shore authorities (Customs, Immigration, etc.) should be briefed on the operation and their cooperation solicited to expedite cargo operations.

• To expedite the cargo operation, ullages and temperatures and other custodial measurements may need to be taken before the vessel berths.

• Vessel pumps should be available for immediate use on completion of berthing. Loading Over-The-Tide This may be undertaken where a vessel cannot remain safely afloat during the final stages of loading during the low water period. The vessel should stop loading at the draft at which she can remain 'always afloat' and recommences loading as the tide starts rising. Loading should not recommence unless equipment critical for the departure of the vessel from the berth (e.g., main engines) is ready for use. The loading rate should allow the vessel to complete loading, custodial measurements and documentation, clearance formalities and un-berthing with sufficient under keel clearance.



and Questionnaire

2.6 Over-the-Tide Cargo Operations

Key Question Y N NS NA 2.6.1.0 If over-the-tide cargo operations are permitted, are procedures in place

to control the specific hazards associated with the operation? For BP terminals, does the terminal understand and apply BP Group Shipping Policy on “Over-the-tide Cargo Operations”?

Guidance Questions Y N NS NA 2.6.1.1 Are the procedures produced to control these operations developed from a full

risk assessment process, taking contingency measures into account?

2.6.1.2 If discharging over-the-tide operations take place at the terminal, are all the issues and criteria in the Guidance notes addressed?

2.6.1.3 If loading over-the-tide operations take place at the terminal, are all the issues and criteria in the Guidance notes addressed?

2.6.1.4 Is the need for a UKC Policy understood and applied?



and Questionnaire

3.1 Electrical Equipment

Every terminal shall ensure that any electrical equipment is provided in accordance with a site-specific area electrical classification drawing which shows hazardous zones at the berths in plan and elevation.


Guidance Terminals shall ensure that any electrical equipment is provided in accordance with a site-specific area electrical classification drawing which shows hazardous zones at the berths in plan and elevation.

Terminals are to delineate the zones and establish the type of equipment, which is to be installed within each zone. National Legislation, International Standards and company specific guidelines, where available, are all to be addressed. The continued integrity of the equipment provided to meet zone requirements is to be addressed within the terminal planned maintenance system.

Guidance on the definition of Hazardous Area Zones is provided in ISGOTT.

Personnel carrying out maintenance on equipment within hazardous zones must be trained and certified competent, by internal process or as required by regulatory bodies, to carry out the work. All electrical maintenance shall be carried out under the control of a Permit to Work system.



and Questionnaire

3.1 Electrical Equipment

Key Question Y N NS NA 3.1.1.0 Is all electrical equipment at the terminal provided in accordance with a

site-specific area electrical classification drawing which shows hazardous zones at the berths in plan and elevation?

Guidance Questions Y N NS NA 3.1.1.1 Does the terminals planned maintenance system provide for checking of the

integrity of all electrical equipment within hazardous zones?

3.1.1.2 Are personnel undertaking maintenance of equipment in hazardous zones trained and certified competent?

3.1.1.3 Is all electrical equipment maintenance covered by a Permit to Work System?



and Questionnaire

3.2 Fendering

Fendering systems at each berth shall be engineered to suit the sizes of vessels expected to use the berth so as to ensure the safe berthing and mooring of vessels at marine terminals.


Guidance Fendering systems at each berth shall be engineered to suit the sizes of vessels expected to use the berth so as to ensure the safe berthing and mooring of vessels at marine terminals. The focus of this guidance is on operations at fixed berths, for example continuous quays, T-Head jetties, finger piers, and island berths. Fender DesignFendering systems at each berth shall be engineered to suit the sizes of vessels expected to use the berth. For purposes of this Criteria, the term fendering system shall include, the fender itself, supporting apparatus (i.e., chains, wires, etc.) and related dock structure. The design of the fenders must be compatible with the range of ship sizes and types, which use the berth. Any proposed modifications to the size range of ships using the berth shall take into account displacement, speed of approach on berthing, and the position of fenders (dolphins)

�relative to the ship s mid-point and the available flatside. For berths handling small vessels, fendering systems could comprise of rubbing strips or rubber tyres, which are adequately proportioned and supported. Fender Operating Limits for BerthingThe maximum allowable displacement for berthing must be defined in the operating procedures. The speed of the ship must be controlled as it approaches the berth so that its force on contact is within defined limits. A function of this speed is related to ship displacement and is designed to avoid over-stressing the fendering system and berthing dolphins. Berthing speeds in excess of the defined limits could lead to damage of the fendering system, berth structures and/or the vessel. The terminal must advise the local pilots and terminal operating personnel of the maximum permissible berthing speed for each berth, recognising that this is often difficult to estimate, however If speed of approach equipment is provided on the berth it is strongly recommended that allowable approach speeds for each generic size of ship are included in the operating procedures. Fender (Berthing Dolphin) LocationOn initial berthing and while vessel is lying alongside, the fenders should lie within the parallel mid-body of the

�ship. Ideally the fenders should be located symmetrically about the ship s manifold. For dolphin-type berths, the spacing betw �een fenders shall lie within the range 25% to 40% of the ship s length overall. This may vary, especially in multi-use berths or on berths designed for gas carriers where, the manifold may be located forward of amidships. In such cases the position of the fenders may be designed in accordance with the range of vessels that may call at the terminal. For continuous quays, such as those used by small vessels, the spacing between

�fenders should be approximately 15% of the ship s length overall. Fender PanelsFender panels shall be maintained in a vertical orientation by tensioning of the support chains so that the weight of the panel is not carried by the elastomeric fender unit. The fender panels shall have a smooth rubbing face without obstructions, and proportioned such that: • �The area of the fender panel is such that the pressure on the ship s hull does not exceed 20 tonnes/m2. For

small vessels this pressure may be increased up to 40 tonnes/m2. • The bottom edge of the panels is positioned to prevent low freeboard vessels from catching underneath the

panel. • The upper edge of the panels is located to prevent any protrusions (e.g. rubbing strips) on the ships hull from

catching on the top of the panel. Damaged FenderingWhen fendering system components become damaged, the use of temporary fendering may be considered but only after an engineering analysis and risk assessment have been carried out and the results have been implemented. If pneumatic fenders are used, they should be subject to periodic inspection/testing.



and Questionnaire

3.2 Fendering

Key Question Y N NS NA 3.2.1.0 Is fendering at each berth engineered to suit the sizes of vessels expected

to use the berth?

Guidance Questions Y N NS NA 3.2.1.1 Can the terminal demonstrate that the design of the fenders is compatible with

the range of ship sizes and types which use the berth?

3.2.1.2 Do any proposed modifications to the size range of ships using the berth take into account: Displacement, Speed of approach on berthing, Position of fenders (dolphins) relative to the ship’s mid-point and the available flat side.

3.2.1.3 Is the berthing maximum allowable displacement and speed of approach recorded in the operating procedures and understood by responsible terminal Personnel?

3.2.1.4 Has the terminal ensured that the Pilots have been formally advised of the maximum fender operating limits for each berth?

3.2.1.5 Do fenders lie within the parallel mid body length of the vessels expected to use the berth?

3.2.1.6 Is the fender system intact and in good condition?

3.2.1.7 Are fender panels maintained in a vertical orientation with faces free of obstruction and protrusions?

3.2.1.8 Are procedures in place to deal with damaged fendering system components?

3.2.1.9 Where the use of temporary fendering is considered, do the procedures require an engineering analysis and risk assessment prior to implementation?



and Questionnaire

3.3 Lifting Equipment

Every terminal shall have a programme for examination and periodic load testing of lifting equipment used that includes strops, chains and other ancillary equipment. Applicable Getting HSE Right Expectations: 6.2, 6.3, 6.5, 7.5, 8.3

Guidance

Terminals shall have a programme for examination and periodic load testing of lifting equipment used that includes strops, chains and other ancillary equipment. Equipment to be tested and examined includes: • Cargo hose handling cranes, derricks, davits and gantries • Gangways and associated cranes and davits • Cargo loading arm cranes • Store cranes and davits • Slings, lifting chains, delta plates, pad-eyes, shackles • Chain blocks, hand winches and similar mechanical devices • Personnel lifts and hoists Examinations shall be undertaken at intervals not exceeding one year. Load tests shall be undertaken at intervals not exceeding five (5) years or more frequently if mandated by local regulation or company requirements. Requirements • All equipment to be tested by suitably qualified individual/authority. • All test records to be retained • All equipment shall be clearly marked with SWL / serial number and test date. • Equipment is to be suitable for purpose and visually inspected prior to use. • Maintenance to be carried out in accordance with manufacturer’s guidelines and be incorporated into the terminal maintenance regime. • If certified equipment is modified or repaired, it should be retested and certified prior to being placed back in service. • Defective equipment is to be withdrawn from service immediately and only re-instated after repair, examination and where required certification.



and Questionnaire

3.3 Lifting Equipment

Key Question Y N NS NA 3.3.1.0 Does the terminal have a programme for examination and periodic load

testing of lifting equipment used that includes strops, chains, and other ancillary equipment?

Guidance Questions Y N NS NA 3.3.1.1 Does the terminal have a programme for examination and load testing of the

lifting equipment as listed in the Guidance?

3.3.1.2 Are examinations taken at intervals not exceeding one year?

3.3.1.3 Are load tests undertaken at intervals not exceeding five (5) years or more frequently if mandated by local regulation or company requirements?

3.3.1.4 Do the terminal procedures include requirements for all lifting equipment and their securing points (i.e., pad eyes) as listed in the Guidance?



and Questionnaire

3.4 Lighting

Every terminal shall have a level of lighting for access to ensure that all ship/shore interface activities can be safely conducted during periods of darkness.

Applicable Getting HSE Right Expectations: 5.1, 5.2, 5.5, 6.2, 6.11

Guidance Terminals shall have an appropriate level of lighting for access to ensure that all ship/shore interface activities can be safely conducted during periods of darkness. Lighting levels shall at least meet national or international engineering standards, but consideration is to be given to the following areas: • Jetty head working areas • Access routes • Jetty perimeters • Boat landings • Mooring dolphins and walkways • Stairways to elevated gantries • Emergency escape routes • Lighting of water around dock to detect spillage • Consideration of possibility of “unlit” vessels calling at jetty (e.g., barges) • Terminal perimeter fencing The provision of emergency lighting from a secondary power source may be considered appropriate. The lighting system shall be included in the terminal maintenance programme.



and Questionnaire

3.4 Lighting

Key Question Y N NS NA 3.4.1.0 Does the terminal have an appropriate level of lighting for access to

ensure that all ship/shore interface activities can be safely conducted during periods of darkness?

Guidance Questions Y N NS NA 3.4.1.1 In the absence of appropriate national or international engineering standards

for lighting levels, is consideration given to areas in accordance with the Guidance?

3.4.1.2 Is emergency lighting available from a secondary power source?

3.4.1.3 Is the lighting system included in the terminal maintenance programme?



and Questionnaire

3.5 Ship/Shore Electrical Isolation

Every terminal shall have means of electrical isolation to ensure protection against electrical arcing at the manifold during connection and disconnection of the shore hose or arm.


Guidance Terminals shall have adequate means of electrical isolation to ensure adequate protection against electrical arcing at the manifold during connection and disconnection of the shore hose or arm. An insulating flange installed in each cargo line is the recommended means for providing electrical isolation. Alternatively, a single length of clearly identified non-electrically conductive hose shall be included within each hose string. The insulating flange or non-electrically conductive hose shall be positioned so that it clearly isolates the ship from the shore. Bonding cables are not an effective means of dissipating potential differences between ship and shore and shall not be used, unless required by local regulation. If this is required, an isolating switch must be fitted and local procedures for its operation shall be provided. Even if local regulations require the use of a bonding wire, an insulating flange or a single length of electrically discontinuous hose should be fitted for each cargo line. Maintenance procedures shall include the regular testing (at least annually) of the effectiveness of electrical isolation. Inspection procedures shall require the inspector to check that insulating flanges have not been painted or damaged.

�Where electrically continuous hoses and an insulating flange are employed as the connection to the ship s manifold, procedures must be in place to ensure that connecting flanges in the hose string are supported clear of the berth structure to prevent the insulating flange being rendered ineffective. The requirements for the use of insulating flanges or an electrically discontinuous length of hose also applies to the vapour recovery connection.



and Questionnaire

3.5 Ship/Shore Electrical Isolation

Key Question Y N NS NA 3.5.1.0 Does the terminal have means of electrical isolation to ensure protection

against electrical arcing at the manifold during connection and disconnection of the shore hose or arm?

Guidance Questions Y N NS NA 3.5.1.1 Is each loading arm or hose string insulated in accordance with the

Guidance?Note: This also includes the vapour recovery connection if fitted.

3.5.1.2 If a bonding wire is required, is it fitted with an isolating switch with clear and understood procedures for its use?Note: insulation of the arms or hoses is still required.

3.5.1.3 Do the inspections and maintenance procedures ensure that insulating flanges are tested at least annually and are not painted or damaged?

3.5.1.4 Are procedures in place to ensure that connecting flanges in the electrically continuous hose string are supported clear of the berth structure to prevent the insulating flange being rendered ineffective?



and Questionnaire

3.6 Terminal Layout and Design

The layout of the terminal and its facilities shall address risks from external hazards and shall minimise internal hazards by good design practices.


Guidance The layout of the terminal and its facilities shall address risks from external hazards and shall minimise internal hazards by good design practices. Terminal Layout The layout of the terminal shall take into consideration external risks due to the proximity of other terminals and industrial sites. The terminal layout shall provide a secure perimeter with access for emergency services. The siting of sensitive or high-risk equipment shall ensure that they do not present a risk to other facilities and reduce their exposure to physical damage from external forces. Vehicular access and internal roads shall be designed to provide safe routes for traffic and protection for pipelines, tanks and equipment. Kerbs and safety barriers shall be provided where necessary, including jetty areas. Traffic should be managed to ensure that bottlenecks do not occur in emergency situations when emergency vehicles will need to have standing room adjacent to the emergency site. The design of the terminal shall take into account the need for emergency escape routes from potentially hazardous locations and the provision of safe muster points. Jetties Jetty design shall take into account the proximity of other berths and the risks presented by ships passing the berths in the navigable channel. Jetty equipment and fittings and their arrangement, shall be suitable for the size of ships to visit the terminal, and appropriate to the type of cargo to be handled and will meet published industry guidelines. Walkways, the inshore side of off-lying mooring dolphins and, where possible, berth edges, should be protected by guardrails. Chains may be used in lieu of metal rails where there is an operational need for guarding to be removable. Emergency ladders should be provided from the dock level to the water level.



and Questionnaire


Key Question Y N NS NA 3.6.1.0 Does the layout of the terminal and its facilities address risks from

external hazards and minimise internal hazards by good design practices?

Guidance Questions Y N NS NA 3.6.1.1 Does the terminal layout consider the elements in accordance with the

Guidance?

3.6.1.2 Does jetty design consider and address requirements in accordance with the Guidance?



and Questionnaire

4.1 Moorings

Every terminal shall provide mooring equipment on their berths appropriate for the sizes of vessels using the berths. The terminal shall also provide mooring arrangements for all berths and for all sizes of vessels,

which can be moored at those berths. Applicable Getting HSE Right Expectations: 2.2, 5.2, 5.3, 5.6, 5.8, 6.3, 6.6

Guidance

Terminals shall provide mooring equipment on their berths appropriate, in both size and number, for the sizes of vessels using the berths. The terminal shall also provide mooring arrangements for all berths and for all sizes of vessels, which can be moored at those berths. The terminal shall provide mooring bollards, mooring bitts, mooring hooks or rollers/pulleys positioned and sized for the vessels visiting the berth. The Safe Working Load (SWL) of each mooring point or lead shall be known to the berth operating personnel or marked on each mooring point. Mooring hooks and rollers are to be maintained and functionally tested. It is recommended that the mooring patterns for all vessel sizes be determined by the use of an engineering (mooring and fendering) analysis. For vessels greater than16 KDWT, the mooring arrangement should be sufficient to satisfy the criteria contained in the OCIMF Mooring Equipment Guidelines. If used shore moorings should be in good condition and well maintained. The terminal shall have operational procedures in place to: • Check adequacy of moorings for each vessel, recognising issues such as mixed moorings • Monitor the vessel's moorings and take corrective action • Ensure that the vessel remains securely moored in the correct position on the berth • At an SPM, the terminal shall ensure that the hawser tension and hawser angle is monitored • Measure wind speeds Preferably, the marine terminal should have its own locally installed anemometer for measuring wind speeds. Alternatively, other means may be used, such as reliance on wind reports from a reliable local source (e.g., nearby airport or use of ship's anemometer). Provisions should also be in place to correct the available wind speed to the basis used in the mooring guidelines (i.e. wind elevation and gust factor). Equipment for measurement of other environmental factors may also be considered, as necessary. (See also 5.3 Environmental Limits)



and Questionnaire

4.1 Moorings

Key Question Y N NS NA 4.1.1.0 Does the terminal provide mooring equipment on their berths

appropriate for the sizes of vessels using the berths?

Guidance Questions Y N NS NA 4.1.1.1 Are mooring bollards, mooring bitts, mooring hooks or rollers/pulleys

positioned and sized for the vessels visiting each berth?

4.1.1.2 Is the safe working load (SWL) of each mooring point or lead known to the berth operating personnel or marked on each mooring point?

4.1.1.3 Is the terminal mooring equipment, mooring hooks and rollers maintained and functionally tested?

Key Question Y N NS NA 4.1.2.0 Does the terminal provide mooring arrangements for all berths, and for

all sizes of vessels which can be moored at those berths?

Guidance Questions Y N NS NA 4.1.2.1 Are diagrams of minimum recommended mooring arrangements made

available to visiting vessels?

4.1.2.2 For vessels greater than 16 KDWT, is the mooring arrangement sufficient to satisfy the criteria contained in the OCIMF Mooring Equipment Guidelines?

4.1.2.3 Does the terminal have operational procedures in place in accordance with the Guidance?



and Questionnaire

4.2 Ship/Shore Access

Every terminal where vessels are berthed alongside the loading/unloading facilities, including barge-handling terminals, shall have provisions for safe ship/shore access.


Guidance Terminals where vessels are berthed alongside the loading/unloading facilities, including barge-handling terminals, shall have provisions for safe ship/shore access. Access Equipment Shore Gangway: A gangway provided by the shore facility to allow safe access between the shore and the vessel. This may be similar to a Ship's Gangway. On berths for large vessels, an automatic gangway consisting of a stairway tower with an adjustable bridge, which spans from the tower to the ship's deck may be provided. The bridge section is adjusted for height depending on the vessel's freeboard. At some berths it may be necessary to provide access to small vessels from an internal stairway below the working level of the berth. Ship's Gangway: A straight, lightweight bridging structure with side stanchions and handrails. The walking surface has a non- slip surface or transverse bars to provide foot grips for when it is inclined. It is rigged perpendicular to the ship's side and spans between the ship's rail and the working deck of the berth. Accommodation Ladder: A straight lightweight bridging structure fitted with side stanchions and handrails. The steps are self-levelling or large radius non-slip treads. It is rigged parallel to the ship's side on a retractable platform fixed to the ship's deck. The ladder is limited in its use as an access to the shore as it is fixed in its location and cannot be used if the ship's deck is below the level of the berth working deck. Criteria The responsibility for provision of safe ship/shore access is jointly shared between the vessel and the terminal. The preferred means for access between ship and shore is a gangway provided by the terminal. At locations that commonly handle vessels (including barges) that are unable to provide a gangway due to the physical limitations of the berth or the nature of the vessel’s trade, the terminal shall provide a shore based gangway or alternative arrangements to ensure safe ship/shore access. Where the terminal does not provide a shore gangway, it must provide space on the berth for the vessel to land its gangway, allowing for changes in tide and vessel freeboard. Irrespective of whether the Terminal or vessel provides the gangway, it shall be subject to inspection as part of the continuing Ship/Shore Safety Checks throughout the vessel's stay at the berth.

All ship and shore gangways shall meet the following criteria: • Clear Walkway • Continuous handrail on both sides • Electrically insulated to eliminate continuity

between ship and shore • Adequate lighting • A maximum safe operating inclination should

be established for gangways without self-levelling treads/steps.

• Lifebuoys available with light and line.

All shore gangways shall also meet the following additional criteria, as appropriate: • Remain within deflected fender face when in the stored

position • Provide for locking against motion in the stored • position • Permit "free wheeling" after positioning on vessel • Provide back-up power or manual operation in event of

primary power failure • Be designed for a specified operating envelope

Routine Maintenance All gangways are to be inspected and tested. Mechanically deployed gangways shall be function tested. Self adjusting gangways shall be fitted with alarms, which shall be tested.

Safety Nets Safety nets are not required if the gangway is fixed to the shore and provided with a permanent system of handrails made of structural members. For other types of gangways (rope or chain handrails or removable posts), safety nets shall be provided.



and Questionnaire


Key Question Y N NS NA 4.2.1.0 Does every vessel berthed at the terminal have safe ship/shore access?

Guidance Questions Y N NS NA 4.2.1.1 Does the ship/shore access meet the criteria in the Guidance?

4.2.1.2 If a shore gangway is provided, does it meet the additional criteria in the Guidance?

4.2.1.3 Is inspection and testing of shore gangways included in the terminals routine maintenance programme?

4.2.1.4 Is a gangway safety net provided when required?



and Questionnaire

4.3 Ship/Shore Pre-Cargo Transfer Information Exchange

Every terminal shall have a procedure in place to ensure that a pre-cargo transfer conference is undertaken, a Ship/Shore Safety Check List is completed, and that cargo transfers are conducted in

accordance with agreed procedures. Applicable Getting HSE Right Expectations: 1.2, 2.1, 2.2, 2.3, 4.2, 4.3, 6.2, 6.3, 6.4, 8.2, 8.3

Guidance

Terminals shall have a procedure in place to ensure that a pre-cargo transfer conference is undertaken, a Ship/Shore Safety Check List (SSSCL) is completed, and that cargo transfers are conducted in accordance with agreed procedures. In some countries a pre-cargo transfer conference is mandated with specific requirements including documentation. This Guidance shall supplement such requirements. As a minimum, the pre-cargo transfer conference shall cover the following topics:

− Completion of ship/shore safety check list − Methods of communication − Emergency procedures − Safety and security matters − Limits of operation (e.g., maximum draft, freeboard,

trim; wind speeds, etc.) − Gangway access and emergency escape − Towing wires − Secondary containment / drip pans − Current weather report and forecast

− Loading or discharge plan, including product safety data, quantities, and handling requirements

− Hose handling or loading arm operations − Inert gas and Crude Oil Washing − Bunkering operations (see below) − Slops and ballast (if appropriate) − Sealing of sea suction valves − Deck drainage and scuppers − Mooring arrangements − Vapour recovery systems

The pre- �cargo transfer conference shall be held between the person-in- � �charge of the berth and the vessel s officer responsible for cargo transfer. The information exchanged should be formalised and documents endorsed by both parties. The terminal may provide notices it may require the vessel to display to convey important information to the ship's personnel. Operational procedures agreed during the pre-cargo transfer conference shall include the following (See also 1.4 Terminal Information and Port Regulations):

− Assure sea valves are checked − Cargo operations commenced at a slow rate, and

checks made of ship and shore lines for leakage prior to full rate.

− Hourly vessel/shore comparisons of cargo transfer rates and quantities.

− Forewarning to vessels before change of shore tank taking place

− An exchange of information between jetty personnel during shift changes.

− Verification by the terminal that IGS is fully operational, with tanks inerted, prior to commencement of cargo operations

− Terminal requirement that cargo operations be stopped in event of IGS failure

− Procedures in place where tanks do not meet IGS requirements.

− Completion by trained and knowledgeable terminal personnel of the IMO Check List prior to commencing COW operations

− Confirmation by trained and knowledgeable terminal personnel of the cargo tanks oxygen content prior to permitting COW to take place.

− For bunkering operations, a safety pollution prevention check list to be used and a pre-bunkering conference held with agreed details recorded. The following should be considered as a minimum in the check list:

Oil Spill preparedness and containment at the bunkering points terminal, ship, barge, lorry.

Communications and procedures for emergency stop, topping off, etc., agreed and understood.

Ullaging, dipping and sampling follows ISGOTT Personnel understand and agree the procedures

• The SSSCL shall be based on the version contained in the current edition of ISGOTT. The terminal may adopt certain checks relevant to its own operations, and may add extra questions to the ISGOTT check list to meet these requirements. Completed SSSCLs shall be retained for future examination.

• It is important that the SSSCL is completed during a joint inspection of the vessel by trained and competent ship and shore representatives to confirm the necessary level of compliance. It shall not be conducted as a desktop activity or considered merely as a paperwork exercise. In carrying out their full responsibilities, both representatives, by questioning the other, by sighting records and, where felt appropriate, by joint visual inspection, should assure themselves that the standards of safety on both sides of the operation are acceptable. Where terminal staff are physically involved with checks onboard, they shall be aware of hazards and associated safety procedures and dangers, what to check and the different types of isolation. Repeat checks shall be carried out and recorded as required in the SSSCL.

• Transfer operations shall be delayed until unsatisfactory items identified on the SSSCL are corrected, and shall not start unless all parties understand their responsibility, including the authority to stop operations when there is a safety or pollution concern.



and Questionnaire

4.3 Ship/Shore Pre-Cargo Transfer Information Exchange

Key Question Y N NS NA 4.3.1.0 Does the terminal have a procedure in place to ensure that a pre-cargo

transfer conference is undertaken, including completion of a Ship/Shore Safety Checklist?

Guidance Questions Y N NS NA 4.3.1.1 Does the terminal conduct a pre cargo conference with the ship’s responsible

officer prior to the start of operations?

4.3.1.2 Is the information exchange formalised and are documents endorsed by both vessel and shore representatives?

4.3.1.3 Does the Ship/Shore Safety Checklist comply with ISGOTT recommendations?

4.3.1.4 Is the Ship/Shore Safety Checklist completed following a joint inspection?

4.3.1.5 Are follow-up checks made and recorded at appropriate defined intervals?

4.3.1.6 Are operations delayed until unsatisfactory items identified on the Checklist are corrected?

4.3.1.7 Do jetty operators understand their responsibility, and have the authority to stop operations when there is a safety or pollution concern?

4.3.1.8 Where terminal staff are physically involved with the checks onboard, are they aware of hazards and associated safety procedures?

Key Question Y N NS NA 4.3.2.0 Are transfer operations conducted in accordance with the procedures

agreed during the Pre-Cargo Transfer Information Exchange?

Guidance Questions Y N NS NA 4.3.2.1 Are records available to demonstrate that the operational procedures within the

guidance are adhered to?

4.3.2.2 Are separate pre transfer checklists used for bunkering operations?



and Questionnaire

4.4 Operational Communications (Alongside Berth)

Every terminal shall have a primary and secondary means of communication with vessels at their berth(s) Applicable Getting HSE Right Expectations: 1.2, 2.1, 3.4, 4.3, 6.3, 6.4, 11.2

Guidance

Terminals shall have a primary and secondary means of communication with vessels at their berth(s). Telephone, portable VHF/UHF and radiotelephone systems shall comply with the appropriate safety requirements (See also 3.1 Electrical Equipment). The terminal shall ensure provision of means of a communication, including a back-up system between ship and

�shore. The ship s radios can be used provided that their use is covered at the pre-cargo transfer conference. Communication between the responsible officer on duty and the responsible person ashore shall be maintained in the most efficient way. The communications system used shall be dedicated to the cargo transfer operations and not subject to outside interference from other communication activity within the terminal. Verbal communication between the vessel and a jetty may be an acceptable primary means of communication at some terminals, but only in cases where both the vessel manifold area and jetty head are permanently manned and a common language is used. When telephones are used, the telephone both on board and ashore shall be continuously manned by persons who can immediately contact their supervisor. Additionally, it shall be possible for that supervisor to override all calls. Where telephones are used, the telephones should not be used for communications beyond those necessary for cargo transfer, for example, other terminal/ship business or personal calls. When VHF/UHF or radiotelephone systems are used, units should preferably be portable and carried by the responsible officer on duty and the responsible person ashore, or by persons who can contact their respective supervisor immediately. To ensure immediate access, radiotelephone channels shall be restricted to a minimum number of users with minimal traffic. Where fixed systems are used the above guidelines for telephones shall be followed. The selected system of communication together with the necessary information on telephone numbers and/or channels to be used shall be recorded on a form signed by both ship and shore representatives. Should mobile telephones be used for ship/shore communications, they shall be intrinsically safe and be appropriately certified (see also 6.6 Portable Electrical and Electronic Equipment). Should all the agreed means of communication fail, cargo transfer should be suspended until the problem is resolved Where there are difficulties in verbal communications, these shall be overcome by appointing a person with technical and operational knowledge and a command of a language understood by both ship and shore personnel. Where the national language is used by both terminal and ship it is acceptable for communications to be conducted in that language. Where the national language is not being used, the common language to be used shall be English. The IMO Standard Marine Vocabulary can be used to convey all necessary basic communications. Should language difficulties be experienced that threaten to impact the safety of operations, cargo transfer should be suspended until the problem is resolved.



and Questionnaire

4.4 Operational Communications (Alongside Berth)

Key Question Y N NS NA 4.4.1.0 Does the terminal have a primary and secondary means of

communication with vessels at their berth(s)?

Guidance Questions Y N NS NA 4.4.1.1 Do the telephone, portable VHF/UHF and radiotelephone systems, where used,

comply with the safety requirements?

4.4.1.2 Do personnel who need to communicate between ship and shore speak and understand a common working language?

4.4.1.3 Do procedures require the suspension of operations in the event of communication failure

4.4.1.4 Is the communication between ship and shore dedicated to cargo transfer operations?

4.4.1.5 Is the primary communication between ship and shore continuously manned?

4.4.1.6 If verbal communication is the primary means of communication between the vessel and the jetty, are both manifold and jetty permanently manned?

4.4.1.7 Is the selected system of communication, together with the necessary information on telephone numbers and/or channels used, recorded on a form?



and Questionnaire

5.1 Emergency Shutdown

Every terminal shall have a procedure in place under which cargo operations must be stopped immediately.


Guidance Terminals shall have a procedure in place which designates circumstances under which cargo operations must be stopped immediately and describes the means of doing so. The procedure shall identify the location of the emergency shut down button or the communication method to be employed and any back up system. The arrangements for emergency shut down procedures and equipment to be used must be discussed and agreed at the pre-cargo transfer conference. Due regard shall be given to the possible dangers associated with any emergency shutdown procedure (e.g., pressure surges, valve closure times, marine loading arm disconnection).

5.1 Emergency Shutdown Key Question Y N NS NA 5.1.1.0 Does the terminal have a procedure in place, which designates

circumstances under which cargo operations must be stopped immediately?

Guidance Questions Y N NS NA 5.1.1.1 Do terminal operators know the location of the emergency shut down button or

the communication method to be employed and any back up system?

5.1.1.2 Do terminal operators know the location of the emergency shut down button or the communication method to be employed and any back up system?

5.1.1.3 Are the arrangements for emergency shut down procedures and equipment to be used discussed and agreed at the pre-cargo transfer conference?

5.1.1.4 Is due regard given to the possible dangers associated with any emergency shutdown procedure (e.g., pressure surges, valve closure times, marine loading arm disconnection)?



and Questionnaire

5.2 Emergency Isolation

Every terminal shall have a means of isolating cargo lines in an emergency. Applicable Getting HSE Right Expectations: 2.3, 5.2, 6.6, 11.1, 11.2

Guidance

Terminals shall have a means of isolating cargo lines in an emergency. Isolation valves shall be fitted at the berth manifold area for each loading or unloading line, and where berth extend from the shore; an additional isolation valve shall be fitted at the shore end of each line. In addition, a non-return valve or other means to prevent back-flow shall be fitted to cargo lines that are dedicated to unloading service. If the berth is not continuously manned during the cargo transfer, isolation valves shall be motorised and remotely operated. To avoid surge pressures, closure times of isolation valves should be in the order of 30 seconds. The need for additional remotely operated isolation valves within the terminal’s cargo line system may be determined by a risk assessment addressing scenarios such as fire, explosion, or damage from impact.

5.2 Emergency Isolation Key Question Y N NS NA 5.2.1.0 Does the terminal have a means of isolating cargo lines in an

emergency?

Guidance Questions Y N NS NA 5.2.1.1 Are isolation valves fitted at the berth manifold area for each loading or

unloading line?

5.2.1.2 Where the berth extends from the shore, is an additional isolation valve fitted at the shore end of each line?

5.2.1.3 Are non-return valves or other means to prevent back-flow fitted to cargo lines that are dedicated to unloading?

5.2.1.4 If the berth is not continuously manned during the cargo transfer, are isolation valves motorised and remotely operated?

5.2.1.5 Are isolation valve closure times set to avoid surge pressures?



and Questionnaire

5.3 Environmental Limits

Every terminal shall have clearly defined environmental operating limits for all the types and sizes of vessels visiting the terminal.

Applicable Getting HSE Right Expectations: 2.1, 2.2, 5.2, 6.3, 6.42.1, 2.2, 5.2, 6.3, 6.4

Guidance Terminals shall have clearly defined environmental operating limits for all the types and sizes of vessels visiting the terminal. These limits shall be documented in the terminal operating procedures and the Port Regulations and Terminal Information Booklet. The defined limits shall cover all operations associated with the arrival and departure of vessels and the safe loading or discharge of product at the terminal. Limits will normally be based on ambient environmental conditions, such as: • Wind speed and direction, • Wave height and period • Current speed and direction • Swell conditions that may affect operations at the berth. • Electrical storms • Environmental phenomena such as river bores and ice movement • Temperature which might affect loading or unloading The environmental limits shall define the thresholds for: • Manoeuvring for arrival and berthing • Stopping loading or discharging • Disconnecting cargo hoses or hard arms • Summoning tug assistance • Removing the vessel from the berth • Manoeuvring for un-berthing and departure Information on environmental limits shall be passed to the vessel at the pre-cargo operations transfer conference and, where applicable, be formally recorded in the Ship/Shore Safety Checklist. Routine weather forecasts received by the terminal should be passed to the vessels.



and Questionnaire

5.3 Environmental Limits

Key Question Y N NS NA 5.3.1.0 Does the terminal have clearly defined and documented environmental

operating limits for all the types and sizes of vessels visiting the terminal?

Guidance Questions Y N NS NA 5.3.1.1 Do the applicable defined limits cover all operations associated with the arrival

and departure of vessels and the safe loading or discharge of product at the terminal?

5.3.1.2 Is information on environmental limits passed to the vessel at the pre-cargo operations transfer conference and, where applicable, formally recorded in the Ship/Shore Safety Checklist?

5.3.1.3 Does the terminal receive frequent weather forecasts and pass them to the vessels?



and Questionnaire

5.4 Cargo Transfer Equipment

Every terminal shall have cargo transfer equipment that is designed, constructed, operated, and maintained in accordance with national regulatory requirements, industry standards and recognised

codes of practices. Applicable Getting HSE Right Expectations: 5.2, 5.4, 6.1, 6.2, 6.3, 6.5, 6.6

Guidance

Terminals shall have cargo transfer equipment that is designed, constructed, operated, and maintained in accordance with national regulatory requirements, industry standards and recognised codes of practices. The integrity of the cargo transfer equipment is critical to ensure safe and pollution-free loading and discharge operations. To provide this assurance, marine terminals need to maintain records on design basis, operating conditions, and maintenance of cargo transfer equipment. All operational aspects on the proper use of cargo transfer equipment shall be contained in the terminal's operating manual. Following are recommended requirements for cargo transfer equipment. Existing facilities that have equipment in service not meeting the equipment's original design basis or the minimum requirements noted below shall base the continued use of such equipment on a formal risk assessment. Minimum Requirements:- • All equipment used shall be certified and shall be fit for

purpose • Insulating flanges or a section of non-conducting hose shall

be installed in all cargo transfer systems in accordance with ISGOTT.

• Dock hoses shall be manufactured in accordance with industry guidelines or international standards

• Marine Loading Arms shall be designed and fabricated by a recognised manufacturer in accordance with the Oil Companies International Marine Forum (OCIMF) "Design Specification for Marine Loading Arms"

• Marine Loading Arms shall be used for LNG transfer at marine terminals

• Cargo transfer piping systems shall be designed in accordance with the applicable national code for its duty.

Inspection and Maintenance Requirements • Insulating flanges shall have a documented inspection at least

annually to confirm they provide adequate electrical resistance • Cargo hoses in service shall have a documented inspection at

least annually to confirm their suitability for continued use, which includes visual check for deterioration/damage, pressure test to 1.5 times Rated Working Pressure (RWP), electrical continuity and with a retirement against defined criteria. This guidance shall also apply to ship cargo hoses used for ship/shore connections.

• Marine loading arms shall have a documented inspection programme, which includes: annual visual inspection and manoeuvring through their full envelope; wall thickness measurements (not to exceed a 6 year interval), and pressure testing after seal change-outs or at an interval not exceeding 6 years.

• Cargo transfer pipelines shall have a documented testing and inspection programme, which includes a formal annual visual inspection to check on the condition of the pipelines, protective coatings and, if fitted, insulation materials. The programme should also include internal inspection, wall thickness measurement, and pressure testing. The interval between tests and inspections shall be determined by reference to pipeline material, duty, location, and experience. In the absence of a documented programme, the following minimums shall apply: internal inspection every 5 years; wall thickness measurement every 10 years and pressure testing after component replacement.

• A visiting vessel shall attest hoses provided by the vessel are certified, fit for purpose, in good physical condition and have been pressure tested within the past year.

• Range monitoring and alarms on marine loading arms are to be regularly tested

Operating Requirements Safe operating procedures for marine loading arms and hose systems shall be documented in the terminal operating manual. The manual shall contain procedures and guidance on all aspects of the equipment fitted at the berths such as: • Cargo Arm and Hose storage, handling and support • Vapour recovery systems • Securing of blank hose, hard arm and manifold flanges when

not in use.

• Marine Loading Arms - Safe working envelopes • Use of patented connections and fittings • Use of reducers • Use of ship's hoses • Line venting and draining • Pressure regulating devices • Breakaway couplings • �PERC s (Powered Emergency Release Coupling) • Visual inspection of jetty and equipment, including cargo

hoses and loading arms before and during use.



and Questionnaire


Key Question Y N NS NA 5.4.1.0 Does the terminal have cargo transfer equipment that is designed,

constructed, operated, and maintained in accordance with national regulatory requirements, industry standards and recognised codes of practice?

Guidance Questions Y N NS NA 5.4.1.1 Are recommended requirements for cargo transfer equipment provided in the

guidance being followed? Minimum requirements, Maintenance requirements, Operating requirements

5.4.1.2 For existing facilities, is the continued use of cargo transfer equipment, which does not meet the equipment's original design basis or the minimum recommended requirements, based on a formal risk assessment?

5.4.1.3 Is there a systematic inspection of the jetty and equipment prior to the arrival of a vessel with a formal system for reporting defects?

5.4.1.4 Does the terminal ensure that any ship hoses used for cargo transfer are certified, fit for purpose, in good physical condition and have been pressure tested within past year?



and Questionnaire

6.1 Safety Programme

Every terminal shall have an active and comprehensive Safety Programme designed to deliver a high level of safety performance.

Applicable Getting HSE Right Expectations: 1.3, 1.4, 1.5, 1.7, 1.8, 2.1, 2.3, 3.1, 3.2, 3.4, 3.5, 3.7, 3.8, 4.1, 4.6, 6.7, 7.1, 8.2, 9.1, 9.5, 9.6, 9.8, 11.1, 11.3, 11.4, 11.5, 12.1, 12.2, 12.3, 12.4, 12.5, 13.1, 13.2, 13.4, 13.7

Guidance

Terminals shall have an active and comprehensive Safety Programme designed to deliver a high level of safety performance. The Safety Programme shall be designed to achieve the aims of a published Safety Policy. Evidence of the programme’s effectiveness includes manifestation of a safety culture that is supported by each individual in the workforce. The Safety Programme's content shall ensure that the following processes are in place: • Emergency management • Periodic fire and oil spill drills. These drills to address all aspects and locations of potential incidents and shall include vessels at a berth • Emergency drill reviews • Hazard identification and risk assessment • Permit to Work system • Incident reporting • Near Miss reporting • Incident and near-miss investigation and feedback • Site safety inspections • Safe work practices and standards of housekeeping • Personal Protective Equipment; the equipment provided; the expectation of its use, including Third Party Contractors (e.g., tug and mooring boat crews, mooring gangs, cargo samplers and surveyors). • A documented system of safety meetings across the company structure encompassing all personnel, • Work team safety briefings • Pre-task safety discussions • Safety management of visitors, contractors and vessel crew • On-site training and familiarisation.



and Questionnaire

6.1 Safety Programme

Key Question Y N NS NA 6.1.1.0 Does the terminal have an active and comprehensive Safety Programme

designed to deliver a high level of safety performance?

Guidance Questions Y N NS NA 6.1.1.1 Does the terminal have a Safety Programme designed to achieve the aims of a

published Safety Policy.

6.1.1.2 Does the Safety Programme content include the processes in the guidance?



and Questionnaire

6.2 Fire Protection

Every terminal shall have a fire-fighting capability suited to the size of vessels and the type and volume of cargo being handled.


Guidance Terminals shall have a fire-fighting capability suited to the size of vessels and the type and volume of cargo being handled. ISGOTT provides information on fire protection equipment for a range of marine terminals. The fire-fighting capability and equipment for the terminal shall be based on regulatory requirements, where applicable. In the absence of such regulation, capability should be based on ISGOTT provisions, and the outputs of a formal risk assessment. The risk assessment should take into account the following criteria for each berth: • The sizes of vessel that can be accommodated on the berth taking into account the possible height of the

manifold. • Location of the terminal • The nature of the cargo. • Potential impact of release of product • Areas to be protected • The regional fire response capability available to the terminal • The level of training and experience of the available emergency response organisations. The equipment to be considered for providing at the installation: • Fire water sources, • Fire water pumps (numbers and capacities) • International Shore Fire Connections • Foam requirements, on-site system and reserve supplies foam type shall be compatible with products

handled • Foam and firewater delivery systems (e.g., monitors, pipelines, hoses, hydrants, deluge systems, etc.) • Dry powder systems • Portable fire extinguishers • Fireman's outfits, protective clothing • Breathing apparatus, air supply, reserve cylinders and compressors • Training facilities either onsite or locally. • Fire-fighting tugs or fire boats • Fire or explosion protection of essential equipment and the provision of explosion-proof glass in windows

of control room near the jetty. • Fire and gas detection/alarm systems



and Questionnaire

6.2 Fire Protection

Key Question Y N NS NA 6.2.1.0 Does the terminal have a fire-fighting capability suited to the size of

vessels and the type and volume of cargo being handled?

Guidance Questions Y N NS NA 6.2.1.1 Is the terminal fire fighting capability sufficient to meet provisions in the

guidance?

6.2.1.2 Does the terminal fire fighting capability meet, guidelines provided in ISGOTT or the results of a formal risk assessment?

6.2.1.3 Are means provided at each berth to enable ship and shore fire mains to be connected, if necessary by an International Ship/Shore Fire connection?



and Questionnaire

6.3 Access to the Terminal

Every terminal shall have procedures in place to control access to the terminal, the berths and vessels at the berths.

Applicable Getting HSE Right Expectations: 2.1, 2.2, 4.2

Guidance Terminals shall have a plan with procedures in place to control access to the terminal, the berths and vessels at the berths. The security of the terminal is essential for safe operations, and the degree of implementation will be dependent on the location and risk exposure, which may include consideration of the offshore side of vessels, underwater and beneath the jetty, if applicable. The perimeter of the facility shall be fenced to prevent unauthorised access. The foreshore may need fencing to prevent access or other means provided to control access to the terminal from the shore. In addition, in some locations consideration may need to be given to monitoring the perimeter remotely utilising closed-circuit television cameras. It may be necessary to provide internal fencing within the terminal if access is needed through the terminal area for outside personnel. Access to or through the terminal shall be controlled to prevent the admission of sources of ignition such as matches, cigarette lighters, portable electrical equipment and firearms (see also 6.6 Portable Electrical and Electronic Equipment). Controls should also address the ingress of other prohibited goods, such as drugs or alcohol. Access to the jetties and vessels berthed at the terminal needs to be addressed and the arrangements and requirements advised to vessels calling at the terminal berths. Access to the terminal is to be restricted to prevent the admission of people who may have criminal intentions, intent to undertake a political demonstration or terrorist activity. Where these activities are expected, professional security support should be employed along with security surveillance systems. The local policing authority should be notified and their assistance obtained as necessary for the situation. Procedures for controlling access should be established and should address:

• Designation and marking of areas restricted to authorised personnel. • Pass system for controlling terminal personnel and visitors, contractors, vessel staff and visitors. • Briefings on personnel safety and security requirements. • Procedures to restrict control or prohibit vehicle use. • Search procedures for personnel, visitors and vehicles

In establishing access controls, reference should also be made to the guidance contained within 1.5 Security.



and Questionnaire

6.3 Access to the Terminal

Key Question Y N NS NA 6.3.1.0 Does the terminal have a plan with procedures in place to control access

to the terminal, the berths and vessels at the berths?

Guidance Questions Y N NS NA 6.3.1.1 Is access to terminal, including jetty areas, controlled by means of fencing and

security gates?

6.3.1.2 Is access through the terminal controlled to prevent the admission of sources of ignition such as matches, cigarette lighters, portable electrical equipment and firearms?

6.3.1.3 Are there procedures and controls established to prevent the ingress of alcohol and drugs?

6.3.1.4 Are the access control procedures developed in accordance with the Guidance?



and Questionnaire

6.4 Notices (Warning/Safety/Pollution/Security)

Every terminal shall display notices to alert personnel to critical information. Applicable Getting HSE Right Expectations: 1.2, 3.1, 4.2, 4.4, 8.1

Guidance

Terminals shall display notices to alert personnel to critical information. Notices shall be used to convey important information only. The following topics are usually covered by Notices: Safety Instructions• No Smoking • No-Entry • Permit to Work • Use of portable electrical equipment • Anti-pollution procedures • Use of Personal Protective Equipment (PPE) Advice• Terminal layout • Roadways • Parking Areas • Pedestrian ways • Main access point • Emergency access points or emergency rendezvous points • Emergency escape routes • Location of fire-fighting equipment, including the International Shore Fire Connection • Location of life-saving and safety equipment • Muster Points • Low head room or obstruction • Emergency communication and equipment • Location of emergency stops and alarms • Security • Statutory information • Equipment locations • Pipeline markings Information contained on notices shall be contemporary and where it is authorised by management, it shall be signed by the current Manager. Whenever possible, notices should be of a pictorial nature rather than written to more effectively communicate the message, especially with those who do not read the language of the respective terminal. Where terminals are handling international trading vessels, any text should also be displayed in English where the working language of the terminal is different. Locations for notices should be carefully considered to make them visible from all key locations, including vessels alongside the terminal entrances. Consideration should be given to the need to re-emphasise guidance in specific locations. Emergency, safety, and security notices should be illuminated or highlighted by the adoption of luminous or retro-reflective materials.



and Questionnaire

6.4 Notices (Warning/Safety/Pollution/Security)

Key Question Y N NS NA 6.4.1.0 Does the terminal display notices to alert personnel to critical

information?

Guidance Questions Y N NS NA 6.4.1.1 Are there adequate, easily understood and up-to-date notices to cover the

topics contained in the guidance?

6.4.1.2 Where terminals are handling international trading vessels, is the text in English as well as the working language of the terminal?

6.4.1.3 Where necessary are emergency, safety, and security notices illuminated or highlighted by the adoption of luminous or retro-reflective materials.



and Questionnaire

6.5 Life Saving and First Aid

Every terminal shall provide lifesaving and first aid equipment suitable for the activities and manning of the facility.


Guidance: Terminals shall provide lifesaving and first aid equipment suitable for the activities and manning of the facility. Suitable equipment to address the consequences of probable hazards could include: • Emergency Escape Breathing Devices (EEBD’s) • Respiratory protective equipment • Personal gas monitors • Lifeboats and rescue boats • Liferafts • Floatation aids, including life rings and lifevests • First Aid kits • Showers and eyebaths • Stretchers • Resuscitation equipment • Torches/flashlamps • Portable radios Equipment shall be accessible, maintained and in good condition, with responsibilities for the equipment clearly identified Personnel shall be trained in the correct use of any equipment provided at the facility.



and Questionnaire


Key Question Y N NS NA 6.5.1.0 Does the terminal provide lifesaving and first aid equipment suitable for

the activities and manning of the facility?

Guidance Questions Y N NS NA 6.5.1.1 Does the lifesaving and first aid equipment available address the consequences

of probable hazards.

6.5.1.2 Is the equipment accessible, maintained and in good condition, with responsibilities for the equipment clearly identified?

6.5.1.3 Are personnel trained in the correct use of all equipment provided at the facility?



and Questionnaire

6.6 Portable Electrical and Electronic Equipment

Every terminal shall have procedures to manage the use of portable electrical and electronic equipment within the hazardous areas of the facility.


Guidance Terminals shall have procedures to manage the use of portable electrical and electronic equipment within the hazardous areas of the facility. Portable electrical and electronic equipment includes, but is not limited to the following items: • Portable radio transceivers (walkie talkies) • Mobile telephones (cell phones) • Radio receivers • Radio pagers • Electronic cameras • Video Cameras • Torches/Flashlights • Portable lights on wandering leads/cords or air powered • Electrically powered fans. • Tape recorders, tape players; CD and DVD players, etc. • Computers, calculators, Personal Digital Assistant’s (PDA’s) Any of the above equipment, which is to be used in a hazardous zone, is to be either approved as intrinsically safe or certified for use in hazardous areas. Facilities shall place notices at the entrance to the terminal, on the jetty head and at other prominent points around the facility detailing the control of ignition sources including portable electrical equipment. (See also 6.4 Notices). Facilities shall have written procedures for the control of portable electrical equipment. These procedures shall be rigorously enforced. The use of non-approved equipment in hazardous areas shall only be permitted under the control of a Permit to Work System, which shall include testing of the atmosphere to ensure the area is safe. ISGOTT provides detailed information on the controls needed for the use of portable electrical and electronic equipment. The training of terminal personnel including security staff shall require them to be conversant with these controls.



and Questionnaire

6.6 Portable Electrical and Electronic Equipment

Key Question Y N NS NA 6.6.1.0 Does the terminal have procedures to manage the use of portable

electrical and electronic equipment within the hazardous areas of the facility?

Guidance Questions Y N NS NA 6.6.1.1 Do the procedures address restrictions on the use of portable electrical and

electronic equipment listed in the guidance?

6.6.1.2 Does the terminal ensure that any portable electrical or electronic equipment, which is to be used in a hazardous zone, is either approved as intrinsically safe or certified for use in hazardous areas in accordance with procedures?

6.6.1.3 Are there notices at the entrance to the terminal, on the jetty head and at other prominent points around the facility detailing the control of ignition sources including portable electrical equipment?

6.6.1.4 Is the use of non-approved equipment in hazardous areas covered by a procedure and only permitted under the control of a Permit to Work System?

6.6.1.5 Are the ISGOTT provisions on the controls needed for the use of portable electrical and electronic equipment understood and implemented by the terminal?

6.6.1.6 Does the training of terminal personnel, including security staff, cover the ISGOTT provisions?



and Questionnaire

6.7 Occupational Health

All terminals shall have procedures in place to protect personnel against risks to their health. Applicable Getting HSE Right Expectations: 2.2, 3.1, 3.5, 3.6, 6.4, 9.5

Guidance

All terminals shall have procedures in place to protect personnel against risks to their health. Any Risk Assessment must take into account any Occupational Health implications. Occupational Health topics should be a permanent agenda item for all terminal Safety Meetings. Protection Terminals must provide all personnel working on site with protection against the following: • Harmful/Toxic Vapours o Hydrocarbon o Benzene o H2S o Mercaptans o Chemical o Smothering agents (CO2, Nitrogen, Inert Gas) o Products of combustion • Dust (Particulates) o Asbestos o Chemical Powders o Grit and dirt • Performance impairment (Drug and Alcohol Policy)

• Harmful/Toxic Liquids and Gases o Oil/petroleum products and chemicals present or used on site o Corrosive liquids (e.g., acids, alkalis) • Physical Injury o Slip/Trip hazards o Bump hazards o Lifting injury (manual handling procedures) o Crushing due to moving loads o Electrical shock o Effect of heat and cold • Noise and vibration • Injury due to fatigue (Hours of Work Policy)

Information Health and Safety Information about products and chemicals shall be made available by the provision of Material Safety Data Sheets (MSDS). These shall be provided to all vessels loading at the terminal, and retained on the vessel for presentation at the discharge port. Management The hierarchy of controls which should be put in place to minimise exposures are: 1. Elimination of the hazardous chemical 2. Substitute with a less hazardous material 3. Engineering controls to eliminate exposure 4. Administrative controls 5. Use of Personal protective equipment (PPE), is provided as the last option to protect workers. Procedures shall be in place to minimise exposures to occupational health hazards, risk assessments performed, control systems implemented and awareness training about hazards and control systems provided Visitors Visitors to the site shall be made aware of the procedures in place and must be requested to comply with them or be isolated from risk during their visit. Terminals shall consider providing visitors with distinctive coloured safety helmets to identify them as personnel unfamiliar to the site and its procedures.



and Questionnaire

6.7 Occupational Health

Key Question Y N NS NA 6.7.1.0 Does the terminal have procedures in place to protect personnel against

risks to their health?

Guidance Questions Y N NS NA 6.7.1.1 Does the terminal procedure cover all the Guidance relevant to its operations?

6.7.1.2 Have health hazards been identified?

6.7.1.3 Are identified health hazards being effectively controlled?

6.7.1.4 Are precautions taken when ullaging or sampling cargoes having high concentrations of H2S, benzene or other toxic gases?

6.7.1.5 Are procedures in place to ensure personal protective equipment is provided and its use enforced?

6.7.1.6 Has the terminal identified where life vests must be worn?

6.7.1.7 Are Material Safety Data Sheets available for all products and chemicals at the terminal?

6.7.1.8 Does the terminal have a drug & alcohol policy with effective measures for handling incidents and breaches of the policy?

6.7.1.9 Is this policy also applied to members of ships crew who are involved in operations affecting terminal safety?

6.7.1.10 Does the terminal have procedures in place to protect visitors?

6.7.1.11 Does the terminal have a hierarchy of controls in place to minimise exposures?



and Questionnaire

7.1 Protection of the Environment from Pollution and Emissions

Every terminal shall have procedures in place for the treatment or control of waste and harmful emissions generated as a result of its operations.


Guidance Terminals shall have procedures in place for the treatment or control of waste and harmful emissions generated as a result of its operations. Every terminal shall have an approved Waste Management Plan to include the handling and disposal of garbage and, as appropriate, oil, oil mixtures and noxious liquid substances. Any vessel calling at the terminal shall be advised of the disposal facilities available at the terminal or elsewhere within the port. Disposal facilities provided by the terminal shall be compatible with the liquid substances loaded or discharged at the terminal. In addition, terminals shall comply with any regulations or operational restrictions associated with: - • Ballast water management (harmful aquatic organisms) • Volatile Organic Compound Emissions (VOCs) • Greenhouse gas emissions (GHGs) • Nitrous oxides and Sulphur dioxide emissions (NOX and SOX) • Sewage • Garbage • Product dosing



and Questionnaire

7.1 Protection of the Environment from Pollution and Emissions

Key Question Y N NS NA 7.1.1.0 Does the terminal have procedures in place for the treatment or control

of waste and harmful emissions?

Guidance Questions Y N NS NA

7.1.1.1 Does the terminal have an approved Waste Management Plan?

7.1.1.2 Are vessels calling at the terminal advised of the disposal facilities available?

7.1.1.3 Does the terminal comply with any regulations or operational restrictions associated with protection of the environment?



and Questionnaire

7.2 Cargo Drainage and Containment

Every terminal berth shall have provisions for safely draining the cargo transfer system, including hard arms and hoses, and for containing (excluding dedicated LPG/LNG berths) any operational spillages.


Guidance Terminal berths shall have provisions for safely draining the cargo transfer system, including hard arms and hoses, and for containing (excluding dedicated LPG/LNG berths) any operational spillages. Surface Drainage Surface drainage control on the berth is an important aspect in preventing pollution and isolating possible spill fires. There shall be provision for: • Containment on the jetty head and at cargo manifold areas. • Procedures for the collection of residues, draining, and disposal. • Draining of pipelines, hard arms and hoses for routine maintenance and testing. Cargo Transfer System Drainage Requirements The facility must have a closed system for clearing the cargo transfer lines. Acceptable systems are: • Pump back system into cargo line • Drain line from arm/hose directly to a sump • Clearing with water to shore tank • Displacement with nitrogen/air (as applicable to cargo) • Gravity draining back into shore cargo line or ship’s tank. There must be written operating procedures for the type of system used. Cargo Containment Each facility must have a continuous bunded area for the containment of spills emanating from manifolds, sample points, valves and other connections, which could leak directly into the marine environment. The deck within bunded areas must be sloped to a dedicated catch basin, which drains to a sump, or be provided with other means of preventing accumulation of product and avoiding overflow. Consideration must be given to storm/rain water management. Exceptions to this would be wharves that are not dedicated to the transfer of oils/chemicals. In this case adequately sized drip trays shall be placed under each connection to retain any leakage. Unused hoses, hard arms, manifold connections, drains, vents, gauge connections must be suitably blanked or capped. Blank flanges must be fully bolted and of the same rating as the system to which they are attached. Sumps Sumps shall be fitted with a level gauge or a high level alarm. Enclosed sumps shall be fitted with venting arrangements. Disposal The terminal shall have documented procedures covering the emptying of sumps, the draining of bunds and disposal of the contents. This shall address the properties of products being handled at the berth (e.g., chemicals with inhibitors, bitumen, volatile liquids). Disposal to reception facilities shall be recorded.



and Questionnaire


Key Question Y N NS NA 7.2.1.0 Does the terminal have provisions for safely draining the cargo transfer

system, including hard arms and hoses, and for containing any operational spillages?

Guidance Questions Y N NS NA 7.2.1.1 Does the terminal have an acceptable closed system for clearing the cargo

transfer lines with written operating procedures for the type of system used?

7.2.1.2 Does the terminal have an adequate bunded area for the containment of spills emanating from manifolds, sample points, valves and other connections, which could leak directly into the marine environment?

7.2.1.3 Does the deck within bunded areas slope to a dedicated catch basin, which drains to a sump, or is there other means of preventing accumulation of product?

7.2.1.4 At wharves that are not dedicated to the transfer of oils/chemicals, are adequately sized drip trays placed under each connection to retain leakage?

7.2.1.5 Is consideration given to storm/rain water management?

7.2.1.6 Are sumps fitted with a level gauge or a high level alarm?

7.2.1.7 Are unused hoses, hard arms, manifold connections, drains, vents and gauge connections suitably blanked or capped, and are blank flanges fully bolted and of the same rating as the system to which they are attached?

7.2.1.8 Does the terminal have documented procedures covering the emptying of sumps, the draining of bunds and disposal of the contents?

7.2.1.9 Do procedures address the properties of products being handled at the berth (e.g., chemicals with inhibitors, bitumen, volatile liquids)?

7.2.1.10 Is disposal to reception facilities recorded?



and Questionnaire

7.3 Oil and Chemical Spill Response

Every terminal shall be equipped and prepared to effectively respond to a Tier 1 spill, and shall have a comprehensive, up-to-date, Oil/Chemical Spill Response Plan.

Applicable Getting HSE Right Expectations: 1.3, 1.6, 2.1, 2.2, 4.3, 8.1, 10.1, 11.1, 11.2, 11.3, 11.4, 11.5

Guidance Terminals shall be equipped and prepared to effectively respond to a Tier 1 spill, and shall have a comprehensive, up-to-date, Oil/ Chemical Spill Response Plan. It is recommended that the spill response plan be developed in accord with the guidance contained within the IPIECA Guide to Contingency Planning for Oil Spills on Water. And should include sections that address response strategy, operations and data directories. As a minimum, the plan should include: • Identification of an owner responsible for the Plan • A document control section, which identifies copyholders and revisions. • Precise scope, including operations, type of pollutants, and a map of the geographic area • Description of the response strategy for the Tier 1 response to cover all the relevant pollutant types • Identification of the spill response organisation • A spill risk assessment section that lists all credible spill scenarios • Definitions of a Tier 1, Tier 2 and Tier 3 Spills. The definition can be a combination of size, type of pollutant, repercussions, impacts to assist with the classification of the spill • Action Checklists for members of the spill response organisations • Health and safety guidance for spill situations • Spill size assessment guide • Reporting procedures required by the company/ authorities • Notification section including contact details • Inventory of Tier 1 clean-up resources • Location of Tier 2 and Tier 3 clean-up resources • Reference to location of Hydrographical Charts and Sensitivity maps for the scope of the Plan Where approved for usage, sufficient licensed dispersant stocks should be readily available to treat the defined Tier 1 spill using application equipment as specified in the dispersant product bulletin sheet. Material safety data sheets shall be available for each different type of dispersant product. Supplies of suitable absorbent materials shall be available to clean-up small spills on or near the berths. Terminals should periodically carry out oil spill response drills, which include notifications, tabletop exercises, and equipment deployment. Terminals shall participate in local, regional and national spill drills to test equipment and ensure the capability of personnel. Results of drills shall be documented to identify any required follow-up actions. Terminals must take due account of any national or local regulations that may differ from this guidance. The Terminal Oil/Chemical Spill Response Plan shall link to the local plan, national plan, and any regional plan. Terminals also need to ensure they know how the government or other competent authority may expect it to respond to spills away from the terminal (passing traffic), and how far terminal “jurisdiction” extends.



and Questionnaire

7.3 Oil and Chemical Spill Response

Key Question Y N NS NA 7.3.1.0 Does the terminal have a comprehensive, up-to-date, Oil/Chemical Spill

Response Plan?

Guidance Questions Y N NS NA 7.3.1.1 Does the Oil/Chemical spill response plan meet the minimum requirements in

the guidance?

Key Question Y N NS NA 7.3.2.0 Is the terminal equipped to effectively respond to a Tier 1 spill?

Guidance Questions Y N NS NA 7.3.2.1 Is the inventory of response equipment consistent with what is stated in the

plan?

7.3.2.2 Is the equipment maintained and ready for immediate deployment?

7.3.2.3 Where approved for usage, are there sufficient licensed dispersant stocks readily available to treat the defined Tier 1 spill using application equipment as specified in the dispersant product bulletin sheet?

7.3.2.4 Are material safety data sheets available for each different type of dispersant product?

7.3.2.5 Are supplies of suitable absorbent materials available to clean up small spills on or near the berths?

Key Question Y N NS NA 7.3.3.0 Does the terminal have a programme of oil and chemical spill response

drills?

Guidance Questions Y N NS NA 7.3.3.1 Does the programme include notifications, tabletop exercises and equipment

deployment?



and Questionnaire

7.3.3.2 Does the terminal participate in local and/or national spill drills?

7.3.3.3 Are results of drills documented to identify any required follow-up actions and are these effectively closed out?



and Questionnaire

8.1 Emergency Response Plan

Every terminal shall have a written, comprehensive, and up-to-date Emergency Response Plan. Applicable Getting HSE Right Expectations: 1.3, 1.6, 2.1, 2.2, 4.3, 8.1, 10.1, 11.1, 11.2, 11.3, 11.4, 11.5

Guidance

Terminals shall have a written, comprehensive, and up-to-date Emergency Response Plan. The Emergency Response Plan is an essential element of a terminal's ability to deal with an emergency in an orderly and effective manner. The Emergency Response Plan shall be specific to the terminal and should include the following elements: • Emergency management structure for the terminal • Emergency management structure for the Company • Linking arrangements with National Authorities, local administration, local emergency services and support services. • Identification of people responsible for the management and implementation of elements of the defined activities • Contact details • Resource Information • An exercise programme. The scenarios within the Emergency Response Plan shall be based on a formal risk assessment. The Emergency Response plan shall address the following emergency scenarios, if applicable: • Fire and explosion at the terminal and, on or around a berthed vessel • Major escape of flammable and/or toxic vapours, gases oil or chemicals • Grounding, collisions and unintended contacts • Drifting and breaking away from berths and anchorages • Major port accidents with ships, tugs, mooring boats ferries or other craft. • Meteorological hazards such as threat of flooding, high winds, electrical storms. • Security breaches including criminal and terrorist activities, sabotage and threats against the terminal or ships. • Earthquakes and tidal waves The Emergency Response Plan need not include specific information on how to physically combat an emergency, but should be focused on people, equipment, organisation and communications.



and Questionnaire

8.1 Emergency Response Plan

Key Question Y N NS NA 8.1.1.0 Does the terminal have a written, comprehensive, and up-to-date

Emergency Response Plan?

Guidance Questions Y N NS NA 8.1.1.1 Is the Emergency Response Plan specific to the terminal?

8.1.1.2 Does the Emergency Response Plan include the elements listed in the Guidance?

8.1.1.3 Are the scenarios within the Emergency Response Plan based on a formal risk assessment?

8.1.1.4 Does the Emergency Response Plan address the full range of applicable emergency scenarios?



and Questionnaire

8.2 Emergency Evacuation

Every terminal berth shall have a means of emergency evacuation to ensure personnel have a safe and secure means of exiting from normal work areas.

Applicable Getting HSE Right Expectations: 2.2, 5.2, 5.5, 11.2, 11.3

Guidance Terminal berths shall have a means of emergency evacuation to ensure personnel have a safe and secure means of exiting from normal work areas on the berth in the event of a fire, explosion, or other emergency. General It is necessary to provide facilities and a plan which will ensure the efficient evacuation of all personnel in the event of a serious emergency. There shall be two escape routes, which should not be simultaneously affected in the event of a fire. Escape routes shall be located such that in event of a fire, at least one route provides a safe evacuation path sufficiently far from the source of probable fire to afford personnel protection during evacuation. If such spacing cannot be provided, the escape routes shall be protected (where practicable) by fire walls/barriers or heat shields. Unless otherwise defined, the primary emergency escape route is the day-to-day access way from normal work areas to shore. The secondary emergency escape route is defined as a separate access way, preferably located at a maximum practical distance from the primary escape route, which leads from the normal work areas to shore or to a safe evacuation point such as a mooring dolphin equipped with emergency ladders to the waterline at all stages of the tide. Normal work areas are those where a berth operator would be expected to be in during cargo transfer operations. Other areas a berth operator might visit during mooring and unmooring operations, such as mooring dolphins, are not considered part of the normal work area. Evacuation routes shall be located as far away as practicable from high fire risk areas. Where boats are designated as providing the secondary means of evacuation, they should be alerted at a very early stage of the emergency and be kept as close as possible to the evacuation point, such that they can be on scene rapidly, certainly no later than 15 minutes from initial advice. If this cannot be achieved, a permanent escape craft shall be provided. Evacuation Plan The Evacuation Plan shall take into account the number of personnel to be evacuated including ship's personnel, jetty operators and maintenance personnel. There shall always be a reciprocal arrangement between ship and shore in the evacuation plan and it is important that there is a means of conveying information on the evacuation arrangements to the Masters of ships visiting the terminal. The evacuation arrangement for ship's personnel may be to remove the ship from the berth. The critical elements of the emergency Evacuation Plan include organisation, control, communications and the resources needed to put the plan into operation. The availability of resources is particularly important where the secondary escape route requires the use of support craft. Drills Emergency drills shall include the testing of the Evacuation Plan.



and Questionnaire

8.2 Emergency Evacuation

Key Question Y N NS NA 8.2.1.0 Does the terminal have means of emergency evacuation from normal

work areas to ensure personnel have a safe and secure means of exiting?

Guidance Questions Y N NS NA 8.2.1.1 Are there sufficient evacuation routes to meet the requirements such that an

alternative route is available if one is affected by fire?

8.2.1.2 Are evacuation routes located as far away as practicable from high fire risk areas or protected?

8.2.1.3 Where boats are designated as providing the secondary means of evacuation, are they able to reach any evacuation point within 15 minutes of an emergency being declared?

8.2.1.4 Is there an Evacuation Plan, which takes into account the number of personnel to be evacuated including ship's personnel, jetty operators and maintenance personnel?

8.2.1.5 Does the evacuation plan include reciprocal arrangements between ship and shore?

8.2.1.6 Are the evacuation arrangements discussed and agreed with the Masters of ships visiting the terminal?

8.2.1.7 Do the emergency drills include the testing of the Evacuation Plan?



and Questionnaire

9.1 Structural Surveys

Every terminal berth (primarily fixed berths) shall be structurally surveyed as part of an integrated inspection and maintenance programme.


Guidance Terminal berths shall be structurally surveyed as part of an integrated inspection and maintenance programme. The main focus is on operations at fixed berths, however all types of terminal are considered, both fixed and floating, for example: • Continuous quay • T-Head jetty, finger pier, island berth • SPM, CBM (MBM) All structural surveys and inspections shall be carried out by suitably qualified personnel at intervals not exceeding five (5) years, recognising that in certain benign environments, such as fresh water, this interval may be extended. Any extension should be based on a documented risk assessment Guidance on scheduling and conducting structural surveys shall be included in the terminal’s maintenance procedures. This shall include procedures for following-up on deficiencies identified and programming future inspections. For jetties, inspection shall cover the structure of the jetty from its superstructure down to the mud line and will normally require the use of diving services. Selected testing of material thickness, particularly in the splash zone, shall be carried out. A condition assessment of the fendering system and mooring equipment shall be completed. Formal documented visual inspections of the jetty superstructure above the waterline shall be undertaken. This should include an assessment and record of the condition of steelwork and extent of any corrosion; concrete should be examined for any signs of cracking or splintering and protective coatings should be checked for any breakdown.The frequency of these inspections shall initially be on an annual basis but may be based on trends once operational experience and documentary evidence shows this to be reasonable. For SPM’s, guidance within the OCIMF Single Point Mooring and Maintenance and Operations Guide shall be used when establishing inspection and maintenance routines. CBM’s should comply as closely as possible with the OCIMF Single Point Mooring and Maintenance and Operations Guide when determining the period for underwater surveys of, for example, chains, pipelines, anchors, hoses; PLEM (pipeline end manifold), unless local environmental conditions dictate that more frequent checks are necessary. Impressed Current Cathodic Protection (ICCP) system records should be studied for changes of output readings over a period of time. This will assist in determining the need for underwater structural inspection or the need to carry out maintenance on the ICCP system.



and Questionnaire

9.1 Structural Surveys

Key Question Y N NS NA 9.1.1.0 Is the terminal structurally surveyed as part of an integrated inspection

and maintenance programme?

Guidance Questions Y N NS NA 9.1.1.1 Do suitably qualified personnel carry out structural surveys and inspections at

defined intervals?

9.1.1.2 Is the scheduling and conducting of structural surveys included in the terminal’s maintenance procedures?

9.1.1.3 Are there procedures for following-up on deficiencies identified in structural surveys?

9.1.1.4 Do jetty inspections cover the structure of the jetty from its superstructure down to the mud line as required?

9.1.1.5 Is selected testing of material thickness, particularly in the splash zone, carried out?

9.1.1.6 Is a condition assessment of the fendering system and mooring equipment included in the inspection and maintenance programme?

9.1.1.7 Are documented visual inspections of the jetty superstructure above the waterline undertaken?

9.1.1.8 Is the output from ICCP systems analysed to determine the need for underwater structural inspection or the need to carry out maintenance on the ICCP system?



and Questionnaire

9.2 Maintenance, Inspection and Testing Programme

Every terminal shall have a planned general maintenance, inspection and testing programme to ensure the integrity of systems.


Guidance Terminals shall have a planned general inspection and maintenance programme, including a formal documented record of activities. Maintenance and inspection programmes shall be based on a process of formal risk management, regulatory requirements, company procedures and recognised industry practices. Maintenance and inspection programmes shall only be conducted by competent personnel specifically trained in the particular activity. Maintenance activities for equipment in hazardous areas shall be undertaken under the control of a Permit to Work System. Planned Maintenance and Inspection Critical items of equipment shall be identified and maintenance routines established. The system shall provide maintenance and inspection for equipment, including: • All operational equipment • Pipeline systems • Jetty structure and systems • Cathodic protection • Lifting equipment • Life Saving Appliances • Fire Fighting Appliances • Protective safety devices including Emergency Shut Down (ESD) Systems, Breakaway couplings, Flame screens and P/V valves • Pollution Prevention Equipment • Calibration of fixed and portable gas testing instruments • Communication Systems • Security systems Manufacturers’ guidelines should be used whenever available and applicable. Records shall be kept of all planned maintenance, tests and inspections, as well as all defects and remedial maintenance. Operational Testing A record of periodic operational tests shall be kept for safety equipment such as:

• Emergency equipment • Fire detection equipment • Gas detection equipment • Standby machinery • Emergency machinery



and Questionnaire

9.2 Maintenance, Inspection and Testing Programme

Key Question Y N NS NA 9.2.1.0 Does the terminal have a planned general maintenance, inspection and

testing programme to ensure the integrity of systems?

Guidance Questions Y N NS NA 9.2.1.1 Are maintenance activities for equipment in hazardous areas undertaken under

the control of a Permit to Work System?

9.2.1.2 Are maintenance and inspection programmes conducted by competent personnel specifically trained in the particular activity?

9.2.1.3 Is maintenance and inspection programme based on a process of formal risk management, regulatory requirements, company procedures and recognised industry practices?

9.2.1.4 Are critical items of equipment identified?

9.2.1.5 Does the terminals planned maintenance and inspection system cover all critical equipment?

9.2.1.6 Are manufacturers guidelines used whenever available and applicable?

9.2.1.7 Are records kept of all planned maintenance, tests and inspections, as well as all defects and remedial maintenance?

9.2.1.8 Are records of periodic operational tests kept for safety equipment?



and Questionnaire

10.1 Single Point Mooring (SPM)Operations

Every terminal operating a Single Point Mooring (SPM) should have procedures in place to ensure compliance with established standards for operations and maintenance

Applicable Getting HSE Right Expectations: 2.1, 2.2, 2.3, 3.3, 3.4, 4.2, 4.3, 4.6, 6.2, 6.3, 8.1, 8.2, 8.3

Guidance Terminals operating a Single Point Mooring (SPM) should have procedures in place to ensure compliance with established standards for operations and maintenance. The Minimum Standard detailed elsewhere in this document should apply to terminals operating an SPM where they are appropriate. Additional Considerations and Requirements Terminals operating SPMs have additional considerations and requirements to address which are primarily covered by the OCIMF publications listed below: Hose Arrangement and DesignFor buoy hose arrangements reference should be made to: OCIMF SPM Hose System Design Commentary OCIMF SPM Hose Ancillary Equipment Guide OCIMF Guide to Purchasing, Manufacturing and Testing of Loading and Discharge Hoses for Offshore Moorings Hawsers and Mooring EquipmentOCIMF Guidelines for the Purchasing and Testing of SPM Hawsers OCIMF Recommendations for Equipment Employed in the Mooring of Ships at Single Point Moorings Operations and MaintenanceOCIMF Single Point Mooring Maintenance and Operations Guide OCIMF Guidelines for the Handling, Storage, Inspection and Testing of Hoses in the Field. Terminals are expected to comply with the above industry guidelines, including the provision of equipment for mooring tankers. Records should show that the recommended procedures, tests and inspections are carried out. Operating procedures will define the complete operation from the time the berthing master joins prior to mooring until he leaves when the vessel departs on completion of cargo operations. Any tankers calling at the terminal must be provided with the procedure covering the mooring operation before the operation commences.



and Questionnaire

10.1 Single Point Mooring (SPM)Operations Key Question Y N NS NA 10.1.1.0 Does the terminal operating the SPM have procedures in place to

ensure compliance with established standards for operations and maintenance?

Guidance Questions Y N NS NA 10.1.1.1 Do the operating procedures define the complete operation from the time the

berthing master joins until he leaves?

10.1.1.2 Is the general SPM location (maneuvering area, turning circle, depth of water) suited for the size of vessels using the berth?

10.1.1.3 Are procedures identified and followed which will prevent a tanker overrunning the buoy or hose string?

10.1.1.4 Are the maximum weather conditions for berthing approach, and cargo operations identified and understood?

10.1.1.5 Are all tankers calling at the terminal provided with the procedure covering the mooring operation before the operation commences?

10.1.1.6 Is the SPM in good condition?

10.1.1.7 Does equipment provided for mooring tankers conform to the Guidelines?

10.1.1.8 Is the mooring hawser(s) and chafe chain(s) in good condition?

10.1.1.9 Is a procedure in place for determining hawser and chafe chain change-out intervals?

10.1.1.10 Is the hose string(s) in good condition?

10.1.1.11 Are hose testing procedures documented?

10.1.1.12 Is a procedure in place for determining hose retirement?

10.1.1.13 If a Marine Breakaway Coupling (MBC) is installed in the hose string, is it located in accordance with the manufacturer’s recommendations?

10.1.1.14 Are all parts of the hose lifting equipment certified as being suitable for the weights involved?

10.1.1.15 Are all critical items of mooring and hose handling equipment inspected during each operation with the results documented?

10.1.1.16 Is there effective communication between the terminal control room, workboats, tank farm and tanker?

10.1.1.17 Are emergency stop procedures identified and tested?

10.1.1.18 Do maintenance records show that the recommended procedures, tests and inspections are carried out correctly?

10.1.1.19 Are support craft and tugs (if required) of sufficient size and number available?

10.1.1.20 Are mooring craft and tugs manned, maintained and operated safely?



and Questionnaire

10.2 Conventional Buoy Mooring (CBM) Operations

Every terminal operating a Conventional Buoy Mooring (CBM) should have procedures in place for the safe operation and maintenance of the facility.


Guidance Terminals operating a Conventional Buoy Mooring (CBM) should have procedures in place for the safe operation and maintenance of the facility. The Minimum Standards detailed elsewhere in this document should apply to terminals operating a CBM where they are appropriate. Additional Considerations and Requirements Terminals operating CBMs have additional considerations and requirements to address which will include the following: The design parameters of the CBM should be known to operating personnel and procedures should be in place to ensure that only vessels of a size suitable for the terminal are received. Prior to each vessel’s arrival, an inspection should be undertaken of equipment within the berth. This will include verification of the condition of the mooring buoys and hooks, marker buoys and hose pick-up buoys. Where marker buoys are used to indicate the position in which vessels are required to drop their anchors, the position of these markers should be verified. Operating procedures will define the complete operation from the time the berthing master joins until he leaves when the vessel departs on completion of cargo operations. Any tankers calling at the terminal must be provided with the procedure covering the mooring operation before the operation commences. Environmental criteria for safe operations must be established and should take into account the hazards associated with personnel access to the mooring buoys for handling mooring lines. For similar reasons, an assessment should be made of the need to restrict berthing operations to daylight only. The facility should be serviced by support craft that are of a design and capability suited to the needs of the terminal. Effective means of communication must be in place between the terminal, support craft and the tanker. Procedures must include arrangements for stopping cargo in an emergency. On every occasion that a vessel berths, a general inspection should be made of all mooring and hose lifting equipment and the results should be documented. The hose should also be examined for any signs of damage or deformation, particularly in the section that undergoes maximum bending at the tanker rail. Inspection and maintenance routines for the mooring buoys, hoses, sub-sea lines and ancillary equipment should be included within the terminal’s planned maintenance system. Intervals should be defined for the regular overhaul of the mooring buoys, diver’s inspection of ground tackle and the inspection and testing of sub-sea hoses and lines. Maintenance records should confirm that procedures are being followed. The terminal should maintain a minimum stock of spare equipment and hoses in accordance with the berth manufacturer’s recommendations or as defined on the basis of operational experience.



and Questionnaire

10.2 Conventional Buoy Mooring (CBM) Operations

Key Question Y N NS NA 10.2.1.0 Does the terminal operating the CBM have procedures in place to

ensure the safe operation and maintenance of the facility?

Guidance Questions Y N NS NA 10.2.1.1 Do the operating procedures define the complete operation from the time the

berthing master joins until he leaves?

10.2.1.2 Are procedures in place to ensure that the design parameters of the berth are complied with?

10.2.1.3 Are pre-arrival checks undertaken of the equipment within the berth?

10.2.1.4 Are environmental criteria established for the safe operation of the berth, which take into account the hazards, associated with personnel access to the mooring buoys?

10.2.1.5 Are all tankers calling at the terminal provided with the procedure covering the mooring operation before the operation commences?

10.2.1.6 Are support craft provided of a design and capability suited to the needs of the terminal?

10.2.1.7 Is there effective communication between the terminal, support craft and tanker?

10.2.1.8 Are emergency stop procedures identified and tested?

10.2.1.9 Are all parts of the hose lifting equipment certified as being suitable for the weights involved?


10.2.1.11 Are maintenance, inspection and test routines included within the terminal’s planned maintenance system?

10.2.1.12 Do maintenance records show that the recommended procedures, tests and inspections are carried out correctly?

10.2.1.13 Does the terminal maintain a minimum stock of spare equipment and hoses?



and Questionnaire

11.1 OLT - Layout and Type

Every offshore production field using direct tanker export shall be laid out to minimise tanker collision risk to “in field” structures or vessels and shall use an appropriate OLT for the environmental conditions.


Guidance The Minimum Standard detailed elsewhere in this document should apply to fields operating an OLT where they are appropriate. Additional Considerations and Requirements Offshore Production Fields may use Offshore Loading Terminals that are either integrated with the production / storage facilities or remote from them and are subject to the additional considerations and requirements identified below: Field Layout• The in-field storage, and offloading terminal shall be matched to the type, station keeping ability and size of tanker required to visit (including potential back-ups should the primary tankers be temporarily out of service) such that offloading operations do not create more than 0.5% production down time in a typical year. • The Offshore Loading Terminal should be located between 1.5 and 3.0 km down environment (prevailing wind, wave & current) from collision vulnerable structures or vessels (of constrained manoeuvrability) in the field. Integrated versus Remote OLT• FPSO /FSUs may use an integrated offloading terminal provided that the consequences of tanker collisions have been sufficiently mitigated to avoid damage to production plant, loss of stability (MARPOL damage criteria), or other escalation from a minor to a potential major pollution or safety incident. • Fixed platforms, TLPs, Semi-submersible FPFs and other collision vulnerable production platforms should have a remote offshore loading terminal. Suitable Offloading System for Environment (Alternative systems may be accepted but all must be properly documented as fit for purpose) • Benign Environment - e.g. West Africa, Mediterranean or Equivalent: May use trading tankers with bow mooring and side hose connection to central manifold. May use a CALM buoy as a suitable remote OLT. May use an integrated OLT on board a spread moored FPSO / FSU. The hose and hawser may be left floating between loadings with suitable safeguards to prevent tangling. • Moderate Environment - e.g. North Sea south of 60°30’N or Equivalent: Should use specialist tankers with bow thruster(s) & high lift rudder / stern thruster(s), with provision to minimize the consequences of single failures. Tankers may rely on astern thrust and taut hawser south of 57°N but may require DP control north of this. Tankers should be fitted with quick release bow mooring and quick connect / disconnect bow connections suitable for a Pusnes style dry-break end fitting (or STL). Should use a specialist remote OLT such as: SALM for taut hawser tankers (CALM & TCMS suitable for summer well tests); or OLS, SAL and STL for DP tankers. May use an integrated stern OLT on a passive weathervaning FPSO or FSU: active FPSO / FSU heading control need only be used in areas with high currents are likely to change FPSO heading rapidly. The hose and hawser should be stored clear of surface waves between loadings to prevent unexpected wave induced failure. • Harsh Environment - e.g. UK, Norwegian & Canadian Atlantic Margin or Equivalent: Should use specialist tankers with IMO DP Class 2 redundancy standards, and quick connect / disconnect bow loading connection (or STL). Should only use a specialist harsh environment remote OLT such as STL. May use an integrated stern OLT on a weathervaning FPSO / FSU with active thruster assist to stabilize headings to IMO DP Class 2 redundancy standards. Both tankers and FPSO/FSU require high levels of residual thrust (powerful side thrusters) after the worst single failure, to enable a controlled disconnect and tanker withdrawal to be made without assistance from external vessels. Hose and hawser shall be stored clear of surface waves between loadings to prevent unexpected wave induced failure. Field Specific Documentation and Risk AssessmentThe offshore loading terminal shall be adequately documented with field layouts, design basis, operating limits and procedures which shall be updated following formal documented risk assessments / HAZOPs at: a) concept selection, b) completion of design, c) start of operations and d) whenever the field or OLT undergoes significant change. Existing facilities that have equipment, support vessels or tankers in service but not meeting the original design basis or the minimum requirements in these standards shall base the continued use of such equipment on a formal risk assessment



and Questionnaire

11.1 OLT - Layout and Type

Key Question Y N NS NA 11.1.1.0 Does the field layout and position of the offshore loading terminal

minimise risks to “In Field” structures and vessels?

Guidance Questions Y N NS NA 11.1.1.1 Is there sufficient in field storage, and / or offloading point redundancy to

avoid terminal managers being put under time pressure to perform tanker loading operations in marginal weather conditions?

11.1.1.2 Does the operating manual have an up to date field layout showing the position of all structures, and potential obstructions including subsea well head (potential MODU / workover vessel) locations together with tanker approach and exclusion zones?

11.1.1.3 Is the Offloading Terminal in an acceptable position and distance from other in field obstructions for the size and manoeuvrability of tankers used?

11.1.1.4 Does the terminal manager liaise with surrounding fields regarding temporary obstructions (e.g. MODUs) which may affect tanker approach and safe exit corridors? Is this information communicated to incoming tankers?

Key Question Y N NS NA 11.1.2.0 Is the Offshore Loading Terminal adequately documented and risk

assessed as being appropriate for the field?

Guidance Questions Y N NS NA 11.1.2.1 Does any FPSO or FSU, having an integrated OLT, comply with Marpol side

or raking end damage stability criteria?

11.1.2.2 Does any FPSO or FSU have any safety or production critical equipment located in a zone that could be damaged by a low energy collision near its offloading system?

11.1.2.3 Are all oil tanks (including fuel) on the OLT protected from low energy collision?

11.1.2.4 Is any remote OLT adequately protected from collision damage by fendering and the ability to move with the collision?

11.1.2.5 Is the formal risk assessment demonstrating that the OLT is fit for purpose available and understood by the operators; and is it updated for subsequent field or terminal changes.

11.1.2.6 Is there an actively used procedure to gather lessons from visiting tankers, terminal crew, maintenance staff and other fields in the same area?



and Questionnaire

11.2 OLT - Terminal Requirements Every Offshore Loading Terminal shall have procedures in place to ensure compliance with established

standards for operations and maintenance. Applicable Getting HSE Right Expectations: 2.1, 2.2, 2.3, 3.3, 3.4, 4.2, 4.3, 4.6, 6.2, 6.3, 8.1, 8.2, 8.3

Guidance

Production Fields operating an Offshore Loading Terminal (OLT) should have procedures in place to ensure compliance with established standards for operations and maintenance. The Minimum Standard detailed elsewhere in this document should apply to Fields operating an OLT where they are appropriate. Additional Considerations and Requirements Production Fields operating OTLs have additional considerations and requirements to address as identified below: Hose Equipment, Hawsers & Mooring Equipment, plus FPSO / FSU Deployment EquipmentAs per OCIMF guidance identified for SPMs plus UKOOA Tandem Loading Guidelines Volume 1 plus: Field specific fatigue assessment and change out criteria of all hose and hawser string components left in the پsea between off-takes: :Geometry of overall system designed and documented to minimize tanker fish tailing پCommunications for Pumping Shut Down & Emergency DisconnectAll OLTs shall have an agreed procedure, and dual redundant communications open at all times to ensure that the OLT ceases pumping and the tanker can be readily disconnected with minimum pollution or risk during emergency scenarios including tanker loss of position: Telemetry as per UKOOA Tandem Loading Guidelines for sea areas requiring specialist tankers پ Using dual redundant portable communications and SPM procedures on fields using conventional trading پtankers OLT Power, Heading Control, Position & Heading Reference Signals ,As per UKOOA Tandem Loading Guidelines for fields where the tankers rely on OLT providing position پheading, tension or other instrumented references for station keeping. As per UKOOA Tandem Loading Guidelines for fields where the OLT position or heading is actively پcontrolled by terminal staff in communication with the off-take tankers. Operations and MaintenanceAll OLTs shall have a Joint Terminal / Tanker Operations Manual plus Terminal and equipment maintenance routines to fulfill the relevant requirements of UKOOA Tandem Loading Guidelines in addition to the relevant requirements of OCIMF Single Point Mooring Maintenance and Operations Guide. Records should show that the recommended procedures, tests and inspections are carried out. The terminal should maintain a minimum stock of spare equipment and hoses in accordance with the manufacturer’s recommendations or as defined on the basis of operational experience. Personnel and CompetencyThe field shall have a named competent person in control of each OLT off-take, supported by sufficient personnel to control and monitor off-take operations on a continuous 24 hour per day discharge operation (including controlling abnormal events). All such personnel will be adequately trained and experienced in accordance with a predefined approved scheme defining: minimum qualifications, training, and experience for each key position. Joint Operations ManualThe Joint Operations Manual will define the complete operation from field approach prior to mooring until he leaves when the vessel departs on completion of cargo operations, including emergency and contingency procedures. Any tankers calling at the OLT must be provided with the procedure covering the mooring operation before arriving at the field. Terminals are expected to comply with the above guidelines, including the provision of equipment for mooring tankers. UKOOA Tandem Loading Guidelines are mainly written for FPSO / FSU integrated OLTs however the principles should be extended to remote OLTs that require more sophisticated tanker station keeping control than a simple SPM or CBM.



and Questionnaire

11.2 OLT - Terminal Requirements

Key Question Y N NS NA 11.2.1.0 Does the Offshore Loading Terminal (OLT) adhere to procedures

which will ensure compliance with established standards for operations and maintenance?

Guidance Questions Y N NS NA 11.2.1.1 Do the operating procedures define the complete operation from field approach

to field departure in accordance with the guidelines?

11.2.1.2 Are procedures identified and applied which will prevent a tanker approaching too fast or colliding during offtake?

11.2.1.3 Does the manual have one sheet summarising all key limitations, (e.g. weather, equipment failure, tanker position) and are these limits understood and adhered to as criteria for ceasing operations and removing tanker?

11.2.1.4 Is the OLT in good condition and are there procedures in use for inspecting and testing any submerged components as part of field inspection regime?

11.2.1.5 Does equipment provided for mooring tankers conform to the Guidelines?

11.2.1.6 Is the mooring hawser(s) and chafe chain(s) in good condition?

11.2.1.7 Is a procedure in use for determining hawser and chafe chain change-out intervals?

11.2.1.8 Are valve closure speeds and sequences tested against documented requirements to prevent overpressure on emergency disconnect / closure?

11.2.1.9 Is the hose string(s) in good condition?

11.2.1.10 Are hose testing and retirement procedures documented and in use?

11.2.1.11 If a Marine Breakaway Coupling (MBC) is installed in the hose string, is it located in accordance with the manufacturer’s recommendations?

11.2.1.12 Are all parts of the hose & hawser lifting / retrieval equipment certified as being suitable for the weights involved?

11.2.1.13 Will the hawser and hose part before terminal reels / connection points?


11.2.1.15 Is there effective communication between the terminal control room, workboats, and tanker?

11.2.1.16 Are all tanker station keeping and cargo operations adequately monitored from the terminal control room by a combination of CCTV, instrumentation, deck inspections and / or support craft surveillance?

11.2.1.17 If sea conditions require specialist tankers with rapid disconnect, does terminal use redundant telemetry Greenline permissive / stop system?



and Questionnaire

11.2.1.18 Does Greenline permissive / stop system have adequate redundancy in accordance with accepted FMEA as per guideline and is it tested regularly?

11.2.1.19 Are emergency stop procedures identified and tested regularly?

11.2.1.20 If tankers rely on OLT reference instrumentation; do these have adequate redundancy by guideline and FMEA and are they regularly calibrated/tested?

11.2.1.21 If terminal actively adjusts its heading or position during offtake; do all required systems have adequate redundancy according to guidelines and an actively used FMEA, and are there regular FMEA trials / updates?

11.2.1.22 Are there enough adequately experienced and trained personnel to support all offtake and cargo/ discharge control duties on a 24 hour per day basis?

11.2.1.23 Do maintenance records show that all recommended procedures, tests and inspections are carried out correctly, anomalies rectified, spares stocked?



and Questionnaire

11.3 OLT - Requirements for Visiting Tankers

Every Offshore Loading Terminal shall have procedures in place to ensure that visiting tankers are suitably equipped, maintained and competently manned for all activities to be performed at the terminal.


Guidance The Minimum Standard detailed elsewhere in this document should apply to tankers visiting fields operating an OLT. Additional Considerations and Requirements Production Fields operating OLTs have additional considerations and requirements for visiting tankers to be addressed as identified below: Tanker Acceptance Criteria & Additional VettingEach OLT shall only accept tankers complying with their risk assessed, tanker acceptance procedure / performance standard. This standard shall define all critical tanker parameters for operation in the field specific geographical location and environmental conditions: e.g. size, dimensions, propulsion, thrusters, power, redundancy, position references, sensors, hose and mooring hawser interfaces, communications / telemetry, towing connections, manning, competence, tests and trials. OLTs Requiring Specialist Enhanced Tankers (Moderate or Harsh Environment)Tanker station keeping requirements will be matched to field specific environmental conditions and terminal configuration and are to be in accordance with the following guidelines for moderate and harsh environments: • UKOOA Tandem Loading Guidelines which calls up specialist guidelines as follows. o OCIMF Offshore Safety Guidelines with Special Reference to Harsh Weather Zones. o IMO MSC Circ 645 Guidelines for Vessels with Dynamic Positioning Systems o IMO MSC Circ 738 Training and Experience of Key DP Personnel o IMCA M103, M117, M139, M161, dealing with DP design, operation, training, DP trials and Capability plots. In accordance with the above guidelines tankers shall in particular be demonstrated to: • Have adequate redundancy or fail safe modes in critical power, thrust, propulsion, auxiliaries, controls, references and sensors - by FMEA and regular trials. (IMO MSC Circ 645 Class 2 for harsh environment and enhanced as close as practicable to Class 2 requirements for moderate environment) • Have sufficient, adequately experienced and qualified personnel in all key positions affecting DP or station keeping - by audits and crew checks by Terminal. • Be capable of withstanding the upper bound tanker metocean loads and effecting a safe emergency disconnect and withdrawal in maximum operating conditions for both intact and worst single failure conditions (DP / Thruster capability plot) • Both have and use procedures to set up and trial all, bow loading, station keeping equipment, shutdown / disconnection telemetry, and position / heading references before approaching the OLT. OLTs Accepting Ordinary Trading Tankers• Tanker station-keeping, will be controlled by infield support craft (berthing tugs) during approach, discharge and departure to any integrated OLT on an FPSO or FSU. This shall include control of the tanker during emergency disconnect scenarios and its safe removal against side or stern met-ocean loads. Tanker station keeping may be relaxed to SPM requirements provided there is adequate sea room from other in field installations and the consequences from collision with the SPM are adequately mitigated. • Tanker acceptance procedures shall identify and verify: o That tanker size is within the capability of infield support craft o The strength of suitable towing attachment points and fairleads for the field support craft (including the strength of under-deck connections and location such that slack lines will not foul tanker propeller(s) or rudder(s)). o The continuous low power running capability of main propulsion (forward and astern), vulnerability to accidental failure to ahead power, and manning requirements to ensure immediate emergency stop if required by bridge o That the above information has been received and understood by the in field berthing master prior to arrival The terminal shall place a competent berthing master / loading superintendent on any normal trading tanker to supervise the tanker and support craft during field approach, connection, disconnection.



and Questionnaire

11.3 OLT - Requirements for Visiting Tankers

Key Question Y N NS NA 11.3.1.0 Does the Offshore Loading Terminal (OLT) apply procedures to ensure

all visiting tankers are adequately equipped, maintained and competently manned for all activities to be performed at the terminal?

Guidance Questions Y N NS NA 11.3.1.1 Are all tankers vetted or evaluated to BP general Terminal requirements before

visiting? (e.g. Corporate, SIRE or CDI system)

11.3.1.2 Do terminal records show all tankers evaluated in accordance with a field specific standard, and that accepted tankers complied or were rectified?

11.3.1.3 Is the terminal joint operations manual understood, and used on board the tanker and do all relevant people understand when to stop operations and disconnect due to weather, equipment problems or loss of redundancy?

11.3.1.4 Are pre-arrival checks of all relevant equipment undertaken on board the tanker and verified as complete by terminal supervisor?

11.3.1.5 Is mechanical or electrical maintenance banned on any system, whose failure might affect station keeping ability, during in field operations?

11.3.1.6 Are all parts of the hose and hawser lifting and securing equipment certified as being suitable for the weights involved?


11.3.1.8 Are emergency stop procedures identified and tested (including telemetry if fitted)?

11.3.1.9 Does the terminal actively gather feedback from each tanker and apply to future operations / tanker selection process?

11.3.1.10 Are all critical items of bow mooring, hose handling and connection equipment inspected during each operation with the results documented?

11.3.1.11 Are all emergency tow points / rigging certified as strong enough?

11.3.1.12 Are maintenance, inspection and test routines carried out correctly in accordance with plan and defects rectified in a timely manner?

Key Question Y N NS NA 11.3.2.0 Specialist Enhanced Tankers (GQ)



and Questionnaire

Guidance Questions Y N NS NA 11.3.2.1 Are DP Class and / or redundancy fail safe provisions adequate for the

harshness of field environmental conditions?

11.3.2.2 Has the tanker been subjected to a FMEA, verified by trials with all deficiencies rectified since the last significant modification?

11.3.2.3 Has the crew adequate competent manning for 24 hour continuous offtake operation in accordance with guidelines, and does the terminal check?

11.3.2.4 Does the DP / thrust capability plot show the tanker has adequate power after the worst single failure for the field environment?

11.3.2.5 Does the tanker test bow loading / disconnection equipment, telemetry, all references, sensors, DP and critical controls before close approach?

Key Question Y N NS NA 11.3.3.0 Normal Trading Tankers (GQ)

Guidance Questions Y N NS NA 11.3.3.1 Has the terminal provided a berthing master / loading superintendent?

11.3.3.2 Has the terminal adequately assessed the berthing master’s competence?

11.3.3.3 Have the towing points been verified including underdeck strength?

11.3.3.4 Is towing plan adequate to control tanker after worst single failure?

11.3.3.5 Can main engine be stopped immediately on bridge demand 24 hrs / day?



and Questionnaire

11.4 OLT - Requirements for Support Craft

Every Offshore Loading Terminal shall have procedures in place to ensure that all support craft are suitably equipped, maintained and competently manned for all activities to be performed at the terminal.


Guidance The Minimum Standard detailed elsewhere in this document should apply to support craft on Fields operating an OLT. Additional Considerations and Requirements Production Fields operating OTLs have additional considerations and requirements for support craft to be addressed as identified below: Dependence on Support CraftThe dependence on, and feasibility of using, support craft shall be taken into account as part of the overall field off-take risk assessments. Reliance on support craft may be heavy at inshore or benign offshore locations but should be decreased and ultimately designed out of the OLT operation as field environmental conditions become moderate or harsh, to avoid increasing risks to support craft crew. This shall be achieved by ensuring that the moderate to harsh OLTs and visiting tankers have adequate mooring / hose connection facilities, propulsion redundancy and reserve power to avoid the need for support craft intervention during normal or single failure emergency scenarios. Support Craft Acceptance Criteria & Additional Vetting• All support craft should have been individually vetted on behalf of the OLT for towing requirements or evaluated against approved industry schemes such as: Noble Denton - Towing Approvability Scheme or IMCA/UKOOA Common Marine Inspection Document including specific chapters on towing. • Each OLT shall only accept support craft complying with their risk assessed acceptance procedure / performance standard. This standard shall define all critical parameters for operation in the field specific environmental conditions with the relevant OLT and tankers e.g. size, aft deck freeboard, propulsion & thruster capability, redundancy, position references, sensors, aft deck equipment, manning, competence, tests and trials. o Each support craft shall have adequate side thrust to be able to hold position beam on to the maximum OLT operating environment whilst connecting and disconnecting tow lines to stationary or drifting tankers. This shall be documented by an IMCA style DP capability plot even if the vessel is manually or joystick control. o Each support craft shall be documented to have adequate bollard pull, side thrust, winch equipment, aft deck equipment, and aft deck freeboard to perform its intended duty safely in the maximum OLT operating environment whether this be positioning a mooring / hose string or controlling a tanker. o If conventional tankers visit the OLT, then the combined spread of connected support craft must have sufficient bollard pull and side thrust to hold the tanker stationary and remove a disabled tanker safely in the maximum OLT operating environment, without exceeding any tanker connection points safe working load. If the OLT is integrated on a spread moored FPSO / FSU then the combined spread must be able to achieve this, after the worst single failure on any single support craft. This may be demonstrated by a combined spread DP style capability plot for the largest tanker or varying sizes of tankers. o Master and crew competence shall be to IMOs STCW 95 plus appropriate towing / anchor handling experience as per UKOOA Tandem Offtake Guidelines. There shall be adequate manpower for 24 hour / day continual operations. Operations and MaintenanceThe OLT joint operations manual shall clearly define all duties required of any support craft or group of support craft during normal operations and / or emergency scenarios. The Terminal shall ensure that a copy of the joint operations manual is on-board each support craft with relevant sections clearly highlighted and that the master is familiar with the requirements. As far as practicable the same support craft and crews will be used regularly for all in field operations even if they are shared with other fields / duties. Support craft shall report to the OLT berthing master / discharge operations superintendent who shall ensure that there is a clear unambiguous system of issuing instructions on pre agreed communications channels. The OLT shall organise and record results / feedback from regular exercises to practice for emergency scenarios as well as from normal operations



and Questionnaire

11.4 OLT - Requirements for Support Craft

Key Question Y N NS NA 11.4.1.0 Does the Offshore Loading Terminal (OLT) apply procedures to ensure

all support craft are adequately equipped, maintained and competently manned for all activities to be performed at the terminal?

Guidance Questions Y N NS NA 11.4.1.1 Are all support craft vetted or evaluated to industry standard requirements?

(e.g. Noble Denton Towing Approvability Scheme or IMCA Marine Inspection)

11.4.1.2 Has the use of support vessel versus enhanced OLT/ tanker specification been adequately risk assessed for the field and findings implemented?

11.4.1.3 Do terminal records show all support vessels / tugs evaluated in accordance with a field specific standard, and that accepted craft complied or were rectified?

11.4.1.4 Is the terminal joint operations manual understood and used on board each support craft?

11.4.1.5 Are pre-arrival checks of all relevant towing equipment undertaken on board the tanker and verified as complete by terminal supervisor?

11.4.1.6 Are support craft / tugs provided of a design and capability suited to the needs of the terminal and local environmental conditions and is this clearly documented?

11.4.1.7 Are support craft / tugs of sufficient size and number available and are requirements clearly documented and specified for largest tanker?


11.4.1.9 Is there an unambiguous system of maneuvering instructions between the berthing master / superintendent and all support craft / tugs?

11.4.1.10 Are support craft and tugs manned, maintained and operated safely and does the terminal have records of auditing this?

11.4.1.11 Is manning sufficient to ensure all key duties are adequately covered during 24 hour / day continuous duty?

11.4.1.12 Does the terminal actively gather feedback from the tanker / support craft, and apply to future operations / support craft selection process?

11.4.1.13 Does the terminal use the same support craft regularly?

11.4.1.14 Does the terminal organize record and learn from regular emergency exercises involving support craft and tankers?

11.4.1.15 Does the terminal maintain a minimum stock of spare critical equipment for support craft with due regard to logistics to OLT location?



and Questionnaire

Site Visit Checklist

Y N NS NA Have Terminal Information & Port Regulations booklets been provided to the vessel?

1.4 Terminal Information & Port Regulations Is the information provided in English?

(Note: the local working language may be used, but only if all ships crews understand the local language)

Comments

Y N NS NA

Are jetty and vessel operations monitored effectively?

Are personnel available to react in the event of an emergency?

1.6 Manning

In the case of de-manned operations at the jetty, are CCTV/Monitoring, emergency shutdown and communications systems in place to ensure operational standards are maintained?

Comments

Y N NS NA

Is all electrical equipment in good condition? 3.1 Electrical Equipment Do electrical installations comply with

hazardous zone requirements?



and Questionnaire

Comments

Y N NS NA

Are fender systems appropriate for the size of vessels using the berth/jetty?

3.2 Fendering

Are fender systems in good condition?

Comments

Y N NS NA

Is equipment clearly marked with SWL, range limits, test dates etc?

3.3 Lifting Equipment Is equipment in good order and well maintained? (e.g. cranes, derricks, slings, strops, shackles, wires and containers etc)

Comments



and Questionnaire

Y N NS NA Is the lighting adequate around the manifold/cargo transfer area?

3.4 Lighting Is the lighting adequate on mooring dolphins, gangway area, approach routes and evacuation routes?

Comments

NS NA Y N Are all cargo (and vapour) properly insulated?

Is the integrity of the insulation flange maintained?

3.5 Ship/Shore Insulation If a bonding cable is used, is it fitted with an intrinsically safe isolation switch, and is the procedure for its use posted, understood and followed?

Comments

Y N NS NA

Is there provision for safe access of pedestrians to jetties and berths?

Is there adequate provision for vehicular access, traffic flow and parking space?


Is there safe access to work areas and remote equipment?



and Questionnaire

Is the terminal unlikely to be affected by incidents at neighboring facilities?

Are pipelines protected from accidental impact/damage?

Is provision made for access of the emergency services?

Comments

N NA Y NS

Is mooring equipment (e.g. winches, hooks, dead-man switches etc) operational and in good condition?

Are shore moorings (if used) in good condition and well maintained?

Are terminal mooring patterns used/understood? 4.1 Moorings

Are moorings layouts acceptable? (e.g. clear of obstructions at all states of tide and vessel condition, adequate number of bollards/hooks etc)



and Questionnaire

Comments

Y N NS NA

Is there a safe means of access to/from the vessel? (e.g. is it in good condition, is there good lighting, is a safety net rigged if required, is a lifebuoy in place on vessel etc)


Is provision made on the berth/jetty for safe ship/shore access? (e.g. clear space on berth/jetty at all states of the tide)

Comments

Y N NS NA

Is the SSSCL completed jointly and correctly? 4.3 Ship/Shore Safety Checklist

Is there evidence of this? (e.g. are all the requirements met - scuppers, fire-wires, etc.)



and Questionnaire

Are appropriate sections completed for the cargo being handled?

Are repeat checks completed and recorded?

Comments

Y N NS NA

Are communications procedures robust and clearly understood by terminal and ship staff? (e.g. control rooms/vessel/jetty, emergency signals etc)

4.4 Communications

Is communications equipment in good condition and intrinsically safe where appropriate?

Comments

Y N NS NA

Are line isolation systems in place and operating? (i.e. non return valves in jetty loading lines)

5.2 Emergency Isolation Where the berth extends from the shore, is an additional isolation valve fitted at the shore end of each line?



and Questionnaire

Comments

Y NA N NS

Are cargo hoses in good condition and clearly marked for identification? Marine arm limits monitored effectively

Are manifold and hose ends fully blanked when not in use?

Are hoses stored in accordance with manufacturers instructions?

Are hose handling systems appropriate for the type of hose in use?

Are marine loading arms in good condition?


Are operating limits for the marine loading arms monitored?

Comments

N NS Y NA

Is the jetty fire main pressurised or able to be pressurised at short notice while a tanker is alongside?

Are jetty fire main, foam piping, valves and monitor systems in good condition?

Are jetty portable appliances in good condition and serviced?

6.2 Fire Protection

Is there an international Shore Fire Connection on each berth?



and Questionnaire

Comments

Y N NS NA

Is secure fencing provided to prevent unauthorised access?

6.3

Terminal Access

Are people and vehicle access managed?

Comments

Y N NS NA

Are safety notices displayed in appropriate language, clear and understandable to meet the needs of the terminal and visiting ship staff?

Are key safety notices displayed in pictogram format? (e.g. no smoking, no naked lights, no mobile phones)

6.4

Notices

Is there clear indication of evacuation routes and muster points?



and Questionnaire

Comments

Y N NS NA

Are lifebuoys in place on the berth and mooring dolphins?

Is there a first aid box available to jetty personnel?

Do personnel have life vests available for work in hazardous locations?


Are eyewash stations and safety showers available at strategic locations?

Comments

Y N NS NA 6.6 Portable Electrical and

Electronic Equipment Are procedures to minimise risk from portable electrical and electronic equipment managed?



and Questionnaire

Is equipment intrinsically safe? • Mobile phones • Radio pagers • Cameras • Computers • Compact disc players • Gas detectors • Portable electrical equipment, power tools

etc.

Are notices adequate and adhered to?

Comments

NA Y N NS

Are MSDS’s available for products handled?

Are hazards managed where necessary? (e.g. general safety hazards, trips, falls, house keeping, excessive noise)

Are hazardous operations adequately controlled? (e.g. use of correct PPE, Risk Assessments, Permit to Work etc)

Is adequate PPE worn by all terminal personnel including contractors, on jetty and ship?

6.7 Occupational Health And PPE

Are requirements for visitors, ships crews, tug and mooring boats adhered to?



and Questionnaire

Comments

Y N NS NA

Is the bund or spill tray adequate? (e.g. size, slope, measures for storm/rain management etc)

Is management and condition of sumps adequate?

Are drainage and disposal management of bunds, spill trays and sumps in accordance with procedures?


Are unused connections suitably blanked or capped, and are blank flanges fully bolted and of the same rating at the system?

Comments

Y N NS NA

Is Tier 1 response equipment in good condition and readily available?

7.3 Oil and Chemical Spill

Response Is the Tier 1 equipment provided in accordance with the requirements of the oil spill plan?



and Questionnaire

Comments

Y N NS NA

Does the terminal ensure the tanker provides an adequate secondary means of escape?

8.2 Emergency Evacuation Is the means of escape from the jetty in the event of fire, explosion or other emergency safe and secure and does it meet the requirements of ISGOTT?

Comments

Y N NS NA 9.1 Structural Surveys

Do structural members appear free of corrosion and other defects?



and Questionnaire

Does the jetty appear to be free from impact damage?

Is superstructure in good condition? (e.g. handrails, walkways, access ladders and buildings)

Comments

Y N NS NA

9.2 Does all operational equipment appear well maintained? (e.g. valves, pipelines, loading arms)

Maintenance Inspection and Testing Programme

Comments


Marine Assurance

Documents

Transcript of Marine Assurance