Ports and Terminals Support TeamCommon Terminal Audit Observations BP Group HSE Goals No Accidents No Damage to the Environment No Harm to People Group Shipping Policies BP (Group) Shipping Audit Policy BP (Group) Shipping Vetting Policy BP (Group) Time Charter Policy “It is the responsibility of each BP Business and Associate to comply with the BP Group Shipping Policies in order to maintain the integrity of our business and to protect people, property, the environment and the BP Group from risks which may result from shipping activities” Policy Application All BP Businesses or Associates involved in the chartering or operation of ships carrying bulk cargoes on behalf of the BP Group. The requirements of the Group Shipping Audit Policy apply to the following business activities :- All BP Businesses or Associates which operate their own ship vetting services or carry out ship vetting inspections on behalf of the BP Group. All BP Businesses or Associates owning, operating or having a majority share holding in any marine terminals where bulk cargo is loaded or discharged on behalf of the BP Group. Any third party marine terminal at which BP bulk cargo is transferred and/or stored where it is believed that a marine incident could have an adverse impact upon BP Group reputation or business. Any other BP location which considers that an incident resulting from its shipping activities could adversely affect the BP Group reputation or business. Common Audit Findings Ship Shore Safety Check List (SSSCL) • Not complying with ISGOTT recommended format • Unfamiliarity with questions / contents - (training) • No repeat checks • Lack of awareness of Inert Gas • Completed by terminal before ship has berthed • No physical checks Common Observations: • Used as a ‘tick’ list Training for Ship / Shore Interface • 1 ‘expert’ used to train everybody else • No formal training • Training carried out on an ad-hoc basis Vessel Access (including Barges) Aghhh! Berth Structure Berth Criteria (or lack of) Displacement with LOA and Beam & Draft to combat the implications of re-measurement Max/Min Deadweight and Draft for each Berth We are actively encouraging the change to:- We find Terminals who are unaware of:- And frequently terminals are unaware of BP’s Under Keel Clearance (UKC) Policy Under Keel Clearance Requirements BP Shipping Policy requires the following Under Keel Clearance In Approaches:- • A minimum of 10% of draft regardless of the size of vessel When Alongside:- • Vessels with a beam of up to 20 mtrs require a minimum of 0.30 metres UKC • Vessels with beam in excess of 20 mtrs requires a minimum of 1.5% of beam UKC. Example Jetty Acceptance Criteria Acceptance criteria for a vessel at jetty four LOA less than 355m yes / no Displacement less than 190,000 tonnes yes / no Center of manifold above water line less than 22.4m yes / no Freeboard at breast lines less than 24m yes / no Bow to center of manifold less than 190m yes / no Ballast Parallel body length greater than 110 yes / no Negative answer to any of the above and the vessel is not acceptable Parallel mid body length Point Loading Moorings Condition of Fenders If any! Jetty Bunding (or lack of) - and the other extreme! Loss of Containment Manifold / Pipeline blanks Sources of Ignition Mobile Phones used by :- Agents Pilots Chandlers Surveyors Port Officials Ships Crew Terminal Staff and even!:- Mobile Phones Battery Stray Currents Often staff are unclear where their insulating flanges are located, or even in some cases whether they even have them. This is particularly noticeable where “hard arms” are used. Recording of test results is often sparse, and sometimes, no tests are performed. Insulating Flanges – ISGOTT preferred method. Insulating flanges in hose strings are often in poor condition. Bonding Wires (If used) ISGOTT states that if they are used, it must be in conjunction with an intrinsically safe switch. Where there is a switch, the procedure is often not clearly posted or followed. We find terminals where bonding wires (with and without switches) are used in addition to insulating flanges. (In the false belief that it gives them added protection) Electrical Fittings / Zone Classification Emergency Preparedness No provision for incident on vessel at jetty Poor management of contact lists details No Emergency / Oil Spill Pollution Plan Inadequate equipment to cope with emergency situation Little or no drill scenarios Flexible Hoses Poor condition (age) Poor stowage Inadequate rigging, slings and strops Physical damage Lifting Equipment Life Saving & Fire Fighting Appliances No policy for the wearing of lifejackets Inadequate provision of lifebuoys Lack off or poor condition of fire hoses Maintenance of LSA & FFE Defective foam installations Bunding of fuel tank for diesel fire pumps Housekeeping Best Practices Pollution Control Vessel Safety Signage And the more unusual ! Escape Routes Protected Lifebuoys Mooring Dolphin Access •Adequate lighting •Safety rails each side •Non slip grating walkway Hard Arm Limits Tidal Mooring Pontoon ESD Cable Stowage Fire Hose Reel