Professional Documents
Culture Documents
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© Oil Companies International Marine Forum
December 2014
Our mission is to be the foremost authority on the safe and environmentally responsible operation of oil tankers,
terminals and offshore support vessels, promoting continuous improvement in standards of design and operation.
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available, it is intended purely as guidance to be used at the user’s own risk. No responsibility is accepted by the Oil
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or adoption of or reliance on guidance contained in the Paper even if caused by a failure to exercise reasonable care.
1 MANAGEMENT, LEADERSHIP AND ACCOUNTABILITY
AIM Through strong leadership, management promotes safety and environmental excellence at all levels in an organisation.
1.5 The terminal has appropriate policies relating to Policies should relate to issues that include the
personnel management. control of drugs and alcohol, hours of work and
disciplinary procedures.
2.1 A formal appraisal system is in place for terminal Formal appraisal should be conducted at least
2 personnel. annually.
2.2 Procedures ensure that all personnel engaged in A competence assessment process should be in Assessment records may be presented in the form of
activities relating to the ship/shore interface are place. spreadsheets or matrices.
assessed for competency. The terminal should maintain up-to-date records of
qualifications, experience and training courses
attended.
2.3 A documented job description is in place for every Roles and responsibilities are defined in individual
role in the terminal’s organisation. job descriptions.
2.4 The terminal has a drug and alcohol policy with
effective measures for dealing with incidents and
breaches of policy.
3.1 The terminal operator has a documented The scope and depth of the familiarisation
3 familiarisation process for personnel. procedure is relevant to the responsibilities of the
personnel involved.
The familiarisation process includes personnel
switching roles as well as new entrants.
3.2 The personnel appraisal system is used to identify
individual training gaps and development needs.
3.3 Medical checks are conducted as a part of the Medical checks should take into account the
recruitment process for terminal personnel. requirements of the job.
3.4 Key terminal staff retain core technical skills
through new and refresher training.
4.1 Key terminal staff enhance their professional Management encourages and supports personnel
4 development through participation in industry participation in forums and seminars and
forums and seminars. encourages individuals to undertake further
education.
4.2 Terminal manning levels are formally reviewed on
a periodic basis.
4.3 Terminal personnel are required to undergo The scope of the medical examinations should take
periodic medical examinations. into account potential occupational health
exposures.
4.4 A process is in place to verify the effectiveness of An assessment should be undertaken following a
the induction and training procedure for newly defined probationary period.
recruited personnel.
2A MANAGEMENT OF CONTRACTORS
AIM To ensure that contractors perform in a manner which is consistent and compatible with terminal policies and business objectives.
AIM Terminal management has established operational practices and procedures that are consistently applied to ensure the safety of vessel movements.
1.6 Terminal procedures clearly define the Terminals with draft limitations and significant tidal Terminal procedures for over-the-tide operations would NA
requirements for over-the-tide operations. variations should have procedures in place where typically address:
discharging or loading over-the-tide operations are Measures to ensure that vessels remain safely afloat at
to be permitted. These procedures should be all stages of the operation
developed based on the output of a risk assessment compliance with under keel clearance requirements
and should be agreed by all involved parties prior to contingency measures
the arrival of the vessel. assurance that terminal and vessel’s equipment critical to
the operation (e.g. transfer pumps, main engine) is fully
operational.
The vessel should be advised of the minimum water depth
limitation.
Consideration should be given to the effect of trim and list on
under keel clearance.
Discharging Over-the-Tide
When vessel’s are intending to discharge over the tide, the
following criteria should be met:
The vessel should provide a detailed discharge plan
which will achieve the draft reduction necessary
the vessel’s pumping capacity and the terminal’s
reception capability should be confirmed as being
sufficient to achieve the under-keel clearance in the time
available with a contingency allowance
the vessel’s arrival at the berth should be timed as soon
as possible after low water as the under-keel clearance
requirements allow.
To minimise any delays to the transfer operation:
Terminals should undertake all necessary preparations
for the transfer
shore authorities (Customs, Immigration, etc.) may need
to be briefed on the operation to minimise any delays to
the transfer
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
When terminal’s are intending to load vessels over the tide,
the following criteria should be met:
The terminal and vessel should prepare a detailed
loading plan
the vessel should stop loading at the draft at which she
can remain safely afloat and recommence loading as the
tide starts rising.
loading should not recommence unless equipment and
resources critical for the departure of the vessel from the
berth (e.g. main engine, pilot, tugs) are confirmed
available.
the loading rate should allow the vessel to complete
loading and all pre-departure formalities with a
contingency allowance.
2.1 Terminal procedures address requirements for This work may be carried out by a port authority with
2 surveying and dredging to maintain channel and the terminal retaining overview.
alongside depths. At all locations, water depth surveys should be
conducted at intervals not exceeding five (5) years.
The interval between water depth surveys should
take into consideration expected silting of channels
and berth dredged boxes.
When a new berth is built or where a company
assumes the operation of a berth or terminal, a
depth survey should be undertaken or recent
existing survey reports referenced to establish
baseline data and identify trends.
All surveys should be carried out by competent
personnel and the results should conform to the
established datum for the port.
Terminal procedures require that the berth area is
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.
2.2 The terminal ensures that all internal and external Any inability to maintain a specific advertised
interested parties, such as the Port Authority, minimum depth in the vicinity or alongside a specific
Agents, and Pilot Associations, are aware of any berth should be reported.
changes to the water depth.
2.3 Mooring operations are subjected to formal risk Mooring operations are regularly reviewed to ensure
assessment. continuing safe operation.
A record of assessments is maintained.
3.1 Terminal personnel routinely conduct or attend Such organisations include the local port authority, These meetings should be recognised as formal meetings
3 coordination meetings with local organisations that pilotage authority, port VTS and other interested and associated records should be available.
control or influence terminal operations. parties that may affect terminal operations.
3.2 The terminal evaluates the performance of marine
service providers.
4.1 Terminal management/personnel participate in The terminal should monitor and evaluate the
4 company and industry port and terminal operation services provided by parties that include, for
forums to share experience. example, pilot authorities and towage companies.
Routine meetings should be held to review
performance and identify service enhancements.
4 TERMINAL LAYOUT - GENERAL
AIM The general layout of the facility and equipment provided is suitable for safe operations.
2.1 There are sufficient suitable evacuation routes to Evacuation routes are located as far away as In responding to this KPI, consideration may be given to the NA
2 meet the requirements that an alternative route is practicable from high fire risk areas or are protected. following: [buoy]
available if one is affected by fire. Where boats are designated as providing the There should be a minimum of two clearly signed
secondary means of evacuation, they are able to evacuation routes
reach an evacuation point no later than 15 minutes
of an emergency being declared. the primary emergency evacuation route is the day-to-
day access from normal work areas to shore
the secondary emergency evacuation route is defined as
a separate access, preferably located at a maximum
practical distance from the primary escape route. This
could include routes to mooring dolphins equipped with
emergency ladders.
2.2 Mooring arrangement plans, based on the results Diagrams of minimum recommended mooring In responding to this KPI, the following may be considered:
of risk analysis, are provided for all berths and for arrangements should be made available to visiting
all sizes of vessels which can be moored at those vessels and confirmed by mooring and fendering The use of specialist software for mooring analysis
berths. analysis undertaken by competent persons.
the provision of generic mooring plans
For vessels greater than 16 KDWT, the mooring
arrangement should be sufficient to satisfy the
criteria contained in OCIMF “Mooring Equipment MEG criteria for recommended mooring restraint for
Guidelines”. vessels greater than 16 kdwt, namely:
2.3 Arrangements exist for release of moorings using Procedures should be in place for the safe operation
quick release hooks. of quick release hooks.
2.4 Records are in place to demonstrate that the The full capability of the fire-fighting system is NA
terminal’s design case fire-fighting capability is proven through exercises to meet design case [buoy]
adequate. requirements.
If tugs are used to provide fire-fighting support,
records should confirm periodic testing of their
capability during exercises.
2.5 Control rooms are designed to maintain their The layout and design of control rooms should take NA
integrity during an emergency situation. into account the blast resistance required as a result [buoy]
of a formal risk assessment.
3.1 Design and load calculations are available for all The calculations should give the maximum
3 mooring points. permitted loading for each mooring point and the
angular limits inside which these loadings apply.
There should also be an indication of the reduction
in loadings on the mooring points outside the
angular limits for maximum loading.
Angular limits of operation are marked on the
mooring points.
The terminal has a procedure that addresses
actions when moorings are outside the angular
limits or exceed the permitted loading.
The position and heights of capstans serving
mooring points should be considered. Capstans
should be operable in forward and reverse
directions and be capable of operation at low speed
when lines are approaching the hook.
3.2 Arrangements exist for the remote release of Where a remote release system is provided, failure NA
individual moorings. of a single component or electrical power failure [buoy]
should not result in the release of mooring hooks.
The design of release systems should be such that
all moorings cannot be released simultaneously.
Should the system be designed for gang release,
measures should be in place to inhibit operation..
The release of the vessel should only be initiated
with the full knowledge and agreement of the
vessel’s master.
3.3 The terminal has undertaken a study to assess the
use of berthing and mooring aids such as speed of
approach monitors, pilot positioning units, tension
monitors, etc.
3.4 A study has been undertaken to determine the Where passing traffic is identified as potentially NA
impact of passing traffic on vessels moored impacting on vessels moored at the terminal, [buoy]
alongside. procedures should be in place that includes the
need for the terminal to monitor traffic movements
and, if necessary, take precautionary action.
4.1 Emergency lighting for work areas and access Secondary power sources are of an approved type NA
4 routes is available from a secondary power and are isolated until required. [buoy]
source.
4.2 The terminal is equipped with speed of approach Identified personnel should be trained in the use of NA
equipment. the speed of approach equipment. [buoy]
Such equipment may include an indication of the
vessel’s angle of approach.
4.3 Mooring line tension monitors are installed. Load cells are calibrated in accordance with
manufacturer’s requirements.
Data is recorded by the terminal during the time
alongside.
Consideration may be given to also making the data
available on board.
4.4 Fire proofing applications are suited to the Fire proofing protection (e.g. for the berth structure NA
structures to be protected. and loading arm support structure) should be based [buoy]
on the result of a formal risk assessment.
4A TERMINAL LAYOUT – TRANSFER EQUIPMENT
AIM All transfer equipment provided at the facility is suited for the range of vessels and products handled.
3.1 An assessment has been made of the potential for Identified equipment is provided with savealls or Items of equipment could include: NA
3 pollution from individual items of terminal other suitable means of containment.
Hydraulic systems [buoy]
equipment.
fuel storage tanks
additive equipment.
3.2 Sump tanks are fitted with high level alarms and/or Procedures should require high level alarms and NA
automatic pumping arrangements. pumps to be tested on a regular basis. [buoy]
4.1 The terminal design includes an assessment of The need for PERCs or ERS systems should be NA
4 the need for installing PERCS and ERS units. formally assessed. If a system is fitted, a record of [buoy]
its testing and maintenance should be available.
5 SHIP/SHORE INTERFACE
AIM The effective management of the ship/shore interface is ensured through the adoption of accepted industry guidance and codes of practice and the implementation
of terminal procedures.
AIM Ensure that all aspects of the transfer operation are addressed through procedures and practices to promote safe operations.
AIM Terminal management ensures that reliability is optimised through a formal planned maintenance system.
AIM A management of change process is in place and operates to manage associated risks.
AIM Established procedures for incident investigation and analysis are used to reduce the potential for recurrence.
AIM Risks to safety and health associated with the terminal’s activities are identified and controlled by the development and implementation of appropriate procedures.
AIM Policies and procedures ensure that the security of the terminal is not compromised.
AIM The identification, assessment and control of potential sources of environmental pollution.
AIM Emergency Plans and a schedule of exercises are in place that address all credible scenarios.
AIM A structured process is used to verify the effectiveness of the management system.
AIM Appropriate procedures are established to ensure the safety of operations at buoy moorings.
4.1 Consideration has been given to the use of cargo Such equipment may include double carcass hoses
4 transfer equipment that may provide improved and marine break away couplings.
environmental protection.
15 TERMINALS IMPACTED BY ICE OR SEVERE SUB-ZERO AIR TEMPERATURES [SUPPLEMENTARY]
AIM Procedures are in place that address issues associated with operations at terminals that are impacted by ice or severe sub-zero air temperatures.
1.2 The terminal is provided with equipment that is For example, the terminal provides transfer, fire-
suitable for operation in anticipated environmental fighting, lifesaving and first aid equipment suitable
conditions. for use in severe sub-zero temperatures and ice
conditions.
This should also include specific
equipment/machinery designated for removal of
excessive ice and snow accumulation that is
maintained available and ready for use.
Support craft should be suitable for operation in the
anticipated conditions.
1.3 Procedures require the selection of vessels suited Terminal requirements for vessel Ice Class notation, The procedure may include operating requirements for the
for operating in the anticipated environmental propulsion power and winterisation notation are vessel speed and manoeuvrability characteristics in ice.
conditions. specified.
1.4 Terminal procedures require that personnel are The terminal has procedures in place to protect Within these procedures, the following may be specified:
trained and equipped to cope with the anticipated personnel against risks to their health in severe sub-
The duration of exposure to cold air temperatures for
environmental conditions. zero temperatures and ice conditions, including the
personnel, including verification that the manning level at
provision of appropriate PPE.
the terminal is sufficient
the provision of basic training for all personnel.
1.5 The terminal's Spill Response Plan and the A Spill Response Plan is developed for various
Emergency Response Plan ensure that due scenarios while operating in ice conditions.
account is taken of issues associated with The pollution response equipment is located in
operations in ice and/or severe sub-zero accordance with the plan with the appropriate
temperatures. weather protection.
Emergency exercises are carried out in icy
conditions to determine the effectiveness of the
emergency response plan.
1.6 The terminal has ready access to up-to-date Information on actual and forecasted conditions
weather and ice forecasts. should be passed to vessels pre-arrival and
throughout the vessel's stay at the terminal.
2.1 The Terminal has a system in place to verify the The Ice Management Plan is regularly reviewed and
2 effectiveness of its Ice Management Plan and maintained up-to-date in order to reflect knowledge
related operating procedures. and experience gained at the location. A
responsible person is designated for the
implementation of the procedures outlined in the Ice
Management Plan.
2.2 The terminal procedure of scheduling arrival and The terminal operator's procedures should ensure
departure of tankers takes into account ice that the arrival of tankers is scheduled and includes
conditions and severe sub-zero temperatures to allowance for early departure of the tanker if a
avoid besetting. danger of besetting arises.
2.3 Regular inspections of all safety-related systems A written procedure accompanied by a check list is
exposed to extreme temperatures are undertaken in place for the regular inspections of all safety-
to ensure their ready availability. related systems during the exposure to extreme
temperatures to ensure the effectiveness of the
precautions being taken.
3.1 The terminal has access to an ice detection The ice detection system provides an adequate ice
3 system to facilitate the identification and tracking detection and forecasting capability for the expected
of all potentially hazardous ice features or ice ranges of environmental conditions and visibility.
situations.
3.2 The terminal has access to resources for
conducting icebreaker escort navigation.
3.3 The terminal maintains records of ice operational Records include ice conditions, vessel performance
experience for use when evaluating performance. including tugs, safe speeds and distances.
Performance data is routinely reviewed and
procedures updated.
3.4 Terminal procedures specify requirements Approach routes to the terminal should be risk
necessary for safe navigation in the approaches to assessed to identify potential hazards, including the
the terminal and mooring in ice conditions. risk of besetment, and vessels advised accordingly.
4.1 The terminal actively shares operating experience
4 with other terminals operating in similar conditions.