4. common audit findings
TRANSCRIPT
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Ports and Terminals Support TeamCommon Terminal Audit Observations
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BP Group HSE Goals
No Accidents
No Damage to the Environment
No Harm to People
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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
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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.
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Common Audit Findings
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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
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Training for Ship / Shore Interface
1 expert
used to train everybody else
No formal training
Training carried out on an ad-hoc basis
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Vessel Access (including Barges)
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Aghhh!
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Berth Structure
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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 BPs Under Keel Clearance (UKC) Policy
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Under Keel Clearance RequirementsBP Shipping Policy requires the following Under KeelClearance
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.
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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
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Parallel mid body length
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Point Loading
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Moorings
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Condition of Fenders
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If any!
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Jetty Bunding (or lack of)
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and the other extreme!
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Loss of Containment
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Manifold / Pipeline blanks
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Sources of IgnitionMobile Phones used by :-
Agents
Pilots
Chandlers
Surveyors
Port Officials
Ships CrewTerminal Staff
and even!:-
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Mobile Phones
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Battery
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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.
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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)
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Electrical Fittings / Zone Classification
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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
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Flexible Hoses
Poor condition (age)
Poor stowage
Inadequate rigging, slings and strops
Physical damage
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Lifting Equipment
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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
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Housekeeping
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Best Practices
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Pollution Control Vessel
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Safety Signage
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And the more unusual !
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Escape Routes
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Protected Lifebuoys
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Mooring Dolphin Access
Adequate lighting
Safety rails each side
Non slip grating walkway
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Hard Arm Limits
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Tidal Mooring Pontoon
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ESD Cable Stowage
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Fire Hose Reel
Ports and Terminals Support TeamBP Group HSE GoalsGroup Shipping PoliciesPolicy ApplicationCommon AuditFindingsShip Shore Safety Check List (SSSCL)Training for Ship / Shore InterfaceVessel Access (including Barges)Slide Number 9Slide Number 10Slide Number 11Slide Number 12Slide Number 13Berth StructureBerth CriteriaUnder Keel Clearance RequirementsExample Jetty Acceptance CriteriaParallel mid body lengthPoint LoadingMooringsCondition of FendersIf any!Jetty Bunding- and the other extreme!Loss of ContainmentManifold / Pipeline blanksSources of IgnitionMobile PhonesSlide Number 29Stray CurrentsSlide Number 31Electrical Fittings / Zone ClassificationEmergency PreparednessFlexible HosesSlide Number 35Slide Number 36Lifting EquipmentLife Saving & Fire Fighting AppliancesSlide Number 39HousekeepingSlide Number 41Pollution Control VesselSafety SignageSlide Number 44And the more unusual !Escape RoutesProtected LifebuoysMooring Dolphin AccessHard Arm LimitsTidal Mooring PontoonESD Cable StowageFire Hose Reel