HSSEMS SYSTEM FOR FUEL COMPANIES

HSSEMS SYSTEM FOR FUEL COMPANIES

Permit to work systems – to ensure the system is applied to all relevant activities

Document control processes – to ensure documents and records critical to effective HSSE management are appropriately controlled so that information is accurate, relevant, current and accessible.

Less formal risk assessment techniques – encouraging employees to take time before each and every task in order to verify the hazards and check that appropriate controls are in place before proceeding

Design parameters and capabilities of plant and equipment – ensuring consideration is given to both, when determining the operations to be performed

Management of change – post implementation reviews to confirm that the change has met its objectives and the risks identified are suitably controlled

Management of Contractors and Suppliers - listing qualified contractors and suppliers as part of a

system to ensure that all are subjected to the set management processes

Learning from incidents – use of results of incident and near miss investigations to improve risk

assessments, emergency preparedness and response

Sharing of HSSE performance - HSSE performance statistics regularly reported to interested parties so that any incidents prompt shared learning and encourage collaborative working to implement

improvement actions

SOURCE: JIG BULLETİN 89

HEALTH, SAFETY, ENVIRONMENT AND SECURITY

HEALTH, SAFETY, ENVIRONMENT AND SECURITY

It is very important to establish a systematic approach in order to manage safety, which includes organisational structures, accountabilities, policies and procedures. This shall be met by the development of a Safety Management System (SMS).

A SMS provides a systematic way to identify hazards and control risks while maintaining assurance that risk controls are effective. Good safety management includes but is not limited to the following:

• Development of safety policy and objectives.
• Control of work systems (including Permit-to-Work).
• Identification and acknowledgement of hazards and risks in performing all activities.
• Safety induction/training for all staff, contractors and visitors.
• Proactive, as well as reactive measures to control risk.
• A change management process.
• A process for internal safety performance monitoring.
• Process for assessing the adequacy of the SMSs adopted.
• Identification of all legal compliance requirements affecting the operation and processes to keep up to date of changing requirements.
• SMS implementation process.
• Incident/accident/near miss reporting and investigation.

Source: EI 1540

FUELLING VEHICLE HOSE TYPES

FUELLING VEHICLE HOSE TYPES

The recommended types of the refueller hoses are as below:

1. For trailer/suction use type E or F. (SEE NOTE 1)
2. For fuelling vehicle intermediate applications, such as supply to an elevating platform, use type C, E or F. Where kinking is a problem type E or F with helix reinforcement should be considered. For enhanced defuelling capability use type F.
3. For hydrant servicer inlet use type C or F.
4. For fuel delivery use type C.
5. For frequent high speed suction defuelling use type F if type C is unsatisfactory.
6. For bridging vehicle discharge and refueller loading use type C, E or F. (SEE NOTE 1)
7. For hydrant pit valve flushing use type F if type C is unsatisfactory, and for low point drain and high point vent use type C.

Type B (conductive) and E (conductive) should not be used for into-plane deliver yor hydrant servicer inlet hoses unless there is a statutory requirement to use them. Connections to aircraft and hydrant systems should only be made with anti-static hose types C or F.

 

NOTE 1: The hoses shall be suitable for use with aviation fuel. It is essential to ensure that the hose will not affect the product and the product will not affect the hose. Internal line should be made of aluminium or stainless steel. Galvanised internal line shall not be used. Hoses used fort his type of service should be designed for a working pressure of at least 150 psi.

RE-CERTIFICATION TEST

RE-CERTIFICATION TEST

Where fuel can be positively identified by documentary evidence as belonging to a

particular batch covered by a related Refinery Certificate of Quality, then it is only

necessary to conduct such additional tests as are required to prove that fuel quality has

not changed. The results of such tests shall be compared with the results of the last

tests, as well as reviewed for compliance with the specification. These recertification

tests are:

1. appearance/colour
2. distillation;
3. flashpoint;
4. density/API gravity;
5.  freezing point;
6.  corrosion (copper);
7. existent gum;
8.  conductivity (to be carried out on bulk stock in storage, or immediately after taking a sample from storage tanks on fuels containing static dissipater additive);
9. MSEP;
10. Thermal Stability (JFTOT), when fuel:

              1) is received from a source (e.g. a marine vessel equipped with copper

                pipework in their cargo tanks) contrary to recommended practice; or

              2) has been static in storage for six (6) months

FAME unless FAME (Fatty Acid Methyl Ester) can be controlled to limit the exposure in Jet Fuel to less than 5 mg/kg in accordance with JIG Bulletin 75, then in markets and supply chains where FAME is present in multiproduct systems, FAME concentration shall be tested by an approved method, wherever Jet fuel has been transported in multi-product transport systems that also carry gas oil/deisel fuel or non-dedicated storage that may have contained gas oil/ diesel fuel.

·         Sample quantity of 4 litres (0.5 US gallons) minimum shall be taken, in an approved container

EXAMPLE